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Home My WebLink AboutR-8817 Approving the Railroad District PlanRESOLUTION NO. 8817 (1998 Series) A RESOLUTION OF THE COUNCIL OF THE CITY OF SAN LUIS OBISPO APPROVING THE RAILROAD DISTRICT PLAN WHEREAS, the Cultural Heritage Committee, Planning Commission, Parks and Recreation Commission, and the Architectural Review Commission have held public hearings on the Draft Railroad District Plan; and WHEREAS, after reviewing the Draft Plan and considering public testimony, these advisory bodies recommended that the City Council approve the Railroad District.Plan, including policies and programs regarding historic preservation, transportation and circulation, land use, and aesthetics; and WHEREAS, the Director of Community Development has issued a negative declaration of environmental impact, pursuant to provisions of the California Environmental Quality Act (CEQA) and based on an initial environmental study (ER.31 -98) which was prepared and circulated. for the required public review period; and WHEREAS, in consideration of public testimony, advisory body recommendations, staff analysis, and its own deliberations, the City Council has determined that the Railroad District Plan is necessary to implement General Plan policies and programs designed to preserve historic resources, encourage alternative transportation modes, establish architectural guidelines and improvements for designated "Optional Use and Special Design Areas", improve public access to parks and open space, improve the safety and appearance of streets and public areas, and enhance the economic vitality of the City's.mixed -use Railroad District. NOW, THEREFORE, BE IT RESOLVED by the Council of the City of San Luis Obispo as follows: R -8817 Council Resolution No. 8817 (1998 Series) Page 2 SECTION 1. Findings. 1. The Railroad District Plan is in conformance with the General Plan and with the City's Historic Preservation Program Guidelines intended to preserve historic resources and areas. 2. The Railroad District Plan is an "Area Plan ", intended to carry out policies and programs of the General Plan and to guide public and private development, public improvements, and capital improvement programming within the District as defined by the Plan. SECTION 2. Environmental Determination (ER 31 -98). The City Council has considered the environmental determination for the Railroad District Plan and hereby approves a negative declaration of environmental impact, pursuant to the California Environmental Quality Act. SECTION 3. Plan Adoption. The Railroad District Plan is hereby adopted as an area plan guiding public and private land use and improvements within the area identified in the Plan as the "Railroad District." SECTION 4. Implementation. To implement the Railroad District Plan, the City Council hereby directs that: A. The Community Development Director shall initiate rezoning of the Railroad District to add a historic "H" overlay zone to properties within the District, including architectural guidelines intended to preserve the District's unique architectural character. . B. City Departments shall implement the Railroad District Plan through their design and development of capital improvement programs, operating programs, and in developing budgeting and grant requests. N. Council Resolution No. 8817 (1998 Series) Page 3 Upon motion of Williams seconded by Roalman , and on the following roll call vote: APES: Council Members Williams, Roalman, Romero and Mayor Settle NOES: None ABSENT: Council Member Smith The foregoing resolution was adopted this 16th day of June , 1998. Mayor Allen Settle ATTEST: :iii - • � APPROVED AS TO FORM: j/L:RRDP.ccros ,1 \ I J+ a '4a? fr- ?. -; -' -q ,,r) /;: '2 llll parlpoa0 0tstnlct pLAn )l I \ a rs oBrspof. f\fl*t t 2 qffy'o 1 I eoq e) htstoptc southep.n paupc fpercht wapehouse, apcd 189, poundhouse wopkeps ctpca t90, crty o[ san Luls oBtspo nillpoaO Olstntct plAn aOopteo June t6, 1998 communffiy 0evelopment Oepantment llo palm stpeet san lurs oBrspo, ca g34ot-3249 rli lil lllI lll cr ty oF san Luls oBtspo crty counsl allen k. sef,tle, mayop nrLL noatman bave pomepo kathy smffih 0o0re wllllams chanles senn, chaln lohn ashrauqh John ewan 0avr0 teffney .;anet howetl-manks paul neaOy mapy whrttlesey James atken, chatp cuptrs rlhnqwonth abce loh Lance panken ROn p€qreR mank pos€n chuck st€v€nson cultunal henftaqe commfttee steven mcmasteps, charp paula;uelke capR amy kanOel non pavUk nos schpaqe matt whfftlesey manqot mc0onal0 khpushchev s vtstt, san lus ontspo pailpoaO depot, septemaep 20, t9r9 crty o[ san luls oBlspo communffy oevelopment oepantment apnoto Jonas, otpectoP John man0evrlle, tonq-panq€ plannlnq manaqep Jet[ hook, ppoJect plannen mrchael co0pon, pllnnlnq techntctan chuck cpotsep, gnaphlc consultant crty op san Lurs oBtspo nillRoao OlstRtcf plan a0ofieO June 16, 1998 communfty bevelopm€nt Oepantment leo patm stpe€t sAn Lurs onrspo, ca g34ot-9249 pnolec-t tunOlnq wAs pnovrOeO, rn pant, ny the san tuls oBtspo counclt o[ qoveRnments [slocogl thnouqh neqronal state htqhway account funbs htstoRrc photos couptesy of san luls oBrspo county hlstonlcal museum cov€p Opawn ny chuck cpots€p: south€Rn pacrfrc fperqht wapehouse, aOapfive Reus€ concept s€cfion tfft€ paq€s; hlstoplc photo o[ a pactplc coast natlway locomotN€ anO passenq€R cans wffih the southenn paofrc pounOhouse tn th€ Backqpoun0 tanle o contents Sectlon l: Bacl(gtound and Issues INTRODUCTION Purpose Relationship to other City Plans CommunityObjectives COMMI.INITY WORKSHOPS AI\D SI.]RVBY CommunityWorkshop #l Community Survey Responses Communityworkshop #2 DISTRICT BOLINDARY AI\ID FEAflJRES DistrictBoundary VISUAL CHARACTER Msual Character Issues HISTORIC RESOIJRCES Historic Resources Overview Historic Structures and Sites Historic Preservation Issues LA]\D USE Evolution of Land Use in the District Land Use Patterns Allowed Uses Development Trends Land Use Issues TRANSPORTATION AI\D CIRCULATION Regional Transportation Context Transportation and Circulation Background Railroad District Streets Santa Barbara/osos Street Coffidor Transportation Issues 43 43 43 44 44 45 45 45 46 3 3 3 4 7 7 a ll t2 t2 ISSIJES SLIMMARY Aesthetic Issues Historic Issues Land Use Issues Transportation and Circulation Issues OPPORTLINITIES AND CONSTRAINTS Problem Identification Opportunities Constraints Secflon 2: Rallroad Dlstrlct Plan RAILROAD DISTRICT PLAN l.o Railroad District Plan Actions 2.o Historic Preservation Policies and Programs 3.O Land Use Policies and FYograms 4.O Recommended Tfaffic Irnprovements 5.O Implementation ARCHITECTI-]RAL GLIIDELINES Building Form, Massing and Roof Lines Doors and Windows Surface Treatment and Colors Architectural Details Signs andAwnings Site and Fublic Area Improvements Landscape Design Residential Buildings Remodels andAdditions l6 l6 ta l8 20 27 2g ?o 30 33 34 36 37 37 38 40 4L 42 5l 5l 6l 66 68 72 lo 76 77 78 79 79 80 8l 82 a2 narlnoao ors-fprct plan paq€vr #Figure Lrst o I upes Title Vicinity Map . Diagram of the Planning Process ... Sample Community Survey Railroad District Boundaries ..... Key Railroad District Feaftlres Historic Resources ........ Sanjcorn Map Historic Uses General Plan Land Use and Zontng Designations List of Allowed Uses Recent,/Anticipated Development ... Regional Transportation ....... Transportation Issues and Concerns. How the Opporfunities and Constraints Analysis Leads to Policies and Programs... Opportunities and Constraints ...... Adaptive Reuse Concept - SP FYeight Warehouse Railroad Walk of History Railroad District Plan - Area I Railroad District Plan - Area 2 Railroad District Plan - Area 3 ..... Roundhouse Site Redevelopment Concept Design Concept - Osos,/Leff Crossing Plan Mew - Osos,zleff Crossing Design Concept Boardwalk Detail ... .... Railroad Museum and Amtrak Passenger Parking Facility Concept Tlupical Bike Path Section Railroad District Pedestrian Lighting, typical Residential Remodel and Addition ... Council Resolution No. 8817 (1998 Series) pallpoao orstprct plan paq€vilr t t 3 4 o 6 I a I to tl t2 l3 37 45 47 52 53 55 57 59 62 68 68 69 70 7L ao 82 83 t4 l5 l6 l7 la l9 20 2r ,t 23 2+ 25 26 27 2a Introductlon The Railroad District PIan grew out of clizens'suggestions that a plan be prepared to address several important issues, including traffic circulation, open space and historic preservation, safe pedestrian and bicycle connections, aesthetics, public safety, and the need for additional automobile parking. The City Council directed staff to prepare a plan which would address these issues and ensure that the various public improvements planned or underway in the District wor,rld be properV coordinated. The Railroad District influences San Luis Obispo's economy, tmnsportation, and urban character. Recognizing the importance of the District, the General Plan identifies the Santa Barbara Street corridor - the main transportation "axtery" which links the District with Downtouzn and State Highway lol - as a "special design area" and calls for a plan to guide renovation and improvement of buildings, streetscape, Iandscaping and public use areas. This plan is intended to guide development in the Dlstrict and to implement General PIan policy for that portion of the special design area encompassed by the District. ttrrpose The purposes of the Railroad District PIan are to: I . Irnplement the City's ceneral Plan with a detailed focus on the Railroad District; 2. Develop a community consensus on an overall vision for the railroad area; B. Coordinate public and private investment in the area lo reaJize the vision 4. Preserve the District's historic character with architectural standards which guide new development. The plan allows the community to consider circulation, Iand use, historic preservation, recreation, ptrblic safety and aesthetics in a comprehensive way. It encourages logical, safe and attractive development, consistent with ceneral Plan policies in this small but vlsually sensitive and historic corridor. Relaflonshlp to Other Ctty Plans The Railroad District PIan ls an "area plan" adopted by the city to implement the General PIan. The Railroad Disfict PIan builds upon that foundation to provide more specific guidance for decision makers, property owners, business people and others involved in community development, corrlrrerce and transportation. It is the result of focused community discussions and decisions on the Railroad District and how to best implement General Plan policies. As such, the PIan represents the community's guidance to elected and appointed decision makers, property owners, developers and the public at large. The Plan supplements other adopted City plans, such as the Bicycle Transportation Plan, Architectural Review in San Luis Obispo, and the Hlstoric Preservation Program Guidelines. tntRoouctlon Figure {: Project Area Vicinity Map /---t---lAirport Area Railroad Distr RattRoao otsf,Rtg[ plan paq€ 3 Ground{evel switch stand rntpoOuctron Communlty ObJectlves Following are the cornrnunity's objectives expressed by this plan and reasons why they are important: C To improve circulation for bicyclists, motorists, pedestrians, and bus and rail passengers because... r The Railroad District is centrally located, making it an ideal location to lirk several transportation modes and encourage use of public transit and Iess polluting forms of transportation; As one of the City's main north-south circulation routes, the railroad right-of-way is freguently used by bicyclists, joggers and pedestrians; Bike routes and trails have evolved over time, and in some locations need improvement to be made safer or need to be more inconveniently located; Streets, sidewalks, parking and other public improvements need upgrading to meet standards; and expanded rail passenger facilities have increased the need for support facilities for travelers. 3 To enhance the appearance of a visually sensitive gateway to the City because... 2o,ooo rail passengers enter San Luis Obispo annually, gaining an impression of the City through its hirstoric railroad yard; The railroad right-of-way is one of the City's largest contiguous open space areas, with about one-half square mile of undeveloped and partially developed land; The railroad conidor directs views toward some of the City's most scenic landmarks: Cerro San Luis, Bishop Peak, Santa Lucia Hills and Terrace Hill; An aerial photograph, taken in 1997, showing Railroad Square, the depot, the parking lots and a portion of the tracks. a a a a a paq€ 4 Views of Cerro San Luis and Bishop Peak from the railroad corridor rntpoOuctron Figure 2r Diagram of the Plannlng Process l Rarmoao ors[Rtc[ pun paq€ 5 rntpo0uctlon Community ObJectives continued: 3 To preserve and interpret historic railroad structures, site features and their settings because. o San Luis Obispo grew up around the railroad. By preserving railroad historic resources, citizens and policyrnakers can better understand our past as a guidepost for the future; r Tho City's railroad yard was at one time the largest such facility along Southern Pacific's Coast Route betvveen Los Angeles and San FYancisco; however most of the original structures are gone. Some of those that remain have been determined eligible for the National Register of Historic Places, meriting special preservation efforts; . people of all ages are fascinated by trains. Other cornrnunities have tumed this fascination into educational and tourist facilities, enriching the corununity in many ways. 3 To improve safety and convenience of parking and transit facilities because... r Amtrak's San Diegan passenger train provides daily service between SLO and San Diego, making trains an alternative to intermediate-dlstance car and airline commules; r The Raihoad District is located approximately in the city's geographic center. It is easily accessible from Downtor,vn and from nearby commercial andresidential neighborhoods, makin€ it a logical location for a transit center; r With the assistance of the SLO Council of Govemments and the California Tfansportation Cornrnission, the City has secured grant funding to improve public parking and transit facilities in the Railroad District; . Santa Barbara,/Osos Street and thre milroadright-of-way are heavilyusednorth-southroutes and need improvements to safely accommodate a wide range of transportation modes; 3 To guide future development and ensure architectural compatibility with existing development because... For decades, the Raihoad District had remained somewhat "invisible" as the community focused efforts and resources primarily on corrunercial and residential growth elsewhere in the City; As railroad activity declined, many of the District's uses and structures became neglected or abandoned, leaving szable areas without regular maintenance or improvement; In recent years, retail-commercial, office and residential uses have expanded nex to the railroad, creating the potential for conflicts between land uses with very different needs and characteristics, in terms of aesthetics, noise, parking and traffic. The District's continued economic health depends, in part, on minimizing land use conflicts so that mixed uSeS can coexist and reinvestment in the alea can continue. a -.L k a a a ( (. paqe 6 Target signal to control train trafiic communffiy woRkshops anO supvey Figure 3: Sample Gommunity Survey Communlty Worlrshops and SuweY Community comments at the beginning of the planning process helped define the Plan's overall goals and issues before the Plan was drafted. To solicit community input, two evening workshops were held at the San Luis Obispo Citylcounty Library. Meeting notices were sent to area residents, business owners, property owners, public agencies and other interested parties. The Draft Railroad District Plan was discussed at public hearings before the City's Cultr"rral Heritage Committee, Architectural Review Comrnission, Farks and Recreation Commission, and the Planning Commission before being approved by the City Council. Communtty Worlrshop #l : on August 20, 1997 the city held community workshop #l to kick-off the Railroad District planning process. city staffhosted the public workshop and recorded audience comments on a large format "flip chart" and in written notes. District property owners, business owners, and residents attended the evening workshop. City staff gave an overview of the District's history issues and problems, and described planned capital improvement projects, including bikeways, the Jennifer Street Bridge, rehabilitation of the historic Railroad water Tower, and possible development of the multi-modal transit transfer center. Community colr[nents and suggestions were wide ranging, as can be seen from the comments received. AIso, Community Surveys and self-addressed stamped envelopes were distributed so that interested persons could send in their comments after the workshop. staffgained valuable insights into the issues most important to the participants as reflected in the comments Iisted below. . Expand planning area boundaries to includd the residential neighborhood east of the railroad tracks (EIla Street neighjrorhood) for possible inclusion as a historic district. a Provide a second pedestrian4riryclist crossing, possibly at Penny Lane. Develop an historic railroad district attraction (museum, spur line, display, etc.) Reuse the historic Southern Pacific Freight Warehouse for a railroad artifacts display, or in connection with a transportation link to Avila Beach. Use railroad right-of-way behind the "Do-it" Center for a historic display of railroad cars or locomotives; possible link to bikeway. a a a August20,1997 pillnoao orsfierct masc€p II IHAT'S TTIIS ALL ABOIII? This questionaire will provide the City YV co*"it with a record of citizen comments, ideas andiuggestions foi the Distriet. We want to hear your thoughts about a broad range of issues - parking and circulation, bus and rail trarsportation, rails and bikeways, historic preservation, safety and security, and aesthetics. E[OW CAI\ I IIELP? Please jot down your comments, ideas and .:I lsuggestions on this survey. It's designed to be quick and easy to complete,. and will help focus the Railroad District Master Plan on those issues of importance to the community. If you'd like, just drop the survey off at the lower lwel of City Hall, or mail it by Friday, September 5th to: Community Development Deparment City of San Luis Obispo 990 Paln Street San Luis Obispo, CA9340l-3219 Attention: JeffHook REASONS I GO TO TIIE RAILROAD DISTRICT(check as many boxes as apply) B Transportation (rail, bikeway, walkways, commuting) tr Shopping I Services lJ l,rrnrng OUt E Residencef,ro! Recreation tr Other EOW OFTEN I G,O TO TIIE RAILROAD DISTRICT { Frequently (at least three times a week) D Occasionelly (on the average, once or twice a week) O lnfrequently (once amonthorless) O4: 4ua l""o < t99) c 2 RarrRoao orsTprc[ plan Pacte 7 communffy woRkshops ano suRvey Figure 3r Sample Gommunity Survey (Page 2)a hsta[,/repair sidewalks along Santa Barbara Street. Rehabilitate the railroad yard area to improve the appearance of this city gateway for rail travelers. Allow additional hotel,hotellbed and breakfast uses in the railroad area. Check into additional passenger train services, including additional spur tracks for Union Pacific. Investigate the potential for liglrt rail service to North and South At the workshop, a two-page Railroad District Survey was distributed to audience members. The purpose of the survey was tfueefold: l) to identify issues, problems, and oppornrnities in the Railroad District from a cornrnunity perspective; 2) to determine what cornrnunity members liked "most" and "least" about the District; and 3) to solicit community suggestions for the Railroad District's future - that is, to describe a "vision" for preserving what ttre community likes most while anticipating change and growth. Communlty Suwey Responseg ABpects of the Rntlroad Dt8trlct vlewed as 'Foaltlve' by communlty members, ln no epeclflc order: . RailroadDistrict's"atmosphere" o friendliness spacious walkways quaint baggage wagon in use at the railroad depot the Dlstrict's historical character and associated businesses opportunities for train watching oppornrnities for sharing historic railroad information with railroad "buffs" and the pulclic mrk Hotel redevelopment and included businesses it's an easy shortcut to Downtown a a a o o a a o a a CITY OF SAN LT,[S OBISPO OTIIER WEAT I LIIG MOST ABOUT TEE RAILROAD DISTRICT INTE['I WOttLD r.rr(T.TO WHATI ROAD Jb./L:Rrwdf$op.survcy d THEITAST ABOI'T WEEREI.LWE Railroad District Survey Page2 paq€ I stRrct communffiy wonkshops anO supvey l'rosldve commenta condnued: o $ood restaurants . convenient train connections . attractive "gateway" to the city . convenient planned bikeway and pedestrian bridge o close walking distance to residential neighborhoods . it's "funky" r rehabilitation of the historic water tower o people-watching and activity A8pects of the Rallroad Dl8tdct vlewed as negatlve by communlty members lnclude* car trafiic on Santa Barbara,/Osos Street lack of pa*ing transient camps lack of City involvement in historic restoration excessive trash,/weeds,/abandoned carc/graffiti groups congregating in front of AA building dusty inadequate lighting in some areas poorly maintained buildings along Santa Barbara Street a a trains blocking access across the railroad tracks multi-modal transit transfer center proposal due to noise and air quality impacts a run-dor,r.m appearance cltlzens' recommended changec and,/or lmprovements: r minimize air quality impacts by limiting bus, car, and train idling a maintain pedestrian access along both sides of the railroad right-of-way Rartp.oao otslRtc[ pran paq€ e .47 "" ' o restore historic water tark to functioning status to encourage steam trains preserve and restore the historic Southern Paciflc FYeight warehouse discourage transient carrrps redesign traffic circulation using one-way loops on Santa Barbara, Osos, Upham, and High Streets expand the Railroad Historic District to include the EIla Street neighborhood provide a railroad museum provide improved landscaping and maintenance expand bus service/connections accommodate taxi service with a sheltered waiting area develop a park and ride lot in the railroad area a a a a a a a a Historic Railroad Water Tower a a a a a a a a a a Switch track detail communffy wopkshops anO sunvey Community members feel that buildings with a rundown appearance detract from the District and feel not enough is done to preserve historic buildings, lmproved pedestrian and bike access to Sinsheimer Park is needed lor neighborhoods to the west of the railroad tracks. Recommended clranges condnued: e provide static and dynamic railroad dlsplays . accommodate shared uses in the old FYeight Warehouse with Ieased concessions (food, bike rentals, coffee and donuts, deli, hobbies; e provide sturdy, enclosed and locked trash enclosures o the City shor-rld purchase additional 4.25 acres available near Humbert and FYancis Streets for fufl-re parking needs r provide better sidewalks on Santa Barbara Street r provide more street lights and an ornalrlental fountain e reduce parking assessments during construction of the Jennifer Street Bridge . preserve all remaining historic structures in the railroad area solve Santa Barbara,/Osos Street traffic congestion and speed problems with a one-way couplet circulation design a extend the railroad bikeways to Cal Poly University on the north, and to Tark Farm Road on the south o extend Bishop Street to South Street via brid$e or underpass . evaluate the entire railroad corridor within the City Limits; encourage attractive landscaping and discourage barbed wve, razor wire and ugly fencing . route a bikeway from Santa Barbara Street or High Street to access the new Jennifer Street Bridge o expand train service o decrease the intensity of the multi-modal transit transfer center by spreading the impacts to other areas within the region, such as the Los Osos Valley Road neigftjcorhood o place historic railroad cars opposite the passenger depot o Traffic congestion on Santa Barbara Street caused by left turning traffic. paqe lo communffiy wopkshops ano supvey Community Workshop #2 On November 12, 1997, Cornrnunity Workshop #2 was held to review the community survey re- sponses and to review the nailroad District draft architectural guidelines. Comments ftom this sec- ond workshop are summarized below: . ArchitectLfial guidelines should not dictate detailed building design. They should allow for design flexibility; Both sides of the railroad right of way are heavily used by the public as bikeways and walking paths, particularly for students walking or riding bicycles to the high school and to Cal poly University. The City shotrld try to maintain, and where possible, improve these routes; pedesffians have a difficult time crossing Santa Barbara and Osos Streets due to the speed and volume of vehicle traffic, particularly at the intersections of Leff and Osos Streets (Gus's crocery), and Church and Santa Barbara Streets (Del Monte Caf6); The City should protect residents along Church Street from inappropriate commercial devel- opment; Additional parking and improved enforcement of pafting mles are needed in the Railroad Square area; Transient calrrps, particLilarly along the railroad rightof-way near Orcutt Road, and in the small creek running ttrougfr the Southwood,/McMillan l-ane area, are resulting in vandalism, security, trash, and sanitation problems for nearby businesses and residents. The Cultural Heritage Committee should survey and evaluate the Railroad Dlstrict for pos- sible structures to include in the City's Master List of Historic Resources a a a a a a The depot is a positive feature of the District, Future bike paths and connections are important to citizens. The openness of the District is an asset. parmoao orstp.rct ptan paqe fl The site of additionalAmtrak parking and the proposed multi-modal transit transfer center (see page 70), Orstnrct BounOapy anO [eatuRes Disfrict Boundary Figure 4 shows the boundaries of the Railroad District. It covers about one-half square mile ( I .3 square kilometers), and extends along the railroad right-of-wayfor a distance of about 1.7 miles (2.74 ktlometers) in rougltrly a north- south axis. The District includes the original railroad yard, plus residential and commercial-zoned properfy on the west side of the railroad right-of-way. Because of the District's linear shape, this BIan divides it into ftree sl-dt- areas to make it easier to graphically show the plan. Area I stretches ftom Johnson Avenue on the north to Santa Rosa Street. Area 2 includes Santa Rosa Street south to Lawrence Drive. And, Area 3 includes the railroad right- of-way from Lawrence Drive south to Orcutt Road. Houses, apartments, businesses, and warehouses with ftontage on Church Street, Santa Barbara,/Osos Street, Roundhouse Avenue and Emily Street are adjacent to and direcfly affected by traffic changes on Santa Barbara,/ Osos Street, the Dlstrict's main transportation conidor. Osos Street links the District to Downtown San Luis Oblspo, the Civic Center, and State Highway lol. Osos Street ends at Railroad Square, the historic heart of the Railroad Dlstrict. The Raikoad District Plan boundary includes the most active and visible section of railroad right-of-way in San Luis Obispo County. While much of the original railroad yard ls now gone, the widened right-of-way remains, a[owing opportunities for additional rails and railroad facilities and for redevelopment with new uses. Consequently, the plan boundaries encompass: l) those areas most likelyto be affectedbychanges in the railroad arca: 2) specific opportunities for redevelopment; and 3) a significant portion of the Santa Barbara,/Osos Street Special Design Area and nearby properties likely to be affected by future street improvements. The residential neigtrlcorhoods east of the railroad are not included within the District. They are largely built out, do not provide street access to the railroad, and are not likely to undergo substantial use changes in the foreseeable future. The Dlstrict boundaries are intended to include several key featr-res so that these can be addressed in the plan. These features and uses are listed in Figue 5. a\tuac^\ ' paq€ 12 cffiy ot san Luls oBts Figure 4 - District Boundaries and Key Features d r:l [u! Sinrheimer Park c 3 San Luis H School French Terrace Hill Jennifur Street Bri 1 tr 2 RR Roundhouse Area Railroad Johnson Avenue Mitchell Park n LEGEND Railroad District Plan Figure 4 - District Boundaries O 3OO 600 Feet [n"nto"d Dlrtrlct ;'3.tj n"tlroad rlghtof'waY N Southern Pacific Southern Pacific 0 I Warehouse Milling f> r.1 D ORCUfi Orstprct BounOany anO [eatupes Figure 5: Key Railroad District Features Fbaftrre Johnson Avenue Bridge Locatlon Johnson at RR (railroad) Reason for Inchrslon Possible bikeway,/trail connection Possible bike,zped bridge over RR Jennifer St. Ltridge; redevelopment Street improvements; historic preservation Historic Rehabilitation; visual character Penny LanelFbirview Street Penny Lane at RR Railroad Square SE end of Osos Street Apartments and houses Church, Osos, Santa Barbara St. Historic Water Tower RR, N of Henry St. Historic Freight Warehouse l94O Santa Barbara St.MMTTC; historic preservation visual character Redevelopment; historic preservation possible Bishop St. connection Bike,/pedestrian linka€les; recreation Possible RR crossing; recreation Bikeway staging area; cleanup Historic preservation; redevelopment; Industrial,/Roundhouse Area Emily and Roundhouse at RR Phase I Bikeway Bushnell tn Orcutt, along RR Linear RFt Park Sinsheimer Park at FIR Gateway Staging area SP Milling Warehouse Roundhouse Ave at RR RarrRoao orsf,Rrc[ plan paq€ 15 vrsual chapactep Shed roofed buildings such as this one along High Street add to the District's industrial character. Visual Character Issues The District is visually distinctive due to several positive factors: its visibility and open character; its natural and man-made focal points; and its historic structures. It is also distinctive due to several factors generally considered to be unattractive or negatives: abandoned or poorly maintained buildin$s, fences or sites; unsightly storage or eguipment yards; trash and weeds; €lraffiti; utility structures, overhead utility lines, and billboards; and homeless encampments. PIOSITTVE RACTORIT 3 OPENNESS: The railroad right-of-way cuts a wide, open corridor through San Luis Obispo. It ranges in width ftom 90 to over 3OO feet; and most of the right-of-way ls vacant except for railroad tracks and related equipment. Its open, linear form contrasts strongly with the densely developed neighborhoods which border it. The conidor provides views of the adjacent residential, commerical, and industrial uses. High ground to the east and west provides views into the corridor. 3 FOCAL pOINTS: San Luls Obispo has a distinctive natural setting due to the sunounding hills and ancient volcanic peaks or moros. These dlstinctive landforms give a sense of enclosure and create a strong visual image which contributes to San Luis Obispo's "sense of place." Tefface Hill, a soo-foot high hill just east of the District is a dominant natr-[al feature and focal point. Other prominent focal points are the South Street Hills, visible to tfle southwest; and l3oo-foot Cerro San Luis and lsoo-foot Bishop Peak which are in a direct Iine of sight looking north along the railroad right-of-way when entering the District from the south. Man-made focal points include the historic Raikoad Water Tower; the Park Hotel; the Railroad Square Buildin€; the Jennifer Street Brid€e; and the historic Southern Pacific FYeight Warehouse. 3 HISTORIC STRUCTLTRE"S: The Railroad District has trle highest concenffation of historic railroad buildin$s on the Central Coast. As Iate as the l98os, over 20 railroad structues ranging from small sheds to a large Iocomotive turntable remained ftom the railroad's heyday. Today, most of the original railroad strucftres are gone; bul some of the principal structures remain, stil lending a rough-edged, industrial appearance to the District: the historic, 65,000 ga[on Railroad Water Tower; the 5,OOO square foot Southern Pacific Frei$ht \ brehouse; the Roundhouse fotrndation and Tl-rntable site; and several historic buildings, including the Railroad Depot; Railway Express Agency buildinel; Fark Hotel; and Railroad Square buildin€. Their impressive sZe, distinctive architecture, age, and location help give the District its unique visual character. These structures don'tjust "recall" the railroad's historic era; they are survivors of that era and continue its visual character into a modern setting. They are often what visitors and residents remember most about the Railroad District. A view of Tenace Hill from the Roundhouse site. paq€ 16 I\IEGATIVE RACTOR.S 3 ABANDONEDANDNEGLECTED BI-IILDINGS: Bythe l96os, the railroad yard began to decline and with it, the adjacent buildings and uses once dependent on the railroad for access to outside markets. Gradually, many buildin$s and sites in and adjacent to the railroad right-of-way were either abandoned or neglected, giving a vacant, abandoned Iook to the railroad yard. 3 LINSIGHTLY STORAGE AND EQLIPMENT Yz{,RDS; Railroads and industrial areas have historically gone hand in hand. Railroads are bordered by some of the least attractive parts of America's cities: trash dumps, junkyards, gravel pits and factories. The railroad's relationship to aqjacent uses has changed, however. Railroad rights-of-way are now often viewed as community gateways. Ugly junlq/ards or industrial yards, concertina wire or continuous, uninteresting walls detract ftom the District's appearance and may create an impression that the community has "turned its back" on the railroad. 3 WEEDS, TRASH AND GRAFFITI: Lack of property maintenance has caused weeds, trash and graffiti to accumulate, particularly in areas away from traffic and the .public. This detracts from the District's appearance and reinforces its abandoned, neglected appearance, particularly in Areas 2 and 3. 3 UTILITY SHEDS AND OVERHEAD LINES: Because the railroad area has for many years been Iargely vacant and considered by some a "waste place", it has been used for dumping fill and trash and contains an odd mixture of utility sheds, overhead utilities, billboards and miscellaneous abandoned 'Jurk' unrelated to the railroad's historic structures and uses. 3 HOMELESS CAMPS: Transients have camped in a wooded ravine north of the depot for many years. In recent years homeless carnps have expanded into more visible areas along the railroad right-of-way such as near homes, businesses and pedestrian thoroughfares. These camps, which are t),pically identified by the presence of old bedding and refuse, are perceived as a security concern and can be an eyesore for residents and visitors. vtsual chapact€p Trash and junk in this yard detracts from the visual character of the District. Transient bedding and supplies in a wooded area south of Sinsheimer Park. narmoao orstnrct plan paq€ 17 hrstoprc R€souRces Historic Resources Overview San Luis Obispo can traceits earlyglowth and development to tfuee main factors: the founding of Mission San Luis Obispo de Tolosa; the development of the railroads; and the founding of Cal Poly University. FYom the time of the Mission's founding tn 1772 to the late l8oos, San Luis Obispo was a small, faming torvn and County seat. The town's population in l87O was approximately l5OO. With the inauguration of the City's first railroad in I 874 - fie Facmc Coast Railway (PCR as it became knovrn) - the town grew in size, population and regional importance with the advances in communication and increased trade made possible by the railroad. The PCR was a local, narow gauge line which carried passengers and freight between San Luls Oblspo, Port Harford and the little coastal town of Avila. It was later exended to Anoyo Grande, Santa Mafia, and eventually as far south as Los olivos in northern Santa Barbara County. The narrow gauge railroad was centered near what is now the northeast corner of Broad and South Streets. Here, the PCR depot was built, providing passenger loading facilities. A spur line eventually linked the PCR's main yard on Iower Higuera street with the original southem Pacific Depot located next to the present depot, on Railroad Avenue. The naffow-gauge railroad also operated a roundhouse, loading docks and warehouses. The PCR remained an important regional rail line, moving freight and passengers in the growing san Luis obispo market, until the I 93os. For many years, the City was served by both fte PCR and the Soutlern Pacific railroads. Southern Pacific Railroad, or the Espee as itwas sometimes called, was extended from San Jose south to Santa Margarita, and then, after many delays, extended along the tortuous route over the Cuesta Grade to San Luis Obispo. In May 1894, the first Southem Pacific train arrived in San Luis Obispo. The final push over Cuesta Grade was a considerable engineering achievement, requiring seven tunnels, many deep earth fills, a long horseshoe curve, a long-span steel ffestle over Stenner Creek, plus the toil of thousands of railroad laborers. It took five years and S 1.8 million dollars to cover the short distance between Santa Margarita and San Luis obispo. After I 894, Southem Pacific The last steam locomotive in the Roundhouse, 1957 .$ paqe le A view of the rear of the Roundhouse, looking east with Santa Barbara Street in the foreground. hrstoprc pesoupces gradually ,,closed the gap" by laying track from Ellwood in Santa Barbara County, northward to a new Coast Route stop called Surf, and by laying track iouthward from San Luis Obispo By April, lg0l the gap was closed and the first trains from both San FTancisco and Los Angeles calne ftrough San Luis Obispo, finally completing Espee's Coast Route. FYom the arrival of the first Espee train, the future and physical form of San Luis Obispo were to be shaped and forever changed by the railroad. From the eady lgoos tfuough the lgsos, the City's railroad yard was the primary layover and support facility on the Coast Route. The City grew slowly but steadily until the I 94os, when the outbreak of world war I marked a new period of growth and expansion. The establlshment of camp san Luis obispo Military fraining facility, just north of tor,rrn, and development of Camp Roberts in the North County dramatically increased the flow of people and goods into and from San t-uil Obispo, and thus, expanded the role and importance of the City's railroad yard and support facilities. By this time, the Southern Pacific Railroad was the City's largest employer, with the railroad yard eXending from Johnson Avenue on the north to FYancls Avenue on the south. By the early I gSOs with the advent of diesel locomotives, a large maintenance yard was no longer needed to service the now obsolete steam locomotives. The ,,last steam locomotive" , #2844, was photographed in the Roundhouse in 19:07. By 1959, the Roundhouse, too, was gone. The era of steam trains was over. The railroad yard then began a slow but steady decline until renewed public and private investment began in the l98os. pattpoao otsf,ptc[ plAn paq€ 19 A bird's eye view of the District and the City in the 1950's, with Cerro San Luis and Bishop Peak in the background. hrstoprc pesoupces Historic Structures and Sites Figure 6 shows existing historic resources and the locations of railroad structures which have been removed. Some of the principle stmctures are described below. Thls inventory is intended to: l) provide the his- toric documentation for designation of a Railroad Historic District; and to 2) identi6/ historic railroad stmctures to be preserved as new develop- ment occurs in the Railroad District. tvtany of the structures remaining from the railroad era are still in use, like the Railroad Square office Build- in€l or the Park Hotel. Others are historic artifacts or remnants of once larger structures, such as the Raikoad Water Tower or the Roundhouse foundation. While much of the original Railroad Yard has been removed, the cornrnunifyis fortunate in that it still retains enough of the most impor- tant raikoad structures to preserve the architecft-ral character and atmo- sphere typical of early railroad yards thuoughout Califomia and the United States. l. Johnson Avenue Bridge - Built in 1956, the Johnson Avenue Bridge marks the northern gateway to the Railroad Yard and replaced an earlier bridge built in the late l8oos. Until 1956, the single-lane undercrossing allowed only one car at a time to pass under the railroad tracks. Southern Pacific Railroad paid for the bridge replacement proiect, and with the ap- proval of the City, removed the Fairview Street Bridge just south of Johnson Avenue because it had become dilapidated. 2. Fairview street Bridge (demolished) - rne 1926 Sanborn Fire Insur- ance Map shows the bridge as a so-foot wide by loo-foot long bridge, spanning the nanow milroad conidor between what is now Fairview Street and Penny Lane. The wooden bridge allowed vehicles and pedestrians to cross the railroad tracks when the Johrrson Avenue underpass was flooded or congested. Southern Facific Railroad removed the old bridge when the replacement Johnson Avenue Bridge was completed. 3. southem Pacffic Railroad water'fbwer - The hlstoric Railroad water Tower appearc very much the same as when it was built in 1940. It is located in its original position, across from the Cify's "new" railroad de- pot, built during World War II. The water tower was built to save time during train stops in San Luis Obispo. At that time, up to lo passenger trains per day stopped in San Luis Obispo, and the steam Iocomotives had to stop twice: once at trie Roundhouse to take on water and again at the depot to load and unload passengers. The 65,000 gallon steel tark allowed the locomotives to take on water while stopped at the depot. The tower and tank were in service until 1956 when Southem Facific decommissioned the last of the stealrl locomotives. It was purchased by the City of San Luis obispo in 1982 to preserve the structure which had been proposed for demolition by Southem Pacific Raikoad. Restoration of the tower and tank was completed in 1998. The Johnson Street underpass in 1956, The water tower, restored in 1998, appears much as it did when it was built in 1940. . E{aca olt E LAI{ E paq€ 20 hrstoRrc pesouRc€s 4. Southem Facific nailfoad signal Repair shop (demolished) - Located on a widened area of railroad right-of-way just below the Railroad Water Tower and opposite the railroad depot, the 25 foot by 50 foot Signal Repair Shop was used up until 1994 to repair track switches and slgnals. It also had a small office, fenced yard and several small shed additions for storing parts. The date of construction is unknor,vn, but its design was consistent with standard railroad architectural plans for "signal repair shops" dated 1906, and it is shornrn in the 1926 SanJcorn Fire Insurance Map. Badly damaged by fire in 1994, the shop was Iater demollshed. 5. Southem Pacific Railroad -rrain Depot - This "spanish colonial" style depot was completedin 1942 at the south end of Santa Rosa Street at Railroad Avenue and was restored by the City in 1988. It is essentially unchanged from its original design, with only minor changes to the interior and baggage areas. The depot's California Spanish Revival theme epitomized the Railroad's promotion of California as a land of romance and colorfr-rl Spanish heritage. 6. The Old Railroad Depot (demolished) ' Located just south of the exlsting railroad depot, the City's original train station was built in 1894. It was a 30 foot by 90 foot, two-story wood structure with a steeply pitched gable roof and clapboard siding, typical of many train stations built by Southern Pacific Railroad around the tum of the lgth century. When the "new" depot was built in l9+2, the old station was remodeled and remained in use for railroad offices until I 968. It was demolished in I 97 I . 7. Southem Pacific Transportation Company Building - Thls single- story wood-ftamed building was built in the early lgoos to house Southern Pacific Railroad offices, and later, the Railway E}press Agency The building was stuccoed over in later years but retains its original form. At the time this plan was prepared, the building was in useby Union Pacific Railroad. 8. Alano CIub Building - Located at l8l4 Osos Street, this trvo-story wood structure was built in l9l2 for R.M. Barnard as a store at a cost of $4oo.oo. Although it has been remodeled several times, the building has retained most of its original form and materials. The original Southern Pacific railroad depot was built in 1895 and in use until 1971 The "ned'depot was built in 1942 and restored by the City in 1988. p.ar tpoao orstprct plan paqe 2r :{:laca{ i,i. 'l cffiy o[ san Luls oBtspo Figure 6: Historic Resources 7. Southern Pacific Tranrportation cal9O'l t9t28. Alano Glub 19069. Park /,9t 2'lO. Railroad '13. Southern Pacific Freight '14. Southern Pacific Milling /,s'llz{,1, Del Monte Dock and'12. Railroad t89s cal9O3 '15. Railroad Turntable and {6. Foundationt' Railroad 1A. 17013 Santa Barbara 19. ',717 Santa Barbara 20,. 11725 Santa Barbara 21. '1763 Santa Barbara 1A73 ca'|886 .t901 Gulvert at tcMlllan,17. t 8s4Roundhoure Gall/Parlsriew Wm. M. Duff .t904Galewski ca'|923 ,t956l. JohnsonAvenue ea'[9262. Fairview Street 3. Water /,94 Site4. t *25. Train 6. Old Railroad Site ffi frn o t_l LEGEND Railroad District Plan Figure 6 - Historic Resources N trl Railroad District /^t/ SHPO Historic District Boundary ,t"'.j Giff of SLo Old Town Historical District O 3OO 6OO FeetE ORCUTT hrstoptc pesoupces 9. Park Hotel . The Park Hotel, at 1815 Osos Street, was built in 1906 as a three- story wood-ftamed boarding house operated by or,vner Dora Reidy. lts original construcdon cost was S4,OOO. Her husband, James Reidy, was an engineer for the railroad. The hotel catered mainly to railroad employees, at least tfuou€lh the eady l95os when San Luis Obispo was a railroad center. An electrical call box in the hotel connected the train station with the hotel manager who could relay calls to railroad workers and passengers staying at the hotel. The hotel changed hands several times, becoming fte Axtell Hotel from l92O to 1932 and the Hotel Parkin 1938. The hotel was rehabilitated in 1983, with cornrnercial uses and restaurants on the gfot-rnd floor and 2l apartments above. rO. Railroad Square Building . The Railroad Square Building is located at l88O Santa Barbara Street and was built in l912 as the Channel Commercial Company building, a wholesale girocery business. The tfuee-story brick and concrete structure with basement was designed by J.P Krempel and W.E. Erkes, and was built by FYark S. Doramus for a cost of $I8,OOO. Major additions were done in l9l6 by James J. Maino Construction and 1929 by W.J. Charters. The buildirg was designed for the transhipment of produce to and from San Luis Obispo and had a spur ffack a{iacent to the rear loading dock. A mqjor building rehabilitation to ofiice use was done in 1983. t l. Del Monte Grocery . Located at I 90 I santa Barbara street, the Del Monte caf6 building was built tlr lg22 as a "barber shop and store" for ornrner J.R. Robbins. The false front, single-story wood framed building was designed and built by contractor Neil Hampton for a cost of $600. The small, neighborhood store existed as the Del Monte Grocery up until l98l when it was remodeled into a restaurant. t2. Railroad Loading Spur or *Team Track" and Dock - Just south of the historic Southem Pacific Freight Warehouse is a ramped loading platform, approximately lO feet by 45 feet, which was one of several long loading platforms near the warehouse used for freight operations. Its construction date is unknornrn, but probably dates to the l94os. This and the platform along the track side of the warehouse are all that remains of once extensive freight loading facilities. The Park Hotel, built in 1906. p^C1e22 lB. Southem pacific Freight Warehouse - Built around 1895, this warehouse ls believed to be one of the oldest existing railroad structures in san Luis obispo county. This 50 foot by I oo foot building was once a primary freight loading point for both the Facific Coast and Southern Pacific Railroads, Iinking San Luis Obispo with other towns in the County, State and Nation. At the time this plan was being prepared, the warehouse was bein$ used for storage and was in stable condition. 14. Southem Paciflc Mi[ing Company Warehouse - Built sometime between l9O3 and 1926, this long, rectangular two-story building served as a general warehouse and Iumber shed for the Southern Facific Milling Company and is visible in older photos of the railroad yard. It was still in use for lumber storage by The Pacif,c Home "Do It" Center at the time this plan was prepared. rE. Raitroad Tumtable and Roundhouse (partially demolished) - Just south of Round- house Avenue (formerly Fletcher Avenue) are the remnants of the Railroad Ttrrntable and Roundhouse. Built in 1894, the Roundhouse was an imposing strucnre which domi- nated the railroad yard and was visible from a wide area. The semi-circular brick buildin$ was equivalent in height to a three-story building and could service at Ieast l5 Iocomotives at a time. Locomotives would exit the Roundhouse onto a short section of track on the Tumtable, one at a time, to be turned to match up with rails Ieading to the yard and the main lines. The Roundhouse was decommissioned in the late l95Os with the end of the Steam Era and was dismantled in 1959. In 1998, the foundation and retaining wall of the Roundhouse and Turntable still remain. The Tumtable consisted of a circular concrete well approtmately 75 feet in diameter and six feet deep. The central superstructure, knolrrn as the Tumtable Bridge, consisted of riveted steel girders with wood decking and steel rails. The Tumtable was cut up and sold for scrap in 1993 by Southem mcific Railroad The east concrete retaining wall that formed part of the Tlrrntable well still re- mains and is marked with the date 1923, embossed into the concrete. 16. Foundations, Railroad Outbuildings - Just south of the Roundhouse site are two concrete foundations remaining from previous railroad buildings. qoth probably date from the early l92os and were associated with the Roundhouse and Tl-rrntable. One, a bunker- like structure, may have served as the powerhouse for the turntable operation. The other foundation was probably one of the many shop buildings located in the railroad yard. The buildings which once stood on these foundations were retired by the railroad and re- movedin 1982. rz. Drainage Culvert at McMillan - A stone- and concrete arched culvert bridge dating back to 1928 or earlier, creates an 8 foot high tunnel under the railroad tracks, built to accommodate surface water runofffrom the Johnson Avenue Area. The tunnel crosses in the area between Sinsheimer Park and McMillan Avenue. hrstoprc pesoupces The Southern Pacific Freight Warehouse (existing) The Turntable, used to guide locomotives into the Roundhouse, was demolished in 1993. RarlRoao orstRrct plrn pacre 25 hrstoprc Resoupces la. call,/Parkview Hotel - AIso called "The Establishment", this two-story rectangular boarding house is located at l7o3 Santa BarbarEr Street (southwest corner of Santa Barbara and Upharn Streets). Built around 1886 by Silas B. Call, the building has operated as a hotel and later, boarding house for travelers, railroad workers, and Cal Poly Universiry students. The building's location made it ideal for travelers and railroad workers tfuoughout the years, and its construction in the late l Soos marks it as one of the fhst residences in San Luls obispo built in response to railroad expansion. 19. william M. Duff House - This two-story wood-ftamed house, located at 1717 Santa Barbara Street, was originally built for William M. Duff in lgol as a single- story six-room Queen Anne cottage; the second story was added one year later. William M. Duffwas a prominent city businessman who or,vned the Fanner's Cash Store, located in the Mason Building at 839 Marsh Street. The house was later sold to T.A. and Mary Parsons in l9o2 who coverted the home to rental apartments, and it later served the needs of railroad workers until about 1956, the end of the Railroad Steam Era in San Luis obispo. Since 1956 the building has housed college students and other residents and was in poor condition until it was rehabilitated in 1993. 20. Alexander Galewski House - Located at 1725 Santa Barbara Street, this house is considered a excellent example of "Railroad Vemacular' sryle of housing built in California around the turn of the centr-ry, near the Southern Pacific Raikoad tracks. Built in l9o4 for Alexander Galewski, a saloon keeper and longtime city resident, the house was owner occupied for most of its 90+ years. 21. Tribune-Republic Building - This two-story wood-framed building at 1763 santa Barbara was built in 1873 as an inexpensive commercial structure. It is believed to be the oldest wooden commercial structure in San Luls Obispo. It appears much as it did when built at its original location on Morro Street. It was moved to its present location in 1905. The building housed four successive and concurrent newspapers: The Tribune; the South Coast; the Southem Califomia Advocate; and the Daily Republic. [-ater, the building served as a hotel annex and rooming house. It was remodeled in l99l into tfuee residential apartments. The building is on the National Register of Historic Places. Rarlnoao Orstnrct plan paqe 26 The Call/Parkview Hotel, built around 1886, is currently group housing. William F. Dufi House, built in 1901 Historic Preservation Issues Citizens have appreciated the Railroad District's historic "feeling" and special visual character for many years. The General Plan identifies hlstoric resource preservation as an important goal. In the lgBOs, the City adopted a Historical Preservation PrograITI which identified important historic resources and tools to preserve them. During the l98os, the city participated in the restoration of the Park Hotel, the southern Pacific Train Depot and parking area; and the Railroad Water Tower. Despite these efforts, the Railroad District has lost several important historic resources in recent years and others are threatened due to neglect, weathering, vandalism, or demolition. The original owner of most of the historic resources, Southern mcific Transportation Company, sold its rolling stock, land and support facilities to Union Pacific (tlP) in 1997. Therefore, the Citywill seek the cooperation and support of Union Pacific to help preserve railroad heritage sites and structures. To preserve the remaining historic railroad resources, the cornrnunity needs to address several key issues: 3 HISTORIC RESOIjRCES ARE NOT CLEARLY IDENTIFIED . MOSt hiStOTiC resources exist on private properb/. Some hlstoric resources may have been lost because the owners were unclear regarding the resources' historic significance or the City's preservation policies. 3 HISTORIC RESOLJRCES ARE AT RISK - Past efforts to protect some historic railroad strucflires have failed, in part, due to the City's perceived lack of jurisdiction over railroad company activities. The State Historic Preservation Offtce has determined that part of the Railroad District, as shor,vn in Figure 5, is eligtble for the Nauonal Register. Local, state and federal rules need to worktogether to protect remaining resources and to be communicated clearly to the District's property owners. Establishing a Railroad Historic District is an important step in protecting historic sffuctures and sites. Property owners' participation is needed to protect historic resources from Ioss through vandalism, fire or neglect. 3 NEW DEVEI-'OPMENT MAY NOT RBFLECT THE DISTRICT'S HISTORIC CIIARACTEIf - New development is changing the Railroad Dlstrict. In opinion surveys, citizens expressed a desire to retain the Railroad District's architecftrral character. contrasting or contemporary architectural styles can detract from the District's character. 3 HISToRIC SITES AND STRUCTIMES ARE NOT PI.IBLICLY ACCESSIBLE AND/OR VISIBLE - Preservation efforts will be enhanced by improved public access and visibility for historic structures. These historic features can inform people about the railroad, making historic preservation a shared cornrnunity value. Accessibility may involve walkrvays, bikepaths, signs, public art and historic displays. hrstoprc pesoupces The Railroad Square Building, built in 1912, is on the City's Master List ol Historical Resources, Rarrpoao ors{prct ptAn paqe 27 Signal Repair Shop, destroyed by fire in 1994. hrstoprc Resoupces O THE RATLROAD Is A HlsroRrc cATEwAy ro rHE coMMUhlITy - san Luis obispo has several atffactive "gateways", including the railroad conidor and State highways I o I , I , and 227 where these routes enter the City. While each played important roles in the City's early development and growth, only the nailroad area has retained much of its original layout and visual character. Visitors arriving by rail can see a range of histoic architectural styles and structures in Railroad Square which exemplify the community's commitment to histoic preservation. 3 soME pLTBLIC AI\D pRrvArE FACILITIEs NEED REpAIRs oR IMpRovEMENT - Some public improvements in fie Railroad District, such as sidewalks, curb and gutter, and Iighting have not received the same attention as they have in other commercial districts. Nonconfonning signs, dilapidated buildings anO fencing, barbed or concertina wire, graffiti, unsightly or unscreened yards and storage sites, and abandoned vehicles are problems under private control which detract ftom the District's historic setting and significance. hproving these conditions will require cooperation and concerted effort by both the city and the District's property owners. O BUILDTNG coDEs AND zoI\ING REGULATIoNS trAvE Nor BEEN coNsIsrENTLY FoLLowED - flegal demolitions and construction, and nonconforming zor\rtgconditions adversely affect the historic character of the District and have been problems in the past. City regulations mtst be clearly communicated to property o\ d-lers with appropriate follow-up action to achieve compliance. 3 EcoNoMIc HEAUTH AND HlsroRrc pRBsERvATroN AnE REt /trED - The success of historic preservation efforts depends, in part, on improving the District's economic health, appearance and user convenience (i.e. parking, lighting, signage, seating, and ffaveler services). The District's value stems not just from its hlstoric character but from its historic role as an important commercial and transportation hujc and center of community activity. City policies should focus on ways to redefine and reinforce the District's economic health and importance. Adapting historic structures lor new uses insures preseruation of the structure and can benefit the District's economy. This rendering shows the Southern Pacific Freight Warehouse as a Railroad Museum. This concept for reuse is suppofted by the Railroad District Plan (see page 52.) paq€ 28 t\P*t -.-----.. LanO use Evolution of l-and Use in the District Early city maps and photos show the area within Railroad District as being mostly vacant land with scattered houses, farms and dirt roads. A horse-drarn'n street car linked the area with the Downtown and with the Pacific Coast Railway's depot and fteight operations in the South Higuera Street area. By 1903, Sanlcom F11e Insurance maps show an established pattern of mixed residential and commercial uses, with new dwellings along the west side Santa Barbara and Osos Streets, and lumber yards and commercial shipping along the east side, aqiacent to the railroad. By 1926, the SanJrorn Map shows a bustling Railroad District with a broad range of commercial, residential and industrial uses, as listed in Figure 7. The District,s appearance and economic activity declined in the Iate l96os and early l97os as freight and passenger rail operations were cut back. Some railroad-related buildings and businesses were abandoned, neglected, or converted to other uses as businesses long dependent on the railroad adapted to change. Since then, commercial activity in Railroad Square has rebounded. Irr the late l97os and early l98os, the Railroad Square Building was remodeled for offices, and the park Hotel was rehabilitated for commercial uses on the glound floor with two levels of affordable apartments above. At the request of area property owners, the City rezoned the Railroad Square area in the mid- l98Os from Service Commercial (C-S) to General Retail (C-R) to reflect that area's growing concentration of retail, restaurants and offices. Tfuough state and federal grants and properry owner support, the City purchased railroad property and rebuilt the parking lot and rehabilitated the railroad depot. During the eady l99Os, the District continued its slow steady redevelopment. City Fire Station No. I was built at the corner of Santa Barbara, Broad and South StreeG; and the railroad depot baggage area and passenger waiting facilities were improved. New passenger seating, waiting platforms, and safety lighting were installed to accommodate the San Diegan rai-l service which begun in 1995. In 1998, the City completed construction of the Jennifer Street bridge, Iinking the Ella Street neighborhood with the Railroad District and Downtown. In recent years, the most notable private development has been the construction of detached, Iow- and medium-density housing in the Terrace Hill and Bishop Street area, a{acent to but outside the District. RarrRoao orsTRrcf, plan paq€ 29 Figure 7: Railroad District Uses Shown in the 1926 Sanborn Fire Insurance Map 3 two duplex apartments3 three lourplex apartments3 three boarding houses3 one hotel3 four retail stores3 two restaurants3 two grocery stores3 barber shop C wholesale produce warehouse3 Southern Pacific Milling Company 3 lumber yard and planing mill 3 bulk gasoline storage 3 California State Highway Commission M aintenance Station3 Southern Pacilic Railroad Depot 3 railroad office buildings 3 railroad roundhouse and turntable 3 railroad freight sheds/loading docks 3 railroad shops and yards 3 City park LanO use Land Use Pattems Figure 8 shows City-designated land uses in the District and sr-rrounding areas in 1997. The ceneral plan designates most of the Railroad District as "Services and Manufacturing", intended for business services, wholesaling and retail sales of large items, and light manufactr-fiing. Railroad Square, the small area located at the south end of Osos Street where it meets the railroad, is designated General Retail. Medium- Density Residential abuts the commercial areas along Church, Osos-Santa Barbara, and Santa Rosa Streets; and along most of the District's eastern boundary. Offices are located along the District's norffreastern edge, where FYench Hospital stands. Parkland is designated along the southeast boundary, near Sinsheimer Park. A small, City-ovvned parcel located at the comer of Santa Barbara and Osos Streets is designated for pulclic parkland and has been referred to as "H Triangulito Park", although the small park has no official narne. Figure 8 also shows the zoning designations in and adjacent to the Dlstrict. The Railroad District continues to be one of the City's most diverse neighborhoods, where light industrial, retail, office, residential, recreation and transportation uses meet in a relatively compact geographic area. This mix of uses is both part of the District's attraction, as well as its greatest challenge. The mix of uses can lead to compatibility problems. Yet, this historic mX of uses has created an active, diverse neighborhood which has a discernible "synergy" - an assembly of uses which complement one another and as a result, have a vitality that is more than just the sum of its parts. For example: 3 public transportation creates a market which suppons retail and restaurant uses; 3 apartments and houses provide 24'-hour security and stability and benefit from public transit facilities; C offices add to the District's daytime activity level, help support the retail businesses, and can benefit ftom expanded public transit and rail services; 3 service-commercial businesses can benefit from their proximity to the railroad's shipping facilities; 3 a small, neighborhood park provides opportunities for lunching, passive recreation, and public art display; 3 bikeways provide a major north-south arterial linking several residential neiglrlcorhoods with commercial disfficts, San Luis Obispo Higih School, and Cal Poly University; and 3 residents and employees can live close to their jobs and,zor public transit, potentially reducing vehicle trips and emissions, and traffic congestion by using bikeways, rail and public transit. *-::.- --======:: paq€ 30 Crossing gate to protect automobile ttaffic. crty o[ san Luls oBtspo General Plan Land Use and Zoning Designations Figure 8: c-os40 Sinsheimer Park Official Zoning Map on file in the SLO, CA Community 990 Palm o-s Terrace Hill JI! I C) E to\ R-1 SOUTH R-1 LEGEND Rellroad Dl3ttlct Pl.n General Plan Land Use Map and Zoning Designations ('1997) Et Railroad District O 3OO 600 Feet OPEN SPACE INTERIM OPEN SPACE PARK RECREATION PUBLIC FACILITY RURAL RESIDENTIAL SUBURBAN RESIDENTIAL LOW DENSITY RESIDENTIAL MEDIUM DENSIry RESIDENTIAL MEDIUM-HIGH DENSIry RESIDENTIAL HIGH DENSIry RESIDENTIAL NEIGHBORHOOD COMMERCIAL OFFICE GENERAL RETAIL RESIDENTIAL NEIGHBORHOOD SERVICES & MANUFACTURI NG BUSINESS PARK TOURIST COMMERCIAL N fil-{ zonnc DEsrcNAroN GENERAL PLAITI DESIGNATIONS Allowed Uses Although small, the District includes T land use zones, alowing a wide range of uses. These zones are: R-3 (Medium-HighDensity Residential), C-R-S-H (Retail-Commercial, Special Considerations,/Historic Districo, C- S (Service Commercial), C-N (Neighborhood Commercial), PF (Public Facility), C/oS (Conservation,/Open Space) , and M (Manufacturing). To address special concems of noise, landuse compatibility, and historic preservation, the "S" (Special Considerations) and "H" (Historic) cornbining district designations have been added to some areas. Some of the principal types of allowed uses are llsted in Figure 9. Not all of the listed uses are allowed everywhere in the District; and some uses are allowed but require approval of a conditional use permit by the Ciry For a detailed llst of allowed and conditionally allowed uses, including descriptions of use permits, parking, and property development standards, refer to the zonrng Reglilations. Figure 9: List of Allowed Uses LanO use Rarlpoao OrstRrct plan paqe 33 Advertising and Related Services Agriculture - Grazing and Outdoor Crops Amusement Arcades Athletic and Health Clubs Auto Repair and Related Services Banks and Savings and Loans Barbers, Hairstylists, Manicurists, Tattoo Parlors Bars, Taverns Bowling Alleys, Skating Rinks Broadcast Studios Building and Landscape Maintenance Services Bus Stations Caretakers' Quarters Catering Services Churches Circus, Carnivals, Fairs, Festivals Contractors Convalescent Hospitals, Residential Care Facilities Day Care Delivery and Private Postal Services Dwellings Educational Conferences Homeless Shelters Hospitals Laboratories Libraries Manufacturing Motels, Hotels, Bed and Breakfast Inns, Hostels Museums Nightclubs, Discotheques, etc. Organizations' Offices and Meeting Rooms Offices Parks Parking (as a principle use) Photofinishing and Photocopying Services Pool Halls Printing and Publishing Public Assembly Facilities Railroad Yards, Stations, Crew Facilities Repair Services Research and Development Restaurants, Sandwich Shops, Takeout Food, etc. Retail Sales Schools Theaters Trucking/Taxi Service Utility Companies Veterinarian, Animal Hospitals, Boarding and Grooming Services Warehousing, Mini-Storage, Moving Com panies Wholesale and Mail-order HousesDetail of a'fishplate" Lan0 use Development Tfends Figure lo shows recent and anticipated development in and aqiacent to the Railroad District. In 1998, several factors are fueling the District's gradual resurgence: 3 vacant railroad right-of-way may be available for sale or lease for new public or private uses; 3 increased commercial property values citywide, making vacant or underutilized buildings more attractive; 3 expanded rail passenger seryice and support facilities, increasing the District's visibility and importance; 3 increased public investment in the District for transportation-related improvements; 3 increased traffic volumes on Santa Barbara Street,totaling about l6,000 vehicles per day. These factors suggest that the Railroad District is likelyto change more rapidly in the next decade than it did in the previous one, as vacant or undemtilized properties are redeveloped. While the District's eclectic mix of uses will probably continue, economic factors will favor uses with higher potential retwns per square foot than past uses such as warehousing, uholesale outlets and storage yards, a change which has occurred in railroad areas in many California cities. The demand for parking, high-quality office space, toudst- oriented eating and drirking places andsales and services in Railroad Square is likely to grow. With its remaining warehousing and proximity to the raikoad, the Roundhouse,/Emily Street area, Areaz,lends itself to retail sales of Iarge merchandise for homeowners, businesses and the professional design trades. In the "Little ltaly" neighborhood aqtacent to Area 3 of the District, there is a mix of uses including dwellings with on-site cottage industries. Area 3 might accommodate some of the demand for live,/work dwellings. Irt this area, zoning should encourage the development of innovative, live,/work units, artist lofts and other mixed use developments similar to the Little ltaly neigfrborhood. Based on land use potential, zoning, lot configwation and sZe, and demand, the followng Iand uses may increase in the Railroad District: 3 Retail Sales - appliances, furniture and furnishings, home improvement; New residential development adjacent to the Railroad District. 3 Retail sales and rentals - specialties 3 Restaurants and sandWch shops, takeout food paq€ 34 LanO use 3 Bed and Breakfast Inns, Hostels 3 Bus Stations 3 Bars and Taverns C Retail Sales - Groceries, Iiquor, and specialized foods. 3 Offices C Mixed-Use Live,/vvork residential developments 3 Nigfitchrlcs, discotheques 3 Railroadyards, stations, crew facilities 3 Museums Figure { O: RecenUAnticipated Development rnd Cilvenlence StolD Clty of SLO Flrc Statlon #l Rallrcad SquarG Remodol and Addltlon 0 vllla Rosa (8li Unlts) \EE rdlJME m= San Fdr l-BedEom FEnch HGpltal Cenlet Elb Street illodlcal Four-Unlt BulH Fouileen Throo-Unli Gllmblng Gym and AroaLEGEND E N Railroad District Development Projects 500 0 500 1000 FeetF=-E== N Rar[Roao olstprct pun paqe 35 lanO use Land Use Issues Given the District's diversity, there ls a potential for land use conflicts. With such a broad range of uses, conflicts can arise from different user needs, changing land uses and new development. Efforts to maintain and improve compatibility should continue tfuough the City development review process and day{o-day actions by District businesses and property owners. These efforts must also consider the operational requirements of the railroad in terms of noise, loading, and parking. In essence, the City's land use strategy should continue to reinforce the District's unique characteristics, allow for gradual, well- planned change, and avoid actions which would adversely affect railroad operations. The recommended land use policies and programs starting on page 66 are intended to minimize land use conflicts as the Railroad District undergoes change. In addition, the Railroad District Architectural Guidelines will help to ensure that new development is architecturally compatible with adjacent buildings, and that designers incorporate appropriate measures to prevent lighting glare onto residential properties, provide appropriate landscaping and visual screening, and consider the effects their projects will have on neighboring properties and uses. Examples of potential land use conflicts: 3 railroad noise affecting a{iacent residential uses; 3 parking demand for transit, office, and retail uses exceeding fie supply during peak and off-peak times; 3 residential neighbors using pafting spaces in Railroad Square; 3 ftequent railroad track crossings by pedestrians and bicyclists; 3 unsightly service-commercial uses, such as storage yards, becomin$ more visible as residential uses and rail passenger traffic expand; 3 transient or homeless persons "camping" along the railroad, causing litter, fire safety, security and health concerns; 3 traffic congestion on surrounding streets and in parking areas when peak activity levels of the various uses coincide; 3 safety lighting for rail passengers and San Diegan maintenance operations disturbing neighjcors ; 3 increased gratriti and vandalism which raise security and aesthetic concerE. New residential development subject to railroad noise. Grafiiti raises security and aesthetic concerns, This sidewalk in the Railroad District has become a popular parking lot due to limited off-street parking. paq€ 36 tRanspoptafi on anO ctpculafi on negional Transportation Context As shor,rrn in Figure I l, the Railroad Disffict is centrally located within the City of San Luis Obispo and within 5 minutes driving or bicycling time of Downtown San Luis Obispo, the Greyhound Bus Depot, the San Luis Obispo County Airport, Cal Poly State university, and state Highways lol, I, and227. Regionally, the District is located about 12 miles from the Pacific Ocean, about midway along the California Coast, between Los Angeles and San Francisco. Its cenffalized location in the City, County and region make it a Iogical connection point for various transportation modes, and for providing the county's primary rail, bus, and air connections to other state or national destinations. Figure {{: Regional Transportation * s 18 Gal Polv Los Osos Park Los Five Cities Santa Maria Santa Badcara Sur To: Mono Bay Cayucos San Simeon Greyhound Bus Lines Foothill San Luis Obispo GounQr Airport To: Atascadero Paso Roblqs Salinas San Francisco SLO TransiUGGAT Hub Downtown To:Grande RarrRoao orsf,Rrc[ plan pac)e 37 N LEGEND Railroad Tracks nfiot' city tt^it Com muter Bicycle Routes 0 2000 4000 Feet [-l Project Area .a8e**s PossibleFuture -.HKeway UonneclronNN 2000 + tnanspontafi on anO ctRculatlon Transportation and Circulation Background The Railroad District has been the City's transportation huJr since the l87os when the Pacific Coast Railrway was built. It is the only place in San Luis Obispo where several transportation modes convenieffly meet: walking, bicycling, automobile trips, bus, and rail services. Its central location makes the District a Iogical choice for expanded public transit facilities and pafting to serve Amtrak passengers, residents and businesses. The possible multi-modal transit transfer center will initially provide public pafting and eventually, pulclic transit facilities. Rail service links san Luis obispo with regional, statewde and out-of-state destinations; and provides daily service to Los Angeles and San Diego via Amtrak's San Dieganline. For bicyclists and pedestrians, the railroad yard and righr of-way provide a tonvenient, local route betureen-schools, pa*s, neighborhoods and businesses, and is one of the few level routes tfuough the City. wood boardwalks, a common sight in many towns and railroad areas around the turn of the lgh century still exist in a few areas and help give the area its r eco grtrzable character. The District's central location is both an advantage and a disadvantage, however. Streets which once connected Downto\ .n with the Ella Street and Johnson Avenue neighborhoods have been abandoned oi closed to ttrougih access at the railroad. Crosstornrn automobile trips can be circuitous because there are only tfuee streets, Johnson, Orcutt, and California/San Luis Drive, which cross the tracks. The pre-lgoo street system surrounding the District has changed little since the railroad was built. An angled street grid creates nonstandard intersections at Leff, Osos and Santa Barbara Streets; Church and Santa Barbara Streets; and Upham and Santa Barbara Streets. fhe z-lane Osos,/Santa Barbara Street corridor is a heavily traveled arterial, carrying about l6,000 vehicles daily. This i5 a higher ffaffic volume than other nearby arterials, South Street near Broad (l2,loo vehicles daily) and Broad Street near Buchon atlslay Street (lo'2oo vehicles daily). Osos,zSanta Barbara Street ranges in width ftom 50 to 60 feet, equivalent in width to a local residential sffeet. the South Street Hills in the background. paqe 38 tpanspoptatlon an0 ctRculatlon Past changes to the area's ckculation also affect existing conditions and tramc patterns. Key actions or past changes include: 3 A bridge that used to cross the railroad lirking Penny l-ane with FairviewAvenue was removed in the l95os. 3 In the l95os the City relinquished rights for surface vehicle crossings of the railroad at Osos Street. C Irr the mid-lg7os, Cal Trans widened Broad Street (Route 227) from two to four lanes (including a center tum lane and bike lanes) between Tank Farm Road and High Street. 3 During the l97os, the City abandoned plan lines along Broad Street (from pismo Street south to High Street) in response to neigfrlcorhood preservation interests. 3 In 1982, the City Council considered and rejected a proposed extension of Bishop Street to Broad Street. In 1994, the proposed Bishop Street connection was reconsidered and included in the 1994 Circulation Element as a proposed roadway. In 1996, the City Council directed staff to re-evaluate the possible alignment and traffic impacts of a Bishop,zRoundhouse,/Santa Barbara Street connection, leading to ttre Council's preferred alignment shorn''n in Figure 18. Further review of traffic impacts and costs will be needed to determine the feasibility of the connection. c In the mid- lgaos, the city modified the osos,/santa Barbara street intersection to provide a continuos connection between these two streets and create a new "T" intersection. 3 Traffic studies in the eady l99os showed that buildout of the General Plan will increase traffic congestion on Osos,/Santa Barbara Street. However, widening of this corridor was not included in the 1994 Circulation Element primarily due to impacts on ftonting land uses, neighjf,orhoods, and high costs. 3 In 1993, in response to a City request, Caltrans rerouted Highway 227 uilrg the South Street, Higuera Street, and Madonna Road alignment to avoid conflicts Downtown with Thursday night Fam ers' Market activities. 3 In 1993, the City installed bicycle lanes on both sides of Santa Barbara Street from Broad to LeffStreet, necessitating the removal of curb parking along the east side of the street. 3 In 1998, safe bicycle and pedestrian passage across the railroad tracks was providedwith completion of the Jennifer Street Bridge. On-street parking was removed when bike lanes were installed on both sides of Santa Barabara Streeel. Construction ol the Jennifer Street Bridge was completed in 1998, providing a safe route across the tracks for pedestrians. narlRoao orstprct pran paq€ 39 tnanspontatron anO crRculatlon Railroad District Streets Inthe r98Os, plansforwideningBroadstreetnorthof Highst. (thenstateHighway 227) were abandoned primarily due to neighborhood preservation issues in the Old Torvn Historic District. As traffic volumes increased, the Osos,/Santa Barbara Street conidor became a parallel north-south cross-town connector, joining the South Broad Street and Airpon area with the Do\A'ntown, Civic Center and State Highway lOl . A second arterial, Santa Rosa Sffeet, provides access to trre Railroad District from Dourntor,r.n and State Highway lol . Chono, Morro, Leff, Church, and High Streets also provide direct access to the Dlstrict; however these are primarily residential in character and traffic volumes are relatively light. Because the District's circulation relies largely on local streets and one arterial street - Osos,/Santa Barbam Street - to meet circulation needs, traffic congestion and pedestrian/cicyclist street crossings can pose special dfficulties. Osos,/Santa Barbara Streets were designated by Canrans as hlternate Truck Routes" in conjuction with changed plans for Broad Street and are shourn as truck routes in the Circulation Element. High, Roundhouse and Emily streets provide access ftom Santa Barbara Street to the railroad right-of-way and to several warehouses and storage yards. Emily Street, although only panially improved, has been used for public and employee parking for aQjacent businesses and remains a public right-of-wa)1 Curb, gutter and sidewalk on High and Emily streets are in poor condition, and street f€hting placement does not meet trie City standard for spacing. These streets are important because: I ) they provide secondary access to properties fronting onto Santa Barbara Street; 2) they provide direct access to the railroad right-of-way; 3) Emily Street provides primary vehicle access to two parcels along the railroad; 4l Roundhouse Avenue may serve as a future connector to the Bishop Street Railroad Crossin€; and 5) The existing spur track in Emily Street cor:ld be repaired to allow fteight loading or display of railroad equipment and/or rolling stock. Rar[RoaO Orstprct plan paq€ 40 The site of a potential Bishop Street-Roundhouse cross{own connection. This spur track in Emily Street may be restored and used for a historic railroad car display as recommended by this plan (see page 53 #12). tpanspontatton anO ctpculafi on Santa garbara/Osos Street Corridor A LgTg Traffic Circulation study identified the Santa Barbara Street Coffidor as a problem area due to projected traffic congestion. It evaluated several design and operational changes which would improve traffic flows and capacity in this area, including: l) a Downtornn bypass which would extend Santa Barbara Street to connect with Santa Rosa Street through the Railroad Square arca;2) improvements to the Santa Barbara-South-Broad Street intersection; 3) closure of Broad Street northwest of South Street in concert with a possible Santa Barbara Sffeet bypass; and 4) a one-way pair, Morro Street and Osos Street, to increase street capacity in lieu of the Santa Barbara Street extension. Ultimately, the City Council decided not to pursue the Santa Barbara Street extension and Broad Street closure, and subsequent changes in the railroad area have precluded the Santa Barbara Street blpass option. Intersection improvements have been made at the santa Barbara-south-Broad street intersection, as well as minor improvements at the intersection of osos and santa Barbara streets to improve traffic flow and safetY. and locations and designs of new streets. It seeks to balance ffansportation objectives, giving equal weight to both conventional and a.lternative transportation modes and improvements. It identifies Osos and Santa Barbara streets as arterial streets, and discourages the use of local streets for through traffic. lt also identifles this corridor as a truck route, connecting with state Highways 227, lol and l. A traffic srudy prepared in connection with the multimodal transit transfer center for the Osos,/Santa Barbara Street corridor recoffurlended several street improvements, including a traffic signal at Upham or High Street. View looking north on Santa Barbara Street. At right, the proposed site of the expanded railroad parking facility. View looking west at the Park Hotel, where Osos Street terminates at Railroad Square. parlRoao orstRrct pun paq€ 41 tpanspontatlon anO ctpculatlon Transportation Issues Rgure l2 shows specific circulation issues or probiem areas identified by the public. Residents who walk or ride bicycles in the District commented at community workshops about their traffic concerns. The list of issues and concems below reflects public comments at the workshops, and survey responses from residents, businesses and customers, commuters, and others who use the Santa Barbara Street corridor. Citizens' Issues and Concerns C Traffic congestion aiong Santa Barbara Street 3 Improved pedestrian crossings requested at Leff, Upham and High Streets. 3 Sidewalks along Santa Barbara, High, and Emily Streets lacking or in poor condition. 3 Larger tour bus loading area needed due to congestion in the public parking lot in Railroad Square. 3 Pedestrian /bicycle access should be maintained on both sides of the RR tracks. 3 Lack of parking in City parking lot near Railroad Square building. 3 Inadequate street lighting in some areas. parlnoaO Orstprcf ptan pacre 42 Figure {2: Transportation lssues and Goncerns Frequent ped/bicycle use on both sides of RR tracks tu Emily Street rti Traffic congestion No left turn Additional needed Possible multi-modal transit transfer center site limitedsu Sidewalks lacking or conditiontn crosst LEGEND ! rro;ect Area A/ n^ilroad rracks N 300 O 3OO 600 Feet - + rssues summaRy Issues Summary After analyzing General Plan goals, public comments, existing conditions and opporftrnities and constraints, staffidentified several key issues the plan should address to achieve the community obiectives outlined above. These key lssues, summarized below, are the basls for the Railroad District Plan. They guide the policies and programs in the following section' Aesthetic Issues 3 The Railroad District is visually distinctive due to its openness, and provides a view corridor into the City's center and toward some of its most visually striking landforms, like Ceno San Luis, Bishop Peak, and Terrace Hill. 3 Several historic railroad structures remain, giving the District a recognizable architectural character and historic image. 3 Unsightly featt-res within and aQjacent to the railroad right-of-way create a negative image of the City at an important visual "gateway." Historic Issues 3 At least 18 historic structlres are located in the Railroad District and about one-half of these are in poor or dilapidated condition and are considered threatened. City policies encourage retention and restoration, yet in recent years, several important hlstoric railroad structures were lost due to fire, demolition, or neglect. 3 Historic resources in the Railroad District have not been clearly identified and evaluated for historic significance, making preservation efforts more difficult. 3 The historic railroad yard and adjacent commercial areas are changing. New development may not reflect the District's architectural character, so that over time, it may lose its distinctive historic image. 3 Some historic resources are not publicly accessible or visible. Preservation efforts and cultural opportunities could be enhanced by improving community access to these features. View of the Ceno San Luis and Bishop Peak from Tenace Hill, above the Railroad District. tadt Ltauau url'Lr{rLL Pr-dl I paqe 43 A historic aerialphotograph of the Roundhouse, circa 1950. rssues summapy Changing land use patterns leave vacant or under-utilized buildings and land. Santa Barbara Street has become a key transportation artery for buses, cars and bikes. I-and Use Issues 3 The Railroad District has historically been a mix of residential, commercial and industrial land uses within a relatively small geographic area. Given this mX, there is a potential for land use conflicts. That potential has increased as new commercial, residential and pulclic transportation development projects are built. 3 General plan policies support mixed-uses and encourage measures to minimize land use conflicts. Potential conflicts within the District are related to: railroad noise; parking demand; access limitations and established bike,/pedestrian routes; unsightly or noisy land uses; ffansient or homeless person camps; traffic congestion; site lighting; vandalism and graffiti. a As railroad fteight traffic declined, some warehouse,/industrial uses changed or went out of business, leaving vacant or under-utilized buildings' 3 Development aoivity suggests that uses will gfadually change, favorin$ office, retail, and tourist-commercial uses over service-commercial and light industrial USES. TYansportation and Circulation Issues 3 Because of citywide circulation changes and city and regional growth, trafnc volumes and congestion along the Osos,/Santa Barbara Sffeet corridor have increased. This increase has affected pedestrians, bicyclists, and motorists. 3 palking demand in the Railroad Square area exceeds supply and additional public parking is needed to serve Amtrak passengers and other businesses. 3 Because of the area's past industrial and railroad uses, some public streets were not frIly improved; and some improvements no longer meet city standards. Frontage improvements, street trees and street lighting are needed along Santa Barbara, High, Roundhouse and Emily Streets. 3 The railroad tracks divide the City's neighborhoods, making it difficult for pedestrians and bicyclists to get from the Johnson/Ella/Flora/Bshop Street residential neighjcorhoods to Downtown and other areas west of the tracks. 3 passenger rail traffic and tour buses have increased, resulting in the need for additional passenger loading areas and services. pa pilqe 44 oppoptunftles anO constnalnts Opportunities and Constraints A key step in the planning process was to analyze the planning opportunities and constraints. This involved photo-surveying the District; assembling and analyzing base information, maps and other city documents; identifying specific problems and opportr-rnities for correcting problems or improvin$ conditions; and identiffig constraints to achieving the District's goals. Figure '13: How the Opportunities and Gonstraints Analysis Leads to Policies and Programs Problem Idenfficatlon District problems were identified ftrough the public comments, City Council direction, site reconnaissance, City documents, and adopted City standards and,/or policies. Problems identified include: . Pedestrians and bicyclists have difficttlty crossing Santa Barbara Sffeet; . Trash, grafiiti and junk in the railroad right-of-way; . Deteriorating, vacant, or nonconforming buildings, including some designated historic structures; . Homeless carrlps in the right-of-way; . Lack of pulclic parking; . New development which does not reflect the District's historic architectural character; and . Lack of regular maintenance of railroad right-of-way. . Vacant or underutilized land. The linearity and openness of the District allow views of the scenic Cuesta Pass, the Monos and the South Street Hills. Graffiti is a problem in the District. Trash accumulates under this tree in the railroad right-of -way, partpoao orstp.rct ptan pilge 45 PROE LEMS POLtCttS TO UIDE SOLUTIONS OPPORTUNITIES OF OPPORTU POLICIES TO TAKE ADVANTAcE \I 5 U E s F BACK6ROUND MENT POLICIESsIP NSTRAI POLICIES TO OVERCOME CON5TRAI oppontunffi es anO constnatnts Opportunitiee r Availability of excess railroad right-of-way for a north-south bikeway, parking, and other public facilities; . Va.cant or underused railroad buildings provide an opportunity for re-use and rehabilitation; . Expanded rail,/transit,zparkin8 facilities; . Possible pedestrian /bikeway connections to open space, residential, and commercial areas; . The City's ability to coordinate public improvements, including the Jennifer St. Bridge, new bikeway and an expanded railroad parking facility provides opportunities to beautify the area. . Historic railroad strucflires; . Views of Terrace Hill, South Street Hills, Cerro San Luis and Bishop Peak; . Underused street and railroad frontage adjacent to Santa Barbara Street between High and South Streets; o City-ornrned open space, parks, and public bikeway and trail easements located near the railroad right-of-way. Constraints . Possible soil contamination, particularly in the Roundhouse, Tumtable, and central yard ereas; . Acquisition cost of excess railroad right-of-way; o Security, safety and access requtements of Union Pacific Railroad; o Security concerns of neighJroring residents and businesses; . Poor street circulation/high traffic volumes; . Noise and lighting sensitivity for adjacent residential neighborhoods; r Right-of-way limitation on Osos,/Santa Barbara Sfteets. Figue I 4 shows the locations of planning opporftinities and constraints. These are imponant because they become the basis for proposed changes or improvements in the plan and become the focus of community efforts to improve the Railroad District. Emily Street right-otway. Soil contamination is evident in the District, paqe 46 cffiy o[ san Lurs oBrspo Figure 14t Opportunities and Gonstraints Opportunities Gonstraints ffi frn Possible pedestrian/ connection Terrace Hill Possible soil contamination Additional parking Ped/bike connection 6 @ ffi Views of Cerro San Luis, Terrace Hill Noise and lighting sensitiviQr for residential nei Aquisition cost for railroad high traffic volumes Poor street circulat Possible East-West street connection at Bishop Street Underused streeUrailroad frontage between High and $outh Streets Reuse or rehabilitate historic railroad structures SPRR spur lines for rolling stock exhibit Possible pedestrian/ connectionbi Public access and understanding of historic railroad structures I Lack of c Opportunities and Gonstraints 2OO O 2OO 4OO Feet ERailroad District ,r\r,' Railroad right-of-way N LEGEND Railroad District Plan /.a parlpoa0 Olstnlct plan Railroad District Plan The Railroad District plan is based upon the issues, opportunities and constraints discussed in the previous section. For clarity, the plan is divided into three area maps shown on the following pages. Area I (Figure I 7) covers the north one-third of the planning area, Area 2 (Figure l8) covers the central portion, and Area 3 (Figure l9) covers tneibutnern portion. The plan shows physical improvements planned or recommended in public areas and in the railroad right-of-way. tt atso shows District boundaries and areas of special consideration or possible land use changes. The alignments of bicycle qnd pedestrian pitfrs sno*n on the maps are not precise. They may be modified if necessary to address specific site opportunities and contraints. However, the bicycle and pedestrian circulation system illustrated on the maps and the location of access points should be maintained. The Railroad District Plan Actions below are conslstent with and carry out the intent of the General Plan. The nurnber of each action corresponds with the numbered labels on Figures 17, 18 and 19. r.o Railroad District Plan Actions l. BIKEWAY ACCESS RAMP - Construct a bikeway on city-ovzned Iand adjacent to Johnson Avenue to provide access for southbound bicyclists onto the railroad bikeway. 2. FUTLJRE BIKEWAY CROSSING - Install a brid$e over Johnson Avenue to allow future extension of the railroad bikeway north to Cal Poly University. 3. PENNY LANE BRIDGE - Install a pedestrian brid$e over the railroad right-of-way linking Fairview Street with Penny t-ane to allow a north-south crossing linking neigfrlcorhood commercial uses at Marsh Street and Johnson Avenue and in the Mill Street area, with the Johnson Avenue and Ella Street neigfiborhoods. 4. FUTURE PEDESTRIAN TRAIL,/BIKEWAY TO LIZZIE STREET - As part of the approved campus masterplan for FYench Hospital, install a bikeway and trail linking the raifoad bikeway on the east side of the railroad tracks to the taffic signal on Johnson Avenue at Lizzie Street. 5. NEW BIKEWAY- Install new bikeways along both sides of the railroad rigfrt-of-way where possible, with minimum dimensions of 8 ft. wide for the paved bikeway plus z ft. wide shoulders, includin€ directional,zsafety striping, lighting and landscaping. 6. REHABTLITATE HISTORIC WATER TOWER - Complete the architectr:ral restoration of the historic water tower to its l94os condition and update the historic marker located in the depot area describing the tower's purpose and significance. t:d/ Looking southwest along the railroad tracks at the Johnson Avenue Bridge --.-...].-ir----- RaTLR()aO ()rtiuRrcr, prarr paq€ 5t parlpoaO Orstplct plan 7 . EXPANDED PASSENGER LOADING ZONE - hstall an expanded passenger loading zone in the parking lot north of the railroad depot to allow passengers to disembark from buses and cars and to unload luggage without blocking traffic on Railroad Avenue or Santa Rosa Sffeet. As an altemate location, provide a turn out along the north side of Railroad Avenue opposite the Raihoad Depot for an automobile passenger Ioading zone. 8. LEFF AND OSOS STREE-I IMPROVEMENTS - Install new textured concrete paving and crosswalks, pedestrian-scale sffeet lighting, additional street trees and signage to improve pedestrian access and appearance at Leff and Osos Sffeets, 9. CORRIDOR PALM TREE PLANTING - plant palrn Trees (Phoenix canariensis) on 5oo - looo ft. centers to expand the historic southern Pacific Railroad theme planting as gateway enhancement to the City. lo. MULil-MODAL TRANSIT TRANSFER CENTER - Acquire the necessary land and construct a multi-modal transit transfer center to provide additional parking for railroad passengers and to provide convenient public transit transfer facilities, including shelter, restrooms, information, bike storage and lockers, and other visitor-serving facilities. As interim use, improve the multi-modal center site with additional parking for Amtrack passengers. I l. REFTABILITATE HISTORIC S.p FREIGHT wAREHouSE - Acqufe the historic Southern Paciflc FYeight Warehouse and take steps to preserve, stabilize and eventually restore the strucfilre for adaptive reuse, including its possible use for railroad displays or as a railroad museum. Figure 15: Adaptive Reuse Goncepfu Southern Pacific Freight Warehouse Railroad Museum, Santa Barbara Street entrance, narlnoao orstnrct plan p^qe 52 Railroad Museum with outdoor cafe, from the railroad tracks, partnoa0 Olstplct plan 12. HISTORIC RAILROAD CAR DISPLAY - hstall standard gauge railroad track in the vicinity of the historic Reight Warehouse and in Emily street to allow the permanent display of historic railroad cars, engines and other rolling stock. 13. RAILROAD DISTRICT STREET IMPROVEMENTS - hstall street paving, curb, gutter and wood sidewalk; street trees, street lighting, and signage to meet City standards on, Railroad Avenue, Osos, Santa Barbara, High, Emily and Roundhouse Streets, and install historic district signs at mqior street and railroad entries. 14. HISTORIC RAILROAD YARD WALK OF HISTORY - InStaII historic markers and improved walk of History describing the Roundhouse, Turntable, and other important railroad features. 15. ALIERNATE RAILROAD BIKEWAY ACCESS - Install bikeway in the area betureen Alphonso and Emily streets linking commercial redevelopment with the railroad walk of history and bikeway. Figure {6: Railroad Walk of History rrf L2 paqe 53 Rarlpoa0 Orstplct plan 16. LAWRENCE DRIVE BRIDGE - Acquire ri€ht-of-way and install a pedestrian4rirycle crossing to allow access ftom the stoneridge,/Lawrence Drive,/Villa Rosa neighborhoods to Sinsheimer Park. tz. vtLLA ROSA BIKEWAY,/TRAIL - Ensure that pulclic access to the railroad bikeway is provided with completion of the Villa Rosa Planned Residential Development. 18. RAILRoAD DRAINAGE CULVERT/TEMPORARY LINDERCROSSING - work with union Pacific Railroad to improve bicycle,zpedestrian access to the railroad culvert as an interim undercrossing to Sinsheimer Park. 19. SINSHEIMER PARK TRAIL/BIKEWAY - Install new bikeway linking the railroad bikeway with the Augusta street/southwood Drive neighborhood, through creek and park areas. 20. GATEWAY RENOVATION AREA - Work with property owners along both sides of the railroad right-of-way to replace,/repair unsightly fencing, remove trash and jur111 vehicles, screen outdoor storage and parking, and install landscaping along the fence line to improve the appearance of the City's gateway. 2l . BIKEWAY PARKING AND LOADTNG AREA - In cooperation with aQjacent property owners, encourage expanded parking and staging area for recreational bicyclists including the possibility of bike rentals and related services. paqe 54 Jennifer Street Pedestrian Bridge. hrstonrc ppesepvafion pollcles anO pRoqnams 2.O Historic Presenration Policies and Programs 2. T EST}IBLISH A I\IEW RAILROAD HISTORIC DISTRICT' i"-ry.ffi 1 A. The City will establish a new Railroad Historic District that reflects the full extent of the historic railroad yard and remaining historic resources. B. The Cultural Heritage committee will inventory historic featr-res within the District, and where appropriate, add them to the Master List of Historic Resources. The City will make historic plaques available to owners of listed hlstoric properties. 2.2 PROTECT HISTORIC RBSOTJRCES. The City should use education, code enforcement and incentives to protect historic resources. B. The City will actively enforce construction, property maintenance and other health and safetycodes in the Dlstrict and seek cooperation from the railroad, County and State agencies and private property owners as necessary. ii_dF$F.r C. The City will pr-rblish a public information pamphlet on the.Railroad Dlstrict, summarizing the District's background, role and importance, property maintenance standards, and development rules. This information shottld be sent to District property owners and tenants and be made available to the pulclic. D. The City will establish a building rehabilitation loan progfam using grcnt f,mds to promote cleanup, repairs, restoration and code corrections. E. The City will work coopemtively with Amtrak and Union Pacific to promote San Luis Obispo and the historic Raihoad District by providing brochures, photos, web site information, and other aids to enhance ffavel promotions and visitor enjoyment. San Luis Obispo Depot in 1936, Railroad scene, 1910. The Roundhouse's large divided windows provided natural lighting for mechanics and engineers C. A. taatlRoao otsr,RrcL ptalr paq€ 61 hrstonrc pResepvatron polrcres anO ppoqpams 2.3 INTEIGRATE HISTORIC FEATUR'BS INTO NEW DEVELOPMENT, :::ri:r|rrlrr:jrri:::.:r:irriji::rirrjjjrrr:: iiftffi,--il , iiii New development in the Railroad District should be designed to preserve historic resources and to integrate them with the proposed site and building improvements. As the Railroad District changes and new uses are proposed, the City should: l) encourage uses which are compatible with and complementary to the Raikoad and other transit uses; 2) avoid removing or damaging historic resources and their historic settings; and 3) retain the architectural character of the Railroad District. The City will apply the Railroad District Plan and Architectural Guidelines when reviewing new development in the Railroad District. City'funded projects will comply with the Railroad District Plan and will be designed to preserve, restore and entnnce historic railroad features. 2.4 MAKE HISTORIC SITES AND STRUCTI.IRES PUBLICLY ACCESSIBI F, VISIBLE OR BOTH. The Citywill seekto provide access to the most important railroad historic resources by using exlsting and proposed rights-of-way, trails and bikeways, and by secuing access easements to historic features in new pt-rlclic and private development. The Community oevelopment Director and Architectural Review Cornrnission will evaluate new development projects to preserve views of historic railroad features from a{acent areas, and views of principle landmarks from the railroad rightof-way, including Terrace Hill, the Morros, South Street Hills, Cuesta Ridge, and the Santa Lucia Range. Buildings, landscaping, signs and other site features should be designed to enhance, not obscure, such views. C.The City will work with property owners and community groups to increase public awareness and understanding of our railroad heritage by establishing a historic overlook on Terrace Hill, supporting development of a "Railroad Walk of History", and by installing historic information signage in public projects and encouraging them on private development projects. Rarlpoao orstprct plan paqe 62 Figure 2O: Adaptive Reuse Goncept Roundhouse SiteA. B C. D. A. B. t ffi Railroad Express Agency building, 1021 Railroad Avenue hrstoprc pResepvatton pollcles anO pRoqpams 2.5 RETIAIN THE RAILROAD DISTRICT'S MIXED-USE CHARACTER. jiii City land use decisions should help preserve the Railroad Dlstrict's mX of residential, commercial, transportation and industrial uses and allow limited, gradual expansion of tourist-commercial uses such as lodging and specialty retail sales along with industrial,/ service-commercial uses. Railroad-related support facilities, such as loading docks, platforms, spur tracks, and utilities should be maintained in appropriate Iocations. Useswhich detract ftom the District's historic architectural character, circulation patterns, and neighborhood compatibility will be discouraged. The Citywill encourage adaptivereuse of the formerRaikoadExpress Agency building at lo2l Railroad Avenue; and of the historic Southern Pacific Railroad Freight Warehouse at l94o Santa Barbara Street. 2.6 RECOGNIZE THE RAILROAD DISTRICT AS A COMMTINITY GATEWAY. rffi iiii A. TheCitywillpromote communityandpropertyownercleanup efforts in the District, specifically targeting: abandoned vehicle removal, trash, graffiti, dilapidated fences, and unscreened storage yards. B. pulclic art and historic displays should be incorporated into new development to inform, interpret and inspire a shared community appreciation of our railroad heritage, consistent with the City's Pttblic Art FYogram. Pacific Coast Railway turntable and locomotive A. B. C D ,.(..1"1.\ - -e\ C.The City will consider financial and other incentives to encourage and reward properry owner efforts to clean up and beauti$/ their properties. Incentives may include: establishing a rehabilitation Ioan fund; allocating grant funds for "spot blight" cleanup and improvements; waiver of development review or permit fees; and special City Council recognition or awards. The City will designate the railroad conidor within the city limits as a scenic route, and prohibit billboards and amortize existing billboards to secure their eventual removal as allowed by law RAtLR()aO OtsLl{tCt, plan paq€ 63 D. Southern Pacific signal repair shop, hrstoprc ppesepvafion polrctes anO pRoqpams 2.7 IMPROVE RAILROAD DISTRICT STREETS AND PUBLIC EACILITIES. ;i public open space and parkland linkages shall be encouraged by establishing safe pedestrian and bicycle routes linking the railroad conidor with residential neighborhoods, existing or potential open spaces and parks, and with Cal Poly University. The City will seek consistency among the Pedestrian Circriation Plan, Bicycle Tfansportation Plan, Cfculation Element and the Raikoad Dlstrict Plan. In future Capital Improvement Programs, the City will consider the need to install improvements at Emily Street, Roundhouse Avenue, High Street, Church Street, Santa Barbara Sffeet and osos street to meet city standards in terms of street paving, curbs, street lighting, boardwalks, historic street signage and street trees. The City will consider adopting special engineering standards for the Railroad District including lighting standards, street signage, and other ptrJrlic area improvements which contribute positively to the District's historic character and appearance. The City will encourage the installation of additional public telephones or emergency call boxes in the District for convenience and safety. 2.8 ENFORCE CITY CONSTRUCTION CODES AND PROPERTY MAINTENANCE STAI\DARDS A. Wherever possible, the City will use education, incentives and recognition to achieve compliance with City construction and zoning codes. B. The City will seek improved communication with the railroad to allow smooth rail passenger and freight operations, improve neighborhood compatibiliry improve the overall appearance of railroad property, and prevent the loss of important historic resources. ii:F.,*sl firliii: c. The city will identity code violations in the Railroad District and notiflr property or,trners of the necessary corrective actions. A. B. C.The Roundhouse in 1952. The original depot in 1922. D. E. paq€ 64 stp.rct hlstoptc ppesepvafion pollcles anO ppoqpams 2.9 PROMOTE THE RAILROAD DISTRICT'S ECONOMIC HEAI.:I'H. liii A. The City will encourage efforts to provide additional public parking and support facilities for railroad passengers. B. The city will promote new businesses in the Railroad District tfuough its business marketing program and will encourage tourism-related organizations to promote the Railroad District as a tourist destination and community gateway. C. Cify policies and capitat improvement programming will be used to help strengthen the District's economy. Possible economic revitalization tools include street and traffic improvements, grant funding for historic and seismic buildin€ rehabilitation, and promotion or sponsorship of special events, such as a "Railroad Days" street fair or other celebrations of railroad history. D. The City will consider amending its Zoning Reglilations to apply a mixed use zone designation to the Raikoad District to allow a broader range of uses in areas now zoned C-S (Service-Commercial). The original depot (left) was built in 1895. When the new depot was partpoao orstRrct plan page 65 offices until 1968. lt was demolished in 1971 built, the old depot was remodeled and remained in use for railroad LanO use polrcres anO ppoqpams 3.o Land Use Policies and Programs 3.I THE CITY WILL: '.::::': l||: |i,::::::: ::|: ::| i ] ] ]: l A. Encourage new uses to meet parking requirements thuough shared, on or off-site pa*ing solutions. B. Avoid actions which undermine the mixed-use pattem that has been established in the District. t-and use decisions shor-rld accommodate limited, gradual addition of tourist oriented uses while allowing the historic commercial, residential, industrial and railroad,ztransit uses to continue. Encourage the raikoad to maintain, improve, and where appropriate, expand rail facilities within the historic railroad yard boundaries. Avoid City actions which would hamper fteight or passenger rail services. Ensure that new development, including City-funded projects, reflects the unique architectural character of the Railroad Historic District. F. Actively enforce City codes, particularly with regard to public health and safety is- SUCS Ensure that new development abufting the railroad right-of-way presents an atffac- tive "face" to the railroad, and encoura$e businesses to orient wallilMays, waiting and eating areas, and employee use areas toward the railroad. H.Improve traffic circulation in the Disftict through expanded public transit opportuni- ties, expanded bikeways and trails, and consideration of the possible need to widen Santa Barbara Street. Establish clear communication with District property owners, panicularly the rail- road management and operations staff. Seek to improve passenger loading facilities at the railroad depot parking area. Considerusing Community Development BlockGrant funds to offer small business loans and rehabilitation grants in the Railroad District and to restore designated historic railroad features. L. Use Railroad District pafting lease funds to improve parking enforcement, parking Iot appearance and safety. M. Workwith the raikoad to limit noise and emissions from sustained idling of railroad engines, particularly during the hours from lo PM to 6 AM weekdays. Rartp.oao orscRrcc plan paqe 66 C. D. E. G. i\^.A.a.4 J K. o .' "€r a4- - D.4 ^ O.,'fB Track switch stand detail br2 LanO use pollctes anO pRoqpams N. Enforce property screening,fencing, and properqr maintenance standards for properties abutting the railroad right-of-way. o. Evaluate the feasibility of establishing an assessment district or similar mechanism to help pay costs of undergrounding utilities and other public improvements in the Railroad District. 3.2 Property Owners Should: ,fOff$ Maintain buildings and grounds by regular building painting and repair, and by removing jurk, weeds, grafiiti, old cars, or other similar materials. Establish uses which can take advantage of transportation, tour- ist or service facilities available in or near the District. C. Preserve the scale, pattem and spacing of the existing buildings along the west side of Santa Barbara Street. D. Take advantage of shared or offsite parking to avoid inefficient and unsightly parking in street yards. E. Provide pedestrian and bicycle access "spurs" to lirk adjacent commercial uses and dwellings with the railroad corridor. 3.3 The Railroad (Union Pacific and Amtrak) Should: A. Retain and improve freight and passenger service. Limit the times and duration of idling engines next to noise-sensi- tive residential areas, panicularly during the hours from lo p.m. to 6 a.m. C. Provide shielding on all yard and Amtrak maintenance site light- ing to prevent off-site glare. D. Maintain, and where feasible, improve and adapt historic railroad structlres to meet changing needs. E. Maintain loading ramp and spur track for local freight shipping and delivery. F, Maintain the former Railroad Express Agency building at I 02 I Railroad Avenue. The historic Southern Pacific Milling Warehouse is located on private property and in 1998 served as a storage barn for the Pacific Home lmprovement Center. Structures in the railroad right-of-way such as this communications facility should be visually screened with landscaping and maintained in good condition. RatrRoao otsTptc[ ptan pa'cre 67 A. B. B. pecommenOeO tnanspontafion anO crnculrtton tmppovements 4.Ct Reconunended Trafflc Improvements 4. T OSOS,/SANTA BARBARA STR.EET CORRIDOR A. Install pedestrian crosswalks at Leff and, Upham streets. Tlafftc volume makes it diffictrlt for pedestrians to cross at these intersections during peak traffic hours. Pedestrian improvements conld include: the use of paving which provides both visual and safety benefits, such as contrasting colors and textures in-lieu of standard crosswalk striping; in-pavement lighting; pedestrian-actuated traffic signals; and improved signage and street lighting. A pedestrian-actuated signal may not be necessary if traffic signals are installed at Upham,/Santa Barbara or High,/Santa Barbara Streets. B. Install traffic srgnals at Upham street Conceptual plans for the multi-modal transit transfer center show its main entrance located at the intersection of Upham, Morro and Santa Barbara Street. Traffic signals at this Iocation and at the intersection of Santa Barbara and High Streets may, in the futrre, be wananted to allow cars, buses, biryclists and pedestrians to enter the site ftom Santa Barbara Street. In addition, the "platooning effect" resulting from signalization could help side street tulrls onto Osos and Santa Barbara Street. Signals and related facilities should be designed to be sensitive to the District's historic architectural character while complying with the City's adopted public safety standards. Signals wiil be installed only when raffic studies show they are warranted. Figure 2{r Design Goncept - Osos/Leff Street Grossing \("-'z Figure 22t Plan view - Osos/Leff Street Grossing Design Goncept paq€ 6e stnrct Recommen0e0 tnanspontafion anO clnculrtton tmpnovements C. Widen Santa Barbara Street from Broad to Upham Streets to accommodate left turn pockets. Santa Barbara Street is a 6o-foot wide right-of-way and currently accommodates two I o-foot parkrvays, two I l-foot travel lanes, two s-foot bicycle lanes and 8 feet of curbside parking along the west side of the street. Motorists turning left into tre FacificHome Irnprovement Centerand other businesses along Santa Barbara Street increase congestion and pose safety hazards by blocking through traffic. A six- to eight-foot widening of the street right-of-way along the east side of Santa Barbara Street would allow left-turn pockets and bus turnouts to improve traffic flow and reduce "bottlenecks." D. hstall curb, gutter, boardwalk, and street trees along the east side of Santa Barbara Street; High and Roundhouse streets east of Santa Barbara Street; and along Emily Street between the railroad right of-way and the South street rightof'way Sidewalk, curb and gutter are in poor condition and in some areas, do not exist. Frontage improvements are needed along the east side of Santa Barbara Street, south of Upham Street and on side streets near the railroad yard. A wood boardwalk should be installed, per City standards, along Railroad Avenue, Osos Street, Santa Barbara Street, High Street, Roundhouse Avenue and Emily Street to match the railroad-theme boardwalk already installed on Osos and Santa Barbara Streets. On High and Roundhouse Streets, installation of boardwalk may be postponed if concrete paving is determined necessary to meet safety and functional needs of new or expanded indusffial uses. Figure 23= Boardwalk Detail STANDARD CURRENT AS OF: - NOT APPROVED - Netu Stdnd@rd, REVISIONS MIN. SIDEWALK & BASE PER ENGINEERING STANDARD #4110 SECTION A-A A omm rrrlu. cAP@ 12mm GAP@ B sEE ENG. STD. #4030 1 oomm R=6mfr 1 00mm 2- .c NOTES: fD OutrunCE There shorl be o t'oweed 2omm x 25mm deep weep slot ot 3m OC. A PVC droin - --------70-- in diometer th.ough curb foce sholl be oiigned with troweled weep slots ot curb. Pipe sholl be cut flush with concrete !UMBE8; All lumber sholl be pressure ireoted Doug os Fir (PTDF), grode one or better. STRINGERS;5omm x 100mm (2"x4") PTDF stringers ot 250mm OC, ram set to concrete. Edges ond ends of strinqers sholl be 12mm from concrete. Stringer ends io hove o buti gop (spoce) of I 2mm to 18mm. (+) OECxtt'lc, 5omm X l5omm (2"x6") PTDF. Fosten to stringers with (2)-67mm 9ovon;zed drywoll - ---*."*s or equot ot ends oid ot every third stringei per plon detoil obove. Decking sholl be spoced ot 3mm oport ond sholl hove o gop no greoter thon 6mm from concrete Surfoce of deck sholl be set flush with concrete. SECTION B-B ()PPOS|TE CURB)PLAN PAVEMENT REMOVAL & REPAIR: See Engineering Siondord f41'10 for povement removol ond repoir FOR USE IN RAILRAAD HISTORIC DISTRrcT ONLY. JDL BY I{AP APP 8-98 DATE crryot iil[mffilillqrilfilIl sand"#turs oBrspo @BOARDWALK 4120 RarrRoao ors[prcr ptan paq€ 69 RecommenOeO tnanspontafion anO crpculrtron rmpnovements E. Install traffic signage and street lighting. Traffic signs may be needed to direct motorists and pedestrians. At pedestrian crossings, additional street lighting would help improve sight distance. R The City and other responsible agencies should develop a multi-modal transit transfer center along the railroad corridor to handle local, regional and tour bus connections, and to provide additional parking. 3 The City and County and State agencies have proposed the construction of a new parking lot and bus facility adjacent to the Railroad Square offrce building, within what is now railroad right-of-way. The facility would allow bus transfers and convenient connections between pulclic and private transportation modes and meet pafting demand resulting from the San Diegan passenger train service. Figure 24: Railroad Museum and Amtrack Passenger Parking Facility Goncept (future multi-modal transit transfer center) ai-6'* " n 9?k€t_---...-4 o ,b t\ parlnoao Orstnrct plan paqe 70 S*NT ' A ABA'A. \ ) /: @ NEN AUg TUFN-OUT iEt.cFEl-d d d k;2' RecommenOeO tpanspontatron anO clnculrtton tmpRovements 4.2 RAILROAD CORRIIX)R A. Install additional hicycle,zpedestrian railroad crossings at Penny Lane-Fairview street, and near the end of east end of Lawrence Drive opposite Sinsheimer Park. C Pedestrians and bicyclists may cross the railroad tracks safely at the Jennifer Street Bridge. Additional crossings are needed in Areas I and 3 to facilitate inter- neighborhood connections and a convenient alternate to the Johnson Avenue Underpass for bicyclists; and safe access to Sinsheimer Park for residents of the Villa Rosa, Stoneridge I and II, and Lawrence Drive,/Meadow Street neighborhoods. Three railroad crossings have been identified in previous City reports or plans: the Blshop Street Extension (Circulation Element), at Sinsheimer Park (Parks and Recreation Master Plan) and at the Jennifer Street Brid$e. B. Provide additional passenger loading areas near the Railroad Depot. The Santa Rosa Street off-ramp on Highway lol is the designated exit for the Amtrak station. No convenient passenger loading exists for motorists entering Railroad Avenue from Santa Rosa; consequently, motorists stopping to unload passengers block traffic and create hazardous conditions. There is sufficient City-o\ med right- of-way to provide a new passenger loading area across Railroad Avenue from the station entrance. C. Construct a bikeway from the Jennifer Street Bridge to Johnson Avenue, with connections to Johnson Avenue, Ella and Llzzie streets. The adopted Bike Plan indicates that a continuous bikeway from orcutt Road to the Jennifer street Brid$e should be provided along both sides of the railroad tracks. The Plan recommends that the bikeway be extended to Fairviewstreet along the east side of the tracks to connect to the proposed Penny Lane bridge and th.e Ella/ Johnson /Flora Drive neighborhoods. Figure 25: Typical Bike Path Section Bikeway entrance off of Orcutt Road at the south end of the Railroad District. RarrR9ao orsr,RrgL pl.an pacre n 0O mm SOLIO \€LLOW S1RIPE AT CENTERUNE 0.6 0.6 m AIND TO MATCI{ EXSTING GRADE woIH v RIES (T't?.) SIRUCnR^L S€CrOfi SltALl- E H C0rf6ll^}lcE llrH crw slD. sPEClRCATlOtls. 65 mm T\PE'8' AC O\ER t(X) mm CL SS ll AGG. EASE SI'EGRADE PER coNsTRt crlot,l NoTE 4 rmplem€ntatron 5.O Implementation The Raihoad District Plan contains policies and a "menu" of physical improvements to be undertaken as new pulrlic and private development projects are built in the District. As an adopted "Area plan", the nailroad District Plan implements the General plan and will be implemented by the City's various departments, in cooperation with District properfy owners and the cornrnunity. The plan's policies and programs wi[ guide City decision-making in the following key areas: t) Long-range planning, including historic preservation, transportation, open space and land use lssues; 2) Reviewing new development within the Railroad District; and 3) Capital improvement prograrnrfng and budgeting. Features shor,rrn on the Raitroad District Plan are schematic and subject to change based on further design and engineering studies. policies and programs shall be followed unless the Cify Council determines that the Pulclic's interest, and the intent of the Railroad District Plan policies, would be better served by following another course of action. 5. I l-ong-Range Planning The City's General Plan establishes a broad, comprehensive planning ftamework for the entfe city. The Railroad District Plan will help implement policies in the General Ptan dealing with land use, transportation, community services, public safery historic preservation, cornrnunity identity and aesthetics, and open space, and recreation. For example, General Plan t-and Use Element policy LtJ a.4 requires the City to prepare an area plan for the Santa Barbara Street Area, containing design guidelines and implementation prograrrs. This Railroad Dlstrict Plan meets the "area plan" requirement in the Railroad District. 5.2 Development Review The City reviews new developments or land use changes for corsistency with adopted policies, progralns and standards. planning applications for enWonrnental review, architectr-ral review use permits or other development entiflements are submitted to the Community Development Department. The Railroad District Plan will be used by Crty staff, the City Council, and its advisory bodies, such as the Planning Cornrnission, Architectural Review Commission, and Cttltural Heritage Committee, to evaluate planning applications and Public Works projects, including traffic controls, street lighting and street furniture within the Railroad District. Development projects should be consistent with the policies and programs in this plan. The City's Architectural Guidelines, adopted by ordinance (SLOMC 2.4a), axe to be supplemented by the Railroad District Architectural Guidelines. 5.3 Capital Improvement Progfamming and Bud$et The Cit/ or,rrns and operates several public facilities in the Railroad Dlstrict. Bikeways, parking and transit facilities are operated for the public's benefit. This plan identifies exsting public facilities and possible future improvements. The Railroad District planwill be used as a resource document andreferedto in the preparation ofttre City's budget and Capitallrnprovement plan (ctp). Budgets spell out how city funds are obtained and spent, and the clP Iists public improvements, facilities and equipment which the City plans to construct or install. The Planning Cornrnission reviews the CIP for conformiV with the General Plan. The City Council approves the City budget. 5.4 Amending The Plan plan amendments can be initiated either by citizens, the Planning commission or the city council at any time. such changes will be considered by the Planning Commission and City Council. This Plan may be amended as often as needed subject to the same procedures set forth by the City Council for amending specific plans. 6 a Target signal to control train traffic. pattRoao otstprd plan pilqe 72 apchrtectupal qut0ellnes Architectural Guidelines for the Railroad District San Luis Obispo has adopted citywide architectlfial guidelines which apply to new buildings, significant remodels, site improvements, and public area improvements The Railroad District Architectt-rral Guidelines are to supplement the citywide architectual guidelines and are to be applied in a similar manner, exiept that they apply only to the Railroad District as shornrn in Figure 4. Within this area, new development, remodels and additions, site improvements, and publicly-funded projects should follow these guidelines. Property owners, developers, designers, City staff and advisory bodies, such as the Cultural Heritage bommittee, Architectural Review Cornrnission and the Planning Commlssion will use these guidelines to review development projects, consistent with Munici- pal Code Chapter 2.48. vany of the older buildings in the Railroad District are generally described as "nailroad Vernacular" buildings. A variety of architectural styles fall under this category. Some of the more cornnon architectural elements exemplifying this architectural style are illustrated in thls document. These examples provide a ,,menu" of architectural elements which can be incorporated into new development projects in the Railroad District. New buildings need not include aII of these elements, norbe designed to be a replica of a hisbrtc building. The Cultural Heritage Committee and Architectural Review Commission interpret the guidelines and will consider contemporary architectural styles which are consistent with these guidelines and which complement the District's historic character. p.arlpoao ors[p.rc[plan p^qe 75 I M, Examples of different architectural styles that may generally be referred to as Railroad Vemacular, /-z- -]- - - 1-'., -7- anchrtectunal qutOellnes nuilding Form, Massing, and Roof Lines l. Simple, rectilinear building forms should predominate. 2. Lower building level (ground floor) massing should be horizontal with equal orlesservolume on upper levels. 3. Use medium-sloping roofs, generally 4:12'8i12 pitch. 4. False-front buildings with shed roofs and parapets may be used. 5. cable, hip, and shed roof forrns are O.pical, with some combinations and minor variations. 6. Deep roof overhangs are coffrnon, particularly for commercial buildings, at ground floor level. 7. Roof overhangs are typically supported with exposed, diagonal support braces or decorative brackets. a. Simple gable, hipped, or Dutch hipped dormers can be used for light or ventilation. Simple, rectilinear building forms. Shed roofed buildings help increase light and ventilation in industrial buildings and contribute to the character of the District, Roof lines and details. ( paige 76 apchffiectuRal qutOellnes Various windows, single and grouped, with divided lites. +-. => Single and multi-panel doors emphasizing symmetry. D 0 ! Doors and Windows l. Doors and windows should emphasize symmetry/ and be vertically oriented. 2. Doors should typically be single or multi- panel, occasionallywith glazing and transom windows above doors. 3. Windows are typically fixed, or douJcle hung, often with divided lites. 4. Wndows are often grouped in multiples of two or three, side by side. 5. Horizontal windows may be used with divided lites and may be grouped. 6. Doors and windows shottld generally have wood or plaster trim. 7. wndows inplasterbuildings maybe arched and recessed, sometimes with wood trim. This rendering shows many of the elements which contribute to the Railroad Vernacular style, including eaves with exposed rafters, a single panel door, and recessed windows with divided lites, Rarmoao ors[Rrc[ pun pacte 77 apchffiectupal qutOeUnes Surface Tfeatment and Colors Wood Buildings l. Horizontal and vertical shiplap, "V-rustic" siding, or board and batten siding are corrurlon. 2. Shingles are often used as infill siding for gable ends or above doors and windows, away from people contact areas. 3. Wood trim is commonly used to create decorative pattems. 4. Siding may change direction in the same plane to provide vadety in surface pattern and texture. 5. Horizontal trim may be used to separate board pattems or to create a wainscot effect. 6. Emphasize ligfrter earthtones such as tan and ocfue, with contrasting trim and roof colors. Accent colors are generally low cfuoma and relatively neutral colors. z. Cornrnon roof materials include composition shingle, rolled asphalt rooflng, built-up roofing, low proflle coffugated metal, and banel tile. Barrel tile is occasionally used to accent ridges on composition shingle roofs. 8. If chirnneys are used, they are generally of brick with simple ornarnentation at the cap. 9. Foundations are commonly emphasized with brick, stone, or plaster wainscot. Plaster/Il{asonry nuildings l. Brick ls commonly used as an exterior buildin$ material. z. Plaster should have a smooth, hand-flnished appearance. Stucco or heavily-ffoweled finishes shonld be avoided. 3. plaster buildings are usually white or off-white with accent plaster colors at wainscot or in accent areas. Accent colors shottld be pastel or low chroma. 4. plaster building wainscots at lower walls may be flush and painted simply, or dimensional. S. Roof material ls generally barrel tile, or sometimes "diamond pattern" or similar decorative composition shingle roofing with accent tiles. Built-up roofing is also corTunon. Auxiliary Buildings l. Auxiliary buildings may be sided with the same material as aQjacent principle buildings on the same lot; or if solitary, wood or unpainted comlgated metal panel siding ls common. 2. Roofs should generally consist of composition shingles or corrugated metal panels. parlpoao orstprct plan paqe 78 Wood or corrugated metal panel siding, or plaster are common surfaces, Stucco should be avoided. @ anchrtectunal qutOellnes Architectural Details l. Commercial buildings generally have simple detailing with little decoration or omamentation. 2. Some carved shapes are used for rafter tiles, brackets, roof eave bracing, and roof gutters. 3. More elaborate ornamentation is colrunon on masonry buildings, including parapet details, towers or decorative cornices or quoins. 4. Finials and decorative wood work is sometimes used at roof ridges. 5. Plaster comers are typically rounded. 6. Connection details, particulady for large structures, are visually emphasized, sometimes with tirnber connectors, bolts, brackets or other similar hardware. 7. Linear raised decks or platforms common with structLffes with raised floors. a. Exterior-mounted mechanical equipment, including FIVAC units, fLe suppression equipment, and antennas should be architecturally screened. Elaborate ornamentation is common on masonry buildings. The City will consider exceptions to the Sign Regulations to encourage historic sign designs, Signs and Awnings l. Signage should generally be non-illuminated. Spot Iighting should be used where lighting is needed. z. Signs should either be monument type, or painted or applied individual Ietters directly on building walls. B. The City will consider exceptions to Sign Regulations to encourage historic si$n designs and placement. 4. Signs within the Railroad right-of-way should be simple, clearly legible, and reflect historical railroad graphic standards and colors. 5. Awnings should reflect historic styles and materials, and may include painted signs. Backlit or glossy awnings should be avoided. RattRoao ots[Rtc[ plan paq€ 79 apchffiectupal qut Oehnes Site and Public Area Improvements l. site improvements, such as seating areas, bollards, stairs, ramps and walkways should be designed to complement the railroad architectural character. Pr-rblic improvements such as, but not limited to, trafnc controls, street lights, signs, benches and trash containers shottld be designed in a historic character similar to styles prevalent in the Railroad District before 195o, and they shall be approved by trie Architectural Review Commission before the final design is completed. Lighting in the depot area should closelyresemble the design of the railroad era downlights used in the passenger platform area. All lighting shottld be shielded to prevent glare onto adjacent properties. 3. Pole Iights, bollards, information signs, trees and othervertical landscape features should be used to create repetitive, linear, rhythrnic elements along the railroad corridor to complement the District's historic character. 4. In the passenger depot and other high traffic areas, an open-style, decorative fencing and,zor rails should be used. In non-traffic areas abuttln$ the railroad rightof-way, storage areas, construction yards and similar uses should be visually screened from the railroad right-of-way. Appropriate fencing materials include vinyl-clad chainlink, steel picket, r,,vrought iron and other similar, low-maintenance open fences which discourage graffiti. Combination wood and metal rails may also be appropriate. solid, plain masonry and concrete, walls; and residential- style wood fencing should generally be avoided or accompanied by climbing vines to discourage graffiti. 5. Seerity fencing, such as barbed or concertina wire, should be minimized where visible from the railroad yard or a public way. The Architectural Review Commission may approve the use of security fencing when such materials are visually compatible with their surroundings and used spafingly. 6. Frrjclic sidewalks along portions of Osos, Santa Barbara, Church, Emily, High, and Roundhouse streets within the Railroad District shottld be a City-approved wood boardwalk design. 7. Decorative paving using patterns or integral color is encouraged in specific areas to define or clarify circulation or activity areas. 8. Pedestrian bridges, underpasses and other transportation- or rail-related strucfiJres shor,rld use historic materials and design elements. Possible elements include: metal and heavy timber structural supports with exposed connectors; local stone or brick foundations or bases; and use of spur track, railroad ties or other railroad equipment and materials. Figure 26: Railroad District pedestrian lighting' typical tlt'o.o. qet ax 2 E M,MW'&a.9M <, fG .r.rna). Dtwt*WE I o - -.- *tu fra &. @aDs.tti a tuwlrysta-o.Nare zTatlDaa.frtE (t. ,:> paq€ 80 Landscape Design l. Planting areas shottldbe provided: l)in or adjacent to outdoor public use areas; 2) along the railroad right-of-way to screen slorage yards, solid walls or fences, or unsightly views; and along public street parkways. 2. Planting should be used sparingly to define pedestrian use areas, waiting areas, and other high visibility/ltigh tmffic areas that can be regularly maintained. 3. Planting within the railroad right-of-way shotrld be low-profile, generally not over 12-15 feet tall, to provide screening and color. 4. Tree planting within or immediately adjacent to the railroad right-of-way should emphasize open, medium-height canopy trees; and trees should be selected and placed to preserve and frame scenic vistas of the Morros and sunounding hillsides. within the historic Railroad Yard, Canary Island Date Palms or equal shottld be used to extend the Southern Pacific theme as an entry statement for the Railroad District. apchftectupal qutOellnes t^y')'d t t4t {Ar4l &v w vLlL a..a. x--/I 3 " v vyL/. / .t JJ V l\. F "=J12- ,4p I L t1-1 a 4r J) RArlpoao orstprc[ plAn paq€ el 4.- J1 Railroad District boardwalk. aRchffectuRal qut Oellnes Residential Buildings l. New residential buildings should generally maintain the prevailing spacing, scale, setbacks and character of older houses and apartments along Osos, Santa Barbara, and Church streets. 2. New houses and apartments should generally reflect the District's predominant architectural styles, which include, but are not limited to Califomia Bungalow Spanish Revival, Italianate, and Victorian. New development should include architectural features common to the particr:lar architectural style. 3. Raised foundations, covered front porches, and recessed front entries are corrurlon residential architectural features. 4. Architecfllral detailing at roof gable ends, roof eaves, windows, doors, railings, foundations, and chimneys should be emphasized, and be used consistently on all building elevations. 5. Site features such as exterior lighting, paving, walls, fences, railin$s and landscaping should be selected for ease of maintenance and for compatibility with traditional designs and materials. 6. Utility areas, trash enclosures, and uncovered parking spaces (except in driveways) should generally be screened with landscapin$ and,/ or low walls or fencing. Remodels and Additions I . Remodels and additions should be sensitive to the building's original character and to the character of adjacent buildings. Roof pitch, buildin€ form and materials, windows and doors, and architectural detailing should, where possible, match exlsting building features and be compatible with the scale, spacing, setbacks and massing of aQiacent buildings within the Railroad Historic District. 2. Building colors and materials should complement the building's historic character. When remodeling designated historic structtxes, materials and details should be used honestly such as wood sash windows to replace existing wood windows. Simulated or veneer products should generally be avoided. 3. When remodeling or adding on to designated historic structures, property owners and designers are encouraged to follow the U.S. Secretary of the Interior's Guidelines for Preserving, Rehabilitating' Restoring, and Reconstructing Historic Buildings. Figure 27: Residential Remodel and Addition "\/ S Above: This rendering shows the potential for remodelling and expanding residential structures while maintaining the architectural character of the Railroad District. Below: A photograph of the structure, st n paq€ 82 Resolutlon a0opttnq the pallpoaO Olstplct plan FIGURE 28: RESOLUTION NO.8817 (1998 Series) A RESOLUTION OF TIIE COUNCIL OF THF CITY OF SAN LTNS OBISPO APPROVING THE RAILROAD DISTRICT PLAN WHEREAS, the Cultural Heritage Committee, Planning Commission, Parks and Recreation Commission, and the Architectural Review Commission have held public hearings on the Draft Railroad District Plan; and WHEREAS, after reviewing the Draft Plan and considering public testimony, these advisory bodies recommended that the City Council approve the Railroad District Plan, including policies and programs regarding historic preservation, transportation and circulation, land use, and aesthetics; and WHERBAS, the Director of Community Development has issued a negative declaration of environmental impact, pursuant to provisions of the California Environmental Quality Act (CEQA) and based on an initial environmental study (ER 31-98) which was prepared and circulated for the required public review period; and WHEREAS, in consideration of public testimony, advisory body recommendations, staff analysis, and its own deliberations, the City Council has determined that the Railroad District Plan is necessary to implement General Plan policies and programs designed to preserve historic resources, encourage alternative tansportation modes, establish architectural guidelines and improvements for designated "Optional Use and Special Design Areas", improve public access to parks and open space, improve the safety and appearance of sfreets and public areas, and enhance the economic vitality of the City's mixed-use Railroad District. NOW, TIIEREFORE, BE IT RESOLVED by the Council of the City of San Luis Obispo as follows: SECTION 1.. Findings. 1. The Railroad District Plan is in conformance with the General Plan and with the City's Historic Preservation Program Guidelines intended to preserve historic resources and areas. 2. The Railroad District Plan is an "Area Plan", intended to carry out policies and programs of the General Plan and to guide public and private development, public improvements, and capital improvement programming within the District as defined by the Plan. SECTION 2. Environmental Determination (ER 31-98). The City Council has considered the environmental determination for the Railroad District Plan and hereby approves a negative declaration of environmental impact, pursuant to the California Environmental Quality Act. SECTION 3. Plan Adoption. The Railroad District Plan is hereby adopted as an area plan guiding public and private land use and improvements within the area identified in the Plan as the "Railroad District." SECTION 4. Implementation. To implement the Railroad District Plan, the City Council hereby directs that: A. The Community Development Director shall initiate rezoning of the Railroad District to add a historic "H" overlay zone to properties within the District, including architectural guidelines intended to preserve the District's unique architectural character. B. City Departrnents shall implement the Railroad District Plan through their design and development of capital improvement programs, operating programs, and in developing budgeting and grant requests. SECTION 5. Amendments. The Railroad District Plan may be amended by the City Council at any time. Such changes may be initiated by citizens, the Planning Commission or the City Council. The Plan may be amended as often as needed, subject to the same procedures set forth by the City Council for amending specffic plans. parlRoao orstprct ptan paq€ 83 pesolutron aOopfinq the pallpoaO Olstplct plan Upon motion of Williams, seconded by Roalman, and on the following roll call vote: AYES: Council Members Williams, Roalman, Romero, and Mayor Settle NOES: None ABSENT: Council Member Smith The foregoing resolution was adopted this 16th day of June, 1998. Settle ATTEST: Gawf, APPROVED AS TO FORM: Attorney paqe 84