HomeMy WebLinkAboutAirport Area Specific Plan (2025)City of San Luis Obispo
AIRPORT AREA SPECIFIC PLAN
August 2005
Revised September 2014
Revised September 2017
Revised March 2019
Revised October 2020
Revised August 2025
City of San Luis Obispo
Community Development Department
919 Palm Street
San Luis Obispo, CA 93401-3249
ACKNOWLEDGEMENTS
2017
City Council
Jan Howell Marx, Mayor
John Ashbaugh, Vice Mayor
Dan Carpenter
Carlyn Christianson
Dan Rivoire
Planning Commission
John Larson, Chairman
Michael Multari, Vice Chairman
Hemalata Dandekar
Michael Draze
John Fowler
Ronald Malak
William Riggs
Administration
Katie Lichtig, City Manager
Michael Codron, Assistant City Manager
Bob Hill, Natural Resources Manager
Lee Johnson, Economic Development Manager
Community Development Department
Derek Johnson, Director
Doug Davidson, Deputy Director
Kim Murry, Deputy Director
Phil Dunsmore, Senior Planner
Public Works Department
Timothy Scott Bochum, Deputy Director
Fire Department
Garret Olson, Chief
Consultants
RRM Design Group – Planning and Urban Design
Central Coast Transportation Consulting – Transportation
AMEC Foster Wheeler – Environmental
Goodwin Consulting Group – Finance
ACKNOWLEDGEMENTS
2014
City Council
Jan Howell Marx, Mayor
Carlyn Christianson, Vice Mayor
Dan Carpenter
John Ashbaugh
Kathy Smith
Planning Commission
John Larson, Chairman
Michael Multari, Vice Chairman
Hemalata Dandekar
Michael Draze
John Fowler
Ronald Malak
William Riggs
Administration
Katie Lichtig, City Manager
Michael Codron, Assistant City Manager
Bob Hill, Natural Resources Manager
Lee Johnson, Economic Development Manager
Community Development Department
Derek Johnson, Director
Kim Murry, Deputy Director
Phil Dunsmore, Senior Planner
Public Works Department
Timothy Scott Bochum, Deputy Director
Cover Photo taken from Cal Fire Aircraft by Natural
Resources Manager Bob Hill, September, 2013
Fire Department
Garret Olson, Chief
Consultants
Wallace Roberts & Todd, LLC. – Planning and Urban Design
Boyle Engineering, Inc. – Water and Storm Drainage
Brown and Caldwell, Inc. – Wastewater
Fehr & Peers Associates, Inc. – Transportation
Jones & Stokes Associates, Inc. – Environmental
Goodwin Consulting Group – Finance
CONTENTS
The Airport Area Specific Plan was originally adopted on August 23,
2005, by Council Resolution #9726. The following sections of the
document were also adopted by Ordinance Number 1481, as an
amendment to the City of San Luis Obispo Zoning Regulations:
Chapter 4: Table 4.3 - Allowed Uses
Chapter 4: Section 4.4 - Development Intensity Standards
Chapter 5: Standards 5.1.1 through 5.19.9 exclusively
Chapter 6: Standards 6.4.1.1 through 6.4.9.4 exclusively
The Airport Area Specific Plan was comprehensively amended on
September 2, 2014 in response to the Chevron Remediation and
Development project, by Council Resolution No. 10558.
A minor amendment was approved by Council Ordinance 1629 (2016
Series) permitting night club land use withing the Business Park (B-P)
District.
The Airport Area Specific Plan was again comprehensively amended
on September 19, 2017 in response to the Avila Ranch Project, by
Council Resolution No. 10832; Ordinance Nos. 1638 and 1639.
The Airport Area Specific Plan was amended in 2019 and 2020 by
Council Ordinance Nos. 1650 (2019 Series) and 1690 (2020 Series)
relating to property rezoning on Tank Farm Road.
A note on dimensions: This Specific Plan continues the City’s recent practice of
using metric measurements in its planning documents. Linear dimensions are
generally given to the nearest meter (or half meter), with the English equivalent
to the nearest foot. Precise conversions will show that the two distances are not
exactly the same. The metric dimension is intended to control. Since most
architects, builders, and suppliers still use the English system (feet and inches),
strict adherence to metric dimensions will not be required in the field. The
differences are expected to have no effect on neighborhood character or
development costs (For example, a
1-meter side yard is equivalent to 3 feet 3 inches, while a 6-meter street yard is
equivalent to 19 feet 8 inches).
VISION STATEMENT & PLAN SUMMARY
VISION STATEMENT i
RE-USE & REGENERATION i
VALUE ENHANCEMENT ii
SMART AND SUSTAINABLE GROWTH ii
PLAN SUMMARY iii
1.0 INTRODUCTION 1-1
INTENT 1-1
LEGAL CONTEXT 1-1
AUTHORITY TO PREPARE 1-1
RELATIONSHIP TO GENERAL PLAN 1-2
ENVIRONMENTAL REVIEW 1-2
PLANNING CONTEXT 1-3
APPROACH TO PLANNING 1-3
THE BACKGROUND TO THE PLAN 1-4
THE PLANNING PROCESS 1-5
ORGANIZATION OF THE SPECIFIC PLAN 1-7
2.0 THE PLANNING AREA 2-1
PROJECT LOCATION 2-1
PLANNING AREA CHARACTER 2-3
THE NATURAL SETTING 2-3
THE LAND USE SETTING 2-3
DEVELOPMENT PATTERNS 2-3
LAND USE PATTERNS 2-4
3.0 CONSERVATION & RESOURCE
MANAGEMENT 3-1
INTENT 3-1
BACKGROUND 3-2
OPEN SPACE RESOURCES 3-3
CREEKS 3-3
WETLAND RESOURCES 3-5
NATIVE GRASSLANDS 3-5
RARE SPECIES HABITAT 3-6
AGRICULTURAL OPEN SPACE AND THE CITY GREENBELT 3-9
SCENIC RESOURCES 3-10
ARCHAEOLOGICAL AND HISTORIC RESOURCES 3-10
HAZARDS RELATED TO OPEN SPACE LANDS 3-11
FLOODING 3-11
PETROLEUM CONTAMINATION 3-11
AIRCRAFT OPERATIONS 3-12
3.1 CONSERVATION GOALS 3-13
3.2 CONSERVATION POLICIES 3-14
3.3 CONSERVATION PROGRAMS 3-19
4.0 LAND USE 4-1
INTENT 4-1
LAND USE BACKGROUND 4-1
RELATIONSHIP TO THE GENERAL PLAN 4-6
HAZARDOUS MATERIALS 4-6
SPECIAL AREAS 4-6
4.0 LAND USE FRAMEWORK 4-8
4.1 LAND USE GOALS 4-8
4.2 LAND USE DESIGNATIONS AND ZONING 4-13
4.2.1 BUSINESS PARK 4-13
4.2.2 SERVICE COMMERCIAL 4-15
4.2.3 MANUFACTURING 4-15
4.2.4 PUBLIC FACILITY 4-15
4.2.5 LOW DENSITY RESIDENTIAL (R-1) 4-15
4.2.6 MEDIUM DENSITY RESIDENTIAL (R-2) 4-15
4.2.7 MEDIUM HIGH DENSITY RESIDENTIAL (R-3) 4-15
4.2.8 HIGH DENSITY RESIDENTIAL (R-4) 4-16
4.2.9 OPEN SPACE 4-16
4.2.10 AGRICULTURE 4-16
4.2.11 NEIGHBORHOOD COMMERCIAL 4-17
4.2.12 AFFORDABLE HOUSING 4-17
4.2.12.1 AVILA RANCH AFFORDABLE HOUSING 4-17
4.2.12.2 AVILA RANCH INCLUSIONARY HOUSING 4-18
4.2.12.3 LAND IN LIEU OF HOUSING PRODUCTION 4-18
4.2.12.4 AFFORDABLE BY DESIGN 4-18
4.2.13 SPECIAL AREAS 4-18
4.2.13.1 BROAD STREET AT TANK FARM ROAD SITE 4-18
4.3 LAND USE POLICIES 4-18
4.4 DEVELOPMENT INTENSITY STANDARDS 4-28
4.4.1 PARCEL DIMENSIONS 4-28
4.4.2 BUILDING INTENSITY AND COVERAGE 4-28
4.4.3 EMPLOYEE AND CUSTOMER CONCENTRATIONS 4-29
4.4.4 BUILDING SETBACK STANDARDS 4-29
4.4.5 PARKING REQUIREMENTS 4-29
4.4.6 BUILDING HEIGHT 4-30
4.4.7 AMENITY INCENTIVES 4-30
4.4.8 PROPERTY CONDITION 4-31
4.5 DETAILED AREA PLAN 4-31
4.5.1 CLUSTER DEVELOPMENT ZONE 4-32
4.5.2 AIRPORT COMPATIBLE OPEN SPACE 4-32
4.5.3 NOISE COMPLAINT MANAGEMENT 4-32
5.0 COMMUNITY DESIGN 5-1
INTENT 5-1
GOALS, GUIDELINES AND STANDARDS 5-10
SITE PLANNING AND ORGANIZATION 5-10
PRESERVATION OF VIEWS AND SCENIC RESOURCES 5-19
ARCHITECTURE 5-26
LANDSCAPE 5-32
6.0 CIRCULATION & TRANSPORTATION 6-1
INTENT 6-1
CIRCULATION BACKGROUND/SETTING 6-2
6.1 CIRCULATION AND TRANSPORTATION GOALS 6-2
6.2 CIRCULATION AND TRANSPORTATION PLAN 6-4
6.2.1 CIRCULATION SYSTEM CLASSIFICATIONS 6-4
6.2.2 LOCAL STREETS AND ACCESS 6-4
6.2.3 PROPOSED IMPROVEMENTS 6-5
6.2.4 PEDESTRIAN AND BICYCLE CIRCULATION 6-7
6.2.5 TRUCK TRANSPORTATION 6-12
6.2.6 SCENIC ROADWAYS 6-12
6.2.7 TRANSIT PLAN 6-13
6.2.8 PROPOSED TRANSIT ROUTES 6-13
6.3 CIRCULATION PLAN IMPLEMENTATION PROGRAMS 6-15
6.4 DESIGN GUIDELINES AND STANDARDS 6-18
6.4.1 ROADWAYS 6-18
6.4.2 PARKWAY ARTERIALS 6-21
6.4.3 ARTERIALS 6-21
6.4.4 COMMERCIAL AND INDUSTRIAL COLLECTORS 6-23
6.4.5 LOCAL STREETS 6-25
6.4.6 AVILA RANCH RESIDENTIAL COLLECTORS 6-26
6.4.7. LANDSCAPED MEDIANS 6-26
6.4.8 INTERSECTIONS AND DRIVEWAYS 6-27
6.4.9 PEDESTRIAN AND BICYCLE FACILITIES 6-29
6.4.10 TRANSPORATION 6-30
6.4.11 TIMING OF IMPROVEMENTS 6-31
7.0 UTILITIES & SERVICES 7-1
INTENT 7-1
7.1 DRAINAGE SYSTEM POLICIES 7-1
7.2 WATER 7-4
7.3 WASTEWATER 7-5
7.4 ENERGY 7-6
7.5 TELECOMMUNICATIONS 7-6
7.6 FUTURE HIGH-SPEED DATA ACCESS 7-6
7.7 UNDERGROUNDING 7-6
7.8 PHASING AND COORDINATION 7-6
7.9 PUBLIC SAFETY 7-6
7.9.1 FIRE PROTECTION 7-6
7.9.2 POLICE PROTECTION 7-8
7.10 PARKS AND RECREATION 7-8
8.0 PUBLIC FACILITIES FINANCING 8-1
INTENT 8-1
8.1 CITY FINANCING POLICIES 8-2
8.1.1 GENERAL FINANCING POLICIES 8-2
8.1.2 LAND-SECURED FINANCING POLICIES 8-3
8.2 LAND USE ASSUMPTIONS 8-4
8.2.1 LAND USES 8-4
8.2.2 LAND USE ABSORPTION ESTIMATES 8-4
8.3 COST ESTIMATES AND ALLOCATION 8-4
8.3.1 SUMMARY OF COST ESTIMATES 8-4
8.3.2 ALLOCATION METHODLOGY 8-5
8.3.3 INFRASTRUCTURE PHASING 8-7
8.3.4 WATER FACILITIES 8-7
8.3.5 WASTEWATER FACILITIES 8-7
8.3.6 TRANSPORTATION FACILITIES 8-8
8.3.7 STORM DRAINAGE FACILITIES 8-9
8.3.8 SPECIFIC PLAN COSTS 8-9
8.4 FINANCING METHODS 8-9
8.4.1 MELLO-ROOS COMMUNITY FACILITIES ACT OF 1982 8-9
8.4.2 IMPACT FEES 8-11
8.4.3 DEVELOPER FINANCING. 8-11
8.5 RECOMMENDED PROJECT FINANCING STRATEGY 8-11
8.5.1 OVERVIEW 8-11
8.5.2 IMPACT FEE ANALYSIS 8-12
8.6 IMPLEMENTATION AND ADMINISTRATION 8-13
8-13
8-13
8.6.1 UPDATES AND REVISIONS
8.6.2 INDIVIDUAL PROJECT APPLICATIONS AND
DEVELOPER REIMBURSEMENTS
8.6.3 ACTION ITEMS FOR THE CITY
8.6.4 FISCAL NEUTRALITY
9.0 IMPLEMENTATION
9.1 ANNEXATION 9-1
9.2 ZONING 9-1
9.3 SUBDIVISION 9-1
9.4 ARCHITECTURAL REVIEW 9-2
9.5 BUILDING PERMITS 9-2
9.6 PUBLIC FACILITIES FINANCING 9-2
9.7 INTERPRETATION AND AMENDMENT 9-3
9.8 ENVIRONMENTAL REVIEW 9-3
9.9 CAPITAL IMPROVEMENT PROGRAMMING AND
BUDGET 9-4
APPENDIX
Required Mitigation Measures A-1
Ordinance No. 1639 (2017 Series) B-1
Avila Ranch Development Plan B-2
Ordinance No. 1629 (2016 Series) C-1
Ordinance No. 1658 (2019 Series) C-2
Ordinance No. 1690 (2020 Series) C-3
9-1
8-13
8-13
VISION STATEMENT & PLAN SUMMARY | i
VISION STATEMENT & SUMMARY
Views from the south reveal the planning area’s open space context.
VISION STATEMENT
The Airport Area Specific Plan is a blueprint for the area’s future. It
sets forth a vision that moves beyond the limitations of the area’s
past to define a responsible and forward-thinking approach to the
evolution of our community. The vision is informed by three key
concepts:
RE-USE & REGENERATION
The vision for the Airport Area includes the re-use and
regeneration of both the natural and built environments. It
recognizes the power and resiliency of the natural environment to
regenerate itself after significant degradation, and the
resourcefulness and foresight of the community to re-define and
re-use its built environment.
The former Unocal petroleum tank farm and the associated
environmental degradation from the catastrophic 1926 fire have
long set the tone for the area. This Specific Plan is about changing
the identity and perception of the area and “raising the bar” to
meet the standards of San Luis Obispo in the 21st Century. At the
heart of the planning area, the former tank farm site will be
improved and preserved as an ecological preserve that provides
enhanced natural habitat, visual and recreational open space, and
educational and interpretive experiences. Similarly, vacant
industrial lands will be developed, and older industrial uses
ii | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
renovated or redeveloped to accommodate a new generation of
industries.
The wetland areas that have established themselves in the
burned-out bunkers of the former tank farm are a metaphor for the
re-use and regeneration envisioned for the area as a whole.
The Planning Area draws its name from the County Regional
Airport that dominates land use in the vicinity. Although not within
the City’s limits, the airport is an important factor in the desired
future of the area and vitality of the business parks envisioned.
Consequently, the specific plan sets in place a strategy to
integrate community goals for a sustainable environment and
economy.
VALUE ENHANCEMENT
The Specific Plan vision is about value enhancement for private
landowners, the public, and the environment. With annexation of
the area, the City will provide services and infrastructure that will
allow landowners to more fully achieve the potential of their lands
while providing significant benefits to the local community and
environment. Similarly, extension of sewer and water service to
the area will enhance development potential for individual
landowners as well as better protect the public’s groundwater
resources. Improvements to the area’s street system will not only
provide better access to planning area properties but will improve
circulation for the entire south end of town.
The open space preserve at the heart of the area will provide an
attractive setting for new development that will increase land
values and the area’s desirability for new businesses. It will also
provide new recreational opportunities for employees and
residents. Improvements to the trail system and transit service will
improve access and provide alternatives for commuters to the
area. Special design guidelines and development standards will
also help to create a distinct identity for the area to enhance
property values and make the area desirable to business.
A new open space preserve will enhance public recreation and provide an
attractive setting for new development.
Altogether, the enhanced development potential and
attractiveness will generate new job opportunities for the
community and contribute to the fiscal well-being of the City.
SMART AND SUSTAINABLE GROWTH
The Specific Plan vision is about identifying a “smart” and
sustainable pattern of growth that enhances the community
economically, aesthetically, and environmentally. It achieves this
in several ways, including:
• Encouraging the redevelopment and reuse of brownfield
areas, rather than expanding into undisturbed greenfield
areas;
• Establishing the foundation for a more contemporary and
diversified economy;
VISION STATEMENT & PLAN SUMMARY | iii
• Encouraging higher densities and compact development
patterns that make more effective use of land and minimize
infrastructure expansion needs;
• Supporting the vitality of existing business resources, such
as the airport, by providing services and infrastructure that
encourage both new development and redevelopment of
degraded and underutilized lands in the area;
• Creating new jobs in proximity to housing;
• Expanding infrastructure between existing service areas,
rather than expanding services beyond the urban reserve
boundary;
• Creating development patterns that preserve and enhance
the area’s natural resource values; and
• Establishing permanent urban boundaries and greenbelt at
the south end of city.
A thriving Regional Airport is key component of the vision for the Planning Area’s
future.
PLAN SUMMARY
1.0 INTRODUCTION
The Airport Area Specific Plan represents many years of effort to
create a planning framework for future growth and development
within the approximately 1,500-acre unincorporated area along the
City of San Luis Obispo’s southern boundary. The Plan has been
developed with a thorough analysis of environmental conditions
and extensive input from City decision-makers, landowners,
neighbors, and the community-at-large. The Plan provides a
comprehensive land use program for the planning area along with
goals, policies and development standards to guide future public
and private actions relating not only to the area’s development,
but also to the conservation of open space and natural resources.
In addition, the Plan includes detailed information on necessary
infrastructure improvements, and a strategy for insuring the Plan’s
implementation. The Plan also provides a mechanism to ensure
that development proposed by planning area landowners will be
coordinated and occur in an orderly manner that has been
adequately planned.
2.0 THE PLANNING AREA
The roughly 1,500-acre Airport Area is located approximately 2.5
miles south of downtown San Luis Obispo, in the City’s
designated Urban Reserve area. The residential Margarita Area
bounds the area to the north, while urban development in the
recently incorporated areas along South Higuera Street and Broad
Street borders the area to the west and east. Located on the floor
of the Los Osos Valley, the area has a relatively level topography
with vegetation consisting primarily of grasslands and agricultural
fields. Several tributaries to San Luis Obispo Creek flow through
the area and contribute to periodic flooding that affects
development potential. While the visual quality and design
character of existing industrial and service commercial
development is generally not very strong, the openness of the
setting results in quite dramatic and highly scenic views of the
iv | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
rural, agricultural lands and distinctive peaks and ridgelines that
ring the area.
Land use in the area is characterized by a mixture of open space
and urban development. Urban development is generally located
in the southeastern and southwestern portions of the Airport Area,
near the Broad Street and South Higuera Street corridors. The
entire central portion of the Airport Area is generally undeveloped.
The 368-acre Chevron property, which was formerly the site of a
petroleum tank farm, comprises much of this central area. In
addition to the San Luis Obispo County Regional Airport, uses in
the developed areas include a variety of existing industrial, light
industrial and service uses. While roughly three quarters of the
parcels in the planning area have some development on them,
many are only partially developed, in part due to infrastructure
restrictions. Rough calculations indicate that the planning area
currently has approximately two million square feet of building
floor area, and floor area ratios are generally quite low.
3.0 CONSERVATION AND RESOURCE MANAGEMENT
In addition to providing for new development, a key goal of the
Plan is to preserve, enhance, and manage the planning area’s
open space lands and natural resources for the long-term benefit
of planning area businesses, the San Luis Obispo community,
visitors to the area, and the environment itself. Development and
resource conservation within the Airport area are not seen as
separate and contradictory concepts, but as inter-related
strategies for maintaining a sustainable, high quality life for the
San Luis Obispo community. The Plan is predicated on the belief
that, over the long term, practicing conservation and protecting the
area’s open space will make life more enjoyable for those living
and working in the area, and will also enhance economic vitality.
Even though much of the Airport Area is already developed,
significant natural and open space resources still remain. Part of
the reason for this is that portions of the planning area are
constrained for development by either natural and/or man-made
The Airport Area includes numerous wetland areas that provide important natural
habitat.
factors, including flooding, petroleum contamination, and aircraft
operations. While improvements proposed under the plan will
reduce some of these constraints, the intent of the Specific Plan is
to ensure that valuable resources continue to be preserved and
enhanced as the planning area builds out.
The principal natural resources to be protected include habitat
areas such as creeks, wetlands and remnants of native
grasslands. While some of these areas are in good condition,
others have been degraded by past land use practices. Thus, the
planning area affords opportunities to restore and enhance natural
habitat, while also achieving other objectives. In addition to
sensitive habitat areas, other open space resources include the
rural character and sense of openness provided by undeveloped
lands, and the scenic views permitted of the surrounding rural
lands and distinctive landforms.
The Plan designates 23% of the planning area, practically the
entire central portion of the planning area, as open space in order
to adequately protect and enhance valuable wetland and
VISION STATEMENT & PLAN SUMMARY | v
grassland habitat areas. In addition to this central open space, the
plan also designates all of the major creek corridors as open
space to allow for the protection and enhancement of the creek
system that flows through the area. The land use plan is
structured to ensure that these resources are part of an integrated
open space system that is directly linked to adjoining areas.
The specific plan will result in the preservation and enhancement
of natural resources. For example, after the construction of
overflow flood channels, all of the major watercourses that flow
through the planning area will be re-vegetated with native species
to enhance habitat values. In addition, the Plan recommends that
the open space portion of the Chevron property be set aside as a
permanent ecological preserve, dedicated not only to the
preservation of existing resources, but also to the education of the
community about the interrelationship between the environment
and man’s use of it. Chevron will be responsible for preparing a
resource management plan for the preserve, and identifying a
funding mechanism for its long-term enhancement, maintenance
and monitoring.
4.0 LAND USE
The land use program for the Airport Area plans for the
development of up to 1,255.1 acres with a mixture of Services and
Manufacturing, Business Park, Government Facilities, and public
facilities that may be developed with recreation or public services.
Residential development of a total of up to 62 acres is planned,
consisting of 48.5 acres within the Avila Ranch area, and an
existing mobile home park (6.7 acres) that will be retained. The
balance of the area is to be preserved as Open Space and
Agriculture (371 acres).
The land use concept for the Airport Area builds on existing land
uses to meet multiple City objectives. While the primary impetus
for the plan is to provide the necessary infrastructure and urban
services to the Airport Area that will allow for the development of
new employment-generating uses, the land use plan has been
crafted to balance the opportunities for new development with
other equally important community goals, such as the provision of
housing, including affordable housing.
The land use concept calls for urban development to be located
primarily in the eastern and western portions of the planning area
near existing development and circulation corridors. The Airport
Area is planned adjacent to residential neighborhoods, to
minimize the distance traveled between jobs and homes. Rather
than allowing development of the entire land area out to the Urban
Reserve Line, the land use concept lets the “greenbelt” penetrate
into the center of the urban area. The continuous open space area
that extends from the South Street Hills to the Edna Valley will
help relieve the perceived intensity of development and preserve
the connection to the rural landscape for more than just the
properties at the periphery of the community. The Plan also
provides a mechanism to permanently preserve open space on
properties south of the Airport Area and establish a permanent
urban edge for the City.
The County Airport is a key determinant of land use in the
planning area. It affects the types of land uses that locate in the
area by serving as a catalyst for economic development, and by
restricting uses to those that are compatible with the operational
characteristics of a general aviation airport. The land use plan has
been developed to ensure compatibility with airport operations.
Uses that have high concentrations of people or are sensitive to
airport noise (e.g., residential, schools, hospitals, etc.) are not
included in the in the most restrictive airport safety zones (RPZ, S-
1A). The designated land use patterns also specifically respond to
the flight patterns and land use criteria associated with the airport
safety zones in the County’s Airport Land Use Plan (ALUP).
The centrally located Chevron Tank Farm site is the largest single
property in the Airport Area. Thus, the future of this area will
shape the ultimate character of the planning area as a whole. The
site contains developed land, environmentally sensitive habitats,
soil contamination related to the previous oil storage use of the
site, and areas falling under highly restricted airport safety zones.
In some areas, all of these conditions are present. In addition, the
vi | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
area’s central location and its open character make it easily visible
from surrounding properties and public roadways, and allow for
views out to the surrounding landscape. The area is thus both a
visual resource and amenity for the planning area.
Due to the number of constraints and the value of the natural
resources on the site, the Plan designates much of the Chevron
site for open space, with limited development consistent with
requirements for public health and safety. The redevelopment and
habitat enhancement of the site called for by the Plan represents
an opportunity to ensure the wise, long-term management of the
site’s resources and hazards, while significantly enhancing the
character of the planning area through the actions of a single
property owner.
5.0 COMMUNITY DESIGN
The intent of the Specific Plan is to ensure that new development
in the Airport Area is well-designed and contributes to the creation
of a built environment that enhances San Luis Obispo’s unique
sense of place. In other words, new development should enhance
and respond to San Luis Obispo’s specific physical and aesthetic
context, and not be typical industrial tract type development. In
order to achieve a built environment in the Airport Area that is a
positive physical expression of its setting, the Plan’s design
guidelines and development standards have been based on the
following five qualities and elements that contribute to the area’s
unique identity.
Openness. From its location on the periphery of the City, the
greater landscape of hills, valleys, cultivated fields and
pastureland easily dominates the manmade elements such as
industrial buildings, airport facilities, roadways, utility lines, and
scattered homes. By reinforcing these features as dominant site
design elements, the Airport Area can remain visually ‘open’,
affording sweeping views of the scenic rural and agricultural open
space and distinctive peaks and ridgelines that ring the area.
Preserving this sense of openness should be pursued in all new
Airport Area development. The land use plan preserves this sense
of openness by designating most of the former tank farm site at
the heart of the planning area for natural open space, and by
preserving wide, naturally vegetated open space corridors along
planning area creeks. This framework ties into the open space
system of the Margarita Area and the South Street Hills, the
citywide creek system, and the citywide greenbelt, resulting in an
extensive open space framework that will allow new development
to occur while still maintaining much of the setting’s existing open
quality.
Windrow Single Species Mixed Species
Farm Compound
Orchard
Pasture Meadow
Example of Design Guidelines – Use of basic landscape patterns to evoke
agricultural heritage.
Grid
Quincunx
Lawn
VISION STATEMENT & PLAN SUMMARY | vii
Example of Design Guidelines – Variety in building form, height, massing, and
façade treatment will add interest to new development.
Connectivity. If the Airport Area is to be perceived as part of the
City and contribute to the overall character of the community, it is
essential to make evident its connection to the rest of the
community. The location of the South Street Hills between the
planning area and the central portion of the City acts as a barrier
that lessens the apparent physical link between the two areas. In
addition, the difference in land use (i.e., predominantly industrial)
and the current lower development standards in the planning area
weaken the perceived aesthetic and cultural connections that
might bind the Airport Area to the larger community. The Specific
Plan, through its land use plan, development standards and
design guidelines, presents strategies to strengthen both the
physical and perceptual connections.
Three key elements physically link the City and the Airport Area:
1) the South Higuera and Broad Street corridors, 2) the creeks
that flow from the City through the area; and 3) the open space
and hills that encompass the City. By enhancing these elements,
the physical connections can be strengthened. By raising the
design and development standards in the area to be more
consistent with the rest of the City, the perceived connection (i.e.,
the sense of belonging) between the Airport Area to the rest of the
City can also be enhanced. While the community design concept
strives to enhance the connections between the planning area and
the urban core of the City, it also attempts to preserve a positive
relationship with the surrounding rural, agricultural landscape,
including preservation of visual connections between the
developed areas and rural open space areas.
Transition. From a community design standpoint, the annexation
and development of the Airport Area is intended to provide a
permanent yet gradual transition from the urbanized core of the
City to the surrounding rural countryside, and vice versa. The
Airport Area is not just the outer ring of the urbanized area, but is
conceived as part of a continuum between two increasingly
dynamic activity centers: Downtown San Luis Obispo and the
Edna Valley wine region. The Airport Area is also the gateway to
the City from the Edna Valley. The role the planning area plays as
a transition between urban and rural is key to conceiving the
future development character of the area. The Specific Plan
recognizes the Airport Area as a physical part of this landscape
continuum and attempts to strengthen connections and clarify
transitions in pattern and scale from City to Airport Area to
agriculture. New development should fit into the existing patterns
instead of substituting new patterns, and the scale of the new
development should facilitate the transition from the town grid to
the agrarian grid.
Ruralness. The sense of the community’s rural, agricultural
heritage is still strong in the planning area vicinity. The design
guidelines and development standards strive to maintain a
connection to this tradition, and not allow the area to become just
another anonymous corporate business park or industrial center.
The guidelines identify a number of ways in which references can
be made to this heritage through site planning, landscape design,
and architecture. The intent is not to dictate agriculturally or
historically themed architecture, but to encourage development
that recognizes and references the area’s rural, agricultural
viii | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
heritage as a significant cultural element that contributes to the
special identity of the planning area.
Diversity. The development character of San Luis Obispo is
characterized by a pleasant diversity of styles that portray the
community’s growth over time. The Plan calls for this diversity to
be continued in the development of the Airport Area. The
repetitive quality or ‘sameness’ that seems to characterize
development in many industrial and business park areas is to be
avoided. As in the rest of the community, the unifying element will
be the concern for quality, rather than style. Incorporation of the
preceding four community design principles in the design of new
development should provide a sound foundation that allows for
diversity in the design of individual developments without
sacrificing quality. Diversity should be obtained within a framework
of cohesiveness. Architectural forms that respond to the area’s
rural heritage, when incorporated into new structures and
remodeled existing structures, will create a cohesive framework
that will impart an image to the area. Diversity within this
framework is encouraged.
6.0 CIRCULATION AND TRANSPORTATION
The transportation and circulation system for the Airport Area is
designed to utilize the existing roadway system as much as
possible, with the addition of arterials, collectors, and local streets
as needed to serve individual development areas. The proposed
vehicular system has been designed to safely accommodate
increased vehicle trips associated with buildout of the Specific
Plan and General Plan. In addition to identifying improvements
such as road widenings and intersection improvements that will be
needed on existing roads, the Plan also calls for extensions of key
roadways, such as Santa Fe Road and Prado Road.
The transportation and circulation system in the Airport Area is
intended to provide safe and convenient mobility and access for
all modes of transportation. Thus, the plan connects streets,
transit routes, bicycle and pedestrian facilities, and open space
recreational areas without gaps or barriers. Despite the
services/manufacturing and business park orientation of the land
use plan, and the large geographic area of the Airport Area, the
transportation system encourages the use of, and provides
facilities for, alternatives to the single-occupant vehicle while
recognizing the need to serve regional and citywide traffic and
freight on its streets.
The Specific Plan includes an extensive pedestrian and bicycle
circulation system that complements and augments the planning
area’s vehicular road system. The concept is to create a system of
pedestrian and bicycle facilities that not only connects the
planning area internally, but also contributes to the creation of an
integrated regional multi-use trail system that will link the planning
area to the city and to major destination points in the
unincorporated areas. The pedestrian and bicycle system is
structured around two centrally-located north-south corridors of
Class I trails associated with the area’s creeks. East-west access
is then provided from these two corridors via Class I, II and III
bikeways, trails and sidewalks to individual properties throughout
the area. The system is designed to enhance its use by
minimizing conflicts with vehicular circulation as much as possible.
7.0 UTILITIES & SERVICES
One of the ways the plan enhances the ability of planning area
landowners to realize more productive use of both their land and
buildings is to provide urban infrastructure and services to the
area. The Specific Plan provides for full urban services to the
planning area by addressing utilities such as sewer, water, storm
drainage, gas, electricity, telecommunications and high-speed
data access. Providing City water and wastewater service to the
area will enhance the landowners’ ability to accommodate higher
intensity development, and remove the need for on-site wells and
leachfields which will improve storm drainage.
The infrastructure and facility needs of the Specific Plan have
been evaluated against existing services and infrastructure to
ensure that existing City services will not be compromised by the
project. The Plan identifies sewer and water infrastructure
VISION STATEMENT & PLAN SUMMARY | ix
improvements needed to accommodate proposed development,
including on- and off-site improvements to water storage
reservoirs, pump stations, and sewer and water mains.
8.0 FINANCING
In order to assure that the infrastructure necessary to serve
Specific Plan development can be feasibly financed, the Specific
Plan Financing chapter provides an analysis of the financial
feasibility of the Plan and a set of policies, financing mechanisms,
and strategies for implementation. The Plan also includes a
mechanism for open space funding. The Financing chapter
establishes a framework of policies and procedures that will allow
the phasing of development and the choice of financing
mechanism(s) to be determined according to property owners’
needs and requirements.
9.0 IMPLEMENTATION
The Implementation chapter sets forth a variety of implementing
steps and regulatory procedures that will be followed to implement
the Specific Plan, including City-initiated steps such as zoning and
annexation of the planning area. The chapter also identifies the
basic steps that developers will have to follow to obtain project
approvals, in addition to typical development review process.
x | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
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INTRODUCTION | 1-1
1.0 INTRODUCTION
INTENT
The Airport Area Specific Plan provides a comprehensive land use
program for the planning area along with goals, policies,
programs, guidelines and development standards to guide future
public and private actions. These actions relate to the area’s
physical development, as well as the conservation of open space
and natural resources. In addition, the Plan includes detailed
information on necessary infrastructure improvements, and a
strategy for insuring the Plan’s implementation. The Plan also
provides a mechanism to ensure that development proposed by
planning area landowners will be coordinated and occur in an
orderly manner.
LEGAL CONTEXT
AUTHORITY TO PREPARE
A “specific plan” is a planning and regulatory tool made available
to local governments by the State of California. By law, specific
plans are intended to implement a city or county’s general plan
through the development of policies, programs and regulations
which provide an intermediate level of detail between the general
plan and individual development projects. As vehicles for the
implementation of the goals and policies of a community’s general
plan, State law stipulates that specific plans can be adopted or
1-2 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
amended only if they are consistent with the jurisdiction’s adopted
general plan.
The authority to prepare and adopt specific plans and the
requirements for its contents are set forth in the California
Government Code, Sections 65450 through 65457. The law
requires that a specific plan include text and diagrams specifying:
• the distribution, location, and intensity of land uses,
including open space, within the plan area;
• the distribution, location, and capacity of infrastructure,
including transportation, water, storm drainage, solid
waste, and energy systems;
• design standards and criteria for development and use of
natural resources; and
• an implementation program, including capital
improvements plans, regulation and financing strategies.
The standards contained in the Specific Plan have been adopted
by ordinance and are enforceable to the same extent as standards
contained in the Zoning Regulations and other City Codes.
RELATIONSHIP TO GENERAL PLAN
Together, the City’s General Plan and the Airport Area Specific
Plan provide a framework to guide future land use and
development decisions in the 1,500-acre planning area. The
Specific Plan is consistent with, and serves as an extension of, the
San Luis Obispo General Plan, and can be used as both a policy
and a regulatory document. When private development proposals
within the planning area are brought before the City, the planning
staff, Planning Commission, City Council and advisory bodies will
use the Specific Plan as a guide for project review. Projects will be
evaluated for consistency with the AASP’s policies and for
conformance with development standards and design guidelines.
For projects within the Specific Plan area, policies and standards
in the Airport Area Specific Plan will take precedence over more
general policies and standards applied throughout the rest of the
city. In situations where policies or standards relating to a
particular subject have not been provided in the Specific Plan, the
existing policies and standards of the City’s General Plan and
Zoning Ordinance will continue to apply.
ENVIRONMENTAL REVIEW
The Airport Area Specific Plan constitutes a “project” under the
California Environmental Quality Act (CEQA) and has been
evaluated for its potential to create adverse effects on the
environment. To meet CEQA requirements, an Environmental
Impact Report (EIR) was prepared to assess the potential direct
and indirect environmental effects associated with the urban
development proposed for the area when the plan was originally
adopted in 2005. Because the Airport Area Specific Plan has been
prepared in conjunction with master plans for water, wastewater
and storm drainage, and coordinated with the Margarita Area
Specific Plan, the EIR also analyzed the environmental
consequences of these associated projects. The preparation of a
joint EIR for the two Specific Plans and associated infrastructure
master plans provides a comprehensive and integrated
programmatic analysis of cumulative impacts associated with
proposed changes in the Airport and Margarita areas.
In 2013, a new EIR was developed to analyze a project proposal
from Chevron to remediate the tank farm property and amend the
land use and circulation network for the area. This Project EIR
was developed in response to a Remedial Action Plan and the
development plan proposed by Chevron, and tiered from the
programmatic analysis in the 2005 Program EIR. “Tiering” under
CEQA refers to using the analysis of general matters contained in
a broader EIR (such as one prepared for a general plan or policy
statement) with later EIRs on narrower projects; incorporating by
reference the general discussions from the broader EIR; and
concentrating the later EIR solely on the issues specific to the
later project.
A Program EIR was prepared for the City’s Land Use and
Circulation Element (LUCE) Update in 2014. The LUCE EIR
evaluated the broad impacts associated with buildout of the City,
including the Airport Area Specific Plan area.
INTRODUCTION | 1-3
In 2015, an additional new EIR was developed to evaluate the
proposed Avila Ranch Project, which consisted of amendments to
the land use and circulation network for the southwestern portion
of the area and a Development Plan. The EIR for the Avila Ranch
Project was prepared at a project level of detail and tiered from
the programmatic analysis in the LUCE EIR, incorporating
relevant information by reference and focusing on issues specific
to the area. The results of these EIRs and plan amendments are
incorporated into this document to the greatest extent practical.
Pursuant to Section 15164(b) of the CEQA Guidelines, an
Addendum to the Final EIR was prepared to address changes to
the Specific Plan Amendment approved in 2025, which allowed
mixed-use development in Service Commercial (C-S) and
Manufacturing (M) zones subject to a Minor or Conditional Use
Permit within the AASP.
Although the original environmental analysis for this document the
Chevron EIR, the LUCE Update EIR, and the Avila Ranch EIR,
are separate documents, it is important to note that the
environmental review process has been an integral component of
the planning process from the very beginning to ensure the Plan’s
sensitivity to critical environmental concerns. Policy-related
mitigation measures adopted in each of the Final EIR’s are
incorporated into the Plan’s policies, programs and standards.
Appendix A includes a list of all the additional mitigation measures
from the Final EIR that apply to development in the Airport Area.
For additional information, refer to the Final Program
Environmental Impact Report: Airport Area and Margarita Area
Specific Plans and Related Facilities Master Plans (City of San
Luis Obispo and Jones & Stokes Associates, September 2003),
the Chevron Remediation and Development Project EIR, 2013
(City and County of San Luis Obispo/Marine Research
Specialists) and the Avila Ranch EIR (City of San Luis Obispo and
AMEC Foster Wheeler, Inc.). Copies of each of the EIR’s are
available for review at the City of San Luis Obispo Community
Development Department or on the City’s website.
PLANNING CONTEXT
APPROACH TO PLANNING
The “Design with Nature” approach to planning pioneered by
Wallace, Roberts & Todd, LLC. and Ian McHarg, one of the firm’s
founding partners, was the conceptual framework used to create
this specific plan. The premise for this approach is that a
systematic understanding of the environmental setting, including
natural, cultural, social, and economic factors, is essential to the
creation of truly sustainable human environments. Using this
approach, planning is a cumulative process in which layers of
information on individual factors are combined to create a more
comprehensive and complex understanding of the whole. While
the existing natural environment is the foundation for all
subsequent decisions regarding uses and development potential,
no layer works in isolation. Each layer informs and influences the
other layers, resulting in a synthesis of natural and cultural
patterns that is the basis for the plan.
The Airport Area is not a blank canvas. Natural conditions, such
as topography, vegetation and hydrology provide the basic setting.
The natural context is influenced in turn by human activities
associated with over a hundred years of habitation, including
structures and other alterations related to agriculture, petroleum
exploration, industry and aviation. City and County general plan
policies also form part of the setting, expressing the community’s
aspirations and expectations for the area. Finally, economic
conditions, particularly as they relate to financing and
implementation, represent the final layer that needs to be
incorporated into the plan to ensure that the plan’s vision is a
practical reality.
1-4 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
THE BACKGROUND TO THE PLAN
Historically, the planning area was used for grazing land and the
cultivation of field crops. In the early part of the century, petroleum
storage and distribution became a major planning area use. The
County airport, which was built in the 1930’s, has grown from a
small general aviation field to the principal commercial airport for
the county, and a major planning area feature with influences
beyond the airport property. Uses such as the mobile home park,
a concrete-products plant, warehousing, building contractors and
supplies, and auto salvage have long existed in the area. Over the
years, available land has attracted many urban type uses to the
area, at first those needing a lot of space but minimal services,
and recently more intensive uses such as light manufacturing,
service, and retail business.
The City first proposed annexation of nearly all of the planning
area in the early 1970’s. That proposal was ultimately abandoned
because, at the time, there was a lack of support by majority of the
property owners in the area. Annexation of the planning area has
been envisioned, in various forms and for various reasons, by the
City and County for more than 30 years.
During the 1970’s, City and County policy regarding type and
intensity of land use in the Area diverged. The County had zoned
most of the area for industrial use. Under County jurisdiction,
some development occurred at intensities for which municipal
water and sewer service and police and fire protection are
necessary or desirable. (The airport facilities themselves receive
City utility service per an agreement between the two agencies
that pre-dated the current requirement for annexation.)
Each “layer” of understanding informs the planning response.
INTRODUCTION | 1-5
Beginning in 1980, the City, County, and an association of
property owners jointly began work on a specific plan for the area.
The intent of the planning effort was to guide future development
in a manner that would be more consistent with City and County
goals, regardless of which agency had jurisdiction. Providing
adequate utilities, drainage, roads, and design standards were key
issues. Although that planning process did not result in the
preparation or adoption of a specific plan, the initial work resulted
in a conceptual land use plan that was the basis for the land use
map adopted by the City when it updated its General Plan Land
Use Element in 1994.
When the City updated its General Plan Land Use Element in
1994, landowner interest in receiving urban services had changed
enough that City policy was revised to support annexation of the
area. The revised 1994 Land Use Element designated much of
the area as Services and Manufacturing, and Business Park. Due
to concerns with flooding, airport compatibility, soil contamination,
and stimulating excessive housing demand, much of the Chevron
land was designated for Recreation, with the intent that most of
the area would have only low-intensity outdoor use.
Subsequent to the City’s adoption of its revised Land Use
Element, the County also adopted a similar revision to its land use
element in 1996. However, while supporting similar land use
policies for the area and its ultimate annexation to the City, the
County Land Use Element also moved the urban growth boundary
outward and designated more land for urban uses than the City’s
plan.
In 1994, the City General Plan directed that before all or part of
the Airport Area was to be annexed, a specific plan must be
adopted. Since adoption of the Airport Area Specific Plan
(“Specific Plan”), the City has actively pursued annexation of
properties within the airport area, and areas were annexed in
2008 as part of the first annexation phase. Properties within the
airport area may be annexed if proposals for development,
provision of services, and infrastructure improvements are found
to be consistent with this specific plan.
THE PLANNING PROCESS
In September 1997, the City selected a multi-disciplinary team of
consultants to prepare a specific plan, facility master plans (water,
wastewater and storm drainage) and an environmental impact
report for the 1,500-acre Airport planning area. The consultants
were charged to work with City staff and the community to prepare
a plan for the area that is environmentally sound, financially
feasible, and advances the City’s, County’s and planning area
landowners’ common goals for the Airport Area.
In order to provide a sound basis for the Specific Plan, an
environmental baseline study was prepared. Data was collected
and evaluated for eleven categories: geology, hydrology,
biological resources, air quality, noise, visual resources, cultural
resources, hazardous materials contamination, land use,
infrastructure and transportation. To the degree possible,
information related to each of these factors was mapped. Each
factor was then evaluated for its implications for future uses and
rated according to its environmental sensitivity. Ultimately, the
maps for the key environmental factors were overlaid to create a
composite map that identified areas of environmental sensitivity
(i.e., most constrained for use or modification). This synthesis of
environmental sensitivities provided the foundation for formulating
the land use plan and appropriate responses to infrastructure and
circulation needs.
While these technical studies were being prepared the consultants
worked with the staff and interested public in a series of public
meetings to make more explicit the Plan’s goals, objectives, and
assumptions. In particular, the consultants held a series of urban
design workshops to explore with staff, landowners and the City
Architectural Review Commission (“ARC”) those characteristics of
the local landscape that make the Airport Area distinctive, and
identify possible implications for development patterns and built
form in the area. This process resulted in a set of Airport Area
“development principles” that have guided the formulation of
design and site planning standards for the proposed development.
City staff also held several Focus Group meetings with key
1-6 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
landowners and interested parties to address planning
assumptions regarding issues such as appropriate land use mix
and development intensities. In addition, numerous meetings were
held and presentations were made to interested groups and
concerned citizens such as the Association of Manufacturers and
Distributors, County Staff, Environmental Center of San Luis
Obispo County, environmental leaders, Farm Bureau, Pilots
Association, San Luis Obispo Chamber of Commerce, and
Chevron representatives.
Using the General Plan Land Use Element’s recommendations for
land use and development intensity, along with input from the
environmental analyses and the Focus Groups, the consultants
prepared a series of alternative development scenarios for the
Specific Plan area. Each alternative explored different approaches
to achieving City, County and landowner objectives for the area. In
conjunction with these land use scenarios, the consultant team
also prepared a series of infrastructure scenarios to determine
how to most efficiently and effectively accommodate the
alternative development scenarios.
The City Council reviewed the Airport Area Specific Plan (“AASP”)
during three public hearings on June 14, July 26, and August 23,
2005. During those public hearings the Council chose to adopt
Land Use Alternative Three from the Final EIR. This alternative
expanded the Plan’s boundaries south and east to match the
Urban Services Line adopted by the County in the SLO Area Plan.
The purpose of this boundary change was to ensure that all
development proposed on the southern boundary of the City
would have access to urban services. In combination with the
City’s efforts to secure open space land in the area south of
Buckley Road, the change provides for a defined boundary
between urban development and the City’s greenbelt.
Beginning in 2008, Chevron began working with the City and
County of San Luis Obispo towards a plan to remediate and
develop portions of their 332-acre property. The remediation
portion of their project addresses soil and groundwater
contamination identified as potential human health or ecological
risks as agreed upon by the resources agencies (Fish & Wildlife,
Regional Water Board, County Environmental Health, City Natural
Resources) participating in the Surface Evaluation, Remediation,
and Restoration Team (SERRT) process and reviewing the
proposed remedial actions for the Project Site.
With the resource evaluations completed for the Chevron tank
farm property as part of the EIR process completed in 2013, new
information about sensitive habitat and remediation activities
drove the need to amend the land use and circulation network.
Land uses and proposed roads have now been adjusted to
preserve sensitive habitat while preserving open space and
allowing for some development on areas that were formerly
contaminated as a result of the 1926 tank farm disaster.
Initial consideration of changes to the Avila Ranch portion of the
property began with the adoption of the 2010 City Housing
Element when the City identified the Avila Ranch property, along
with a number of other properties, as candidates for “…General
Plan amendments to rezone commercial, manufacturing or public
facility zoned areas for higher-density, infill or mixed use housing
where land development patterns are suitable and where impact
to Low-Density Residential areas is minimal.” When the City’s
LUCE update process was initiated in 2011, the Avila Ranch
property was specifically identified as a candidate for re-
designation to mixed use and/or residential uses as part of the
LUCE. The planning process for the Avila Ranch Project was
initiated in 2012 by Avila Ranch, LLC of San Luis Obispo and the
Avila Family on the Avila Santa Fe Ranch. The approximately
150-acre site was annexed to the City in 2008. At that time, it was
pre-zoned Business Park (BP-SP) per the Specific Plan.
The City’s Land Use and Circulation Element (LUCE) Update,
completed in 2014, identified three new Specific Plan areas in the
City, including the Avila Ranch subarea of the Airport Area
Specific Plan. Through the LUCE Update process, a substantial
supply of business park and other non-residential property within
the City and its surroundings was identified, as well as a need to
provide additional opportunities for housing, including affordable
INTRODUCTION | 1-7
housing. The LUCE established special planning and
development objectives for the Avila Ranch site that are to be
addressed in the Avila Ranch subarea. LUCE objectives are
intended to ensure that the site is developed as primarily
a residential neighborhood development with
supporting neighborhood commercial, business park and
recreation facilities, and provision of on-site and off-site
open space/resource protection. In 2017, the AASP was
updated to implement the LUCE policies and programs for Avila
Ranch. In 2025, the AASP was amended to allow mixed-use in the Service Commercial (C-S) and Manufacturing zones subject to a
Minor or Conditional Use Permit and findings described in Table 4-3,
consistent with the 2021 amended and restated San Luis
Obispo Regional Airport Land Use Plan.
Urban design workshops contributed valuable input to the Specific Plan process.
ORGANIZATION OF THE SPECIFIC PLAN
This Specific Plan is organized to provide a step-by-step
understanding of the Plan’s components and the rationale behind
its policy recommendations, design concepts, and implementation
measures. The first three chapters are primarily descriptive of the
plan, the planning context, and the existing setting. The goals,
policies, standards, guidelines, and implementation measures that
will regulate future development in the Airport Area are presented
in subsequent chapters. This format complies with General Plan
policy 8.1.2 for the content of specific plans in the city.
Chapters in the Specific Plan include:
1.0 Introduction - establishes the broad purpose of the
Specific Plan, describes the legislative authority under
which specific plans exist, summarizes the general
conditions and sequence of events leading up to the
Plan’s preparation, and outlines the organization of the
Plan.
2.0 The Planning Area - describes the location and general
character of the planning area, and identifies ownership
patterns and key environmental factors that influence the
Plan’s form and policies.
3.0 Conservation and Resource Management - describes
the planning area’s natural and cultural resources,
including vegetation, wildlife, hydrology, agriculture,
historic features and open space resources, and
associated policies, including those relating to resource
protection and public use.
4.0 Land Use - identifies land use goals and policies, and
describes the land use patterns and associated
development concepts. This section includes the
elements required for the Land Use Framework of the
Specific Plan.
5.0 Community Design - sets forth design concepts,
policies and objectives, and translates them into
standards and guidelines for streets, yards, open space,
grading, siting, landscaping, buildings and other physical
features. This section includes the elements and issues
required for the Design Framework of the specific plan,
as required by General Plan policies.
6.0 Circulation and Transportation - describes the
circulation network and identifies the components and
design standards required to accommodate efficient
access and movement of vehicles, pedestrians, and
1-8 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
bicyclists in and around the Airport Area. This section
includes the items required for the Circulation Framework
required by Land Use Policy 8.1.2.
7.0 Utilities - describes infrastructure improvements and
costs necessary to provide adequate sewer, water, and
storm drainage to proposed development in the area,
and identifies service agency policies and plans. This
section includes the items required for the Infrastructure /
Public Facilities Framework specified in the General
Plan.
8.0 Financing - identifies the major infrastructure costs
associated with the Specific Plan, and identifies how
these costs will be financed.
9.0 Implementation - describes policies, regulations and
ordinances that must be adopted or amended to
implement the plan, and identifies development approval
procedures, capital improvements, financing programs,
and development phasing recommendations.
The Specific Plan includes special development and design
standards for the Chevron and Avila Ranch properties that are
contained in Appendices to the body of the AASP. These specific
regulations provide additional design and development
requirements for these properties, where applicable.
INTRODUCTION | 1-9
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PLANNING AREA | 2-1
2.0 THE PLANNING AREA
Each ‘layer’ of understanding informs the planning response.
PROJECT LOCATION
The Airport Area (or “Planning Area”) is located approximately 2.5
miles south of downtown San Luis Obispo, within the City’s Urban
Reserve. As shown in Figure 2-1, the Margarita Area and the
South Street Hills open space area bound the Planning Area to
the north, while urban development in the incorporated areas
along South Higuera Street and Broad Street borders the Area to
the west and east respectively. The agricultural lands of the Edna
Valley border the area to the south and southeast, and the
Davenport Hills and Irish Hills are located to the south and
southwest.
U.S. Highway 101, which lies approximately a half mile to the west
and generally parallel to the Planning Area, provides regional
access. The Union Pacific Railroad corridor lies parallel to and
approximately the same distance to the east of the planning area.
Broad Street and South Higuera Street both carry north-south
traffic to and from the area. Tank Farm Road and Buckley Road
both provide local east-west access through the area.
2-2 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Figure 2-1 Project Location
PLANNING AREA | 2-3
PLANNING AREA CHARACTER
THE NATURAL SETTING
The Airport Area, which includes approximately 1,500 acres, is
located on the floor of the Los Osos Valley, within the San Luis
Obispo Creek alluvial plain. The area has a relatively level
topography that slopes gradually to the southwest. Site vegetation
consists primarily of grasslands and agricultural fields. The few
trees in the Planning Area are limited to isolated riparian areas
and development areas. Tributaries to San Luis Obispo Creek,
including Acacia, Orcutt, Tank Farm and East Branch creeks, flow
through the area. Some of these creeks have periodic flooding
that affects development potential, but flooding is most common,
and widespread, in the western portion of the planning area along
Tank Farm Creek. The combination of creeks, flooding and
relatively flat topography has resulted in substantial areas of
freshwater marsh, seasonal wetlands and riparian woodland and
scrub being established in the low-lying areas of the site,
particularly within the Chevron property. All three habitat types are
considered sensitive biological communities that need protection.
Patches of another sensitive biological community, Valley
Needlegrass Grassland, also known as Serpentine Bunch
Grassland (Chevron EIR, 2013), have been identified on the
Chevron property north of Tank Farm Road.
While the visual quality and design character of the airport and
existing industrial and service commercial development is
generally not very strong, the Planning Area’s visual setting is
quite dramatic and highly scenic. The Planning Area’s location on
an alluvial plain with few visually significant topographic,
vegetative, or man-made features within its boundaries
contributes to a very open visual character. This openness allows
for sweeping views of the scenic rural and agricultural open space
and the distinctive peaks and ridgelines that ring the area.
View of Margarita and Airport areas from South Street Hills. Davenport Hills form
the background.
THE LAND USE SETTING
Development Patterns
Planning Area land use is characterized by a mixture of open
space and urban development. Although unevenly dispersed
throughout the area, urban development is generally located in the
southeastern and southwestern portions of the Airport Area, near
the Broad Street and South Higuera Street corridors.
Concentrations of development occur in the Suburban Road and
Vachell Lane area on the west side of the planning area, and in
the vicinity of the County airport in the east side of the area.
While roughly three quarters of the parcels in the planning area
have some development on them, many are only partially
developed (i.e., major portions of a parcel are unused or
underutilized), in part due to infrastructure restrictions.
Approximately one third of the area appears to be developed and
fully utilized (i.e., more than three quarters of its land area is
developed for urban uses), one third is partially developed, and
one third is currently undeveloped. Rough calculations indicate
2-4 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
that the Planning Area currently has approximately two million
square feet of building floor area. As would be expected, given the
number of storage yards and other low density uses in the area,
floor area ratios are generally quite low. The average FAR for the
developed parcels appears to be less than 0.20.
Multi-tenant developments such as this one on Fiero Lane reflect recent trends in
business park development.
While undeveloped parcels exist throughout the Planning Area,
the entire central portion of the Airport Area is generally
undeveloped. The 332-acre Chevron property comprises much of
this central area. The Chevron property was originally owned by
Union Oil, which reorganized as Unocal in the 1980s and was
purchased by Chevron in 2005. In the early part of this century,
the Chevron property was developed as a petroleum tank farm
with several below-grade reservoirs and above-grade tanks for
storing and distributing crude oil. However, the use of the site
declined beginning in 1926 when a lightning strike ignited a major
fire, resulting in the spilling of large amounts of oil and tar across
much of the site. Although re-built and used into the early 1990’s,
most of the site is now decommissioned and the majority of the
tanks have been dismantled, but the circular berms that once
enclosed the storage tanks remain as evidence of the former use.
Land Use Patterns
In addition to the San Luis Obispo County Regional Airport, uses
in the developed areas include a variety of primarily industrial,
light industrial and service uses. Other than a couple of scattered
individual residences, the only concentration of residential
development is the 8-acre mobile home park located north of Tank
Farm Road, along the east side of Acacia Creek.
While the uses in both the eastern and western portions of the
Planning Area consist of a mixture of manufacturing, warehousing,
wholesaling, storage, and commercial service uses, the character
of the two areas is different. The development in the western
planning area (along Suburban Road, Vachell Lane, and Tank
Farm Road) generally tends to be older and more typically
industrial in character, with lower development intensities and less
emphasis on non-essential improvements or amenities (e.g.,
street improvements, architectural character, landscaping,
coordinated signage, etc.). The area is characterized by larger
manufacturing facilities interspersed with multi-tenant complexes,
distribution centers and several large construction and storage
yards. While there are some larger employers in the area (e.g.,
MindBody, Spice Hunter, and Trust Automation), the number of
employees per acre is relatively low, with land-extensive
businesses like CalPortland, Alamo Self Storage, and San Luis
Paper Company having few employees working on-site.
The San Luis Obispo County Regional Airport has a strong
influence on the eastside of the Planning Area. Surrounding the
Airport are businesses that serve and rely on proximity to aviation.
These businesses tend to be more industrial in character. While
having some open storage yards and warehousing facilities, the
eastside of the Planning Area seems to be building out in a denser
more capital-intensive fashion with more attention to development
character. The eastside also seems to have fewer traditional
industrial uses and more emphasis on research and development
PLANNING AREA | 2-5
uses and the high technology industry. The development of multi-
tenant complexes such as those on Fiero Lane, and large single
tenant businesses such as Howard Strasbaugh, Inc. result in
much higher employment densities than exist in the western
planning area.
As mentioned above, the large open space area that occupies the
central portion of the planning area is not actively used at this
point. Instead, it is characterized by fenced grazing land and is
scarred by the massive berms and empty reservoirs of the former
oil storage tank farm. In addition to surface and subsurface soil
contamination that remain in the area from the explosion and fire
at the Tank Farm, former uses have also altered the area’s
topography, leaving the tank farm berms and the quarry
excavations.
Chevron plans to remediate the site by removing some of the
remaining surface contaminated soil and grading and covering
some of the former tank basins. Plans include extensive
restoration of creeks, grassland habitat and wetlands, reserving
areas outside of sensitive habitat zones for future development.
Chevron’s plans are likely to result in extensive aesthetic changes
to the Tank Farm Road corridor as infrastructure is reconstructed,
habitat is improved, chain link fences are removed, and portions of
the former tank farm is converted to public open space.
Similarly, the Avila Ranch portion of the planning area was vacant
and characterized by croplands and open space. Future urban
development in the area is proposed to avoid and restore
sensitive creek and wetland habitat.
CONSERVATION & OPEN SPACE | 3-1
3.0 CONSERVATION & RESOURCE
MANAGEMENT
Each ‘layer’ of understanding informs the planning response.
INTENT
A major objective of the AASP is the preservation and
enhancement of important natural resources and open space.
Physical development and resource conservation within the
Airport Area are inter-related strategies for maintaining a
sustainable, high-quality environment for the San Luis Obispo
community.
The General Plan says that open space and natural resources
within the City’s planning area need to be managed for long-term
public benefit. The intent of this chapter is to interpret and
implement City General Plan policy regarding open space and
resource conservation as it applies to the Airport Area. Specific
resources addressed in the plan include vegetation, wildlife,
creeks, wetlands, and scenic and historic features. In the context
of the Airport Area, open space lands are predominantly rural,
undeveloped, and, in limited instances, natural in character. Some
of these lands contain sensitive natural resources, while others
have been clearly degraded and transformed by past uses. As
used in the Plan, “conservation” refers to the protection,
enhancement and sustainable use of the area’s natural and open
space resources.
The Plan is predicated on the belief that, over the long term,
practicing conservation and protecting the area’s open space will
make life more enjoyable for those living and working in the area.
Numerous economic and intangible benefits are to be gained
3-2 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
through the conservation of the area’s open space and natural
resources.
CONSERVATION AND RESOURCE MANAGEMENT
BACKGROUND
Although much of it is not currently developed, the Planning Area
has a rich history of use. During the Spanish Mission period, the
planning area was an expanse of grassland with patches of brush,
meandering, willow-lined streams, and marshes and seasonal
ponds. The 1800’s brought grazing to the eastern part of the area,
and row crops on the nearly level, alluvial soils in the western part.
These uses dominated the area until establishment of the Union
Oil Company petroleum storage complex, known as the “tank
farm,” in the central portion of the area during the early 1900’s.
The explosion and fire in 1926 resulted in significant quantities of
oil soaking into the ground.
1926 Tank Farm Disaster
Thriving wetlands have developed in areas that have been severely impacted by
past oil company practices.
The combination of this catastrophic event with various leaks
during operation of the facility has resulted in contamination of the
soil throughout much of the central area, most of it not obvious
from the ground surface. As part of Chevron’s plan for
remediation, this central area would be restored and enhanced as
habitat area.
The airport, which was originally developed as a private, grass-
field facility in 1931, was acquired by the County in 1940. Paving,
lights, and navigational aids were first introduced to the facility
during the 1940’s as part of the war effort. Also at that time,
storage and manufacturing uses began to be developed in the
area. It was not until the 1980’s, however, that majority of the
airport facilities and other existing businesses were developed. At
this point in time, approximately one third of the planning area
appears to be fully developed. Another third is partially developed,
and the remaining third has no development on it.
CONSERVATION & OPEN SPACE | 3-3
Existing open space resources in the planning area consist of land
that either has not been developed, or, in the case of the Chevron
property, on land that was previously developed. Most of the tank
farm facilities were removed from the Chevron property in the
1990’s, thus much of the area has reverted to open space.
Portions of the property have been leased for cattle grazing, and
wetlands and grasslands are re-emerging on previously
developed parts of the Chevron property. In addition to those
parcels that simply have not been developed, or have been only
partially developed, a significant component of the area’s open
space is the numerous creek corridors and wetlands that extend
through the area.
In the larger context, the planning area is a transitional area
between urban development and rural open space. The southern
edge of the Airport Area is also the southern boundary of the
City’s urban reserve and is intended to be the ultimate urban
boundary for the City. Land to the south of the area is primarily in
agricultural and rural uses. In accordance with General Plan
policies, the City is working to establish a greenbelt along its
southern boundary as a means of preventing urban sprawl into the
Edna Valley, protecting natural resources and agricultural
productivity, and preserving the City’s rural setting. In addition to
the agricultural open space to the south, the South Street Hills and
various creek corridors are significant open space resources to
the north of the planning area.
OPEN SPACE RESOURCES
The principal natural resources to be protected include habitat
areas such as creeks, wetlands and remnants of native
grasslands. While some of these areas are in good condition,
others have been degraded by past land use practices. Thus, the
planning area affords opportunities to restore and enhance natural
habitat, while also achieving other objectives. In addition to
sensitive habitat areas, other open space resources include the
rural character and sense of openness provided by undeveloped
lands, and the scenic views of the surrounding rural lands and
distinctive landforms.
CREEKS
As in the rest of the San Luis Obispo community, creeks are an
important open space resource because they collect and carry
stormwater, support riparian vegetation, provide wildlife habitat,
and add visual interest to the landscape. As shown in Figure 3-1,
the Airport Area is bisected by two distinct clusters of creeks and
their tributaries that flow south/southwest through the area. Both
creek clusters are, in fact, tributaries to the East Branch of San
Luis Obispo Creek, and they all converge at a point just south of
the Buckley Road/Vachell Lane intersection. The east side of the
planning area is traversed by Acacia Creek, Orcutt Creek, and
East Branch of San Luis Obispo Creek. The west side is traversed
by a previously unnamed creek, referred to in this document as
Tank Farm Creek.
Creeks also present constraints to development due to flooding
both on-site and downstream. The intent of the Specific Plan is to
preserve and enhance the creeks’ positive attributes while
minimizing the development constraints that result from periodic
flooding. Upstream of the Planning Area, improvements in the
Margarita Specific Plan Area have moderated flooding impacts
associated with runoff from the South Hills through the
development of a settling / “mitigation” pond and a 5.5-acre storm
drainage pond which serves the “Western Enclave” Margarita
Specific Plan properties. Additional storm drainage detention
facilities consistent with the Chevron project will, when fully
implemented, control flood flows that currently travel through the
Airport Area. Prior to the implementation of these additional storm
drainage detention facilities for the approved Chevron project, the
Avila Ranch project would be required to develop and implement a
Master Drainage Plan to address cumulative regional drainage
and flooding impacts on Avila Ranch and set measures to
coordinate Avila Ranch drainage with Chevron Tank Farm
remediation and drainage improvements.
The City’s General Plan includes policies that address the
protection and enhancement of the City’s creeks and riparian
corridors. These policies include Land Use Element Creeks,
3-4 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Wetlands and Flooding Policies 6.6, Creek and Flooding
Programs 6.7, and SP-4 Avila Ranch Specific Plan Policy 8.1.6,
and Conservation and Open Space Element Policy 7.3.3 and
7.7.9. These policies are incorporated into this Specific Plan by
reference in order to emphasize the importance placed on the
planning area creeks as valuable resources. In addition, City
Zoning Ordinance 17.16.025 provides required development
standards for creek setbacks for all creeks defined in the Open
Space Element and shown on that element’s Creek Map.
East Branch of San Luis Obispo Creek
This important local waterway varies considerably in condition and
habitat quality as it passes through the planning area. There is
evidence that the reach below (i.e., west of) Santa Fe Road was
realigned many years ago. However, vegetation in this section has
since recovered and is in generally good condition. Most of this
reach is bounded by a tall, patchy canopy of sycamores, willows,
and cottonwoods, although vegetation in the southernmost section
appears to have been adversely affected by adjacent agricultural
activities. The creek channel contains several pools and areas
with open sunny banks. As recently as 1998, southern steelhead
were observed in the pools, and the banks provided sunning
areas for a large number of southwestern pond turtles.
The reach upstream of Santa Fe Road (i.e., between Santa Fe
and Broad Street) has been realigned and/or partially cleared
more recently and is not fully recovered. The vegetation in this
reach includes several large sycamores and at least two very
large oaks, along with clumps of willows. The vegetation is denser
and more mature on the south bank; the north bank appears to
have been the bank that was most disturbed. This section of the
creek corridor has also had large pieces of debris such as asphalt,
concrete, and metal dumped along the bank in an effort to
stabilize it. This material is unsightly, and may contribute to local
turbulence and other flow problems. Whereas the reach of East
Branch Creek downstream of Santa Fe Road is bounded by open
space, development in the area upstream of Santa Fe Road is
situated fairly close to the creek, approaching the top of bank in
some cases.
Acacia Creek
Acacia Creek enters the planning area from the Damon-Garcia
Sportsfield Complex in the southeast corner of the Margarita Area.
From there it flows south along the west side of the mobile home
park, under Tank Farm Road, and then along the west side of
Santa Fe Road to its confluence with East Branch of San Luis
Obispo Creek. The Margarita Area Specific Plan calls for the
Acacia Creek corridor to be a generously wide (not less than 120
feet) corridor to accommodate wildlife movement. Although there
is little woody riparian cover on the reach immediately north of the
planning area, there is a mature cover of willows and exotic
vegetation, chiefly eucalyptus, along the reach within the planning
area. Acacia Creek offers significant opportunities for
enhancement both in terms of habitat and as an open space trail
corridor linking the planning area to the Margarita Area, Damon-
Garcia Park and other areas to the north.
Orcutt Creek
Orcutt Creek also enters the Planning Area from the northeast at
Broad Street adjacent to the Damon-Garcia Sports Fields,
approximately 300 feet east of Acacia Creek. Orcutt Creek carries
stormwater that overflows from Acacia Creek. The Orcutt Creek
channel extends south under Tank Farm Road, and then along
the east side of Santa Fe Road to its confluence with Acacia
Creek just above the point where the latter joins East Branch of
San Luis Obispo Creek. Habitat value along the creek corridor is
low to very low; in many areas the creek is little more than a ditch.
Some riparian vegetation exists along Orcutt Creek near its
confluence with Acacia Creek.
CONSERVATION & OPEN SPACE | 3-5
Tank Farm Creek
Tank Farm Creek is the name applied to the cluster of drainages
that traverse the western portion of the Chevron property, and
which continue through the Avila Ranch property and south of
Buckley Road. The creek, which enters the planning area from the
north as three small tributaries, converges into a single channel on
the Chevron property, just south of Suburban Road. The flows
from Tank Farm Creek are essential to the health of large areas of
seasonal wetland and freshwater marsh located on the Chevron
property. This drainage also accommodates runoff from the
Suburban Road commercial and industrial area. The creek runs
northeast to southwest across the Avila Ranch site and leaves the
Planning Area at the southwest corner, connecting with the East
Fork of San Luis Obispo Creek about 450 feet downstream. The
channel is highly modified, particularly the West Fork and the
southernmost reach of the combined channel.
WETLAND RESOURCES
The Airport Area contains several wetland resources in addition to
the creeks that flow through the area, including seasonal wetlands
and areas of freshwater marsh. These wetland areas provide
critical habitat for both plants and animals, including several rare
or threatened species, and are considered sensitive biological
communities. Wetlands also play an important role in the
hydrologic system, retaining floodwaters and enhancing
groundwater recharge.
The largest concentration of wetlands in the planning area occurs
on the Chevron site. In fact, much of the Chevron property can be
characterized as a wetland complex. Recent mapping of the
Chevron property as part of the Chevron EIR, recorded 71.79
acres of wetland communities. The gradual slopes, low elevations,
clay soils and former tank containment and other man-made
impervious surfaces allow winter rains to create substantial ponds,
which are attractive to waterfowl and support several plant and
animal species of concern. Some ponds and wetlands have long
existed in low-lying parts of the property, while others have formed
within modified drainage channels and within the berms that
encircle former oil-storage tank sites.
One of the unique aspects of the Chevron property is the degree
to which significant natural resources have established
themselves in a landscape that has been extensively modified by
man. Most of the wetland areas in the Chevron property are
located in swales and depressions created by past excavation for
the former oil storage facilities, and it appears that the large
freshwater marsh north of Tank Farm Road is at least partially the
result of the damming effect of the roadway. The combination of
topography, soils, and the relative lack of recent human activity
has allowed the most disturbed portions of the planning area to
now include some of the highest value natural resources. The
wetland areas on the Chevron property vary considerably in their
diversity and habitat value, with the highest quality areas generally
south of Tank Farm Road and around the large wetland area north
of Tank Farm Road. Some of the latter areas may be lost to site
development and road widening.
Wetland habitats also occur in the Avila Ranch area, in several
actively farmed areas beyond Tank Farm Creek. Within this area,
only the northeast tributary to Tank Farm Creek contains
substantial wetland vegetation (sedges and rushes). The other
wetlands contain limited wetland indicator plants or hydric soil
indicators.
City wetlands policy supports the preservation of wetland areas as
open space, mitigation for lost wetland areas, the restoration of
degraded wetland resources, and public use of these resources
consistent with sound resource management.
NATIVE GRASSLANDS
Native bunch grasses supported many of the small and large
herbivores and their predators, who were members of the wildlife
and human communities of the Central Coast until the late 1700’s.
These deep-rooted and drought-tolerant grasses were once
common throughout the valleys of central and southern California.
3-6 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
They have since been nearly eliminated from the Central Coast
because of cattle grazing, introduction of European grasses,
cultivation, and urban development. Native grasslands are
considered sensitive habitats by the California Department of Fish
and Wildlife and by the City of San Luis Obispo.
Approximately 11.5 acres in the northeastern and southerly parts
of the Chevron property supports grassland with a significant
component of the native perennial bunchgrass, purple
needlegrass (Nassella pulchra). This area, which consists of a
former quarry area, is known for its sparse vegetation and rocky,
serpentine soils. However, it sustains one of the only sizable,
native-dominated grassland in the Airport Area. As part of the
Chevron remediation project the area known as the “flower
mound” which comprises part of the grassland area in the
northeast of the property is proposed to be graded and utilized for
infrastructure and private development improvements. However,
the restoration component of the project proposes to restore
(create) equal areas of these and other habitat areas on other
portions of the site.
RARE SPECIES HABITAT
Open space resources in the Airport Area are critical to many
wildlife species, including several rare species. The greatest threat
to many rare species is loss of habitat. Habitat includes the places
that species need to find food, to take shelter from predators and
extremes of weather, to find mates, and to raise young or leave
them where sufficient numbers can survive. The Airport Area is
known to host special-status wildlife and plant species. Some of
the species of special concern that are known to occur in the
planning area include:
• Southwestern pond turtle
• Southern steelhead
• Red-legged frog
• Monarch butterfly
• Golden Eagle
• Northern Harrier
• Cooper’s Hawk
• Ferruginous Hawk
• Sharp-shinned hawk
• White-tailed kite
• American peregrine falcon
• Burrowing Owl
• California horned lark
• Loggerhead shrike
• Congdon’s tarplant (spikeweed)
• Vernal Pool Fairy Shrimp
CONSERVATION & OPEN SPACE | 3-7
3-8 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
CONSERVATION & OPEN SPACE | 3-9
The resources described in the preceding sections, and the
policies and programs to protect and enhance them, are the
foundation for habitat conservation in the Airport Area. As would
be expected, the greatest potential for special status species is
within the Chevron property, where the largest concentration of
sensitive biological communities is located. Consequently, the
Specific Plan (and the current remediation and development plans
for this property) calls for the majority of the Chevron property to
be maintained as an ecological preserve that will help provide for
the long-term survival of rare and endangered species and the
health of sensitive habitat areas that support them.
In addition to protecting sensitive habitat areas, it is critical that
habitat areas be connected into a contiguous, integrated system
of open space. The provision of continuous open space corridors
with enough width to avoid disruptions by human activity along
their edges, is particularly important for protecting wildlife. These
corridors allow for the day-to-day movements necessary for
individuals of a species to survive, and for the long-term
movement that accommodates the genetic mixing necessary to
maintain the vitality of a species. The planning area creek system
provides the connecting corridors that will allow wildlife movement
to and from the planning area.
AGRICULTURAL OPEN SPACE AND THE CITY
GREENBELT
Agriculture is an important part of the countywide economy and
rural environment. The City’s General Plan favors protection of
prime and productive agricultural lands, but also recognizes that
urban development has reduced, and will continue to reduce, the
agricultural potential of the Airport Area. While the Airport Area
has a history of agricultural use, and continues to include limited
grazing and cultivation, years of commercial and industrial
development have eliminated some of the most productive lands.
Over the long term, the Airport Area is not planned for agriculture.
Existing City and County General Plans designate the area for
urban uses.
The area’s wetlands attract a variety of wildlife.
The City’s General Plan calls for establishment of a permanent
open space buffer or greenbelt around the City that will prevent
continued expansion of the urban area onto valuable agricultural
and open space resources (Figure 3-2). The greenbelt will also
help retain the community’s rural surroundings and maintain the
separate identity of San Luis Obispo. Several efforts are
3-10 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
underway
Freshwater marsh north of Tank Farm Road.
to secure the greenbelt, including purchase of land or
development rights from willing sellers, advocacy of continued
agricultural and rural zoning, and development approvals tied to
substantial open space dedications. The mechanism instituted in
the Specific Plan for furthering the greenbelt objective will be
through exactions on new planning area development. These
exactions will be in the form of either mandatory dedication of
open space lands or payment of fees in lieu of dedication. The
primary target of these exactions will be to protect open space and
agricultural lands south of the Airport Area and outside the City’s
urban reserve line and in conservation areas that promote airport
compatibility.
To mitigate the loss of productive agricultural land, future
development in the Planning Area will help secure a permanent
urban development boundary and prevent urbanization of lands to
the south. Some owners of lands to the south of the planning area
have already made long-term investments in agricultural uses,
such as vineyards. The intent of the Specific Plan is to give added
stability to agriculture in this area by implementing preservation
policies consistent with the current URL location.
SCENIC RESOURCES
While the planning area generally lacks dramatic scenic resources
within its boundaries, the relatively flat topography and absence of
substantial tree cover allow for highly scenic views out from the
site. The combination of pastoral agricultural lands in the
foreground and distinctive peaks and ranges in the background
are valuable scenic features that contribute to the unique
character of the Airport Area. The South Street Hills, Islay Hill, the
Davenport Hills, and the Santa Lucia Mountains and foothills are
not in the Airport Area, but they are important features in
establishing the character of the Airport Area. Although less
dramatic, planning area features such as creeks and marsh areas
also contribute to the visual character of the area. Specific Plan
policy supports preservation of scenic resources and
enhancement of the public’s access to these resources. The
Community Design chapter (Chapter 5) includes additional
discussion of the area’s visual character and design guidelines for
protecting and enhancing the scenic resources.
ARCHAEOLOGICAL AND HISTORIC RESOURCES
Prehistoric occupants almost certainly hunted and gathered in the
meadows and along the streams of what is now the Airport Area.
They probably took time to play and appreciate the setting, just as
people do today. They also probably left clues to their habitation of
the region, thought to have lasted as much as 10,000 years. In
order to deepen our understanding of these original inhabitants, it
is important that these clues, often in the form of artifacts, be
analyzed and recorded as they are found. However, in deference
to their descendants, who still live in the region, it is equally
important to respect any artifacts or remains that are found.
CONSERVATION & OPEN SPACE | 3-11
Likewise, there is a rich history in the region of early ranchers,
farmers, merchants, builders and others, whose origins were in
Europe, Mexico and Asia. While written history covers many of the
major events and characters, artifacts also provide interest and
insights into the everyday lives of those who are not named in the
books. These, too, deserve recognition.
Finally, there is the lesson of the oil company tank farm. It also is
part of San Luis Obispo’s history. After being struck by lightning,
the storage tanks burned and boiled over for several days in 1926.
This was a major ecological disaster and is known as one of the
most significant industrial disasters of its time in California history.
Remnants of the old tanks can serve as reminders of both the
vulnerability of our constructions and of nature’s capacity to
recover through natural processes and with human aid.
HAZARDS RELATED TO OPEN SPACE LANDS
The history and character of the planning area’s open space is
inextricably tied to three potential hazards: flooding, petroleum
contamination, and aircraft operations. The future conservation
and use of the open space resource recognizes the influences of
these three hazards.
FLOODING
The relatively flat topography, the confluence of several drainage
ways, and its location downstream from urban development have
combined to create conditions in which large portions of the
planning area flood during storm events. Historically, this flooding
has restricted the amount of development that could occur in the
area, but it has also been beneficial in the establishment of the
planning area’s wetland resources.
Waterways and facilities immediately downstream from Airport
Area development may need to be modified for adequate
capacity. Some properties within the Airport Area along the
tributaries of San Luis Obispo Creek fall within a Special
Floodplain Management Zone, as defined by the San Luis Obispo
Creek Waterway Management Plan, and require special design
considerations. These design criteria are listed in the City’s
Drainage Design Manual.
Overall, it is the intent of the specific plan to limit storm water
runoff from the Airport Area to pre-development levels, consistent
with the requirement of the City’s Waterways Management Plan.
As described in detail in Chapter 7, each proposed development
will be required to ensure compliance with this water quality and
flood control plan.
PETROLEUM CONTAMINATION
From 1910 until the early 1980s, the Chevron property was
utilized for the storage of crude oil transported from the San
Joaquin Valley via pipeline. Storage facilities at the Project Site
included six large earthen reservoirs, ranging in capacity between
775,000 and 1,350,000 barrels, and 21 steel aboveground storage
tanks, each with a capacity of 55,000 barrels. The reservoirs were
constructed by excavating a circular depression, which was then
lined with concrete walls. The storage tanks were constructed of
heavy plate steel secured with rivets. The roofs of both the
reservoirs and aboveground storage tanks were made of wood.
On April 7, 1926, a lightning strike ignited a fire at the tank farm
facility. Despite suppression efforts by the facility staff, over the
next four days the fire spread to the other reservoirs and to 12 of
the then 15 existing steel aboveground storage tanks with a
combination of burning embers and boil-overs; the heated oil
flowed out of the reservoirs and onto the ground surrounding the
tanks. By April 11, 1926, all but a few thousand barrels of oil had
been released. Some of this oil burnt to coke and spread across
the Chevron property. The burning of the heavy oil during the fire
had a similar effect to the refining cracking process, creating the
coke. This release is considered responsible for most of the
numerous surface occurrences of highly weathered and burned
petroleum that cover the ground in topographically low areas.
3-12 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
The most widespread contamination is relatively immobile and
appears to have minimal impact on water quality. Much of the
open land with the highest existing and potential wildlife habitat
value is underlain by this type of contamination.
Depending on the severity of contamination and the prospects for
successful decontamination, a site can be classified as a
“brownfield” site by the Federal Environmental Protection Agency,
and ultimately redeveloped if the contamination is removed or
adequately contained. The Specific Plan allows for some
development of the former tank farm site if necessary approvals
by all regulatory agencies, including the City, can be obtained.
However, majority of the Chevron property has been designated
as open space because of the high quality of its surface natural
resources and because of the airport runway protection zone
which prohibits the development of structures. Petroleum
contamination of the soil and the groundwater must be dealt with
for both development and conservation areas as required by the
policies and standards of the Regional Water Quality Control
Board, the City and other agencies with jurisdiction.
Beginning in 2004, a Human Health Risk Assessment (HHRA)
was prepared for the Chevron property. The HHRA was later
amended in 2012 and 2013. The purpose of the HHRA was to
create a baseline for the establishment of a Remedial Action Plan
(RAP). Working with multiple agencies, Chevron assisted with the
San Luis Obispo Tank Farm Surface Evaluation, Restoration, and
Remediation Team (SERRT). This team helped to scope, review,
and ratify the HHRA. In December 2007, Chevron prepared the
RAP with a focus of removing the human and biological exposure
paths to remaining hydrocarbon contaminants on the property. In
2013, the Regional Water Quality Control Board conditionally
approved the RAP and the RAP was utilized to prepare the EIR
that would allow the remediation and future development of
portions of the Chevron tank farm property.
AIRCRAFT OPERATIONS
The County-operated airport is a key component of the Airport
Area, serving both private and commercial aircraft. Even with
ongoing improvements in technology and operating practices,
aircraft operations will produce noise and safety concerns that
affect land use in the planning area, including the open space
areas. Exposure to high noise levels is not only a nuisance, but
can also be harmful to health and productivity. With the many
overflights of the area, risks to life and property due to accidents
cannot be entirely avoided.
As provided in State law, the area in the vicinity of the airport is
subject to the Airport Land Use Plan (ALUP), which is intended to
minimize conflicts between airport operations and the use of
nearby land. The ALUP is prepared under the direction of, and is
adopted by, the San Luis Obispo County Airport Land Use
Commission (ALUC). The Airport Land Use Plan identifies aviation
safety areas based on flight paths and exposure to crash risks.
Those areas with the most exposure to hazards are the most
restricted in terms of compatible uses. Generally, the higher the
exposure, the lower the intensity of use and concentration of
population that is allowed.
The Specific Plan is consistent with the SLO County Regional
Airport Land Use Plan, designating most of the land in the two
most restrictive safety areas as Open Space. Maintaining open
space uses under the airport approach and climb-out paths is
intended to avoid exposure to noise and crash risk, even where
the Airport Land Use Plan allows some types of development. The
fact that these zones also correspond to areas with some of the
highest habitat value and soil contamination reinforces the
appropriateness of the designation.
The Airport Land Use Commission adopted a major amendment to
the Airport Land Use Plan on May 26, 2021. The amended and
restated ALUP provides for noise contours that are tied to aircraft and
airport activity that are consistent with adopted federal Terminal Area
Forecasts, and on safety zones that are based on and consistent with
those described in the Caltrans Airport Land Use Planning Handbook.
These revised safety areas and noise contours have the general
effect of opening certain areas in the AASP to residential
development.
CONSERVATION & OPEN SPACE | 3-13
3.1 CONSERVATION AND RESOURCE
MANAGEMENT GOALS
Goal 3.1.1: Open Space Resources
Preserve and enhance open space resources in the Airport Area
in conjunction with urban development.
Goal 3.1.2: Habitat Quality
Preserve and enhance the habitat quality, visual attractiveness,
and recreational value of creeks in the planning area.
Goal 3.1.3: Airport Area Wetlands
Preserve and enhance Airport Area wetlands.
Goal 3.1.4: Native Grasslands
Preserve and enhance native grasslands in the Airport Area.
Active agriculture occupies the land just south of the planning area.
Goal 3.1.5: Rare, Endangered and Threatened Species
Protect rare, endangered and threatened plant and wildlife
species that occur within the Airport Area.
Goal 3.1.6: Greenbelt
Secure the greenbelt in the vicinity of the Airport Area.
Goal 3.1.7: Rural Character
Work with the County of San Luis Obispo and area landowners to
secure permanent protection of the rural character in the area
south of the Airport.
Goal 3.1.8: Views
Preserve significant views of and view corridors to surrounding
features that contribute to Airport Area’s unique sense of place.
Goal 3.1.9: Archeological and Historical Resources
Protect archaeological and historic resources.
Goal 3.1.10: Exposure to Contamination
Prevent exposure of humans or wildlife to unacceptable levels of
contamination.
Goal 3.1.11: Surface Resources
To the greatest extent feasible, avoid damage to surface resource
values in addressing contamination issues.
3-14 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
3.2 CONSERVATION AND RESOURCE
MANAGEMENT POLICIES
Policy 3.2.1: Riparian Vegetation
Establish healthy, continuous riparian vegetation along (1) East
Branch of San Luis Obispo Creek from Broad Street to Santa Fe
Road, (2) Acacia Creek from the northern planning area boundary
to the confluence with the East Branch of San Luis Obispo Creek,
(3) Orcutt Creek from the planning area northern boundary to its
confluence with Acacia Creek, and (4) Tank Farm Creek from the
planning area’s northern boundary to its southern boundary.
Policy 3.2.2: East Branch SLO Creek Riparian Corridor
For the reach of East Branch of San Luis Obispo Creek
downstream of Santa Fe Road, protect the riparian corridor from
human and agricultural activity, with an adequate buffer to protect
pond turtles and steelhead along this reach, and maintain the
natural character of the riparian corridor.
Policy 3.2.3: Realignment of Orcutt Creek
Given the limited habitat value of Orcutt Creek from the planning
area’s northern boundary to Tank Farm Road, realignment of the
northern-most segment may be acceptable in exchange for
establishment of a healthy riparian corridor along the full length of
the creek from the Margarita Area to the confluence with Acacia
Creek.
Policy 3.2.4: Wetlands and Buffer Areas
Designate for open space use wetlands and their associated
buffer areas.
Views from the south reveal the planning area’s open space context.
Policy 3.2.5: Restoring Marginal or Degraded Wetlands
When reviewing plans to restore marginal or degraded wetlands,
require (1) techniques for isolation, stabilizing or removing
petroleum contamination of soil and groundwater that minimize
disturbance of existing wetland and other surface resource values,
(2) configuration of the ground surface to retain wetland
characteristics, (3) removal of invasive, non-native plants, (4)
introduction of native plants, (5) methods approved by the
Regional Water Quality Control Board, and the City of San Luis
Obispo Fire Department and (6) will not create a significant
attraction for large birds in consideration of airport safety.
A: The contiguous state wetland in the southeast portion of the
Avila Ranch site (identified as wetland 1.4) will be protected
from development and preserved as a contiguous habitat
area to enhance the open space value of this part of the
project.
CONSERVATION & OPEN SPACE | 3-15
B: The Tank Farm Creek corridor on the Avila Ranch site may
be widened to enhance the viability of the wetland and to
mitigate wetland and riparian losses elsewhere on the project
to create contiguous habitat rather than the existing
fragmented ruderal system.
Policy 3.2.6: Expansion of Wetlands
Where suitable buffers can be provided, expand wetlands into
areas that are conducive to wetlands, but that do not initially meet
the definition of wetlands. However, any expansion or changes to
wetlands must take into account the potential increase in airport
safety hazards as a result of bird strikes.
Policy 3.2.7: Mitigation of Wetland Losses
Utilize suitable portions of the Chevron property for on-site
mitigation of wetland losses on the Chevron property. On the Avila
Ranch property, loss of Federal wetlands shall be mitigated at a
ratio of 2.53 acres to 1 acre of lost wetland; for state wetlands the
ratio shall be at least 1.5 acres to :1 acre of lost wetland. Final
wetland mitigation ratios will be determined in consultation with
the U.S. Army Corps of Engineers, Regional Water Quality Control
Board, and California Department of Fish and Wildlife.
Policy 3.2.8: Professional Direction of Wetland Work
Assure that all wetlands restoration, enhancement and creation
will be under the direction of qualified professionals. Seek the
cooperation of trustee agencies, such as the California
Department of Fish and Wildlife, and obtain necessary approvals
from these agencies.
Islay Hill and the Santa Lucia Mountains provide a dramatic visual backdrop for
the airport.
Swales and bermed enclosures on Chevron property now capture floodwaters.
Policy 3.2.9: Design of Detention Areas
Design on-site drainage detention areas within the Airport Area
but outside of the Runway Protection Zone (RPZ) and outside of
airport safety zones S-1A and S-1B to support wetlands
characteristics, so they will be visually attractive elements of the
3-16 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
landscape and components in a system of wildlife habitat, in
addition to flood control facilities.
Policy 3.2.10: Recreational Use of Wetlands Complex
Recreational use of the wetlands complex and buffer areas should
be limited to non-intrusive observation and study. The type and
extent of public access should be restricted in order to maintain
high-quality wildlife habitat. The state wetland south of the
Neighborhood Park in the Avila Ranch area should be for
interpretive viewing only and shall not be used for active
recreational purposes.
Policy 3.2.11: Impacts from Run-Off
Minimize the water-quality impacts associated with run-off from
rooftops and paved areas, due to contaminants, temperature
changes, velocity changes, and sediment by providing dispersed
surface drainage across areas with suitable soil and vegetation
whenever feasible, instead of piped or other concentrated
drainage from roofs and paved areas directly to creeks. Projects
will also comply with the Water Board’s Post Construction
Stormwater Regulations and Low Impact Development (LID)
standards, including use of pervious hardscape where possible,
and the use of bio-detention or bio-retention cells to improve the
quality of runoff from urban development.
Policy 3.2.13: Native Bunchgrass
If development or remediation includes disturbance of the native
bunchgrass (purple needlegrass) on the northeast corner of the
Chevron property appropriate bunchgrass communities shall be
reestablished on site with a replacement ratio, consistent with
mitigation adopted with the Chevron EIR.
Policy 3.2.14: Chevron Property Open Space Lands
Designate open space lands on the Chevron property as a
permanent ecological preserve dedicated to the preservation and
enhancement of the area’s natural resources, and public
environmental education.
Policy 3.2.15: Continuous Open Space Corridors
Provide continuous open space corridors that link open space
resources within the Airport Area to resources outside of the
Airport Area.
Policy 3.2.16: Continuous Wetlands
Development in the Airport Area should not isolate or further
fragment wetlands, uplands or their associated habitat areas.
Policy 3.2.17: Interrupt Flow of Contaminants
At every opportunity, interrupt the pathways that allow petroleum
contamination (road hydrocarbons, etc.) to enter the biological
food chain. Techniques used to interrupt the flow of contaminants
should be those that are least disruptive to habitat at the ground
and water surface. This may be accomplished by installation of
bio-retention and bio-detention cells in conformance with State
Water Resources Control Board regulations, and through other
approved methods.
Policy 3.2.18: Mitigate Loss of Agricultural and Open Space
Land
To mitigate the loss of agricultural and open land in the Airport
Area, development shall help protect agricultural and open space
lands to the south and east by securing conservation easements
for protected areas at least equal to the area of new development,
where on-site protection is not available. Potential areas for
conservation easements can be located in areas that also serve to
implement the City’s Airport Compatible Open Space Plan
(ACOS), and other policies in support of the Airport Land Use Plan
(ALUP).
CONSERVATION & OPEN SPACE | 3-17
Policy 3.2.19: Protection for On-Site Resources
Airport Area properties shall secure protection for any on-site
resources identified in the General Plan. These properties, to help
maintain the greenbelt, shall also secure open space protection
for any contiguous, commonly owned land outside the Urban
Reserve Line (URL). If it is not feasible to directly obtain protection
for such land, fees in lieu of dedication shall be paid when the
property is developed, to help secure the greenbelt in the area
south of the City’s southerly URL.
Policy 3.2.20: Acquire Land South of Airport
Accept dedications associated with mitigation requirements, or
utilize locally-generated acquisition funding, and outside grant
support, to acquire fee or easement interest in lands south of the
Airport, in the following order of priority:
A Buckley Road Area. Agricultural lands on either side of
Buckley Road between Vachell Lane and Broad Street
should receive the highest priority in conservation funding.
There is ongoing, incremental conversion of lands from
agriculture to other uses, as well as ongoing small-scale
subdivision of rural properties. There are relatively few
large properties in this area. Easements to secure
development rights and maintain scenic character would
be the primary focus of this effort, and easement
acquisition is the preferred strategy.
B Upper Edna Valley. The agricultural lands between Broad
Street and the base of the hills to the east of San Luis
Obispo are in intensive agricultural production, chiefly
The 1926 fire burned so hot that parts of the concrete storage tank foundation
turned to glass.
vineyards. This process creates a relatively secure
greenbelt in this area; however, easement acquisition may
be an important component of retaining a “critical mass” of
vineyard land and preventing inappropriate development
within the area that could threaten the continued viability of
agriculture.
C Other Lands. Ranches and woodland areas south of the
Airport may also be targeted for fee or easement
acquisition; however, these areas are not considered as
vulnerable to land use changes as the aforementioned
areas.
3-18 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Policy 3.2.21: Maintain Views of Open Space Resources
The location and form of private development and of public
amenities (e.g., street trees) will retain views of open space
resources, such as mountains and wetlands, sufficient to provide
a sense of place within the natural setting.
Policy 3.2.22: Archeological and Historic Resources
Treat archaeological and historic resources consistent with the
Community Heritage policies of the General Plan. Conduct
archeological investigations and monitoring in accordance with the
City’s Archaeological Resource Preservation Program Guidelines,
Historic Preservation Program Guidelines, and Historic
Preservation Ordinance.
Policy 3.2.23: Designation of Contaminated Land
Following completion of a remediation project, designate as open
space undeveloped land that has significant open space and
habitat values.
Policy 3.2.24: City Consideration of “Changed Conditions” on
the Chevron Property following remediation and restoration
It is acknowledged that Chevron has prepared a remediation plan
for its property addressing the contaminated areas on the site.
The remediation plan has been reviewed by multiple agencies
(including: Army Corps of Engineers, California Department of
Fish and Wildlife, Regional Water Quality Control Board) as part of
the EIR prepared for the Chevron Tank Farm Remediation and
Development project.
The Chevron EIR found that the remediation project will impact
wetlands and other terrestrial habitat on the site. The EIR requires
mitigation measures that provide for the replacement and
restoration of wetland and terrestrial habitat on-site following the
remediation project. After completion of the restoration component
of the project ongoing monitoring and maintenance of restoration
activities will be required (per EIR mitigation) to ensure
compliance. The restored wetlands and terrestrial habitat areas
shall be included within a permanent open space easement.
Dense vegetation lines the bunks of East Branch of San
Luis Obispo Creek between Santa Fe Road and Broad Street.
CONSERVATION & OPEN SPACE | 3-19
3.3 CONSERVATION AND RESOURCE
MANAGEMENT PROGRAMS
Program 3.3.1: Management Programs Required
For the East Branch of San Luis Obispo Creek, Acacia Creek,
Orcutt Creek and Tank Farm Creek, require a management
program to enhance the creek, preserve existing native
vegetation, protect streamside properties from storm flows and
restore a more natural character to the banks when development
is proposed. A minimum creek setback will be required consistent
with the Creek Setbacks Ordinance (San Luis Obispo Municipal
Code Section 17.16.025).
Program 3.3.2: Limited Access
A continuous public trail access will be provided between Broad
Street and the intersection of Tank Farm Road and Santa Fe
Road via the Damon Garcia sportsfields. Where feasible, the trail
access will avoid creeks, wetlands and habitat areas and will be
adjacent to existing and future development. A continuous public
trail will be provided from Tank Farm Road from Santa Fe Road to
the Buckley Road and Vachell Lane intersection, with a
continuation to the Bob Jones Trail trailhead at the Octagon Barn.
Program 3.3.3: 50-Foot Wetland Setback
Implement a building and improvement setback of 50 feet (as
measured from the edge of the delineated Federal or State
wetland) for buildings through subdivision and development
approvals.
Program 3.3.4: Risk Assessment Program
The City worked with Chevron, other affected landowners, the
Regional Water Quality Control Board, and other concerned
parties to implement a risk-assessment program and develop
preservation actions appropriate to the natural resource
characteristics of each site and the level of risk at that site, with a
goal of preserving the existing natural resource values to the
greatest extent possible.
Program 3.3.5: Establish Mitigation Bank
The City will work with The California Department of Fish and
Wildlife, responsible Federal officials, and administration of the
County Airport, to establish a “mitigation bank” within the Chevron
property to serve the mitigation needs of the Airport and Margarita
Areas, consistent with the operating needs of the County Airport.
Program 3.3.6: Public Access
The City will work with the property owner and local conservation
organizations to ensure that public access to the Chevron property
and Avila Ranch property is made available subject to
compatibility with habitat values in the area. Pedestrian and
Bicycle trails and low, rural style fencing may be appropriate in
specific locations to allow habitat viewing combined with area wide
linkages consistent with the bicycle transportation plan.
Navigational aids mark the flight path over the Chevron property.
Program 3.3.7: Creek Restoration Standards
3-20 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
The City will work with the California Department of Fish and
Wildlife and responsible Federal agencies to establish standards
for grading, stabilization, and revegetation of all creek channels in
the Airport Area. The standards will cover plant species, plant
densities, and long-term maintenance requirements and
responsibilities.
Program 3.3.8: Open Space Connections
The City will ensure that development north and east of the
Chevron property retains an open space corridor connection to the
Margarita Area’s planned athletic fields and Acacia Creek, and on
to the South Street Hills. This corridor may include recreational
facilities but will be designed to allow movement of wildlife through
it.
Program 3.3.9: Wildlife Movement Corridors
The City will maintain wildlife movement corridors south from the
Airport Area, particularly from the Chevron wetlands, toward the
Indian Knob area and the Davenport Hills by employing greenbelt
efforts and by encouraging the County to implement these
features in proposed development that occurs outside the City’s
jurisdiction. Tank Farm Creek may be realigned through the Avila
Ranch property along its original course so that it provides intact
connectivity to the Chevron open space.
Program 3.3.10: Wetland Connections
The City will enlarge the connection between wetlands
immediately north and immediately south of Tank Farm Road to
facilitate wildlife movements between the two areas.
Program 3.3.11: City to Manage Open Space Lands
The City will manage any open space land that it acquires to
protect habitat values in accordance with the City of San Luis
Obispo 2015 Open Space Maintenance Plan, which may be
amended or superseded from time to time.
Program 3.3.12: Privately Owned Open Space
For any extensive open space lands that the City does not
acquire, the City will pursue memoranda of understanding
concerning management for wildlife habitat values, beyond the
minimum requirements of regulatory agencies. The City will
cooperate with property owner-driven requests for the
establishment of financing methods such as Community Facilities
Districts to address funding needs for ongoing open space and
habitat maintenance within privately owned open space areas.
Program 3.3.13: Greenbelt Dedications
The City will require new development in the Airport Area to
dedicate land or easements in the greenbelt. Highest priority will
be given to securing lands adjacent to the City’s edge, and those
which promote airport compatibility. Priority shall be given to
projects according to Policy 3.2.20.
Program 3.3.14: Greenbelt In-Lieu Fee
Where dedication is not feasible, an in-lieu fee will be assessed on
the acreage of development, equivalent to the cost of acquisition
of a conservation easement on an equivalent acreage of open
space land or easements in the greenbelt south of the Airport
Area.
CONSERVATION & OPEN SPACE | 3-21
Willows shade the East Brunch of San Luis Obispo Creek downstream of Santa
Fe Road.
Program 3.3.15: Urban Reserve Expansion
Any projects involving minor expansions of the Urban Reserve
Line shall secure open space or agricultural land adjoining but
outside the Urban Reserve Line location. The open space or
agricultural land secured shall be large enough to effectively
discourage additional urban development beyond the urban
reserve line. It shall be secured by easement or fee ownership by
the City or a qualified land conservation organization.
Program 3.3.16: Historical Resources
The City will work with the County Historical Society, landowners
and others to provide appropriate access opportunities and
interpretive information to further understanding of historical
resources, such as the oil tank remnants. Mitigation from the
Chevron EIR that requires access and installation of interpretive
signs shall be implemented in beginning phases of any
development projects.
Program 3.3.17: Activities on Open Space Lands
The City will work with appropriate regulatory agencies and with
County Airport administrators to ensure that the location and
nature of resource management activities on open space lands
within the Airport Area remain compatible with airport operations.
In accordance with the Conservation and Open Space Element of
the General Plan, passive recreation activities are permitted in
designated open space areas where appropriate and compatible
with the primary purpose of natural resource protection.
Program 3.3.18: Expanding Wetlands
Any expansion of wetlands shall be evaluated for the potential to
impact aircraft safety as a result of increased wildlife and bird
activity and the potential for increased bird strikes. Wetlands shall
only be expanded when relocated or restored as part of an area
wide restoration or remediation activity.
Grazing cattle have prevented the growth of riparian vegetation along Acacia
Creek.
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LAND USE | 4-1
4.0 LAND USE
Each ‘layer’ of understanding informs the planning response.
INTENT
The Land Use chapter sets the overall framework for the development
and conservation of the Airport Area. The chapter sets forth specific
land use goals, policies and standards applicable to the Airport Area,
and describes the overall development program, including the types
and intensities of uses for land and buildings, and the overall forms that
are desired for development sites and buildings.
The Land Use chapter is to be used in conjunction with the other
chapters of this Specific Plan. More detailed discussion of open space
and resource management issues is included in Chapter 3, community
design issues are addressed in Chapter 5, information on the
circulation system is contained in Chapter 6, and details relating to
public utilities are contained in Chapter 7.
The Land Use Designations map in this chapter (Figure 4-1) illustrates
the physical pattern of development planned in the Specific Plan Area.
Figure 4-4 shows the planning area zoning. Table 4-3 provides a
description of the types of uses permitted for each of the zoning
designations.
LAND USE BACKGROUND
The Airport Area, under the County’s jurisdiction, has been urbanizing
in ways that differ from the City’s development standards. The land use
concept for the Airport Area Specific Plan is intended to meet multiple
City objectives as the area continues to develop. While the primary
impetus for the plan is to provide the necessary infrastructure and
urban services that will allow the Airport Area to develop to City
standards, the land use plan has been crafted to balance the
opportunities for new development with other equally important
community goals.
The land use plan concentrates development patterns in an effort to
protect rural open space areas and create a sense of place. The land
use concept calls for urban development to be located primarily in
the eastern and western portions of the planning area near existing
development and circulation corridors. The intent of the plan is to
maintain a compact development pattern by encouraging infill of
undeveloped lots and redevelopment of currently developed, but
underutilized properties, rather than expanding onto lands that are
currently in agriculture or open space.
As shown in Figure 4-1, the entire central portion of the planning
area has been designated for open space. Rather than allowing
development of the entire land area within the urban reserve line, the
land use concept has the City “greenbelt” penetrate into the urban
area, which preserves the connection to the rural landscape for more
than just the properties at the periphery of the community and
improves safety by maintaining open land in the immediate vicinity of
the airport. In addition, Airport Area land use policy encourages the
selective removal of the remnants of past industrial uses on the
Chevron tank farm property as a means of re-establishing the rural
character of this open space and enhancing the contrast with
designated urban areas.
The land use plan was developed to ensure compatibility with airport
operations. The designated AASP land uses are consistent with the airport safety areas in the San Luis Obispo County Regional Airport
Land Use Plan (ALUP), as amended in 2021. Generally, the critical
areas in line with the runways will be maintained as open space.
Lower intensity warehousing, manufacturing, service and business park uses are designated for the less sensitive zones to the
sides of the runways, and further out from the ends of the runways.
4-2 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
As discussed above, the land use concept emphasizes the
development and redevelopment of areas that already are committed
to urban uses. One of the ways the plan will enhance the ability
of these areas to support more productive use of both the land and
the buildings will be the introduction of urban infrastructure and
services.
Market trends in the region and development trends in the Airport Area
suggest greater and greater demand for facilities to accommodate high
tech and clean industries, in addition to the manufacturing
and warehouse uses that have historically occupied the area. These
uses have come to dominate land use along the west side of Broad
Street. The Business Park designation is intended to generate jobs
that will match the skills and interest of the available workforce, and
jobs that could pay employees enough to cover the generally
high cost of housing in the region.
By preserving the central portion of the planning area as open space,
the land use plan provides a framework for development that preserves
the sense of openness and ruralness that makes the Airport Area
distinctive. This not only creates a rural foreground setting for new
development, but also preserves view corridors to the distinctive peaks
and mountain ranges that characterize the landscape. In addition, by
designating lands along the Broad Street and Tank Farm Road corridor
as Business Park, the plan is encouraging higher quality development
that is in keeping with this important entry to the City from the
Edna Valley.
One of the other principal reasons for designating the central portion of
the planning area as Open Space is to be able to adequately
protect and enhance valuable wetland and grassland habitat areas
that exist on the Chevron property (see Chapter 3, Conservation and
Resource Management for more detailed discussion). The land
use plan is structured to ensure that these resources are part of
an integrated open space system that is directly linked to
adjoining open space resources. Specific Plan policies require
preservation of these natural resources through the dedication of
easements or fee simple ownership, along with enhancement in
certain instances. As part of the
LAND USE | 4-3
Chevron Tank Farm Remediation and Development project, a habitat
restoration plan has been proposed. Following completion of
remediation, the restoration plan will be implemented. (see Policy
4.3.6: Tank Farm Site).
In order to enhance the area’s sense of place, the Community
Design chapter of this plan includes design guidelines that
encourage the development of buildings and facilities that are
responsive to the specific landscape and climatic characteristics of
the area, as well as the historic development patterns and character
of San Luis Obispo (see Chapter 5).
The City’s Land Use and Circulation Element (LUCE) Update,
completed in 2014, was prepared to respond to any changed
conditions in San Luis Obispo, incorporate sustainable practices and
policies, respond to new State planning requirements, including
climate change, and engage the community in a reaffirmation of the
community’s vision and goals for the city’s future. The LUCE
identified three new Specific Plan areas in the City, including the
Avila Ranch subarea of the Airport Area Specific Plan.
Through the LUCE update process, an abundant supply of business
park and other non-residential property within the City and its
surroundings was identified, as well as a need to provide additional
opportunities for housing, including affordable housing. The LUCE
established special planning and development objectives for the
Avila Ranch site that are to be addressed in the Avila Ranch
subarea. The LUCE objectives are intended to ensure that the site is
developed as primarily a residential neighborhood development with
supporting commercial, and recreational facilities, and provision of
on-site and off-site open space/resource protection. Updates to this
specific plan and the Avila Ranch Development Plan, were prepared
consistent with these planning and development objectives.
4-4 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
While roughly three quarters of the parcels in the planning area
have some development on them, many are only partially
developed (i.e., major portions of a parcel are unused or
underutilized). Based on review of aerial photos, more than three
quarters of its land area is developed for urban uses.
As would be expected given the number of storage yards and
other low-density uses in the area, floor area ratios are generally
quite low, ranging from less than 0.01 to 0.46. The existing uses
alone do not represent the highest and best use of the area as
envisioned in the General Plan and are not intensive enough to
support urban services.
In accordance with the LUCE objectives and the ALUP, residential
development in the Airport Area will be comprised of a range
of residential densities, from R-1 to R-4, and clustered to preserve open space, riparian resources, and to avoid sensitive wetlands,
where possible.
LAND USE | 4-5
4-6 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
RELATIONSHIP TO THE GENERAL PLAN
The Airport Area Specific Plan is a refinement of the citywide land
use plan prepared for the 1994 General Plan Land Use Element
update. The AASP has been amended as needed to maintain
consistency with the General Plan, as with the inclusion of the
Avila Ranch residential neighborhood, per the 2014 General Plan
Land Use and Circulation Element (LUCE) Update. The specific
plan analysis goes into greater detail than do the citywide land use
planning documents. Meetings with area property and business
owners were a part of the specific plan process. These meetings
elicited insight and understanding that led to two significant
refinements to the General Plan land use pattern.
The first involved increasing the area of Business Park. The focus
group advising staff on land use suggested that the General Plan
did not provide enough land designated for business parks to
stimulate creation of a business park district. It was also noted that
in exchange for the additional investment in quality, developers
and property owners will want more frontage exposure. The
second land use refinement involved the Chevron Tank Farm
property. Detailed site analysis led to more accurate mapping of
sensitive plant and habitat area protected under City policy. The
land use boundaries for the Chevron property in this specific plan
create a contiguous open space corridor from the South Hills to
open space south of the City’s urban reserve boundary. The
division of land use on the Chevron property continues to provide
for urban uses where sensitive resources, hazardous materials
and airport safety allow it.
Subsequent to the preparation of the 2005 Airport Area Specific
Plan, the City completed the LUCE Update in 2014. The LUCE
process identified an abundant supply of Business Park
designated lands within and near the City, and identified a need
for additional housing development in the City. Accordingly, the
LUCE identified planning and development objectives for the Avila
Ranch area that emphasized residential neighborhood
development, with supporting neighborhood commercial, business
park and recreation facilities. The 2017 amendment to the Airport
Area Specific Plan for the Avila Ranch Project incorporates the
vision for the Avila Ranch site identified in the LUCE Update.
Table 4-2 shows the relationships between General Plan land use
designations, Specific Plan land use categories, and the zoning
that is to be applied upon annexation. Figure 4-4 shows the
proposed planning area zoning.
HAZARDOUS MATERIALS
Uses involving quantities of hazardous materials can pose a
significant health and safety risk to persons, property, and the
environment. In addition, certain land within the planning area is
known to have been contaminated by past uses (Figure 4-2). The
land use plan has been developed with careful consideration
given to these areas. Such materials are regulated by standards
enforced by the City Fire Department, City Utilities Department,
RWQCB, and Department of Toxic Substance Control. These
agencies should be contacted for requirements related to
development adjacent to contaminated areas as well as the use,
storage, handling and permitting of hazardous materials in new
development.
SPECIAL AREAS
McChesney Field – San Luis Obispo County Regional
Airport
The County Airport is a key determinant of land use in the
planning area. The airport is a transportation hub that makes it
possible to move goods and people to and from the Airport Area
(and the region) quickly and over long distances. It affects the
types of land uses that locate in the area by serving as a catalyst
for economic development, and by restricting uses to those that
are compatible with the operational characteristics of a general
aviation airport.
LAND USE | 4-7
The airport plays a prominent role in the economic development
goals of the City and County. The types of uses the City seeks to
attract to the area, identified in the General Plan Land Use
Element and the Targeted Industry Clusters study (computer
software/multimedia, light manufacturing, and business/customer
service) benefit from proximity to an airport. The City General Plan
envisions business parks with campus-like settings and clean
industry in the Airport Area. Many of these industries will involve
regular movement in and out of the area of knowledge workers,
specialists, sales and marketing professionals, and valuable small
components suitable for air shipping. Land uses in the airport
vicinity must be regulated in order to minimize the potential for
conflicts between these uses and airport operations. The primary
instrument for maintaining compatibility and safety is the Airport
Land Use Plan (ALUP) prepared and maintained by the San Luis
Obispo County Airport Land Use Commission. Specific Plan land
uses have been planned with thorough consideration given to the
ALUP. Specifically, urban uses are not proposed in areas where
incompatible levels of noise can be expected, or where there is an
unacceptable risk that an accident could occur.
Former Tank Farm Site
The Tank Farm site presents several significant opportunities and
challenges. The site contains developed land, environmentally
sensitive habitats, hazardous materials and soil contamination
related to the previous oil storage use of the site, and highly
restricted airport safety areas. In some areas, all of these
conditions are present. Wise management of the resources and
hazards is necessary to realize the opportunities this site can
offer.
At 332 acres, the Tank Farm site is the largest single property in
the Airport Area and it is centrally located. Because of its central
location, the site is easily visible from a large number of
surrounding properties. Open space land at the site can therefore
become a visual resource and can contribute to airport safety,
serving as an amenity for the area as a whole. Redevelopment
and habitat enhancement of the site represents an opportunity to
significantly affect the character of the area through the actions of
a single property owner.
Existing development at the Tank Farm site is of generally poor
appearance and should be upgraded to contribute to the higher
standard of visual quality desired for San Luis Obispo. Some parts
of the site not currently developed and not affected by airport
safety zones, or environmentally sensitive habitat can be
developed. Some of these areas, however, are known to contain
contaminated soils. Examples of successful redevelopment of
similarly contaminated areas in other parts of the State and
country support this concept.
Table 4-2
San Luis Obispo Airport Area Specific Plan
LAND USE CONSISTENCY
General Plan
Designation
Specific Plan
Designation Zone
Open Space Open Space C/OS-SP
Public Facility Airport Facility PF-SP
Business Park Business Park BP-SP
Services &
Manufacturing
Service Commercial or
Manufacturing
C-S-SP or M-SP
Low-Density
Residential Low-Density Residential R-1-SP
Medium-Density
Residential
Medium-Density
Residential R-2-SP
Medium-High-Density
Residential
Medium-High-Density
Residential R-3-SP
High-Density
Residential High-Density Residential R-4-SP
Agriculture Agriculture AG-SP
Community
Commercial
(Special Focus Area
#12)
Community Commercial
(Special Focus) CC-SF
In exchange for redevelopment and selective new development at
the Tank Farm Site, the appearance of this visually prominent site
can be improved and large areas can be enhanced to become
environmental, aesthetic and safety resources for the whole
4-8 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Airport Area. The Chevron EIR evaluated remediation and
development options for contaminated areas and found that
development can be accommodated following implementation of
remediation actions. Areas of known contamination are shown on
the map in Figure 4-2. Areas within sensitive biological resources
are shown on the map in Figure 4-3.
Avila Ranch Site
The Avila Ranch site, comprised of approximately 150 acres
located in the southwestern portion of the planning area, has
historically been undeveloped and in agricultural use. The City’s
Sphere of Influence is adjacent with the southern boundary of the
site, and the site is bordered to the south by agricultural and open
space uses within San Luis Obispo County. The site is diagonally
bisected by a drainage that is colloquially referred to as “Tank
Farm Creek” which conveys on and offsite stormwater to San Luis
Creek.
The City’s Land Use and Circulation Element (LUCE) Update in
2014 identified the site as a Special Focus Area and identified
special planning and development objectives for the site. The
LUCE objectives are intended to ensure the site is developed
primarily as a residential neighborhood with supporting
commercial and recreation facilities, and provisions for onsite and
offsite open space/resource protection. Within the project, the
emphasis is on providing a complete range of housing types and
affordability. The LUCE objectives also require development
setbacks from surrounding service and manufacturing land uses,
agricultural lands, and sensitive natural resources such as Tank
Farm Creek. Open space/agriculture equivalent to 50 percent of
the site area is to be provided.
Portions of Avila Ranch site are located within an airport Safety
Zone. Accordingly, the LUCE objectives require development in
this area to conform to safety and noise parameters related to the
ALUP.
4.0 LAND USE FRAMEWORK
Figure 4-1 shows the Land Use Designations for the AASP.
4.1 LAND USE GOALS
A goal is a general direction-setter. It is an ideal future end related
to the public health, safety, or general welfare. A goal is a general
expression of community values and, therefore, may be abstract
in nature. Consequently, a goal is generally not quantifiable or
time-dependent.
Goal 4.1.1: Urbanization and Resource Protection
Urbanization of the Airport Area in a manner consistent with City
goals for resource protection.
Goal 4.1.2: Job Creation
Further the City’s goals for growth management, economic
development, and community character by designating land uses
which facilitate and encourage the creation of high quality base-
level and support-level jobs in the Airport Area.
Goal 4.1.3: Compact Urban Form
A compact urban form that minimizes sprawl onto surrounding
agricultural and rural lands.
Goal 4.1.4: Existing Buildings
More productive use of existing buildings and lands that are already
committed to urban uses so that existing City businesses can
expand and/or relocate to more suitable locations.
LAND USE | 4-9
Goal 4.1.5: Employment Opportunities
Employment opportunities appropriate for area residents’ desires
and skills.
Goal 4.1.6: Land Use Compatibility
Compatibility with existing and proposed uses both inside and
outside the Airport Area.
Goal 4.1.7: Sense of Place
New development that contributes to a sense of place. This
includes arranging the improvements around central nodes
or linear features such as riparian open space corridors, and
by creating mini-parks or facilities as focal points for
neighborhoods.
Goal 4.1.8: Protect and Enhance Natural Features
Protection and enhancement of natural features such as creeks,
wetlands, and grasslands, within a system of permanent open
space.
Goal 4.1.9: Airport Operations
Airport Area land uses and development, including Airport
Compatible Open Space, compatible with the long-term operation
of the airport, and enhancing the viability of the airport as a
regional transportation facility.
Goal 4.1.10: Balance of Conservation and Development
A balanced conservation and development program that
enhances public safety, community character and
natural resource values while remedying long-standing
environmental and aesthetic problems.
Goal 4.1.11: Agricultural Buffers
Preservation of agricultural land and open space for on-going
agricultural uses. This is accomplished through the provision of
buffers so land use conflicts between urban and agricultural uses
are minimized.
4-10 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Figure 4-2 Areas of Soil Contamination on Unocal Property
LAND USE | 4-11
Figure 4-3a Sensitive Biological Resources on Unocal Property
4-12 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
LAND USE | 4-13
4.2 LAND USE DESIGNATIONS AND ZONING
The following sections describe the intent for each of the Specific
Plan land use categories. Figure 4-1 establishes the land use
designations for property within the Specific Plan area. Figure 4-4
establishes the zoning and Table 4-3 provides a list of uses and
permit requirements, if any. The proposed land use designations
and hierarchy reflect the diverse nature of the AASP area. The
AASP area is comprised of four principal subareas: 1) Chevron
property which includes a major additional planned development
for Business Park uses, and the remediation of the Tank Farm
property; 2) the Avila Ranch property which includes planned
development of residential and neighborhood commercial uses; 3)
other business park, service commercial and industrial properties;
and, 4) the County Regional Airport. Specific subarea plans have
been developed for the Chevron and Avila Ranch properties, and
the policies, standards, guidelines and program associated with
those properties represent the bulk of the AASP’s development
regulations.
4.2.1 Business Park
Areas designated Business Park are primarily for research and
development, light manufacturing, and business services that are
compatible with each other and with airport operations. Activities
that are supportive of, or accessory to, the primary activities may
be allowed as well.
The City recognizes that businesses locating in areas designated
Business Park often combine product development, promotion,
manufacturing and distribution at a single facility. The Business
Park designation is intended to accommodate such combinations,
with the lowest level of review by the City that is consistent with
maintaining community character and assuring a desirable setting
for the types of businesses that are the primary reason for
Business Parks.
The Business Park designation is generally intended for well-
designed, master-planned, campus-type developments that will
contribute to community character and the City’s objective of
attracting jobs that can support households in San Luis Obispo.
Because of the higher quality design associated with uses in this
category, Business Park uses are generally located in areas of
higher visibility to the public, such as along highways and major
arterials (Tank Farm Road).
4-14 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
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LAND USE | 4-15
Refer to Table 4-3 for specific uses permitted in the Business Park
designation.
4.2.2 Service Commercial
Areas designated Service Commercial are generally for storage,
transportation, and wholesaling type uses, as well as certain retail
sales and business services that may be less appropriate in other
commercial designations. Refer to Table 4-3 for specific uses
permitted on land designated Service Commercial.
The redevelopment of the site of the Hidden Hills Mobilodge
Mobile Home Park and recreational vehicle storage at 650 Tank
Farm Road shall be limited to a commercial and residential mixed-
use development with a predominantly residential component.
4.2.3 Manufacturing
Areas designated Manufacturing are generally for assembly,
fabrication, storage and distribution, and sales and service type
uses that have little or no direct trade with local consumers. Refer
to Table 4-3 for specific uses permitted in the Manufacturing
designation.
4.2.4 Public Facility
The Public Facility designation is assigned to the County-owned
property associated with the San Luis Obispo County Regional
Airport and portions of the former Chevron tank farm property. In
addition to the airport runways, terminal, and parking operated by
the County, there are several private businesses providing airport-
related services that occupy lease sites from the County. Public
Facility zoned land on the former Chevron Tank Farm property
may be utilized for a range of land uses that can be found
compatible within the airport safety zones. The Chevron EIR
considered the PF zone for the possible location of a future fire
station and for the potential location of sports fields.
4.2.5 Low Density Residential (R-1)
The Low Density Residential designation is for new single family
residential development in the Avila Ranch subarea. It is expected
that there will be 101 Low Density Residential dwelling units on
12.8 acres including a range of lot sizes from 5,000 SF to 10,000
SF units with front garages drive approaches. Maximum density
would be up to seven units per net acre in conformance with the
Avila Ranch Development plan and Chapter 17.26 of the SLO
Zoning Code.
4.2.6 Medium Density Residential (R-2)
The Medium Density Residential designation is the new housing in
Avila Ranch. Development of R-2 units in the Avila Ranch area
will be primarily 4-pack, 6-pack and cluster units that will create
small lot detached single family units. Total R-2 development in
the Avila Ranch area is projected to be approximately 297
dwelling units on 27.8 acres, with maximum potential development
of 12 units per net acre pursuant to SLO Zoning Code Chapter
17.26. The R-2 units may be in several different configurations,
and development shall comply with the design standards in the
Avila Ranch Development Plan. The R-2 portions of the project
will be oriented to provide small-lot housing with housing sizes
and corresponding initial sales prices aimed at those families with
incomes equal to 120 percent to 160 percent of City Median
Family income. See Policy 4.2.12.
4.2.7 Medium High Density Residential (R-3)
The Medium High Density Residential land use is located in the
Avila Ranch subarea. This land use designation is for a
combination of stacked flats apartments, townhomes and
condominiums arranged around a central amenity or open space.
The Avila Ranch R-3 area is located in airport safety zones S-2
and S-1B. Up to seven of the R-3 dwelling units may be provided
in the S-1B Safety Zone (with clustering in the R-3 development).
Airport safety zone S-1C borders this land on the north.
Consequently, while dwelling units in the R-3 land use area are
not considered to be subject to excessive noise or safety issues or
4-16 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
impacts, the sleeping and living portions of the dwelling units are
to be oriented away from the S-1B and S-1C airport safety areas
because they have greater restriction on residential development.
Carports, garages, drives and non-living or non-sleeping areas
may be located in the S-1C and S-1B airport safety zones and up
to seven residential units may be located in the airport safety zone
S-1B (with clustering in the R-3 development). The R-3 portion of
the Avila Ranch project is expected to yield approximately 197
dwelling units on 10.8 acres, but may include up to 20 density
units per acre in accordance with Chapters 17.16.010 and 17.27
of the SLO Zoning Code. Development concepts for this land use
shall be in conformance with the Avila Ranch Development Plan.
A portion of the R-3 development will be used for the required
onsite inclusionary housing requirement for 79 moderate income
housing units.
4.2.8 High Density Residential (R-4)
The High Density Residential land use is located at the Avila
Ranch subarea. This land use designation is for stacked flat
apartments, arranged around or associated with a central amenity
or open space. The Avila Ranch R-4 land use area is in the
northwest corner of the project, adjacent to existing and future
Business Park and Service Commercial developments. While
dwelling units in the R-4 land use area are not considered to be
subject to excessive stationary noise impacts (based on the noise
study prepared for the project), the sleeping and living portions of
the dwelling units are to be oriented away from the eastern and
northern project boundaries and carports, garages, and drives are
to be located along these boundaries The R-4 portion of the Avila
Ranch project is expected to yield between 125 dwelling units on
the 4.4 acres, but may include up to 24 density units per acre in
accordance with Chapters 17.16.010 and 17.30 of the SLO Zoning
Code. Development concepts for this land use shall be in
conformance with the Avila Ranch Development Plan.
4.2.9 Open Space
The Open Space designation is intended to preserve undeveloped
or minimally developed land for preservation of natural resources
and public safety. The Specific Plan designates the following
specific areas for open space:
A. Planning area creeks: to protect and enhance habitat and
recreational values;
B. Portions of the Chevron site: to provide for the creation of
an ecological preserve and storm-water detention area,
with controlled public access for non-intrusive recreation;
C. Portions of the Avila Ranch site: Provide an agricultural
buffer along the Buckley Road frontage, associated with a
Reservation Area in conformance with the ALUP;
preservation of the Tank Farm Creek corridor as a linear
park, bikeway and passive recreation area; and,
preservation of open space to the eastern side of the
project for a buffer to agricultural uses outside the URL and
in conformity with the ALUP;
D. Airport clear zones: to limit uses in the most restrictive
airport safety zones to the siting of navigational aids and
related equipment, and limited agricultural uses (e.g., hay-
cropping, pasturage, and cultivation);
Refer to Chapter 3 for more detailed discussion of Open Space
issues.
4.2.10 Agriculture
Areas designated Agriculture are intended to encourage
conservation of agricultural lands and continuation of agricultural
uses and keeping of livestock where compatible with urban
development. The sites designated as Agriculture in the Airport
Area have historically been used for agricultural uses and are
LAND USE | 4-17
bordered by agricultural buffers on the parcels being developed
with urban uses to insure compatibility between the uses.
Agricultural uses should conform to the requirements of the City’s
Airport Compatible Open Space and the Airport Land Use Plan
with any agricultural uses in the RPZ, S-1A and S-1C and any
Reservation Spaces shall be free of trees, stakes, and significant
structures. Where feasible, furrows and planted rows should run
parallel to the extended runway centerline of the nearest runway.
Onsite agricultural uses along the Buckley Road corridor and the
eastern project boundary totals approximately 35 acres, leaving
an agricultural mitigation requirement of 50 acres for the Avila
Ranch project. As part of the project entitlements a qualifying
agricultural conservation easement or fee title will be acquired on
property that is within the Planning Area and designated open
space areas of value to the City. This land will be of at least equal
agricultural value to that on site, meaning that it will have an
agricultural productivity Classification of 3 or better. Prime
farmlands (Class I) may be acquired as well and will be offered at
a 2:1 beneficial ratio. That is, one acre of Class 1 farmland will
count as 2 acres of Class 3 farmland toward agricultural
mitigation.
4.2.11 Neighborhood Commercial
Neighborhood Commercial uses shall be used as a focal point for
the Town Square area of the Avila Ranch property. Because of
the nearby retail shopping center on South Higuera, this
neighborhood center will focus on small-scale convenience items,
and possibly provide some office space. Development will be for
15,000 SF of building area, in conformance with the Avila Ranch
Development Plan and Chapter 17.38 of the SLO Zoning Code.
4.2.12 Affordable Housing
The City of San Luis Obispo has adopted an inclusionary housing
program that requires all new development projects to include
affordable housing units, dedicate real property for affordable
housing, or pay an in-lieu fee to increase affordable housing
opportunities Citywide. In residential annexation areas like the
AASP Area, at least five percent of the new housing must be
rented or sold at prices affordable to low income households.
Another ten percent of the new housing must be available for
moderate income households.
New housing in San Luis Obispo must address the community’s
urgent need for affordable housing. For housing to qualify as
“affordable,” the housing developer must guarantee that the
housing units will be developed and maintained in a manner
consistent with the City’s Affordable Housing Standards, which are
updated annually with maximum sales prices, maximum rents,
and income limits for potential purchasers or renters of affordable
homes. There is also an urgent need for market-rate and
moderate income housing that is affordable by design (small lots,
small units and lower maintenance costs).
As laid out in the following policies and programs, all of the
required affordable housing will be constructed within the AASP
Area. The affordable housing requirement will be met by
dedicating land in the new subdivisions to the Housing Authority of
San Luis Obispo, or other City recognized affordable housing
developer, or by building affordable units as part of the project.
When land is dedicated in-lieu of providing the affordable housing
units, all frontage improvements and off-site improvements
required to serve the affordable housing development shall be
installed by the market-rate housing developer. Any dedicated
land must be able to accommodate the inclusionary requirement
of the project as well as space to accommodate a density bonus
of up to thirty-five percent.
4.2.12.1 Avila Ranch Affordable Housing
[Please refer to approved Affordable Housing Agreements]
Multiple housing types of varying costs that attract a variety of
homeowners and renters, with incomes ranging from very low to
high will be provided. Special attention will be paid to address the
need for housing affordable to those making 121-160 percent of
4-18 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
the City’s Median Family Income, moderate income housing, as
well as the City’s inclusionary housing requirement.
4.2.12.2 Avila Ranch Inclusionary Housing
The City’s inclusionary housing requirements shall be met
by building the affordable units within the Avila Ranch R-3 and R-4
land use areas. This will allow flexibility to dedicate land and have
an affordable housing provider construct and operate these units
in a contiguous area, as well as having them constructed as part
of an overall market rate development. Please refer to Avila
Ranch Inclusionary Housing Requirements for minimum number
of affordable dwelling units and Table 2 in the Affordable Housing
Plan of the Avila Ranch Development Agreement for construction
phasing requirements.
4.2.12.3 Land In Lieu of Housing Production
Land may be dedicated to the Housing Authority, or other City
recognized low-income housing developer, in-lieu of constructing
the required affordable housing units. The dedicated land must be
of sufficient size to construct at least the number of affordable low
and/or moderate income units required by the Inclusionary
Housing Ordinance for the project, plus 35 percent to
accommodate the allowed density bonus. When land is provided
to meet the affordable housing requirement, all frontage
improvements and required off-site improvements shall be
installed by the market-rate housing developer.
4.2.12.4 Affordable by Design
The Avila Ranch project will encourage housing types and designs
to provide housing affordable to a range of incomes. As a
performance objective, the R-2 small-lot single family portions of
the site shall include at least one third of the dwelling units in
sizes, configurations and features that will result in an initial sales
price that is affordable to those with incomes equal to 121 percent
to 160 percent of City Median Household Income. For the
purposes of determining affordability, units which have sales
prices that are 7.00 times the City Median Household Income shall
be considered to be affordable to families in this income range.
The Avila Ranch project will also encourage long term housing
affordability by including design and development strategies that
serve to provide lower cost housing, including the following:
A. Providing a range of dwelling unit sizes in each residential
zone. R-2 units will range in size from approximately 1,350
SF to 2,000 SF with an average size of approximately
1,675 SF. R-3 units will range in size from 600 SF to 1,500
SF, with an average unit size of approximately 1,200 SF.
B. Maintenance expenses, to the extent feasible, shall be
included in a Community Facilities District to reduce the
necessity for Homeowners Associations.
C. Landscaping shall be designed to reduce the monthly
costs of maintenance.
D. Utilize passive and active solar energy strategies to reduce
monthly energy costs.
4.2.13 Special Areas
4.2.13.1 Broad Street at Tank Farm Road Site
The Broad Street at Tank Farm Road Site is identified in the
General Plan Land Use Element and Map as a Special Focus
Area #12 and is further iterated by a zoning designation of
Community Commercial with Special Focus Overlay (C-C-SF).
Development of this site shall be consistent with the General Plan
description “Located at the northwest corner of Broad Street and
Tank Farm Road, this approximate 10-acre site will be used as a
mixed use site, providing for a mix of uses as described under the
Community Commercial and Office designations. The site will
provide a strong commercial presence at the intersection. Areas
along the creek on the western edge of the site will be
appropriately buffered to provide creek protections. Attention to
LAND USE | 4-19
connectivity, safety and comfort of bicycle and pedestrian
circulation will be especially important in the development of this
corner.” Source 2014 General Plan Land Use Element – (8.13)
Special Focus Area.
The intent of the Office zone if to provide for offices and related
functions close to medical facilities and the downtown, convenient
to public transportation and related government and business
services. The Office zone is also intended to provide for the
continuation and development residential uses where they will be
compatible with neighboring offices. The Community Commercial
zone is intended to provide for a wide range of retail sales and
personal services within the context of distinctive, pedestrian -
oriented shopping centers that service customers and clients from
all over the City.
The Development Plan and project description for this mixed-use
area includes:
• A retail shopping center and/or office uses consistent with
the Community Commercial and Office uses at the
Northwest Corner of Tank Farm Road and Broad Street
intersection and a residential assisted living facility on the
western portion of the property.
• North-south road connection from the signalized
intersection of Tank Farm Road and Mindbody driveway to
the drive aisle on SESLOC property to the north, that
ultimately connects to Industrial Way.
• Enhancement of the creek and riparian habitat areas.
Limited encroachment into the creek setback area may be
necessary for the north-south road connection.
• The development shall comply with the following
development standards:
Standard C-C-SF Standard
Maximum Density Pursuant to Airport Land Use Plan
Minimum Yards (Setbacks)
Building to Broad and Tank Farm
street frontage
Parking lots to Broad and Tank
Farm street frontage
Parking lots to interior property
lines and adjacent parcel
Building to interior property lines
and adjacent parcel
15 feet
10 feet
None
None
Maximum height 35 feet
Maximum coverage 75 percent
Maximum Floor Area Ratio 2.0
Standard Lot Dimensions See Tentative Map 3115
Maximum Parking Requirements
Assisted Living
Bank and Credit Union
Office
Medical Office
Retail Sales and Personal Care
Restaurant
Uses not listed
Accessible, Clean Air,
Motorcycle, Bike parking
1 space every five beds plus 1 space
per 2 employees on shift
1 space per 300 SF
1 space per 500 SF
1 space per 300 SF
1 space per 300 SF
1 space per 100 SF of total restaurant
area (including any food preparation
service area)
See zoning regulation requirements
See zoning regulation requirements
4-20 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
4.3 LAND USE POLICIES
Policy 4.3.1: Support for Airport Service
The City will support the Airport’s continued service to the region.
Policy 4.3.2: Airport Master Plan
The City will support the County’s implementation of the Airport
Master Plan.
Policy 4.3.3: Airport Land Use Plan Consistency
Airport Area development must be consistent with the standards
and requirements of the San Luis Obispo County Regional Airport
Land Use Plan and/or Public Utilities Code Sections 21670-
21679.5. In determining the location of safety zones and the
consistency of the land uses with the Airport Land Use Plan, the
ALUP policies and the most recent Airport Land Use Commission
determinations shall be used.
Policy 4.3.4: Airport Compatible Open Space
The City will work with property owners to implement and maintain
Airport Compatible Open Space (ACOS) within the Airport Area,
consistent with an approved ACOS plan, to ensure ongoing
compatibility between Specific Plan land uses and airport
operations. After revision of the AASP, the ACOS shall be
amended to include the open space on Avila Ranch and the
Reservation Space.
Policy 4.3.5: Transit Service
The City shall encourage public transit agencies to serve the
County Airport as soon as practical. Transit Route 2 should be
extended to Avila Ranch The first phase will extend the route to
Venture Lane with a return along Earthwood Lane. The second
phase should include an extension of the route through the Avila
Ranch project and westerly along Buckley Road to South Higuera
Street to serve the Caltrans Maintenance and Headquarters
facilities, when constructed.
Policy 4.3.6: Tank Farm Site
The Chevron Remediation and Development project and its
accompanying EIR provides for a comprehensive development
and conservation plan for the entire property. This development
plan includes mitigation measures adopted with the Chevron Tank
Farm Remediation and Development Project EIR and must meet
with the approval of federal, state and local agencies with
jurisdiction over the hazards and natural resources present, and
includes:
A. A detailed resource management plan to protect and
enhance natural resources found on the Tank Farm Site,
including sensitive species and their habitats (e.g.,
wetlands, riparian corridors, and native grasslands).
B. Conservation easements for the permanent protection of
natural resources dedicated to an appropriate trustee
agency such as the City, County, RWQCB or SLO Land
Trust.
C. A detailed, site-specific plan for remediation of
contaminated areas associated with developing areas
designated for development and habitat restoration
consistent with the Remedial Action Plan evaluated with
the Chevron Tank Farm EIR (2013-2014).
D. An implementation plan that links development
entitlements to completion of specific remediation and
habitat-improvement actions.
E. A mechanism, such as an endowment, for implementing
the long-term monitoring, enhancement and maintenance
included in the plan.
LAND USE | 4-21
Policy 4.3.7: Tank Farm Road Improvements
Prior to development of the Tank Farm site, Chevron, or its
successor in interest, must provide a tentative map with
preliminary design plans for improvements to Tank Farm Road
adjacent to its property. The design plans will address roadway
design standards provided in Chapter 6, including the roadway
design, median and parkway landscaping, re-grading of the
berms, re-location and replacement of chain link fencing with a
more visually compatible solution, and alignment and design of
on-street and off-street pedestrian and bicycle connections as
shown in the circulation section, chapter 6.
Policy 4.3.8: Approach and Climb-Out Paths
Retain undeveloped and open space areas of land under the
approach and climb-out paths for all active runways in
conformance with the Cluster Development Zone regulations in
areas where the expected, regular and frequent air traffic operates
below 500 feet above ground level (AGL).
Policy 4.3.9: East Airport Area Clear Zones
The City and the County will work to obtain land or development
rights in the Airport Area to limit development in the Runway
Protection Zone and Safety Zone S-1A.
Policy 4.3.10 Runway Protection Zones
No new development, roads or land uses shall be allowed within
the Runway Protection Zone in accordance with the Federal
Aviation Administration policies and the Advisory Circular
150/5300A-Change 1 unless the development or land use is
specifically approved in coordination with the FAA.
Policy 4.3.11: Uses Not Listed
The Community Development Director is authorized to determine
whether uses not listed in Table 4-3 are allowed or conditionally
allowed, subject to the appeal procedures established in the
Municipal Code. The interpretation procedure is not used as a
substitute for the amendment procedure to add new types of uses
to a zone.
Policy 4.3.12: Zoning Regulations
Zoning Regulations standards shall apply to the Airport Area
where no equivalent standard is provided in this Specific Plan.
Where there are duplicate regulations, the more restrictive one
shall apply.
4-22 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Table 4-3 – Allowed Uses
NOTE: PLEASE REFER TO THE APPROVED AVILA RANCH DEVELOPMENT PLAN FOR ALLOWED USES IN THAT AREA (CITY COUNCIL
RESOLUTION 10832)
Key: A = Allowed D = Allowed by Administrative Use Permit PC = Allowed by Planning Commission Use Permit Footnotes (see end of table)
Land Use
Zoning District
PF C-S M BP
INDUSTRY, MANUFACTURING & PROCESSING, WHOLESALING
Furniture and fixtures manufacturing, cabinet shop D A
Industrial research and development D D D
Laboratory - Medical, analytical, research, testing A A A
Laundry, dry cleaning plant A A A1
Manufacturing - Heavy D PC
Manufacturing - Light D A A
Petroleum product storage and distribution D
Photo and film processing lab A A D
Printing and publishing A A A
Recycling facilities - Collection and processing facility D
Recycling facilities - Scrap and dismantling yard D
Recycling facilities - Small collection facility D A
Storage yard D A
Warehousing, indoor storage A A D1
Wholesaling and distribution A A PC
LODGING
Homeless shelter (see note 8) PC PC PC
Hotel, motel (see note 8) PC
LAND USE | 4-23
Table 4-3 – Allowed Uses
Key: A = Allowed D = Allowed by Administrative Use Permit PC = Allowed by Planning Commission Use Permit Footnotes (see end of table)
Land Use
Zoning District
PF C-S M BP
RECREATION, EDUCATION, & PUBLIC ASSEMBLY USES
Bar/tavern D D D1
Club, lodge, private meeting hall D
Commercial recreation facility - Indoor PC PC D
Commercial recreation facility – Outdoor PC PC
Fitness/health facility A A A1
Night club D3 PC
Park, playground D
Public assembly facility PC PC
Religious facility8 D D2
School – Specialized education/training8 A A D
Sports and active recreation facility PC PC PC
Sports and entertainment assembly facility PC PC
RESIDENTIAL USES
Caretaker quarters A A A D
MIXED USES
Mixed-Use Development (also see notes 9 & 10) D/PC D/PC
4-24 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Table 4-3 – Allowed Uses
Key: A = Allowed D = Allowed by Administrative Use Permit PC = Allowed by Planning Commission Use Permit Footnotes (see end of table)
Land Use
Zoning District
PF C-S M BP
RETAIL SALES
Auto and vehicle sales and rental A PC
Auto parts sales, with installation A A
Auto parts sales, without installation A A
Building and landscape materials sales, indoor A A
Building and landscape materials sales, outdoor A A
Convenience store D D A1
Farm supply and feed store A D
Fuel dealer (propane, etc) D A
Furniture, furnishings, and appliance stores A
General retail – 2,000 sf or less A1
Office-supporting retail, 2,000 sf or less A1
Office-supporting retail, More than 2,000 up to 5,000 sf D1
Produce stand
Restaurant D D A
Service station (see also “vehicle services”) D D A1
Warehouse stores – 45,000 sf or less gfa A
Warehouse stores – more than 45,000 sf gfa D
PC
LAND USE | 4-25
Table 4-3 – Allowed Uses
Key: A = Allowed D = Allowed by Administrative Use Permit PC = Allowed by Planning Commission Use Permit Footnotes (see end of table)
Land Use
Zoning District
PF C-S M BP
SERVICES – BUSINESS, FINANCIAL & PROFESSIONAL
Banks and financial services8 D A A1
Business support services A D4
Medical Service – Doctor Office8 D4 D4
Medical Service – Clinic, Lab, Urgent Care8 D4 A
Office – Business and service8 D
Office – Government8 A A
Office – Processing8 A D A
Office – Production and administrative8 A D A
Office – Airport Related Services8 A A A A
Office – Professional8 A
Photographer, photographic studio A
Land Use
Zoning District
PF C-S M BP
SERVICES - GENERAL
Catering service A A
Copying and Quick Printer Service A A D1
Day care - Adult,Child Day Care Center8 A5 A5 D1
Equipment rental A A
Food bank/packaged food distribution center D D
Maintenance service, client site services A A PC
Mortuary, funeral home8 D D
Personal services A D1
4-26 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Table 4-3 – Allowed Uses
Key: A = Allowed D = Allowed by Administrative Use Permit PC = Allowed by Planning Commission Use Permit Footnotes (see end of table)
Land Use
Zoning District
PF C-S M BP
SERVICES – GENERAL
Personal services - Restricted D
Public safety facilities A
Public utility facilities A A A
Repair service - Equipment, large appliances, etc. A A
Social service organization8 D
Vehicle services - Repair and maintenance - Major A A
Vehicle services - Repair and maintenance - Minor A A
Vehicle services - Carwash D D
Veterinary clinic-hospital, boarding, large animal D D
Veterinary clinic-hospital, boarding, small animal, indoor A
Veterinary clinic-hospital, boarding, small animal, outdoor D
Land Use
Zoning District
PF C-S M BP
TRANSPORTATION & COMMUNICATIONS
Airport Facilities/Expansion PC PC PC PC
Ambulance, taxi, and/or limousine dispatch facility A D D
Antennas and telecommunications facilities PC D D D
Broadcast studio8 A6 A6 A6
Parking facility PC D D
Refuse Hauling, Septic Tank, Portable Toilet Sewers PC D
Truck or freight terminal A A6 D
Water and wastewater treatment plants and services PC PC PC PC
LAND USE | 4-27
Numbered Notes to Table 4-3
1.These activities are considered secondary uses for
business parks. Within a development project site, their
combined floor area shall not exceed 25 percent of the total floor
area. Some are also subject to limits on individual floor area, as
shown in the body of the table. Floor area limitations shall
not apply to bank headquarters.
2.Use permit review shall consider that the C-S zone is
primarily intended to accommodate uses not generally suited to other
commercial zones because of noise, truck traffic, visual
impacts and similar factors. A use permit may be approved
only when the church will not likely
cause unreasonable compatibility problems with existing
or likely future service commercial uses in the vicinity. Use
permit conditions may include measure to mitigate
incompatibility.
3.In the C-S zone, nightclubs must contain a minimum of
four thousand five hundred square feet of floor area. The
required use permit process shall address parking,
neighborhood compatibility, and security issues.
4.In order to approve a Medical Service use in the C-S or BP
zones, the Hearing Officer must make the following findings:
a.The proposed medical service is compatible with surrounding
land uses.
b.The proposed medical service is located along a street
designated as an arterial or commercial collector
in the Circulation Element and has convenient
access to public transportation.
c.The proposed medical service will not
significantly increase traffic or create parking
impacts in residential neighborhoods.
d.The proposed medical service is consistent with the
Airport Land Use Plan (ALUP).
e.The project will not preclude service commercial uses in
areas especially suited for these uses when compared with
medical service.
f.The project site can accommodate the parking requirements
of the proposed medical service and will not result in other lease
spaces being under-utilized because of lack of available parking.
5.
6.Broadcast studios are allowed by right except than
an administrative use permit is required to permit any
on-site antennas, dishes or transmission towers; or
any radio, microwave, or other type of air bound transmission form
the project site or any other site within the Airport Area.
7.Caretaker quarters shall have a maximum floor area of
1,000 square feet and shall not be allowed
in available safety areas S-1a or the runway protection zone, as defined by the ALUP.
8.These uses are identified in the San Luis Obispo County Regional Airport Land Use Plan as noise sensitive, specific sound-attenuation requirements may apply. Refer to the ALUP for more information.
9.Per the Zoning Regulations, a Minor (Administrative) Use Permit (noted as D in Table 4-3) shall be applied to projects that qualify as a minor or moderate development review and a Conditional Use Permit (noted as PC in Table 4-3) shall be applied to projects that qualify as a major development review. In order to approve a Minor Use Permit or Conditional Use Permit for a mixed-use development in the C-S and M zones, the Community Development Director or the Planning Commission shall find the project consistent with development standards outlined in San Luis Obispo Municipal Code Section 17.70.130 (Mixed-use development) and make the following findings:
1)There is demonstrable water and sewer capacity to serve the project;
2)Any fiscal impact of the project to the City must be offset to achieve fiscal neutrality;
3)There are no nearby uses that generate sufficient air emissions, noise, odors or vibration to create an incompatibility with proposed mixed-use development;
4)Proposed mixed-use residential development is consistent with land use, safety or noise restrictions set forth in the ALUP and any residential portion of a mixed-use development shall be wholly located within Safety Zone 6; and
5)There is adequate emergency response consistent with the Climate Adaptation and Safety Element (CASE).
10. Avigation easements shall be recorded for each property prior to the
issuance of a building permit. All owners, potential purchasers, occupants
(whether as owners or renters), and potential occupants (whether as
owners or renters) shall receive full and accurate disclosure concerning
the noise, safety, or overflight impacts associated with Airport operations
prior to entering any contractual obligation to purchase, lease, rent, or
otherwise occupy the subject property or properties.
5.Allowed by right only in the S-1c and S-2 aviation safety areas
(as defined in the ALUP), where an employer provides on-
site childcare to 14 or fewer children for the exclusive
benefit of employees. Larger facilities for employees may be approved
by the Planning Commission, if allowed by the Airport
Land Use Commission.
4-28 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
4.4 DEVELOPMENT INTENSITY STANDARDS
The following development standards prescribe the intensity of
development in the planning area based on criteria such as parcel
dimensions, building coverage, floor area ratios, employee
concentrations, etc. (also see “Design Guidelines and
Development Standards,” Chapter 5). The standards for the R-2
and AG zones are as provided in the City’s Zoning Regulations
and as may be provided in the Avila Ranch Development Plan.
4.4.1 Parcel Dimensions
The minimum dimensions for land parcels under each land use
designation are shown in Table 4-4. Condominiums are the
preferred approach for accommodating small, individually owned
business spaces.
Table 4-4
San Luis Obispo Airport Area Specific Plan
PARCEL DIMENSIONS
Land Use
Designation
Minimum
Area
Minimum
Width
Minimum
Depth
Maximum
Depth:
Width
Ratio
Minimum
Frontage
Open Space 40 ac 660 ft 660 ft None None (b)
Business Park 0.5 ac (a) 100 ft 100 ft 3:1 50 ft
Service
Commercial 9,000 sf 60 ft 100 ft 3:1 40 ft
Manufacturing 9,000 sf 60 ft 100 ft 3:1 40 ft
Airport Facility Subdivision and lease parcels are subject to approval by the County.
Medium-
density
Residential
Minimum dimensions are as provided in the Subdivision Regulations.
The mobile-home park has been recognized as a long-established
use. It may be converted to resident-ownership, but redevelopment of
the site at an increased density is not permitted by the Airport Land
Use Plan.
Notes: (a) Guideline: The Business Park zone should include a range of parcel sizes
above the minimum.
(b)Each parcel must have access from a public road, or an access easement
from a public road acceptable to the City.
(c)Common Interest Subdivisions are permitted, subject to the requirements of
the Subdivision Regulations.
4.4.2 Building Intensity and Coverage
Building intensity is measured by “floor area ratio,” which is the
ratio of building floor area to parcel area. For example, a one-story
building covering one-half of its site would have a floor area ratio
of 0.5, while a two-story building covering one-half of its site would
have a floor area ratio of 1.0.
Coverage is simply the percentage of the parcel area covered by
specified features. In the Zoning Regulations, coverage limits
apply only to buildings and other structures. Within this specific
plan, some land use designations have coverage limits for
additional features. Table 4-5 shows allowable floor ratios and
building coverage standards for each land use designation. The
Avila Ranch Development Plan prescribes setback and
development regulations that shall apply in the Avila Ranch
Subarea.
Please refer to the Avila Ranch Development Plan (Resolution No.
10832) for development intensity standards pertaining to Avila
Ranch.
Table 4-5
San Luis Obispo Airport Area Specific Plan
BUILDING INTENSITY AND COVERAGE STANDARDS
Also see Table 4-6. Limitations on employee and customer concentrations due to
airport safety are more restrictive than the standards provided below in most
cases and may reduce maximum potential FAR.
Design Standard
Land-use Designation
Business
Park
Service
Commercial
Manu-
facturing
Maximum floor area ratio: warehousing,
storage, or automated manufacturing
uses
1.0 1.0 1.0
Maximum floor area ratio: all other uses 0.6 0.6 0.6
Maximum coverage for buildings,
driveways, and parking (a) 80% 90% 90%
Minimum landscaped space (planted
areas, water features, and hard surfaces
used mainly, by pedestrians) as
percentage of site area
20% 10% 10%
Maximum floor area ratio: mixed-use development n/a 1.5 1.5
LAND USE | 4-29
4.4.3 Employee and Customer Concentrations
Maximum concentrations for employees and customers are
established in the interest of airport safety. Table 4-6 shows
permitted concentrations of people by Aviation Safety Area, per
the Airport Land Use Plan assuming a Detailed Area Plan, ACOS,
and Cluster Development Zone.
Table 4-6
San Luis Obispo Airport Area Specific Plan
EMPLOYEE & CUSTOMER CONCENTRATIONS AND MAXIMUM DENSITY
OF RESIDENTIAL DEVELOPMENT
Airport Safety Area
Maximum number of
Employees, Clients or
Customers with Long-term
Stays On Each Site*
Maximum Density of
Residential
Development
(d.u./acre)**
Runway Protection Zones 5 per acre 0
Aviation Safety Area S-1a 40 per acre .2
Aviation Safety Area S-1b 50-75*** per acre .2
Aviation Safety Area S-1c 120 per acre .2
Aviation Safety Area 2 Unlimited Unlimited****
Notes: * Additional density adjustments may be attained through the designation of
Clustered Development Zones (CDZ). A CDZ may include any part or all of the
area encompassed by an Airport Compatible Open Space Plan (ACOS), and the
geographic extent of each CDZ will be determined and specified by the
responsible local agency. In order to be approved by the ALUC, an Airport-
Compatible Open Space Plan which proposes to establish one or more CDZs
must provide for the establishment, protection, and maintenance in
Perpetuity of the following percentages of each proposed CDZ as Reserve
Space:
a. in Aviation Safety Area S-1c: 35% of the gross area of the CDZ
b. in Aviation Safety Area S-2: 25% of the gross area of the CDZ
** Refers to the maximum number of dwelling units (as defined by the ALUP) per
acre of gross land area allowable on any parcel under the terms of a proposed
project or local action.
*** Refer to Airport Land Use plan, actual maximum depends on project site
distance form runway. Numbers may be averaged over an entire property.
**** Requires that the development be within a CDZ specified by an approved
ACOS and controlled by a Detailed Area Plan that has been developed in
consultation with the ALUC and has been reviewed by the ALUC and has been
determined to be consistent with the ALUP.
4.4.4 Building Setback Standards
Setbacks are the landscaped spaces between buildings or parking
and property lines, whether along streets or between adjacent
parcels. Table 4-7 shows setback standards. The Avila Ranch
Development Plan prescribes setback and development
regulations that shall apply in the Avila Ranch Subarea.
Table 4-7
San Luis Obispo Airport Area Specific Plan
SETBACK STANDARDS
Setback Distance
Between: Business Park Service
Commercial Manufacturing
Buildings and
property lines
along streets (a)
16 feet 16 feet 16 feet
Parking lots and
property lines
along streets
10 feet 5 feet 5 feet
Buildings and
property lines
between adjacent
parcels (b)
None None None
Parking lots and
property lines
between adjacent
parcels (c)
5 feet None None
All Zones –
Setbacks from
property lines
along Buckley
Road
All Physical Improvements ñ 15 feet
Buildings ñ 32 feet
Parking Lots ñ 25 feet
Notes: (a) Uncovered sitting and eating areas may be located within setbacks, but to
noise exposure are discouraged along major roads.
(b)The Building Code may require separation, depending on the type of
construction.
(c)Parking lots covered by a common parking agreement may extend across a
4.4.5 Parking Requirements
The parking requirements for development in the Specific Plan
area are shown in Table 4-8. The table includes minimum and
maximum parking rates. The design of parking areas is discussed
in detail in Chapter 5. The Avila Ranch Development Plan
prescribes parking standards that shall apply in the Avila Ranch
Subarea.
Table 4-8
San Luis Obispo Airport Specific Plan
PARKING STANDARDS
Type of Land
Use
Minimum Parking Rate
(1 space/indicated floor area)
Maximum Parking Rate
(1 space/indicated floor area)
Square feet Square feet
Business
services,
research,
design,
manufacturing
500 300
Retail sales
and personal
services
300 300
Warehousing,
wholesaling 1,500 500
Child or elder
care for on-
site workers
(a)
None None
Note: (a)The parking for care facilities serving multiple employers will be determined
through the required use permit, and may take into consideration loading or
short-term stopping lanes on the site as well as any curbside parking spaces in
the public right-of-way.
4.4.6 Building Height
The maximum building height standards for the Airport Area
Specific Plan are provided in Table 4-9. Chapter 5 includes
important guidelines for building design with respect to building
height. Notwithstanding the height restrictions provided in Table
4-9, in no case are building heights permitted to create an
“obstruction to air navigation” as defined in the SLO County
Regional Airport Land Use Plan. The Avila Ranch Development
Plan prescribes setback and development regulations that shall
apply in the Avila Ranch Subarea.
Table 4-9
San Luis Obispo Airport Area Specific Plan
MAXIMUM BUILDING HEIGHT STANDARDS
Building Type
Land Use Category
Business
Park
Service
Commercial Manufacturing R-2
Occupied
Buildings 45 feet* 36 feet 36 feet See R-2
zoning
Non-Occupied
Architectural
Features
52 feet 46 feet 46 feet See R-2
zoning
Notes: * Not to exceed 3 stories
Notwithstanding the height restrictions provided in Table 4-9, in no case are
building heights to create an “obstruction to air navigation” as defined in the SLO
County Regional Airport Land Use Plan.
4.4.7 Amenity Incentives
Projects in the Business Park, Service Commercial, and
Manufacturing designations may be granted incentives for
amenities that are not required by the Zoning Regulations or by
this specific plan. Examples of such amenities are:
A.Child or elder care facilities
B.Bicycle or public transportation facilities, integrated with
areawide systems, such as improved transit stops or bike
paths
C.Wildlife habitat restoration (beyond what may be required)
D.Public plaza areas designed to allow use by the general
public
E.Public art (beyond minimum City requirements)
F.Private recreational facilities (sports and volleyball courts)
4-30 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
(b) Parking standards for the residential component of mixed-use projects in the
C-S and M zones must be consistent with the parking standards for residential
uses as set forth in Section 17.72 of the Zoning Regulations.
LAND USE | 4-31
G.Implementation of the drainage policies listed in Section
7.1 beyond that required by the Waterways Management
Plan.
Such incentives are limited to the following exceptions to
Development Standards, and each is subject to approval by the
Planning Commission, Architectural Review Commission or
Community Development Director:
A.Up to 10% increase in floor area ratio (for example, from
0.6 to 0.66)
B.Up to 20% increase in height
C.Up to 20% reduction in required street setback
D.Up to 10% reduction in required parking
4.4.8 Property Condition
A.All land, structures, and improvements shall be maintained
in a condition that does not detract from the health, safety,
and appearance of the planning area. In particular, the
following conditions are prohibited:
1.Dilapidated or vandalized buildings, parts of buildings,
signs, outdoor walls, fences, or landscape features
such as benches and fountains.
2.Accumulation of trash or debris.
3.Accumulation of scrap materials, except at a
contractors’ yard or bulk recycling facility approved
and screened.
4.Dead landscape planting.
5.The proliferation of untended, weedy plants on the
part of a site approved for development.
B.Vehicle and equipment storage shall be regulated so that it
does not detract from appearance of the planning area.
The following provisions shall apply to any motor vehicle,
trailer, camper, camper shell, motorcycle, motorhome,
boat, aircraft, or similar conveyance:
1.Off-street parking or storage shall be on a dust-free,
all-weather surface.
2.Modifying, servicing, repairing, restoring, assembling,
disassembling, or wrecking shall be conducted within
an enclosed building, except where approved and
screened as provided in this chapter
3.Parking, storing, or placing such a conveyance, or any
part of such a conveyance, which is disabled,
unregistered, or inoperative, shall be within an
enclosed building, except where approved and
screened.
4.5 DETAILED AREA PLAN FOR COMPATIBILITY WITH
AIRPORT OPERATIONS
The Airport Area Specific Plan has been prepared in consultation
with the Airport Land Use Commission and its policies are
intended to insure on-going compatibility between development in
the Airport Area and airport operations.
There is a mutually beneficial relationship between economic
development in the Airport Area and the continued operation and
expansion of the SLO County Regional Airport. This relationship is
balanced by the need to ensure the safety of people who live and
work in the area as well as aircraft passengers and pilots. To help
ensure that this balance is maintained, this Specific Plan includes
goals, policies and programs to guide decision makers. Airport
Land Use Plan policies determine the conformity or non-
conformity of land uses.
4-32 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Policy 4.5.1 Cluster Development Zone
Development in the AASP shall meet the open space
requirements of the ALUP, shall be maintained in a manner that
qualifies the area as a Cluster Development Zone (CDZ), to the
approval of the Airport Land Use Commission. AASP land use
areas within the CDZ are shown in Table 4-10.
Table 4-10
San Luis Obispo Airport Area Specific Plan
CLUSTER DEVELOPMENT ZONE
Land Use Designation Acres %
Open Space and
Agriculture 496.3 42.9%
Business Park 83.4 7.2%
Services and
Manufacturing 491.4 42.5%
Residential Land 75.2 6.5%
Neighborhood
Commercial 3.3 0.3%
Major Roadways 7 0.6%
Total 1156.6 100%
Policy 4.5.2 Airport Compatible Open Space
Per the requirements of the ALUP, Airport Compatible Open
Space (ACOS) consistent with ALUP policies. Areas included as
ACOS include Avila Ranch Open Space and the designated
Reservation Space shown in the Avila Ranch Development Plan
Policy 4.5.3 Noise Complaint Management
A. The ALUP contains regulations to address accidents,
safety, noise, overflight and airspace intrusion. These
issues are addressed in the ALUP, State Aeronautics Act,
FAA regulations, and the City's Airport Overlay.
Nevertheless, noise complaints emanate from
neighborhoods that are not, at least statistically, impacted
by excessive airport noise and the airport administrative
staff spends considerable time handling such complaints. It
is expected that additional residential development within
the vicinity of the airport will result in an increase in noise
complaints. In order to address the issue, development of
the Avila Ranch project shall include the following:
B. Usage of construction techniques which will result in the
reduction of the interior 10 second peak noise level over a
24-hour period to no more than 45 dB. That represents an
approximate 20 dB reduction in current peak noise levels.
C. Offer of a noise management agreement with the County
Airport Administration staff to establish an information and
outreach program to inform residents of airport activities,
change in airport operations, and related strategies.
D. Establishment of a funding mechanism such as a
Community Facilities District to fund the noise
management program, if necessary.
E. Establishment of an augmented airport hazards disclosure
to more actively inform buyers about airport operations
prior to purchase of property in Avila Ranch.
COMMUNITY DESIGN | 5-1
5.0 COMMUNITY DESIGN
Each ‘layer’ of understanding informs the planning response.
INTENT
SENSE OF PLACE
The intent of the Community Design Chapter is to ensure that new
development in the Airport Area is well-designed and contributes
to the creation of a built environment that enhances San Luis
Obispo’s unique sense of place. A second objective is to provide
for new development whose physical character will enhance and
respond to San Luis Obispo’s and the Airport Area’s specific
physical and aesthetic context. In other words, new development
should reflect the area’s unique character and tradition, and not be
typical industrial tract type development.
PHYSICAL IDENTITY
The physical identity of the Airport Area is a product of several
diverse elements, including natural factors such as topography,
vegetation and drainage, and human factors such as land use,
development patterns and architectural character. In order to
achieve a built environment in the Airport Area that is a positive
physical expression of its setting, it is important to understand the
qualities and elements that contribute to its identity. Observation
of the landscape and community input highlight a number of
qualities that contribute to the positive identity of the area. These
5-2 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Views of Santa Lucia Range are an important component of the planning area’s
character.
Removal of remnants of former oil tank farm will enhance the area’s visual quality
and sense of openness.
qualities are the basis for a series of design principles that have
informed the creation of the design guidelines and development
standards in this Chapter, and the Plan as a whole:
• Openness
• Connectivity
• Transition
• Ruralness
• Diversity
The following is a brief discussion about how these qualities are
present in the landscape, and how, as guiding principles, they can
ensure that new development will be compatible with, and
enhance, the identity of the Airport Area.
OPENNESS
Importance of Views
From its location on the periphery of the City, the greater
landscape of hills, valleys, cultivated fields and pastureland easily
dominates the manmade elements such as industrial buildings,
airport facilities, roadways, utility lines, and scattered homes. The
area is visually quite ‘open’, affording sweeping views of the
scenic rural and agricultural open space and distinctive peaks and
ridgelines that ring the area. Despite the absence of distinctive
visual elements or design features within the area, and the
generally low visual quality of much of the existing development,
the area leaves a very positive impression due to the views
provided to the more scenic surroundings. Preserving this sense
of openness should be pursued in all new Airport Area
development.
Open Space Framework
The land use plan preserves this sense of openness by
designating most of the former tank farm site at the heart of the
planning area for natural open space, and by preserving wide,
COMMUNITY DESIGN | 5-3
The mature widow of cypress trees along South Higuera Street unifies the
corridor ad suggests a visual connection back to the city center.
Planning area creeks provide an opportunity to create open space corridors with
bicycle and pedestrian connections to the rest of the community.
naturally vegetated open space corridors along planning area
creeks. This framework ties into the open space system of the
Margarita Area and the South Street Hills, the citywide creek
system, and the citywide greenbelt that encompasses the south
edge of the planning area. The result is an extensive open space
framework that will allow new development to occur while still
maintaining much of the setting’s existing open quality. Figure 5-1
illustrates the Open Space Framework envisioned by the Plan.
Open Space Framework Design Guidelines
To build on the open space amenity, the following design
guidelines should be implemented:
• When possible, streets and buildings within the Airport Area
should be designed to take advantage of views out to the open
space areas, agricultural fields, peaks and ridgelines that
contribute so much to the area’s character, and into the natural
environment of the former tank farm.
• Providing breaks or “windows” in the development pattern
should be encouraged to loosen the development fabric and
afford views out to the surrounding agricultural environment,
and into the natural environment of the former tank farm.
• Building heights and location should be carefully considered in
order to minimize the obstruction of scenic views.
• The use of solid fences and other features that obstruct views
and diminish the sense of openness should be discouraged.
• Additional cleanup of the former tank farm site should be
undertaken to remove unsightly surface features that obstruct
views or detract from the quality of views.
• Consistent with human health and safety, the earth berms and
fencing along Tank Farm Road should be removed or
reconfigured to improve views and the overall visual quality of
the landscape and roadway.
5-4 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
COMMUNITY DESIGN | 5-5
CONNECTIVITY
Planning Area Connections to City
If the Airport Area is to be perceived as part of the City and
contribute to the overall character of the community, it is essential
to make evident its connection to the rest of the community. The
location of the South Street Hills between the planning area and
the central portion of the City acts as a barrier that weakens the
apparent physical link between the two areas. In addition, the
difference in land use (i.e., predominantly industrial) and the
generally lower development standards in the planning area
weaken the perceived aesthetic and cultural connections that
might bind the Airport Area to the larger community.
The Specific Plan, through its land use plan, development
standards and design guidelines, presents strategies to
strengthen both the physical and perceptual connections. Three
key elements physically link the City and the Airport Area:
• The South Higuera Street and Broad Street corridors,
• The creeks that flow from the City through the area; and
• Open space and hills bordered by urban development
Enhancing the Connections
By enhancing these elements, the physical connections can be
strengthened. By raising the design and development standards in
the area to be more consistent with the rest of the City, the
perceived connection (i.e., the sense of belonging) between the
Airport Area to the rest of the City can also be enhanced. While
the community design concept strives to enhance the connections
between the planning area and the urban core of the City, it also
attempts to preserve a positive relationship with the surrounding
rural, agricultural landscape. As discussed in the preceding
discussion of “openness”, the Plan calls for preservation of visual
connections between the developed areas and rural open space
areas.
Connectivity Design Guidelines
The sense of planning area connectivity can be enhanced in the
following ways:
• Create consistent design treatments, such as street trees and
gateway features, along the South Higuera Street and Broad
Street corridors that show the extension of the City’s domain
into the Airport Area, while also unifying and enhancing the
character and quality of these corridors.
Where feasible, extend new planning area roadways to
connect with existing roadways as a means of improving the
east-west and north-south connections with the rest of the
City. This should include local streets as well as collectors
such as Prado Road and Santa Fe Road.
The Edna Valley wine region is an important
destination and entry to the city.
5-6 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
• Internal street systems should be designed to provide through
connections with adjoining properties, and avoid overly
circuitous and dead-end routes.
• Improve pedestrian and bicycle connections between the
planning area and the City by developing creekside multi-use
trails throughout the planning area, with connections to
existing and proposed creekside trails in adjoining areas.
• Provide sidewalks and bicycle paths or lanes along all
planning area roadways, with connections to existing and
proposed facilities on adjoining City streets.
• Physical and visual connections should be provided between
development areas and the adjoining open space areas.
Pedestrian and bicycle paths should connect development
areas with the creekside trail system in the central open space
area.
TRANSITION
Part of an Urban/Rural Continuum
From a community design standpoint, the annexation and
development of the Airport Area is intended to provide a
permanent and gradual transition from the urbanized core of the
City to the surrounding rural countryside, and vice versa. The
Airport Area is not just the outer ring of the urbanized area, but is
conceived as part of a continuum between two increasingly
dynamic activity centers: Downtown San Luis Obispo, on the one
hand, and the Edna Valley wine region on the other. The Airport
Area is not just the last part of town seen when heading south. It is
also the gateway to the City from the Edna Valley. The role the
planning area plays as a transition between urban and rural is key
to conceiving the future development character of the area.
An analysis of the planning area context shows that the valley
expands north to south from the urban core to the agricultural
areas. The scale of the landscape and the sense of openness
dramatically increase as one travels south: land patterns and
natural elements increase in scale, the city street grid expands,
parcel sizes tend to increase, and the valleys widen out to open
fields. Views are drawn to the Davenport Hills in the south and the
South Street Hills in the north. From east to west, the landscape
tends to be more even in scale, texture and land use, with views
being drawn towards the Santa Lucia Range to the east and the
Irish Hills to the west. Conceptually, the valley landscape, and the
particular combination of land use, infrastructure and topography
in the area, can be conceived as an expanding grid that opens out
from the heart of the City to the agricultural lands in the south.
Figure 5-2 shows an abstraction of this concept.
Enhancing the Transition
The community design framework derived from this
conceptualization recognizes the Airport Area as a physical part of
the landscape continuum, and attempts to strengthen connections
and clarify transitions in pattern and scale from City to Airport Area
to agriculture. The community design framework suggests that the
pattern of new development should fit into the existing patterns
instead of substituting another pattern of its own, and that the
scale of the new development should serve to transition from the
town grid to the agrarian grid. The abstraction of the valley
landscape illustrated in Figure 5-2 is not intended as a literal
depiction of future form, but as a tool to help understand the
qualities that make the Airport Area special. The community
design principles derived from the physical analysis of the urban
and agricultural landscapes are to ensure that the form of future
development in the Airport Area will be compatible with its context.
“Transition Design” Guidelines
The sense of transition in the planning area can be enhanced by
implementing the following design guidelines:
• The open space should flow south from the South Street Hills,
through the Margarita area, down through the center of the
planning area, gradually expanding outward as it merges with
the unincorporated agricultural lands to the south.
COMMUNITY DESIGN | 5-7
Figure 5-2 The planning area (shaded) forms a critical link in
the transition from San Luis Obispo’s urban core to
the rural open space south of the planning area.
The expanding grid conceptually illustrates the
change in scale and openness throughout the city
and county.
• The southern entries to the planning area along South Higuera
Street and Broad Street should be marked as gateways to
announce the transition from County to City.
• The landscape treatment of both public roadways and private
development should reflect the transitional character of the
planning area by maintaining a plant palette that is more
natural and agrarian in character, rather than emphasizing
ornamental and exotic species.
• Lighting levels along public roadways and within private
development areas should generally be kept as low as
possible, consistent with public safety, in order to provide a
transition between urban and rural levels of illumination.
RURALNESS
Responding to the Rural Agricultural Heritage
The sense of the community’s rural, agricultural heritage is still
strong in the planning area vicinity. Cattle grazing and scattered
rural residences within the planning area and a nearby tannery in
the Margarita Area are reminders of the area’s past, as are the
active farms and vineyards that are visible to the south and east.
The design and layout of future development should strive to
maintain a connection to this tradition, and not allow the area to
become just another anonymous corporate business park or
industrial center.
While development of the area will clearly reduce the planning
area’s rural, agricultural characteristics, there are various ways in
which references can be made to this heritage through site
planning, landscape design, and architecture. The intent is not to
dictate agriculturally-themed or historicist architecture, but to
encourage development that recognizes and references the area’s
rural, agricultural heritage as a significant cultural element that
contributes to the special identity of the planning area.
5-8 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
“Ruralness” Design Guidelines
Some of the methods by which the sense of connection to the
area’s rural, agricultural heritage can be enhanced include:
• The preservation of view corridors from planning area
development and roadways out to surrounding open space
and agricultural lands.
• The use of building forms that are generally simple and
expressive of their function, as are most agricultural buildings
and structures.
• The incorporation of architectural forms and details that
reference those of rural, agricultural structures.
• The use of a landscape palette that emphasizes the use of
native and naturalized plant materials, as well as ornamental
versions of agriculturally-based species such as olives,
walnuts, and grapes.
• The use of planting patterns that evoke either natural growth
patterns, such as oak woodlands, agricultural planting
patterns, such as orchards, or rural farm patterns such as
shaded allées.
• The use of building materials and colors that are reminiscent
of, or at least compatible with, rural, agricultural development.
• The use of surface drainage, such as grassed swales, to
collect and transport runoff, rather than strict dependence on
subsurface systems.
DIVERSITY
Concern for Quality, Rather than Style
The development character of San Luis Obispo is characterized
by a pleasant diversity of styles that portray the community’s
growth over time. The Plan calls for this diversity to be continued
in the development of the Airport Area. The repetitive quality or
‘sameness’ that seems to characterize development in many
industrial and business park areas is to be avoided. Conversely,
Views of adjoining agricultural setting creates a rural context for the area.
The area’s rural/agricultural heritage can be a source of future built form
and character.
COMMUNITY DESIGN | 5-9
an “anything goes” approach to architectural design should also
be avoided. A specific framework is desirable. As in the rest of the
community, the unifying element will be the concern for quality,
rather than style. Incorporation of the preceding four community
design principles in the design of new development should provide
a sound foundation that allows for diversity in the design of
individual developments without sacrificing quality.
Diversity should be obtained within a framework of cohesiveness.
Architectural forms that respond to the area’s rural heritage, when
incorporated into new structures and remodeled existing
structures, will create a cohesive framework that will impart an
image to the area as a whole. Diversity within this framework is
encouraged.
“Diversity” Design Guidelines
Implementation of the following design guidelines will enhance the
diversity of future planning area development:
• Understanding that similar building systems are employed to
construct industrial and office type structures, building design
should still be varied and distinctive. Repetitive design
solutions should be avoided.
• Natural and man-made features such as drainageways,
landmark trees and tree stands, utility easements, flight zones,
etc. should be considered as elements that give diversity and
character to the development of the area.
• In addition to the architectural design, elements such as
landscaping, signage, and lighting should be used to add
richness, continuity and diversity to the development pattern.
• Adjacent buildings should be of compatible styles, or
separated sufficiently to allow each style to be appreciated
independently from the other.
The diversity of San Luis’ architecture is part of the City’s charm.
This structure reflects the rural architectural framework while reflecting the
region’s history.
5-10 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
GOALS, GUIDELINES AND STANDARDS
The guidelines and standards that follow are more specific
interpretations of how the community design principles discussed
above can be applied to site planning, architecture, landscape
design and roadway design.
The format followed in this chapter uses goals, guidelines and
standards to provide a variety of design direction. Goals are
statements of a desired end state, and are intended to provide a
general overall direction to landowners, developers, and City staff
and decision-makers. Guidelines refer to methods or approaches
that may be used to achieve a stated goal. Typically, guidelines
are still general, and often qualitative, in nature. They are open to
interpretation depending upon specific conditions, and are
intended to leave significant discretion as to how they are
satisfied. Guidelines should be followed unless it is demonstrated
that an alternative design better implements the goals, policies,
and other guidelines of this plan. Standards, on the other hand,
define actions or requirements that must be fulfilled by new
development.
"For the Avila Ranch area, please refer to the standards and
guidelines approved in the Avila Ranch Development Plan
(Resolution No. 10832), which may differ in some cases from
those shown below."
SITE PLANNING AND ORGANIZATION
Building Orientation and Setbacks
Relationship to the Street
Frequently, industrial and business park development abandons
the public street solely to vehicular traffic by orienting buildings
internally toward their parking lots, rather than toward the public
domain represented by the street. This typically results in an
anonymous, unanimated public corridor that is unattractive to
pedestrians and bicyclists. New development in the Airport Area
will be encouraged to consciously consider how its design can
positively influence the aesthetic character of the streetscape and
enhance its suitability for pedestrian use. Requiring buildings to
directly address the street is one means of adding character and
focus to the public domain.
Buildings should address the street directly and maintain consistent street
setbacks.
Buildings on corner lots need to present an attractive façade to both streets.
COMMUNITY DESIGN | 5-11
Goal 5.1: A continuous, well-defined streetscape edge
that unifies and enhances the character of the
development areas and that supports
pedestrian activity through its site planning and
design.
Guidelines
A. Buildings are encouraged to front directly on the
landscaped setback adjacent to the street right-of-way,
rather than locating parking between the street and
building.
B. Parking should be located behind or along the sides of
buildings.
C. The main entrance to any building with frontage on the
primary street serving the project should be oriented
toward the primary street.
D. Building setbacks on adjacent parcels should be varied to
provide visual interest, but not so much that the variation
destroys the continuity of the streetscape frontage. The
variation between setbacks along a streetscape frontage
should not be more than 5 meters (16 feet).
Standards
5.1.1 Principal buildings shall be oriented parallel to the street.
5.1.2 No more than one double-loaded parking bay will be
allowed between the street and the front of the building.
5.1.3 Direct pedestrian access shall be provided from the street
serving the project to the main entrance.
5.1.4 Buildings shall have architecturally articulated entry
features facing the street.
5.1.5 Residential structures along the Venture and
Jesperson/Horizon Residential Collectors shall be oriented
to the street with front doors and porches fronting on the
street but such units shall have access from the side or
rear and there shall be no direct individual driveway
access.
Relationship to Open Space
The Airport Area is blessed with a dramatic natural setting that
includes substantial open space resources at the heart of the
development area. While the primary orientation of new
development should be toward the streets that serve it, new
development also needs to consider building orientation that takes
advantage of the open space amenity.
Airport Area development should be conceived as being built
within a continuous and fully integrated open space framework
that consists of a range of natural and man-made open space
resources. These resources range from the creek corridors and
natural resource areas that extend through the center of the area,
to the public streetscapes that front all development, to the open
space amenities provided within individual developments. In order
to realize the potential of this framework, it is essential that new
development include physical and visual connections between
development areas and open space areas.
5-12 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Buildings arranged to preserve views.
Mountain view corridors through development areas to open space areas.
Provide pedestrian and bicycle access to open space trail system.
Goal 5.2: New development fully integrated with a
comprehensive open space framework.
Guidelines
A. On sites with multiple buildings, building heights and
separation between structures should be coordinated to
allow views to surrounding open space and landforms.
B. Development adjacent to public open space and trails
should allow for public access to the open space from
developments that do not share adjacency or direct access
to the open space system.
C. The siting of buildings, service facilities, circulation,
parking, and other elements of new development should
take into consideration established development patterns
adjacent to the site. Potentially incompatible uses or
design elements (e.g., loading areas, refuse collection
areas, and high traffic access drives) shall be sited away
from sensitive existing use areas on adjacent sites, such
as entrances, plazas, lunch areas and other gathering
places.
Standards
A.1.1 On properties adjacent to public open space and trails,
convenient pedestrian and bicycle connections shall be
provided for employees between the buildings and the
open space system and to connect residential, commercial
and recreational areas.
Pedestrian Activity Areas
A primary goal of the Specific Plan is to ensure that future
development contributes to the creation of a high-quality work and
living environment. One method of achieving this goal will be to
provide a safe and attractive pedestrian environment. Frequently,
COMMUNITY DESIGN | 5-13
development does not pay enough attention to the needs of its
users when they are not in their cars. It is important that the needs
of pedestrians, whether employees, customers, residents or
visitors, be sensitively planned for within individual sites. This
includes providing convenient and attractive pedestrian access
from public streets, trails, and parking areas. It also includes
providing comfortable and attractive plazas, courtyards, and
outdoor gathering areas where people can relax individually,
gather as groups, or have lunch away from the workplace. While
the character of such areas and the quality of their improvements
will vary depending on the nature of the land use (e.g.,
warehousing versus office uses), all new development should
accommodate outdoor leisure activities for those who work at
these facilities in this area. Within the Avila Ranch development,
each defined neighborhood shall contain a mini-park for the
immediate neighborhood as an organizing element, with
connections to pedestrian trails, open space and bikeways.
Goal 5.3: Attractive and comfortable outdoor pedestrian
use areas near or adjacent to buildings.
Guidelines
A. The provision of open space amenities such as plazas and
seating areas accessible to employees, clients and visitors
is encouraged at building entries and adjacent to buildings.
B. Attractive paving, plantings, and site furniture should be
provided at entries and outdoor use areas.
C. Outdoor use areas should be located away from, or at
least screened or buffered from, parking lots, driveways,
and industrial activity areas that are incompatible with or
unappealing to pedestrian use. Where development sites
are adjacent to open space areas, employee lunch areas
should be located to take advantage of views out to open
space.
D. Outdoor employee use areas should be sited and
designed to ensure comfortable climatic conditions for their
users, including shelter from wind and appropriate
seasonal balance of solar access and shade.
Parking
The parking needed to serve industrial and business park
development can occupy a substantial portion of the developed
area. The design objectives are both functional and aesthetic: to
ensure safe pedestrian movement between the parking and
buildings and to minimize the visual impact associated with large
areas of parking.
Outdoor use areas contribute to the quality of the work environment.
5-14 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Outdoor use areas contribute to the quality of the work environment.
In addition to parking within each development site, on-street
parking is proposed along all local streets. On-street parking can
provide a number of benefits, including: a reduction in traffic
speeds on local streets; an increase in pedestrian activity at the
front of buildings; and a reduction in parking needed on site.
Goal 5.4: Safe and efficient vehicular parking areas that
are designed to be in scale with and visually
subordinate to the development and landscape
setting. In addition, parking is to be provided as
a buffer element between residential uses and
non-residential uses, and between residential
uses and areas of greater noise exposure.
Guidelines
A. On-street parking is encouraged along all streets providing
direct access to a development site.
B. The number of parking area entrances and exits should be
minimized to reduce vehicular conflicts at intersections.
Parking lots with more than 100 spaces should have more
than one street access.
C. Where possible, parking lots on adjacent parcels should
have vehicular and pedestrian connections between lots of
adjacent developments in order to facilitate circulation.
D. Parking areas should be divided into multiple small lots,
rather than one large lot, through the siting of internal
circulation corridors, landscaped medians, and buildings.
E. The use of porous surfaces that reduce heat buildup and
stormwater runoff are encouraged for parking areas,
particularly in overflow parking areas and those adjacent to
open space (see drainage guidelines at the end of this
chapter).
F. Use low (approximately one meter in height) hedges, shrub
masses or walls between parking areas and street
frontages, and other parking areas, to screen parking lots
from views, as well as to give a defined and attractive edge
to the development site.
Parking and service areas should be located to side and rear of buildings.
COMMUNITY DESIGN | 5-15
Landscaping should be used to enhance the comfort and aesthetic character of
paving areas.
G.For each parking lot, a single tree species should be used
for all end-of-aisle planting islands, and that species, or
one additional species, should be used for planter areas
between stalls.
H.The use of native plant materials that reference the natural
landscape or ornamental versions of orchard-type tree
species that reference the area’s agricultural heritage are
encouraged. Orchard-style planting of parking areas can
be achieved with an equally-spaced planting of trees at a
ratio of one tree for every four parking spaces for Business
Park development, and one tree for every six parking
spaces for Services and Manufacturing development.
I.In R-3 and R-4 zones, as well as in the residential portions
of mixed-use projects, parking bays and garages shall be
placed adjacent to non-residential uses or adjacent to noise
exposure areas to buffer sound impacts.
Standards
5.4.1. Parking lots shall be located at the rear or side of buildings,
rather than between the front facade of the building and
the street. Side parking shall not exceed 40 percent of the
frontage of the lot on the primary street.
5.4.2 Where parking layout exceeds two rows in depth (i.e., one
double-loaded parking bay), parking lot aisles shall be
oriented perpendicular to the building(s) (i.e., aligned in
direction of pedestrian movement) to increase pedestrian
safety.
5.4.3 A pedestrian path or sidewalk located within the landscape
median between parking bays is required in cases where
there are more than three bays of parking or the
configuration of the bays makes it difficult for pedestrians
to access the buildings, to the discretion of the Community
Development Director.
5.4.4 Parking lots shall be planted with shade trees in a pattern
and number that can be reasonably expected to shade at
least 50 percent of the lot surface within ten (10) years of
planting, and provide a nearly continuous canopy at
maturity.
5.4.5 A 10 percent reduction in the required number of parking
spaces may be granted by the Director for development
within one-quarter mile of a regularly scheduled transit
stop.
5.4.6 A 5 percent reduction in the required number of parking
spaces may be granted by the Director for development
that provides showers and changing rooms, in addition to
the secure, sheltered bicycle parking facilities already
required by City code.
5.4.7 A 5 percent reduction in the required number of parking
spaces may be granted by the Director for development of
5-16 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
parking areas that increase storm water infiltration (see
Drainage guidelines in section 5.2.4).
A fully-integrated system of on- and off-street bicycle facilities shall be
developed.
New development should encourage safe and convenient pedestrian
circulation.
COMMUNITY DESIGN | 5-17
Outdoor Use Areas
Given the nature of proposed business park, service and
manufacturing uses in the planning area, outdoor use areas,
whether for storage, assembly, etc., need to be accommodated.
Table 5-2
San Luis Obispo Airport Area Specific Plan
DESIGN STANDARDS – WALKWAYS AND AMENITIES
Design Standard
Land Use Designation
Business
Park
Service
Commercial Manufacturing
Outdoor amenities for workers,
such as areas for play and
eating, are available.
Encouraged Encouraged Encouraged
Where sidewalks along streets
provide indirect routes. Other
walkways will link building
entries, parking lots, bus stops,
and employee convenience
facilities by direct routes.
Required Encouraged Encouraged
Pedestrian paths separate from
roadways extend through the
site, particularly where routes
parallel to creeks are available.
Required Encouraged Encouraged
Driveways, parking, and outdoor
employee amenities are share
among neighboring sites,
especially for parcels that are
close to the minimum size.
Encouraged Encouraged Encouraged
Goal 5.5: Outdoor storage and work areas that are
aesthetically and functionally compatible with
adjoining uses.
Guidelines
A. Site development plans must clearly show all areas
intended for outdoor manufacturing or storage.
Standards
1. Outdoor manufacturing or storage shall not occupy any
required parking space, driveway, creek or creek setback
area.
The standards in Table 5-3 shall apply to outdoor use areas.
Screening
Goal 5.6: All loading, service, storage areas, trash and
recycling collection areas, and all utilities are
properly screened from view of streets, primary
entry drives, buildings, and recreation and open
space areas.
Guidelines
A. All screening enclosures should be designed as an integral
part of the building, and should be constructed of durable
materials with finishes and colors that are compatible with
the project’s overall architectural character. Enclosure
walls should have foundation planting or be planted with
vines to soften their appearance.
B. Transformers and other utility equipment that must be
above ground should be screened with planting, berms, or
with an enclosure. Exterior mounted utility equipment
should be painted to blend with its surroundings.
C. Where feasible, trash and recycling enclosure areas
should be located for convenient deposit and collection of
refuse. These should be screened from view of adjacent
properties and streets.
D. Transformers, refuse stations, irrigation back-flow
prevention devices and controllers, and other utilities
should be located outside the street frontage setback and
screened with landscaping or architectural treatments.
5-18 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Table 5-3
San Luis Obispo Airport Area Specific Plan
OUTDOOR USE AREAS
Outdoor Storage or
Manufacturing
Land Use Category
Business
Park
Service
Commercial Manufacturing
Maximum Area
Cannot
exceed
actual
building
coverage on
site
50% of site
area No limit
Location
Behind
buildings &
outside
setbacks
Behind
buildings &
outside
setbacks
Outside
setbacks
Paving
Required as
for parking
lots
Required as
for parking
lots
Dust-free, all-
weather
surface
acceptable
Screening Not visible
from off site
Not visible
from streets
or residential
sites
Not visible
from streets or
residential
sites
Restroom(s) and indoor office
and worker eating area
Required Required
Required,
except upon
written
approval by
Director for
storage with no
public visitation
and no on-site
workers
Standards
5.6.1 Loading docks and refuse collection areas are not
permitted in the area between the building and the street.
5.6.2 Each commercial, industrial loading, outdoor recycling or
waste collection area shall be located on the side of
a building opposite from parcel lines or street frontages
of any land designated for residential use, or for mixed-use projects, separated or screened from the residential portion
of the project to the extent possible.
Architectural landscape elements should be used to screen loading docks and
service areas.
5.6.3 Storage, service, trash and recycling collection areas shall
be located either within an enclosure or behind a visual
barrier.
5.6.4 Loading dock areas shall be set back, recessed, and
screened from view by walls, berms, or plantings.
5.6.5 Exterior on-site utilities (including drainage systems,
sewers, gas lines, water lines, electrical, telephone, and
communications wires and equipment) shall be installed
underground except, where required to be above ground
by government agencies.
5.6.6 Rooftop mechanical equipment shall be screened by parts
of the roof, or architecturally compatible screening
COMMUNITY DESIGN | 5-19
features, so the equipment is not visible from the ground
outside the site or open space areas to the public. On sites
designated Business Park, such screening shall make
rooftop equipment not visible from a viewpoint outside the
site and at the same height as the equipment.
PRESERVATION OF VIEWS AND SCENIC RESOURCES
Views from the Road
The General Plan says that scenic views from major roads should
be preserved, not blocked by development. In Particular, new
buildings must not “wall off” the views of San Luis Obispo’s hills
and mountains. Such view blockage is to be considered a
significant environmental impact.
Several developments in and near the Airport Area have blocked
views of the Santa Lucia range and foothills, and other hills
around the area. To protect the area’s unique sense of place, it is
important that this pattern not be repeated by future development.
To protect views, the location and volume of buildings and street
trees (at maturity) shall comply with the performance standards in
Table 5-4 except where the Architectural Review Commission
finds that doing so would prevent reasonable development of a
site. Factors that could make the preferred level of view protection
infeasible include the development site being higher than the
roadway or having a small width or depth compared with nearby
sites. Figure 5-3 illustrates conceptually how development can
protect views and visual resources.
Goal 5.7: Unobstructed public views of key scenic
features from major planning area roadways
Guidelines
A. Views from roads to creeks, wetlands, and other
designated open spaces should be maintained at creek
crossings, and where open space areas adjoin roadways
with no intervening private development sites. Major
amenities such as neighborhood parks should be in view
of local and collector roads. Where feasible, local roads
shall side on to linear open space features or parks to
provide motorists with views of the open space amenities.
Views from Development Sites
Views out from individual development sites to the surrounding
open space and the area’s scenic features can be a valuable
amenity that contributes to the quality of the work environment.
Guidelines
A. To the degree feasible, new development should be sited
to take advantage of available views by incorporating
views of distant scenic resources, as well as on-site or
adjacent creeks, wetlands, and other open space features
as amenities for workers and visitors.
Gateways
“Gateways” are locations along a travel route that mark or suggest
a sense of passage from one domain to another. They may mark
the passage from rural countryside into the city, or the reverse,
from the city to the countryside. Gateways can also mark the
transition from one land use to another, such as from retail to
business park. Or they can identify the entry into a specific
development. Gateways are important because they contribute to
the visitor’s sense of place and create clear first impressions.
Special gateway design treatments can enhance these first
impressions and make the traveler more aware of the uniqueness
and quality of the setting.
Figure 5-4 identifies key planning area gateways. The two primary
gateways are located at the respective intersection of Broad
Street with Buckley Road and at South Higuera at the southern
City limits. These gateways have greater significance because
they mark not only the transition in and out of the Airport Area, but
also are the gateways between the City of San Luis Obispo and
5-20 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
the rural, Edna Valley wine region. The other gateways, while
important, are more locally oriented, serving primarily as transition
points to and from the Airport Area.
Goal 5.8: Attractive gateways that provide a positive
announcement of entry into the City and the
Airport Area.
Guidelines
A. Gateways shall have the highest priority for:
• Enhancement of public facilities such as street and
sidewalk pavement condition, signs, and lighting.
• Putting existing overhead utilities underground.
• Enforcement of property condition standards.
COMMUNITY DESIGN | 5-21
Table 5-4
San Luis Obispo Airport Area Specific Plan
ROADWAY VIEW PROTECTION
Road Segment Scenic Resource Level of Protection
South Higuera Street
(Buckely Rd. to Suburban
Rd.)
Santa Lucia mountains and
foothills to east
These features are too distinct for views to be feasibly maintained while allowing
reasonable foreground development.
South Street Hills to northeast Views of these features will be preserved mainly looking in the direction of the road
rather than perpendicular to it.
Irish Hills to west Land seen in this view is outside the Airport Area, but is subject to the same General
Plan policies on view protection.
Broad Street
(North of Buckley Road) Irish Hills to west These features are too distinct for views to be feasibly maintained while allowing
reasonable foreground development.
San Lucia foothills and mountain
to east
Land seen in this view is outside the Airport Area, but is subject to the same General
Plan policies on view protection.
Buckley Road
Davenport Hill to south Land seen in this view is outside the Airport Area, but is subject to the same General
Plan policies on view protection.
Irish Hills to west; Santa Lucia
range & foothills to east
Views of these features will be preserved mainly looking in the direction of the road
rather than perpendicular to it.
Tank Farm Road Davenport Hills to south; South
Street Hills to north
Building volume and mature street trees allow view of at least 60% of the scenic
resources visible before development, as seen from 1.5 meters (5 feet) above opposite
side of roadway, looking perpendicular to road. (see following illustration.)
Santa Lucia foothills and
mountains to east
Views of these features will be preserved mainly looking in the direction of the road
rather than perpendicular to it.
Prado Road
Davenport Hills to south
Building volume and mature street trees allow view of at least 60% of the scenic
resources visible before development, as seen from 1.5 meters (5 feet) above opposite
side of roadway, looking perpendicular to road. (see following illustration.)
South Street Hills to north Land seen in this view is outside the Airport Area, but is subject to the same General
Plan policies on view protection.
Islay Hill, Santa Lucia range &
foothills
Views of these features will be preserved mainly looking in the direction of the road
rather than perpendicular to it.
5-22 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Table 5-4 (cont’d)
San Luis Obispo Airport Area Specific Plan
ROADWAY VIEW PROTECTION
Road Segment Scenic Resource Level of Protection
Santa Fe Road
(Buckley Road to Prado
Road)
South Street Hills to north;
Davenport Hills to south
View of these features will be preserved mainly looking in the direction of the road rather
than perpendicular to it.
Santa Lucia range & foothills,
Islay Hill to east
Building volume and mature street trees allow view of at least 60% of the scenic
resources visible before development, as seen from 1.5 meters (5 feet) above opposite
side of roadway, looking perpendicular to road. (see following illustration.)
Irish Hills to west
Building volume and mature street trees allow view of at least 60% of the scenic
resources visible before development, as seen from 1.5 meters (5 feet) above opposite
side of roadway, looking perpendicular to road. (see following illustration.)
New Unocal Collector
(Tank Farm Road to Prado
Road)
Cerro San Luis, South Street
Hills to north; Davenport Hills to
south
View of these features will be preserved mainly looking in the direction of the road rather
than perpendicular to it.
Irish Hills to west
Building volume and mature street trees allow view of at least 60% of the scenic
resources visible before development, as seen from 1.5 meters (5 feet) above opposite
side of roadway, looking perpendicular to road. (see following illustration.)
Islay Hill, Santa Lucia range &
foothills
Building volume and mature street trees allow view of at least 60% of the scenic
resources visible before development, as seen from 1.5 meters (5 feet) above opposite
side of roadway, looking perpendicular to road. (see following illustration.)
COMMUNITY DESIGN | 5-23
Figure 5-3 View Protection
Existing Condition
This is a view of a potential development site. The sides of the image
are meant to be the side property lines. (The photograph was taken
looking east from Santa Fe Road in the vicinity of Acacia Creek, and
has been digitally modified. This is an illustration only and is not
meant to represent a development site.). The mountains and foothills
are the scenic resource, for which views are to be protected. The
trees and buildings are existing middle-ground objects that limit views
of the scenic resource.
Development Scenario “A”
This is an example of how new development could be designed to
allow at least one-half of the scenic resource to remain visible. The
dashed white line encloses the part of the mountains (i.e., the scenic
resource) that was visible before development. In this case, building
volume is concentrated on one side of the site, dividing the view of the
mountains in half vertically. Street trees have been omitted for clarity.
If allowed by driveway location, tall trees would logically be clustered
on the left side of the site.
Development Scenario “B”
This is another example of how new development could be designed
to allow at least one-half of the scenic resource to remain visible. The
dashed white line encloses the part of the mountains that was visible
before development. In this case, building volume is distributed across
the site, dividing the view of the mountains in half horizontally. Street
trees have been omitted for clarity. Trees that would achieve a
modest mature height would be a logical choice.
B. The Broad Street/Buckley Road gateway currently lacks
features or elements that give it much structure. A special
gateway design should be developed for this gateway. The
following factors need to be considered in the gateway design:
o The gateway treatment needs to provide definition to this
entryway without obscuring views of the South Street Hills
as one enters town from the south.
5-24 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
o Given the open, rural/natural character of the landscape in
this area, the gateway treatment should consist of
primarily plant materials, rather than structures.
o Thematically, the gateway treatment should reference the
wine country influences of the Edna Valley.
o Any gateway treatment needs to be compatible with
Airport Land Use Plan restrictions, such as height limits on
vertical elements.
o The gateway treatment should emphasize the north-south
movement of traffic along Broad Street, and place less
emphasis on east-west movement along Buckley Road.
C. The South Higuera Street gateway has the benefit of the
historic octagonal barn as a landmark marking this entrance to
the City. A special gateway design should be developed for
this gateway and the following factors need to be considered
in the gateway design:
o Thematically, the gateway treatment should incorporate
and be responsive to the historic octagonal barn as a
distinctive entry monument (i.e. its design does not have
to be the same as the Broad Street gateway).
o The location of the gateway treatment should be
coordinated with any future Buckley Road intersection with
South Higuera Street.
o The gateway treatment should emphasize the north-south
movement of traffic along South Higuera Street, and place
less emphasis on east-west movement along Buckley
Road.
D. The gateways at either end of Tank Farm Road mark the entry
to and transition through the Airport Area. As such, the
treatments at either end should be coordinated to enhance the
sense of the Airport Area as a distinct district that extends from
Broad Street to South Higuera. The following factors need to
be considered in the design of the Tank Farm Road gateways:
o Given the residential and retail development at either end
of the corridor, emphasis should be placed on creating
safe and attractive pedestrian and bicycle crossings at the
Tank Farm Road intersections with Broad and South
Higuera Streets.
o Rather than conceiving of the gateways as a single point
at either end of the corridor, the treatments at either end of
Tank Farm Road should be conceived as an entry
sequence that extends into the planning area to the first
major cross street (i.e., Santa Fe Road on the east and
the new Unocal collector on the west).
o In order to visually unify these two diverse segments of the
corridor, a strong, formal planting of large-scale street
trees should be planted along both sides of the roadway.
Ultimately the even spacing of the trees and their mature
canopies should provide a sense of enclosure that
provides a dramatic contrast to the open character of the
central portion of Tank Farm Road between Santa Fe and
the Unocal Collector.
COMMUNITY DESIGN | 5-25
Figure 5-4 Gateways and Distant Scenic Resources
5-26 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Architecture should be varied and avoid stock solutions.
Forms and materials that reference the area’s agricultural tradition are
encouraged.
ARCHITECTURE
Architectural Character
The principal architectural concern in the Airport Area will be to
raise the overall development standard within the planning area to
be more consistent with that of the City as a whole.
As discussed in the section on Design Principles, no particular
architectural style or character is proposed for the area. However,
there is a strong interest in maintaining a connection to the area’s
rural agricultural heritage creating a cohesive design framework,
and in avoiding standard industrial tract development. While the
area’s agricultural tradition may inspire the use of forms and
details reminiscent of rural development, the intent is not to create
a historically themed development area. In fact, the desire is to
avoid a single architectural style or character, and to encourage
variety in design.
Goal 5.9: Buildings whose architectural character will
contribute to the establishment of the Airport
Area as an attractive, high quality business
center.
Guidelines
A. Building forms should generally be simple and expressive
of their function and their construction technology.
B. Architectural character should strive to be responsive to
the specific Airport Area and San Luis Obispo context,
including factors such as history and climate.
C. Sustainable building design principles are strongly
encouraged. Such principles include energy efficiency in
the construction and operation of the facility and usage of
recycled materials and renewable resources.
COMMUNITY DESIGN | 5-27
D. Building design should be varied and distinctive, while
being in harmony with its context. Repetitive and/or stock
design solutions should be avoided.
E. The Avila Ranch Town Center Neighborhood Retail
building shall have an “agrarian” or “pastoral” theme as
recommended by LUCE Policy 8.3.2.6 This can be
accomplished by using Modern Barn Architecture, Rustic
Barn Architecture or contemporary barn elements. Other
agricultural elements may also be used such as Aeromotor
windmills and battered wall water tower if consistent with
the height limitations in the SLO Zoning Ordinance and the
ALUP.
F. No specific architectural style is preferred for the
residential portion of the Avila Ranch project, and may
include Bungalow, Ranch, Mission, Mid-Century Modern,
or Contemporary elements arranged so that individual
neighborhoods and groups of homes have a cohesive
identity and integrity with respect to the quality of the
design and use of materials.
Scale and Massing
Goal 5.10: Building massing that adds visual interest,
maintains human scale, and expresses building
function.
Guidelines
A. Bold offsets and articulations of the wall plane should be
used to reduce the apparent overall building mass; create
a play of shadow; provide visual interest; and maintain a
sense of scale.
B. Facades that face public streets shall be articulated to give
human scale, reduce the apparent mass of large buildings,
to add visual interest and avoid the uniform, impersonal
appearance typical of many large industrial and office type
buildings.
C. Massing may vary from building to building but must
reinforce the concept of a harmonious and unified cluster
of buildings.
D. Building forms and placement should be used to create
pedestrian areas that are protected from the wind, but
have appropriate sun exposure.
Standards
5.10.1 Building facades visible from streets shall vary in modules
of 20 meters (66 feet) or less. On any building facade,
continuous wall planes longer than 30 meters (100 feet)
should be avoided. Where interior functions require longer
continuous spaces, exterior walls should have architectural
features such as columns or pilasters at least every 20
meters. Such architectural features shall have a depth of at
least 3 percent of the length of the facade, and shall
extend at least 20 percent of the length of the facade.
5.10.2 Facades that face public streets shall use elements such
as arcades, awnings, entry features, windows, or other
such animating features along at least 60 percent of their
horizontal length.
Building Heights
Goal 5.11: An overall development profile that contributes
to the unity and harmony of the planning area
when viewed as a whole, but also has enough
variety to contribute visual interest and avoid
monotony.
5-28 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Guidelines
A. Building height profile should be designed to create a
harmonious relationship with adjacent buildings both within
the site and on adjacent sites.
B. Building heights should be varied both within and between
sites to provide visual interest and to mitigate the scale of
the buildings. Lower building heights should be used near
entrances, plazas and other gathering places to maintain
human scale.
Architectural elements such as monitor roofs and awnings reflect the area’s rural
agricultural heritage.
C. Rooflines should be varied to add character and interest to
buildings. Roof forms that reference rural, agricultural
building prototypes are preferred over flat roofs.
D. Rooftop equipment shall be consolidated as much as
possible and screened from public views, including open
space areas open to the public. Enclosures for rooftop
equipment shall be integrated into the overall design of the
structure.
Standards
A.11.1 Table 4-9 shows building height standards for the planning
area. See the Zoning Regulations for allowed height in the
R-2 zone.
COMMUNITY DESIGN | 5-29
Architectural Façade and Treatment
Goal 5.12: Architectural detailing that gives buildings
human scale, visual interest and distinctiveness
through the use of high-quality finishes and
materials that are harmoniously combined to
unify individual buildings and to ensure a
consistent level of design quality.
Guidelines
A. Arcades and/or recessed exterior balconies should be
used to articulate building form, provide a sense of scale,
and create a play of light and shadow.
B. Wall and window surface planes should be articulated with
reveals, trim, recesses, projections, or other details to
provide visual interest and a sense of scale.
C. Rooftop equipment should be shielded to provide pleasant
roof views from taller adjacent buildings or other elevated
viewpoints such as open space areas and trails.
D. Building entries should be clearly defined and highly
visible. This can be accomplished through architectural
feature such as a portico, overhang, decorative cornice,
canopy or arcade, and accentuated with a change in
materials and color, and accent plantings.
E. Emphasize main building entries with entry courtyards or
other features so they are easily recognizable from
approaching automobiles and to provide “ceremonial” entry
for pedestrians.
F. Exterior gutters, scuppers, leaders, leader heads and other
exterior rainwater drainage devices are allowed only if they
are visually integrated into the building design as a
decorative enhancement.
Variety in building form, height, massing, and façade treatment will add interest
to new development.
5-30 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Materials and Colors
Goal 5.13: A unified identity through use of a harmonious,
but varied, palette of materials and colors that
is coordinated with landscape elements and
signage.
Guidelines
Exterior Materials
A. Within a given architectural design, the exterior
appearance of a building should receive a consistent
treatment of material and colors on all sides, although the
proportion of materials may vary.
B. In general, materials should be used honestly, reflecting
their natural character, and artificial versions of natural
materials such as wood, rock, and masonry should be
avoided.
C. Reflective or shiny exterior finishes such as glazed roofing
tiles, enameled metals, reflective glass, and glossy vinyl
coatings are discouraged. When used, glass panels or
windows that cover a large portion of the building facade
should be clear or moderately reflective. Highly reflective
mirror glass is discouraged.
Color
D. In general, colors should be restrained. Colors that are
compatible and complementary with the range of natural
tones found in the surrounding landscape are preferable
for exterior walls. Trim and accent colors may be brighter,
but should still be somewhat muted.
Vary wall and window surface planes to add interest and scale.
COMMUNITY DESIGN | 5-31
Architectural feature should be used to accentuate building entries.
Forms and massing can be simple yet still expressive of the building’s function.
Roof forms should be varied to add interest and character to the area.
5-32 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
The selection of building materials can contribute to the distinctiveness of new
structures.
LANDSCAPE
Planting Concept
The landscape concept calls for the development of a consistent
landscape character that is derived from the San Luis Obispo
landscape. By using the natural and agricultural landscapes as
paradigms for introduced landscape patterns and materials, new
development will enhance both the physical and symbolic links to
the land and its history.
The Plan emphasizes the use of native and naturalized plant
species over the use of exotics, both to integrate the planning
area with its surroundings, and to increase the sustainability of the
introduced landscape. The use of plant species and planting
patterns that reference the area’s agricultural heritage will keep
the area symbolically grounded in this tradition, as well as
maintain an aesthetic connection with ongoing agricultural
operations to the south and east.
The agricultural landscape includes a number of distinct form and
pattern elements that provide structure and reveal the order
imposed by ranchers and farmers on the land. While the Plan is
not suggesting the introduction of literal orchards and vineyards
into the developed landscape, the introduction of agricultural
landscape forms and patterns can be effectively used to structure
the introduced landscape and make reference to the area’s
agricultural heritage. The basic patterns include:
• The ‘windrow’ or ‘hedgerow’: Trees were traditionally
planted in tight rows to act as windbreaks. These features
can create dramatic vertical elements in the landscape,
good visual buffers and screens, and directional elements.
• The ‘orchard’: Typically, fruit-bearing trees planted in a
uniform grid (four-pointed) or quincunx (five-pointed)
pattern. The uniform orchard pattern can be used
effectively to shade and screen an area such as a parking
lot or a plaza area.
COMMUNITY DESIGN | 5-33
• The ‘grove’ or ‘farm compound’: Typically, the compound
of farm buildings, including the farm house, barns, water
tower, and out buildings, were informally planted with a
mixture of broad canopy shade trees, tall vertical accent
trees such as palm trees and Italian cypress, and a variety
of specimen plants and exotic ornamentals. This
predominantly ornamental planting pattern will be most
appropriate in the immediate vicinity of the buildings, and
its function is both to unify and add visual interest.
• The ‘allée’: Traditionally a single or double row of trees
bordering both sides of a road, driveway or pedestrian
walk. This pattern used both tall columnar trees such as
Lombardy poplars and Italian cypress, and broad canopy
type trees to shade the corridor. The allée is excellent for
giving scale to streets, creating a dramatic sense of entry,
and temporizing the climate. This pattern is envisioned for
use along public roadways and entry drives.
• The ‘meadow’ or ‘pasture’: Traditionally associated with
grazing of horses and cattle. This pattern consists of low-
growing open grasslands. Its main function in the
developed landscape is to provide a sense of openness
within the built environment. Typically, it could include a
lawn area, or ornamental grasses or a field of wildflowers.
Goal 5.14: An attractive and sustainable landscape pattern
that unifies and enhances the quality of the
proposed development, while being compatible
with the rural agricultural landscape that
bounds the area to the south and east.
Guidelines
A. Street trees in the Airport Area should be planted to
enhance the area’s image, and create a strong sense of
identity and unity regardless of the variety in land uses and
architectural styles.
B. Landscaping along streets and trails should employ a
relatively simple palette of plants and other materials that
is repeated throughout the area to create a sense of
continuity and visual coherence.
C. Focal areas, such as the Airport Area gateways, key
intersections and project entries should be highlighted
through the introduction of specimen trees, intensified
planting schemes, special paving and other landscape
enhancements.
D. Native and naturalized plant species (plants that can easily
survive local climatic and soil conditions) are favored over
exotic species that require more water, higher
maintenance, and are less compatible with the natural
landscape.
E. The use of native trees and those associated with the
agricultural landscape are encouraged throughout the
area. For example, Oak trees are a recognized resource in
the area. The use of oak species, including Quercus
agrifolia (coast live oak) and Quercus lobata (valley oak),
in focal areas and landmark locations is encouraged.
California sycamore is another appropriate species,
particularly in areas adjacent to riparian corridors and
wetland areas.
F. The character of planted areas near riparian corridors
should respect and respond to the natural landscape
character of these areas. A gradual transition should be
created between zones of purely native vegetation and
predominantly ornamental planting areas.
G. The use of specimen trees and ornamental species is
appropriate to highlight the importance of building entries
and distinguish them from the rest of the site landscape.
H. Development in the Avila Ranch area shall be designed so
the projected annual water consumption is 30 percent less
5-34 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
than the average annual community water consumption.
To meet this goal, the following performance standards
shall be used:
1. Turf shall not be permitted for individual yard
landscaping. Landscape plans shall be developed
which require lower water usage and lower
maintenance. Landscape plans shall reflect the local
climate zones and local plant material.
2. Turf may be used where it is associated with a
common open space, parkways, sports field or other
common area. Where feasible, these areas will be
irrigated with recycled water.
3. Landscape and irrigation plans should use drip
irrigation systems to the extent feasible. General
broadcast irrigation is discouraged.
4.
Buildings
Goal 5.15: Landscaping that integrates buildings with the
larger landscape, and creates a more attractive
and comfortable environment.
Guidelines
A. While the City is interested in having attractive landscaping
used throughout the area, development in areas with high
public visibility or that are developed for public use, should
place additional emphasis on providing high quality
landscaping.
B. Where visible to the public, foundation planting and
landscaping of the ground plane should be used to
integrate the building with the site.
Windrow Single Species Mixed Species
Farm Compound
Orchard
Gria Quincunx
COMMUNITY DESIGN | 5-35
C. The use of lawn as a ground cover is generally
discouraged because it requires disproportionately high
amounts of water, energy and chemicals to maintain. Turf
should generally be used in pedestrian activity areas
where its ability to accommodate foot traffic is a benefit.
When used, turf varieties that have low water
requirements, such as improved fescues and Bermuda
hybrids, should be favored.
D. Trees and taller plant species should be used to mitigate
the scale of buildings and to screen unsightly and/or less
interesting building features.
E. Trees and shrubbery should be used to enhance
microclimate conditions and water conservation by
reducing ambient temperatures, shading outdoor gathering
areas and hot south- and west-facing windows, and
providing windbreaks.
F. The use of ornamental species and specimen plants is
most appropriate near buildings, particularly those areas
most visible to the public such as entries, plazas,
pathways, and outside windows.
Public Art
Just as quality architecture and landscape design can contribute
to the creation of a distinctive design character for the Airport
Area, public art is another mechanism for creating a unique sense
of place. As in the rest of the community, the City wishes to
enhance the cultural and aesthetic environment of the Airport Area
by encouraging the incorporation of public art into both public and
private development projects.
Goal 5.16: Public art that enriches the aesthetic and
cultural environment.
Guidelines
A. Business Park developments are encouraged to provide
public art on-site.
Standards
Goal 5.16.1: Development in the Airport Area is subject to
the requirements of the City’s Public Art
ordinance.
A formal allée of trees can enhance the sense of entry.
Lawn
Pasture Meadow
5-36 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Landscaping should be used to identify and enhance building entries.
Combination of orchard-style planting with informal landscape planting in
Orchard-style tree planting of parking lot.
COMMUNITY DESIGN | 5-37
Signs
The focus of district, parcel and tenant identification signs should
be the communication of basic information regarding the names
and locations of streets, developments and tenants. Throughout
San Luis Obispo, the City’s intent is that signs identify and locate,
rather than advertise and sell. This is particularly appropriate in
the Airport Area given its emphasis on uses other than retail. As
with other elements in the Plan, the design of signs should
emphasize simplicity and functionality. Entry signs to individual or
multi-parcel developments should reflect the high quality of the
development, but avoid the creation of grandiose monuments.
Goal 5.17: A consistent, high quality system of signs that
allows for creativity in design and commercial
identification, while avoiding extremes of size,
number, color, height, and shape.
Guidelines
A. Signs should be visually integrated with the contours,
forms, colors and detailing of the landscape design. Low-
profile monument signs are generally preferred.
B. The colors and materials of signs should reflect the visual
attributes of the buildings to which they refer. Harsh or
garish colors for background or lettering are discouraged.
C. The total square-footage of on-site signage is governed by
the City’s Sign Regulations.
Standards
Goal 5.17.1: Building identity signs shall be limited to major site
entries from public roadways. Corporate and
business identity signs can be placed on the
buildings themselves, as long as they are located
near the building entrance and are for identification
within the site (i.e., not from public roadways).
Goal 5.17.2: Signs on poles or other raised structures are not
allowed in the planning area.
Goal 5.17.3: All signs shall be located on private property.
Goal 5.17.4: Entry signs shall be externally illuminated. The light
source shall be fully shielded from view from
roadways and pedestrian walkways. Lighting levels
shall be as low as possible while providing
adequate illumination for signs to be seen by
motorists.
Lighting
As noted in the Design Principles at the beginning of this element,
the planning area is a transitional zone between urban and rural
uses. The overall lighting concept is to maintain generally low
lighting levels that will not impact adjacent rural or open space
areas. It is envisioned that levels of illumination will be somewhere
between those typically provided within the City and those in the
rural unincorporated area.
Goal 5.18: A low level of ambient lighting that protects the
rural ambience, while being consistent with
public safety needs.
5-38 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Table 5-5
San Luis Obispo Airport Area Specific Plan
DESIGN STANDARDS – LANDSCAPED SPACE
Design Standard Land Use Category
Residential 1 Business Park Service Commercial Manufacturing
Landscaped space extends continuously between streets,
buildings, and parking areas. Required Required Encouraged Encouraged
Continuous areas of open ground have their long dimensions
oriented parallel to the airport’s main runway. Required Encouraged Encouraged Encouraged
Plant species are continuous from site to site. Theme trees in
neighborhoods Encouraged Encouraged Encouraged
Parcels are not bounded by walls or fences (exceptions:
retaining walls needed for proper drainage and not exceeding
one meter tall, and screening for parking and loading).
Encouraged Required Encouraged Encouraged
Fences “fade out” when seen against landscaping or objects
(use materials such as vinyl-coated chain-link). Required Required Encouraged Encouraged
Barbed-wire and razor-wire are not used, except by
administrative use permit approval, with a finding of no practical
alternative for security.
Required Applies Applies Applies
Outdoor areas that must be enclosed for security will be adjacent
to a building, and the method of enclosure is extending one or
more walls of the adjacent buildings; walls employing only
materials as details used in the building exterior.
Required Required Encouraged Encouraged
1. Residential landscape design standard also apply to mixed-use projects within the Service Commercial and Manufacturing land use categories.
COMMUNITY DESIGN | 5-39
Low profile, monument-type signs preferred.
Guidelines
A. When illuminated, pedestrian pathways and plazas within
development parcels should use light standards that limit
the splay of light. Fixtures mounted no higher than 42
inches above the ground are preferred, but light standards
up to 12 feet tall are acceptable.
B. On-site lighting to complement and enhance architecture,
building identity and site design should be restrained in its
application. Fixtures should be concealed to avoid glare
and light intrusion into adjacent properties and streets.
C. Service area lighting should be contained within the
service area boundaries and enclosure walls. Light “spill
over” outside service areas should be minimized.
Standards
5.18.1 Provide minimum levels of lighting consistent with
public safety standards along public roadways.
5.18.2 At a minimum, streetlights shall be required at
intersections, marked pedestrian crossings, and
directional/warning signs. Where used, street
lighting shall emphasize the creation of “pools” of
light around areas of concern, rather than providing
a constant, even lighting across the entire area.
5.18.3 Luminaire height shall not exceed 30 feet on
arterials and major collectors such as Broad Street,
Prado Road, and Tank Farm Road.
5.18.4 To maintain a pedestrian scale and reduce ambient
light levels, streetlights shall not exceed 20 feet on
all other streets.
5.18.5 Provide adequate illumination for safe use of
parking lots after dark.
5-40 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
5.18.6 Color-balanced lights that do not cast a tinted light
are preferred.
5.18.7 Light fixtures shall be cut-off type fixtures that focus
light downward and shield the light source from
surrounding areas not intended to be illuminated.
5.18.8 Luminaire height should be uniform over the
parking lot and not exceed 20 feet.
5.18.9 Parking area lighting should be designed to
minimize shadow/light interference by siting light
standards between trees and below mature canopy
tree height.
Drainage
Goal 5.20: Drainage systems that employ Best
Management Practices, consistent with City-
wide drainage standards, and are designed to
be an integral part of the natural landscape.
Drainage
Poor drainage has been a constraint on the development of
low-lying portions of the planning area. While storm drainage
improvements necessary to reduce flooding potentials to
acceptable levels will be implemented as part of the Plan,
additional efforts to mitigate the changes in stormwater
runoff resulting from new development will still be beneficial.
Due to the resulting increase in impervious surfaces such as
roofs, driveways, and parking lots, new development typically
increases the volume and rate of runoff and the amount of
urban pollutants collected in the runoff, and reduces the
groundwater recharge. Both result in increased costs and
reduced environmental quality.
The use of open drainage systems that collect, detain, and
direct drainage flows in surface facilities such as grassed or
vegetated swales, detention facilities and other Best
Management Practices (BMP’s) can do much to reduce the
rate and volume of runoff, increase groundwater recharge,
and remove pollutants from urban runoff. From an aesthetic
standpoint, the use of vegetated swales to carry runoff is also
consistent with the concept of encouraging a
rural/agricultural character to the planning area.
Guidelines
A. Use of surface stormwater collection systems, including
swales, detention ponds, and energy dissipaters, is
encouraged to slow stormwater runoff and improve
stormwater quality. Features such as sediment basins,
filter strips, and infiltration beds can be included to further
enhance the removal of pollutants from runoff.
B. Where soils and water tables permit, developers are
encouraged to use techniques for increasing stormwater
infiltration. Such techniques could include infiltration
basins, infiltration trenches, swales with check dams,
and/or permeable pavements.
C. Use of permeable pavements, such as porous asphalt,
porous concrete, and open-celled pavers, is encouraged
for pedestrian walkways, courtyards, parking areas and
low-volume roads.
D. Use of parking lot planter strips as “bioswales” or infiltration
beds that capture runoff from the parking area in the
planter areas is preferable to raised planter areas that
drain off onto the paved areas. The City can give up to a
five percent reduction in required parking in exchange for
effective use of surface stormwater collection techniques
that increase infiltration.
E. Catchment and diversion of stormwater runoff from
rooftops into surface collection/detention/infiltration
facilities is encouraged.
COMMUNITY DESIGN | 5-41
F. The Avila Ranch project falls under the Low Impact
Development (LID) requirements of the Regional Water
Quality Control Board’s Post Construction Requirements.
The project’s design features have been developed to
comply with Performance Requirements 1 through 4, as
follows:
1. Performance Requirement 1 – Site Design and
Runoff Reduction: Under this requirement there is to
be limited disturbance to creeks and drainage
features, avoidance of compaction to permeable soils,
limited clearing and grading of vegetated areas,
reduction in impervious surfaces, and other measures
to limit offsite runoff. Tank Farm Creek will not be
modified except for its realignment to its former
natural course, and connection to the Chevron
detention basin. The project site soils show a wide
pattern of permeability. Soils adjacent to the creek
show the most consistent pattern of permeability.
Soils adjacent to the creek show the most consistent
pattern of moderate to rapid permeability, with soils
influenced by historic water flows or occasional
flooding showing the lowest permeability. Soils
adjacent to the Tank Farm Creek will be used for
open space, recreation and for storm water infiltration,
and detention.
The project will also include a number of features to
minimize impervious surfaces, including usage of
pervious pavement and pavers for R-2 driveways,
usage of pervious pavers/porous concrete on at least
20 percent of parking lot areas for
multifamily/commercial and town center areas (in
conjunction with v-gutters and French drains), and
narrower streets sections consistent with other
Specific Plans in the community. Streets and paved
areas will be surfaced drained where possible to LID
catchment areas. Finally, Venture Lane and
Jesperson Road will have bioswales and infiltration
along the frontages.
2. Performance Requirement 2 – Water Quality
Treatment: The site will have an integrated system of
small filtration ponds that will retain the 85th
percentile 24-hr storm. Figure 23 shows the
distribution of these areas and the bioswales for the
project. It is estimated that approximately 5 percent of
the surface area is required to comply with the
retention requirement.
3. Performance Requirement 3 – Runoff Retention: The
site will have an integrated system of small filtration
ponds that will retain at least the 85th percentile 24-hr
storm. Thirty-five percent of the site will be in open
space and parks uses, substantially reducing runoff
from the project site. The ponds have a combined
capacity of approximately 23 acre-feet, an amount
adequate for retention of a 25-year storm, or
detention for a 50-year storm.
5-42 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
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CIRCULATION & TRANSPORTATION | 6-1
6.0 CIRCULATION & TRANSPORTATION
Each ‘layer’ of understanding informs the planning response.
INTENT
The transportation and circulation system for the Airport Area is
designed to utilize the existing roadway system as much as
possible, widening and extending key arterial streets, with the
addition of collectors, and local streets as needed to serve
individual development areas and balance traffic flow. The system
also includes pedestrian facility installations as well as trails for
non-vehicular circulation to connect various planning subareas to
each other and the rest of San Luis Obispo. Implementation of the
infrastructure is proposed to meet the multimodal objectives of the
City’s Circulation Element. The circulation plan encourages
preservation of the area’s rural character, and promotes transit
use, bicycling and walking as convenient modes of transportation
6-2 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
for commuting and recreation. The circulation plan enhances
connectivity with adjacent areas, where feasible, to reduce traffic
impacts on major streets.
Consistent with City goals and objectives relating to community
character, roadway design standards incorporate both urban and
rural features that enhance the openness of the area, take
advantage of views, and provide simple, functional streets.
CIRCULATION BACKGROUND/SETTING
The transportation system serving the Airport Area is comprised of
the roadway system, transit and public transportation, and
alternative modes including carpooling, bicycling, and walking.
Several major transportation routes provide access to the study
area: Highway 101, Prado Road, Broad Street, South Higuera
Street, Tank Farm Road, Buckley Road and Los Osos Valley
Road. Highway 101 is the primary regional transportation route
serving San Luis Obispo and surrounding communities. In the
vicinity of the Airport Area, access to and from Highway 101 is
provided at four interchanges, South Higuera Street, Los Osos
Valley Road, Prado Road and Madonna Road. From these
interchanges, a system of streets collect and distribute traffic to
and from the Specific Plan area. The South Higuera Street
interchange is the designated truck exit accessing the industrial
areas in southern San Luis Obispo.
A unique challenge in the Airport Area is the fixed layout of arterial
streets and their “divergence” from the center of the City as they
head towards the south county. This divergence requires longer
lengths of improvements to accomplish connectivity, mobility and
access improvements than on similar arterials located closer to
the center of town. This results in higher costs for infrastructure
development per development unit than in other areas and is
further complicated by the large amount of open space located in
the midst of the AASP adjacent to needed roadway
improvements. The plan strives to balance this issue and pass on
appropriate levels of improvements to the specific plan area
without overly burdensome requirements.
Public transit serving the study area is provided by SLO Transit,
the City of San Luis Obispo’s transit agency, and the San Luis
Obispo Regional Transit Agency (RTA), the countywide intercity
transit agency. Both agencies provide fixed-route bus service
within San Luis Obispo, however, SLO Transit provides most of
the bus routes and stops within the Airport area. Amtrak provides
regional rail service in San Luis Obispo, with a station located
downtown just south of the community’s central business district
and north of the Airport Area.
While the City of San Luis Obispo has a relatively comprehensive
bicycle system, the Specific Plan area is on the outskirts of the
system and has limited access from existing bicycle lanes or
paths. Bicycle lanes are located along South Higuera and Broad
Streets, with minimal-width lanes provided along Tank Farm
Road.
6.1 CIRCULATION AND TRANSPORTATION GOALS
The transportation and circulation system for the Airport Area
should provide safe and convenient mobility and access to all
modes of transportation. The transportation system should be
balanced with interconnected streets, transit routes, bicycle and
pedestrian facilities, and open space recreational areas with
limited gaps or barriers. The transportation system should
encourage the use of, and provide facilities for, alternatives to the
single-occupant vehicle. The 2014 Circulation Element Update
has established significant new modal split objectives for buildout
of the City and the AASP is proposed to be consistent with those
goals. At the same time, the Specific Plan must recognize the
need to serve regional and citywide traffic and freight on its street
system.
The LUCE update identified the need to add north-south
connections between Tank Farm Road and Buckley Road. The
following roadways were identified as needed for this connectivity
and circulation:
CIRCULATION & TRANSPORTATION | 6-3
A. Extension of Earthwood Lane from Suburban Road to
Venture Drive in the Avila Ranch project.
B. Extension of Horizon Lane from Suburban Road to Avila
Ranch and then southerly to Buckley Road.
C. Extension of the “Unocal Collector” south of Tank Farm
Road to Suburban Road.
The AASP amendment associated with the Avila Ranch Project
includes these additional roads, including some right of way
acquisition because some of the property necessary for the road
extensions is already developed and right of way dedication has
not yet been accomplished.
The development of Avila Ranch as a residential and retail land
uses offer a distinct challenge in providing appropriate connectivity
in the specific plan area and yet not encourage
commercial/industrial based trips to travel through the residential
areas. Mitigations by Avila Ranch as well as the AASP may be
necessary to ensure that residential quality of life issues are
maintained pursuant to General Plan objectives.
Figure 6-1 shows the Circulation Plan. Table 6-1 summarizes the
functional classification of AASP roadways.
Goal 6.1.1: Safely Accommodate Increased Traffic
Develop a circulation system for the Airport Area that safely
accommodates increased traffic associated with the Specific Plan,
along with cumulative development at the south end of town, and
southern San Luis Obispo County, while preserving views and the
area’s rural agricultural character.
Table 6-1
San Luis Airport Area Specific Plan
PRIMARY CIRCULATION SYSTEM & FUNCTIONAL CLASSIFICATIONS
Street Extent Functional
Classification
Tank Farm Rd. Broad St. South Higuera St. Parkway Arterial
Santa Fe Rd. North of Tank Farm Road Commercial Collector
Realigned and extended to
Prado Rd. extension
Santa Fe Rd.
(Hoover Rd.)
South of Tank Farm Road –
Realigned and extended from
Buckley Rd. to Tank Farm
Road
Local Commercial
Western Area
Collector
North of Tank Farm Rd. to
Sueldo Local Commercial
Western Area
Collector
South of Tank Farm Rd.
Suburban Road Local Commercial
Buckley Rd.
Broad St. Vachell Lane with
extension to South Higuera
St.
Arterial
South Higuera St. Prado Rd. to Buckley Rd.
extension Arterial
Broad St. Prado Rd. extension to
Buckley Rd.
Highway/
Regional Route
Venture Road Vachell to Horizon/Jesperson Residential Collector
Horizon/Jesperson Buckley Road to Suburban Commercial Collector
Earthwood Suburban to Vachell Residential Collector
Unocal Collector Granada to Suburban Commercial Collector
Vachell Road South Higuera to Horizon Commercial Collector
Suburban Road South Higuera to Buckley Commercial Collector
Goal 6.1.2: Connectivity
Create a circulation system that maintains and improves access
and connectivity between the Airport Area and adjacent areas
such as: the Margarita Area; the Edna-Islay Area; the Country
Club Area the Los Osos Valley Road corridor and the South
Higuera area. Design Specific Plan roadways to provide adequate
connection and mobility for all modes of transportation, including
freight to US 101. Additional north-south connectivity between
Tank Farm Road and Buckley Road is also desirable to relieve
traffic pressures on Higuera Street and Broad Street, and to
provide public safety routes to new development areas.
Goals 6.1.3: Transit
Provide convenient and effective transit service as early as
possible in development of the AASP area to provide accessibility
to planned residential, industrial and commercial areas along with
an interconnected bicycle transportation system connected to the
6-4 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
rest of the City and region. The transit system should support the
Airport Area’s employer’s efforts to meet the City’s Average
Vehicle Ridership (AVR) goals and modal split objectives.
Goal 6.1.4: Comprehensive Bikeway and Pedestrian System
Complete a series of Class I - facilities throughout the area as
soon as possible to encourage commuter use and an alternative
to single occupant driving. Develop a comprehensive and
connected bikeway and pedestrian system that connects the
area’s employment centers to the broader community, promotes
alternatives to the single occupant automobile, enhances the
public’s enjoyment of the community’s open space resources, and
connects the local bikeway system to the regional bikeway and
pedestrian system such as the Bob Jones Trail.
Goal 6.1.5: Truck Routes
Establish designated truck routes within the Airport Area that
augment and connect with the regional routes established in the
General Plan and are designed such that unnecessary truck
intrusion into adjacent neighborhoods or arterial streets are
minimized.
6.2 CIRCULATION AND TRANSPORTATION PLAN
6.2.1 CIRCULATION SYSTEM CLASSIFICATIONS
The primary circulation system within the Airport Area consists of
major streets and Class I trails that pass through and connect the
Airport Area to the surrounding city and county. The primary
circulation system is interconnected with a system of secondary
access streets and a network of bicycle and pedestrian paths. The
primary vehicular circulation system in the Airport Area consists of
highways, parkway arterials, arterials and collector streets as
shown in Figure 6-1 and in Table 6-1.
While serving the Specific Plan land uses, some of these streets
also have a regionally significant role functioning as throughways
serving citywide and countywide travel demand. As shown in
Figure 6-1, not all of these streets are located within or adjacent to
the planning area’s boundaries. Streets outside of the Airport
Area, while not subject to the Specific Plan design standards, are
also a critical element of the primary circulation system since they
provide access to the area and the regional street infrastructure.
For example, the circulation system in the Margarita Area to the
north of the Airport Area includes proposed street improvements,
such as the Prado Road extension between Broad Street and
Madonna Road interconnecting at US 101. This roadway
extension will serve as important component of the Airport Area’s
circulation system to and from the freeway.
As noted above, the LUCE update identified the need to add
north-south connections between Tank Farm Road and Buckley
Road. The extension of Earthwood Lane south of Suburban Road
to the Avila Ranch project, the extension of Horizon Lane from
Suburban Road to Avila Ranch and the extension of the ”Unocal
Collector” south of Tank Farm Road to Suburban Road were
identified as needed in the long run. The AASP amendment
associated with the Avila Ranch Project includes these additional
roads, to implement the LUCE circulation policies. Implementation
includes some right of way acquisition because some of the
property necessary for the road extensions is already developed
and right-of-way dedication has not yet occurred.
A unique challenge is to design the AASP arterial and collector
street system to meet the access, mobility, safety and vehicle
classification needs of the area without over-designing the
facilities. Cross sections and traffic control techniques proposed in
this document have been designed to minimize street impacts yet
also provide safe and efficient space within the right of way to
develop complete streets for all users. Access management along
the arterials plays a vital role in keeping street widths narrow and
not requiring extra traffic control locations within the planning area.
6.2.2 LOCAL STREETS AND ACCESS
CIRCULATION & TRANSPORTATION | 6-5
One major objective of the Airport Area’s primary circulation
system is to provide general mobility to, and through, the area with
limited but direct access to development areas. A secondary
circulation system of local streets and a system of off-street trails
is intended to provide internal circulation and access to individual
properties. In order to provide flexibility for private development
design, the secondary circulation system is not fully established in
the Specific Plan. In order to be responsive to ownership and
market conditions, the secondary system will be planned and
implemented as development projects occur in accordance with
the Specific Plan design standards. Therefore, as individual
projects are proposed within the Specific Plan area, additional
dedications for roadways and trails may be necessary to provide
adequate connectivity to adjacent parcels and activity centers, or
to otherwise meet the goals and standards provided in the
Specific Plan.
6.2.3 PROPOSED IMPROVEMENTS
The Circulation Element of the San Luis Obispo General Plan
defines the City’s vision for a transportation infrastructure that will
meet the projected growth within the southern portion of the city,
including the Airport Area. When the General Plan was updated in
2014 it included many of the transportation improvements, as
identified in the Circulation Element that will be necessary to
support the City’s growth, as well as the overall increase in local
and regional traffic throughout the Airport Area. These
improvements address facility needs both inside and outside the
planning area in response to demand created by growth in the
entire south end of the City and unincorporated areas of San Luis
Obispo County.
As an implementing mechanism of the City’s General Plan, the
Airport Area Specific Plan identifies a primary circulation system
and functional roadway classifications consistent with the San Luis
Obispo General Plan Circulation Element (December 2014).
Planning area development also requires a number of additional,
more detailed, improvements (e.g., street extensions and
widenings, roundabouts, signalization, etc.) in order to
accommodate projected development. In addition to
improvements required within the Airport Area, there are a number
of other General Plan-specified circulation improvements outside
the planning area needed to accommodate projected growth.
Table 6-2 summarizes these necessary improvements. The
Chevron and Avila Ranch EIRs identify many of these
improvements as cumulative citywide transportation mitigations.
6-6 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
CIRCULATION & TRANSPORTATION | 6-7
6.2.4 PEDESTRIAN AND BICYCLE CIRCULATION
Consistent with the City’s emphasis on accommodating alternative
modes of travel, the Airport Area includes a pedestrian and bicycle
circulation system that complements and augments the planning
area’s vehicular road system. The concept is to create a system of
pedestrian and bicycle facilities that not only connect the planning
area internally, but also contributes to the creation of an integrated
regional multi-use trails system. This system will link the planning
area to the major destination points in the unincorporated areas as
well as other origin and destination points within the City. The
emphasis in the design of the system is to enhance its use by
minimizing conflicts with vehicular circulation as much as possible.
The proposed pedestrian and bicycle circulation plan provides an
extensive and continuous system that allows for the safe and
efficient movement of pedestrians and bicyclists for both commute
and recreational purposes consistent with the policies of the
General Plan. The circulation system incorporates two levels of
pedestrian and bicycle facilities: street-related and non-street-
related.
Pedestrian circulation will be accommodated by:
Street design standards that include sidewalks on both sides of
the street for most classifications of streets within developed
areas, off-street, multi-use paths along streets adjacent to open
space areas; and a network of multi-use, Class I facilities that will
connect to the street system within the planning area as well as
existing and proposed facilities outside of the Airport Area.
The Bicycle Transportation Plan proposes a comprehensive
system of on-street and off-street bicycle facilities. This Plan is
supplementary to the adopted citywide Bicycle Transportation
Plan, providing connections to existing and planned bicycle
facilities outside of the Airport Area. Through a combination of
east-west on-street bicycle lanes and north-south on- and off-
street facilities, bicyclists will be able to access any part of the
Airport Area, enjoy the area’s open space and natural resources,
and access facilities in the surrounding areas. The ultimate
alignment of some of the Class I bike paths south of Tank Farm
Road will need to be determined a part of the plans to develop the
Chevron property. However, the AASP (Figure 6-2) illustrates
conceptual alignment. The Bicycle Transportation Plan, illustrated
in Figure 6-2, is comprised of the following three types of bicycle
facilities:
A. Off-street Class I multi-use paths that parallel creeks and
riparian corridors as well as major streets;
B. On-street Class II bicycle lanes on arterial (separated
where feasible), and collector streets; and
C. A combination of off-street paths adjacent to streets and
on-street bicycle lanes.
6-8 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
CIRCULATION & TRANSPORTATION | 6-9
Please refer to approved Avila Ranch Development Plan for Table 6.2.
6-10 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
CIRCULATION & TRANSPORTATION | 6-11
Class I Paths
The City completed a significant update to its Bicycle Plan in
November 2013. As such, the Bicycle Plan should be used as the
guiding document for bicycle and pedestrian facilities in the AASP
area and where conflicts arise the Director of Public Works will
make a final determination of facility requirements. Class 1 Paths
play a critical role in providing access and connectivity from the
AASP area to other locations in the City. Figure 6-2 shows the
AASP and MASP Bicycle networks. A primary objective of the
plan is to create continuous Class 1 connectivity between Prado
Road, Tank Farm Road, and Buckley Road as well as a
continuous East/West connection from the Broad Street corridor
(Rockview) within the MASP area and extend the facility through
the AASP area connecting to the Bob Jones Trail at the Octagon
Barn.
The citywide Bicycle Transportation Plan identifies the project as
starting Rockview with a future undercrossing of Broad Street.
Until the undercrossing is implemented, the bike path will connect
to the east side of Broad Street via an at-grade crossing at the
Rockview Place/Broad Street intersection. The Acacia Creek path
extends south (west of the riparian corridor) and crosses the
Prado Road extension via an undercrossing. The property south
of Prado Road is the City’s Damon-Garcia Sports Fields Complex.
The sports field provides a path through this area. South of the
sports fields, the path parallels the west side of the riparian
corridor of an alternative alignment could include linking to Santa
Fe Road through the Chevron property. At Tank Farm Road, the
path will connect to the Class I trail along Tank Farm Road and
will allow access to a path that will ultimately connect to the Avila
Ranch property at the south end of the Chevron property.
The Acacia/East Branch of SLO Creek path will cross Tank Farm
Road at the relocated intersection with Santa Fe Road. South of
Tank Farm Road, the path will parallel Santa Fe Road and the
continue south along the east side of the creek across the county-
owned airport clear zone property to a point that is near the south
edge of the Unocal Property. The path will then be extended
south along the east side of the creek to Buckley Road.
An alternative route for this Class I path extends from the
realigned section of Santa Fe Road south of Tank Farm Road
extending through the open space in the Chevron property and
linking through the Avila Ranch property to Buckley Road.
From the southern boundary of the Specific Plan area the path
allows bicycles to travel east to Broad Street or West along
Buckely Road to reach the Bob Jones Trail head near the
Octagon Barn.
Other Class I Paths – Tank Farm Road, within the open space
area between the Sueldo and Santa Fe Road, now has parallel
Class I paths proposed on the both sides of the road (see Figure
6-8). Buckely Road, between Broad Street and South Higuera has
a Class I path proposed along its north side (see Figures 6-8, 6-9,
and 6010).
Class II Bicycle Lanes
Bicycle lanes are
required on arterial and
collector streets within
the Airport Area. As
shown in Figure 6-2,
Class II bicycle lanes
are located on all of the
major streets within and
connecting to the Airport
Area including Tank
Farm Road, Buckley
Road, Santa Fe Road,
Prado Road, Vachell
Lane, Broad Street, the
Venture/Jesperson
Residential Collector in Avila Ranch and South Higuera Street.
Buckley Road, between Broad Street and Vachell Lane, will have
6-12 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
a Class II bicycle lane in the eastbound and westbound direction
east of the Tank Farm Creek Bridge, complementing the Class I
path proposed on the north side of Buckley Road (see Figures 6-
2, 6-7 and 6-8). Ultimately, the bridge across Tank Farm Creek
will be widened to accommodate Class II facilities. However, until
that time, separated Class I bridges may be necessary to
accommodate bicycle and pedestrian travel along Buckley at the
bridge location.
6.2.5 Truck Transportation
With the services/manufacturing and business park orientation of
the Airport Area’s land use plan, truck transportation is essential to
the area’s economic viability. For traffic safety, along with noise
and capacity considerations, trucks must be routed on roads that
are designed for larger vehicles using the City’s established truck
routes. The Circulation Element of the General Plan establishes
truck routes on South Higuera Street, Tank Farm Road, Broad
Street, Buckley and Prado Road and its extensions between
Broad Street and Madonna Road.
Trucks along Los Osos Valley Road between Highway 101 and
South Higuera are discouraged due to the potential conflict with
the single driveway locations for the Los Verdes Townhomes
project.
Presently, Prado Road and Tank Farm Road are proposed
designated truck roads serving the Specific Plan Area. The
proposed truck transportation routes for the Airport Area adds
Santa Fe Road (commercial collector) from Buckley Road to
Prado Road as designated truck route. Santa Fe Road connects
the three east-west truck routes within the Airport Area and serves
industrial/business park land uses.
A new challenge with the residential land uses proposed for the
Avila Ranch property will be limiting the conflict of truck and
employee traffic through the residential neighborhoods. A balance
between access and connectivity will need to be considered as
the Avila Ranch project is processed for approval.
6.2.6 Scenic Roadways
The General Plan Circulation Element establishes policies related
to scenic roadways and identifies those existing roadways that are
considered important scenic resources. The policies are intended
to ensure that development along these roadways does not
detract from their scenic value, and that view corridors should be
enhanced. Within, and in the vicinity of, the Airport Area the
General Plan identifies South Higuera Street, Tank Farm Road,
Broad Street, Buckley Road, and Vachell Road as having high to
moderate scenic value.
The Community Design chapter presents goals, guidelines and
standards to preserve significant views and view corridors through
sensitive planning of the location and form of development. These
overall goals and policies are relevant to the transportation
system. A significant utility undergrounding project for Broad
Street (from Orcutt Road south to the Airport) was identified and a
joint effort by the County and City has been substantially
completed. Additionally, as development occurs along other
CIRCULATION & TRANSPORTATION | 6-13
streets, undergrounding of utilities should occur when subdivisions
occur, or projects need to relocate infrastructure.
The City should continue to work with the County to protect and
enhance scenic roadways that connect San Luis Obispo with
other communities.
6.2.7 Transit Plan
Transit service to the Airport Area is a critical element of the
transportation and circulation plan. The policies of the General
Plan circulation element support the need to develop and expand
transit to, and establish transit service standards for, new
development areas.
With the employment-intensive land uses proposed for the Airport
Area, there is potential for increased levels of transit ridership.
With a capacity for over 10,000 employees in business park and
services/manufacturing land uses, the Airport Area has the
potential for substantial transit ridership. About 95 percent of the
non-residential land use in the Airport Area is within a one-quarter
mile walk of an arterial or collector street, the maximum walking
distance for the average transit rider. More than half of the
developable land use in the Airport Area could be within one-
quarter mile of a transit stop (when optimally sited), corresponding
to about 1,000 to 2,500 riders per day. The City will work with RTA
to encourage the extension of Route 2 into the Avila Ranch project
as development progresses and demand warrants. Figure 6-3
shows the existing and potential transit plan for AASP.
6.2.8 Proposed Transit routes
The City last updated its Short-Range Transit Plan in 2016. As
such, the City’s Short Range Transit Plan shall be the guiding
document on service changes to service the Airport Area. Transit
services should be extended early in the plan area development to
help achieve General Plan modal objectives.
It is important to note that the SRTP is only a 5-year planning
document and may not show all routes that may be necessary
upon buildout.
Service to and from SLO Airport may be more efficiently and
economically served by RTA. Actual route implementation and
location will be determined by the City of San Luis Obispo in
consultation with SLOCOG, RTA and the county as the Airport
and Margarita areas develop.
6-14 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Figure 6-3 Potential Transit Routes
CIRCULATION & TRANSPORTATION | 6-15
The 2016 SRTP identifies the following potential route
modifications to the Airport Area in the near-term time frame
(dependent on development occurring):
A. Modification of Route 2 to connect lower Higuera across
US 101 to Madonna Road and then Downtown.
B. Avila Ranch develops extend Route 2 into the residential
area via Suburban Road and back to South Higuera
C. Modify Route 3 to incorporate two way service along Broad
Street with potential extension to the Airport if ridership
warrants service.
D. Potential of anew cross-town route (along Tank Farm
Road, Broad Street, LOVR and Madonna to connect
Johnson neighborhoods to shopping west of US 101 and
employment in the AASP.
E. Routing in the MASP would be determined when Prado
Road Extension is completed and when/if Santa Fe Road
has been extended to Prado.
Figure 6-3 illustrates the potential routes as they are depicted in
the 2016 SRTP.
RTA currently serves the area by local access (Route 10) along
lower Higuera Street (hourly) and US 101. This route is not
anticipated to change much in the near-term however, RTA has
identified the need to reduce stops along this route to address
delays.
Service and Capital Requirements
Servicing these new routes may require new buses. The city
currently uses a mixture of Federal and State funding to secure
capital equipment. Bus stops should be located approximately
every quarter mile or as determined by the City. Bus stop
installation of pullouts, shelter and other appurtenances will be the
requirement of adjacent development and should be installed on
both sides of arterial and collector streets in the AASP.
6.3 CIRCULATION PLAN IMPLEMENTATION
PROGRAMS
Program 6.3.1: Truck Routes
Amend the Circulation Element to expand the City’s truck route
network to include Santa Fe Road / Hoover Lane from Buckley
Road to Prado Road (extended).
Program 6.3.2: Transit Plan
As part of Airport Area development extend transit services to the
AASP as early as financially feasible to encourage alternative
travel in the area. Transit service will be incrementally
implemented (in terms of hours of operation and frequency)
consistent with development, roadway extensions without
endangering state transit funding and farebox recovery
requirements. Financial assistance may be necessary from
development (particularly Avila Ranch) for operating cost
assistance if projected ridership levels are anticipated to be
initially low.
The City shall anticipate development and, subject to available
transit funding, extend service into the growth areas prior to
demand developing. This shall include working with RTA on the
initial extension of Route 2 to Avila Ranch by way of Venture Drive
to Earthwood Lane and, in the long run, extension of Route 2
through Avila Ranch, along Buckley Road to Higuera Street to
serve the Caltrans Maintenance facility and District Headquarters.
Program 6.3.3: Transit Capital Improvement Funding
Capital costs associated with providing new buses to serve the
Airport Area will be partially funded by citywide Transportation
Impact Fee (TIF) contributions for planning area development. In
addition to state and federal grants, on-site transit improvements
6-16 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
such as transit stop facilities will be the responsibility of adjacent
landowners when they develop their properties.
Program 6.3.4: Joint Services
Work with RTA to establish joint bus service in the AASP that
promotes transit use.
Program 6.3.5: Bicycle Transportation Plan
Amend the City’s Bicycle Transportation Plan (and vice versa) to
make the BTP and AASP consistent.
Program 6.3.6: Development Review Requirements
In order to mitigate air, noise and traffic impacts associated with
development of the Airport Area Specific Plan, ensure private
development participation in the implementation of the plan by
requiring the construction of on-street bicycle lanes as part of
development street frontage improvements, and require
development to dedicate and construct off-street paths where their
alignments are within private property. Require development
adjacent to bus stops to construct turnouts and bus stops
(including shelters) conforming to the bus stop standards in SLO
Transit’s Short Range Transit Plan. Project may be required to
construct intersection and other street improvements in proportion
to their development size and location.
Program 6.3.7: Creek Setbacks
Class I bicycle paths adjacent to riparian corridors should be
located outside of setbacks required by the City’s Creek Setback
Ordinance (SLO Municipal Code 17.16.025) to protect creekbanks
and riparian vegetation. A vegetative buffer shall be provided on
the creek side of paths and berms to ensure visual access to
riparian corridors while controlling pedestrian and bicycle access.
Program 6.3.8: Class I and Class II Bicycle Lanes
Class I bicycle paths and Class II bicycle lanes shall be
constructed, signed and marked to meet or exceed the minimum
standards established by the California Department of
Transportation Highway Design Manual, and the City of San Luis
Obispo design standards. Class 1 Paths should be a minimum of
12 feet in width with two foot shoulders, except in hillside areas
where grading would cause visual impacts or along creeks where
space is limited. The Director of Public Works can approve
narrower paths where topographical features or other limiting
features do not allow standard width installations. In these areas,
paths may be 10 feet wide or narrower, but may require additional
design features for safety reasons. Class II bicycle lanes shall be
designed in accordance with the City Bicycle Plan and should be
at least 5 feet in width, subject to the modifications specific in the
Bicycle Master Plan. In cases where the facilities are located in
the County (e.g., Buckley Road), Class I and Class II facilities
shall be designed in accordance with County design standards.
Program 6.3.9: Intersection Crossings
Where Class I paths cross the major streets, i.e., Tank Farm
Road, Santa Fe Road, and Buckley Road, the path should be
aligned to intersections (as shown in Figure 6-2) so that
pedestrians and bicyclists use intersection crossings. These
points provide connections between Class I paths and Class II on-
street bicycle lanes.
Program 6.3.10: Public Bikeway Construction
The City or County will implement Class I and II bikeways that are
not adjacent to development or are in the unincorporated area
outside of the Specific Plan area (e.g., along Buckley and Santa
Fe Roads, and along the East Branch of San Luis Obispo Creek
south of Buckley Road) as part of their Capital Improvement
Program. This provision does not reduce the possibility that
development may need to complete these segments as part of
their individual environmental review assessment.
CIRCULATION & TRANSPORTATION | 6-17
Program 6.3.11: Transit Facility Requirements
As part of the development review process, the City will require
new development to provide for transit facilities along or adjacent
to the project frontage. Such facilities include but are not limited to
transit stops, shelters, pads, pull-outs and informational kiosks, as
determined to be necessary by the Public Works Director.
Program 6.3.12: Traffic Control Requirements
Pursuant to Section 7.1.2 of the 2014 Circulation Element, where
feasible, roundabouts shall be the City’s preferred intersection
control alternative due to vehicle speed reduction, safety, and
operational benefits of roundabouts.
6-18 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
6.4 DESIGN GUIDELINES AND STANDARDS
The guidelines and standards that follow are more specific
interpretations of how the circulation plans discussed above are to
be applied to roadway design as development occurs in the
Airport Area.
The format in this chapter uses goals, guidelines and standards to
provide design direction. Goals are statements of a desired end
and are intended to provide a general overall direction to
landowners, developers, city staff, and decision makers.
Guidelines refer to methods or approaches that may be
considered towards achieving goals. Typically, guidelines are
general, and often qualitative in nature. They are open to
interpretation depending on specific conditions and results of
technical analysis, and are intended to leave significant discretion
as to how they are satisfied. Guidelines should be followed unless
an alternative design would better implement the goals and
policies of the plan. Standards, on the other hand, set forth finite
actions or requirements that must be fulfilled when designing and
constructing transportation facilities. The standards established in
this Specific Plan are intended to augment San Luis Obispo’s
engineering design standards.
"For the Avila Ranch area, please refer to the standards and
guidelines approved in the Avila Ranch Development Plan
(Resolution No. 10832), which may differ in some cases from
those shown below."
6.4.1 ROADWAYS
Regional highways are intended to carry higher volumes of traffic,
interconnect the specific plan area to adjacent communities and
serve as primary freight routes. Regional highways are significant
in that they connect different parts of the region and accommodate
through traffic.
Goal 6.4.1 Regional Highways
Guidelines
A. Highway/Regional routes are to have landscaped medians
and parkways.
B. Regional highways are to have bicycle lanes, separated if
possible, as part of the local and regional bicycle
transportation system.
C. Intersections on Regional highways are to have turn
pockets within the median.
D. Regional highways shall have sidewalks on both sides of
the street separated from travel lanes with tree-lined
parkways.
E. Access is controlled through access management
programs, intersection locations are minimized and
managed for safety and efficiency.
Standards
Figure 6-4 illustrates the section of Broad Street to which the
following standards apply.
6.4.1.1 Broad Street shall be widened to four lanes from
Buckley Road to the current four lane segment. Broad
Street, from Buckley Road to Orcutt Road, shall have a
minimum right-of-way as shown in Figure 6-5.
Additional right of way may be necessary at
intersections that need additional turn lanes. The length
CIRCULATION & TRANSPORTATION | 6-19
of Broad Street from Buckley Road to Orcutt Road shall
have a landscaped median, and class II bike lanes.
6.4.1.2 Right of way on Broad Street shall be preserved to
accommodate future widening to six lanes from Prado
Road to Tank Farm Road along with appropriate
transitions north of Prado Increasing lanes along Broad
Street to six lanes should only be implemented when
level of service thresholds are exceeded as established
in the City Circulation Element. When changes are
made to Broad Street or any other arterial, the City
should give equal consideration in project design to
bicycle and pedestrian travel along the corridor.
6.4.1.3 Access along Broad Street should be controlled where
possible with the number of driveways limited or shared
with adjacent properties. Turn locations should be
strategically located to promote street efficiency, traffic
safety and accessibility to adjacent properties. At street
intersections and key driveway intersections, turning
pocket shall be installed in the median. A “median
nose” a minimum of four feet wide, shall be retained
adjacent to turning pockets.
6.4.1.4 On-street parking is not permitted on Broad Street south
of Orcutt Road.
Figure 6-4.1 Typical Highway/Regional Route Cross Section (Broad St.)
6-20 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
CIRCULATION & TRANSPORTATION | 6-21
6.4.2 Parkway Arterials
Parkway arterials are high-capacity facilities intended for mobility
for all modes of travel. Typically, these streets link different areas
of the City, and can be regionally significant corridors carrying
through traffic due to their connectivity. The main intent of the
Parkway Arterial design is to promote mobility as well as have
more planting both in the median and on each side of the road.
Goal 6.4.2 Install landscaped medians (concrete perimeter curbs,
irrigation systems and tie-ins to the water distribution system) and
parkways either by landowners at the time they develop their
properties or improve streets, or, if a fee is paid by the developer,
by the City as part of a coordinated capital improvements
program.
Guidelines
A. Parkway arterials have landscaped medians and parkways
buffering pedestrian facilities from traffic.
B. Parkway arterials provide bicycle lanes, separated if
possible, and are an important part of the City’s bicycle
transportation system.
C. The number of intersections is limited to maintain capacity
and direct property access from parkway arterials is
discouraged.
D. When analysis determines that a roundabout is a feasible
alternative, they are considered the preferred form of
intersection traffic control due to the proven safety and
operational benefits over all-way stop signalized control.
E. In order to maintain the open, rural character of the two-lane
section of Tank Farm Road, the landscaping should be more
informal and natural in character. Plantings should generally
maintain a low profile that preserves views of adjacent open
space. Informal clustering of native tree species should be
provided, consistent with maintaining key views. Low
maintenance vegetation should be used.
Standards
6.4.1.2 Tank Farm Road is designated a parkway arterial and
will have a continuous, four-lane, urban cross-section.
6.4.2.2 Tank Farm Road shall have a minimum right-of-way as
depicted in Figure 6-6. Right-of-way at intersections will
vary depending on additional turn lane requirements,
transitions and bicycle and pedestrian facilities.
6.4.2.3 On-street parking is not permitted on Tank Farm Road.
Figure 6-4.2 Typical Parkway Arterial Cross-Section (Tank Farm Rd.)
6.4.3 Arterials
Arterials are intended for mobility for all modes of travel. These
streets interconnect major activity centers and residential areas of
the city. Arterials maintain limited access, but allow more
intersections and direct land access than parkway arterials.
Buckley Road is the only arterial in the planning area vicinity. As
shown on Figure 6-7, the south side of Buckley Road will continue
6-22 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
to be located in the unincorporated area. Thus, the County will
continue to have some responsibility for maintenance and
improvements to Buckley Road, unless both sides of the street are
annexed. The Specific Plan provides design standards for
enhancing Buckley Road because it will play a significant role in
establishing the character of the area as it builds out. The City
should work with the County to establish consistent design
roadway standards for Buckley Road to design a compatible and
seamless roadway appearance between the two jurisdictions.
The proposed improvements are proposed to accommodate
projected traffic, but are also recommended to provide continuous
pedestrian and bicycle facilities south of the planning area, and to
enhance the visual character of the roadway. Turn lanes will be
necessary at intersections and driveways to maintain safety along
the corridor. The County is encouraged to implement these design
standards when overseeing road improvements and other
development outside the City limits but adjacent to the planning
area and Buckley Road. Improvements to Buckley Road adjacent
to the Avila Ranch as well as the extension of Buckley Road will
be the responsibility of Avila Ranch when it develops.
Goal 6.4.3 Improve Buckley Road to arterial standards
while maintaining a street character consistent
with the area’s rural setting.
Guidelines
A. In developed areas, Buckley Road should have parkways
buffering pedestrian facilities from traffic.
B. Arterials provide bicycle lanes and are an important part of
the City’s bicycle transportation system.
C. The number of intersections is limited to maintain capacity,
and direct property access from arterials is discouraged
but may allowed subject to approval of the Director of
Public Works.
D. When analysis determines that a roundabout is a feasible
alternative, they are considered the preferred from of
intersection traffic control due to the proven safety and
operational benefits over all-way stop and signalized
control.
E. Low maintenance native vegetation is permitted and
encouraged.
Standards
6.4.3.1 Buckley Road shall be extended as a two-lane rural
arterial from its current western terminus at Vachell
Lane to South Higuera Street consistent with Figure 6-
7. A continuous two way left turn lane is required to the
Octagon Barn parking lot.
Timing of extension will be based on achieving traffic
volumes and conditions that justify the improvements or
when the intervening properties between Vachell Lane
and South Higuera Street are developed, or traffic
generation from Avila Ranch warrants such
improvement. Setbacks shall be provided on both sides
of the road to allow for sidewalks, landscaped buffers
and parkways and other requirements of County design
standards.
6.4.3.2 Adjacent to the Avila Ranch property, Buckley Road
shall be consistent with street Section 2, 3 and 4 as
described in the Avila Ranch Development Plan, as
applicable. The roadway shall be designed to minimize
impact to adjacent creeks and open space where
possible.
6.4.3.3 On road segments adjacent to undeveloped areas and
east of Avila Ranch, Buckley Road shall have a two-
lane cross-section consistent with Figure 6-8. On the
north side of Buckley Road in undeveloped areas,
outside of the 20-foot graded shoulder, there shall be a
CIRCULATION & TRANSPORTATION | 6-23
12-foot wide multi-use path. Setbacks shall be provided
on both sides of the road to allow for expansion to a
four-lane roadway if future traffic volumes and
conditions justify additional lanes.
6.4.3.4 On-street parking is not permitted along Buckley Road.
Figure 6-4.3 Typical Arterial Cross-Section (Buckley Rd.)
6.4.4 COMMERCIAL AND INDUSTRIAL COLLECTORS
Collector streets function to collect traffic from local streets and
fronting property and channel the traffic to arterial streets.
Collector streets have lower design speeds than arterial streets,
and require less right-of-way. Collector streets have fewer
limitations on intersections and driveways than higher order
streets. The number and length of collector streets should be
minimized to retain the rural character of the Airport Area.
Goal 6.4.4 Establish a system of collector streets that
connect arterials and local streets. As part of
that system, extend Santa Fe Road north to the
Prado Road extension and introduce a new
collector through the property west of the
Chevron property from Tank Farm Road linking
with Sueldo Street.
Guidelines
A. Design commercial and industrial collector streets to
accommodate larger freight transportation vehicles and
buses.
B. Minimize the number and length of collector streets by
providing the most direct connection possible local and
arterial streets.
C. When analysis determines that a roundabout is a feasible
alternative, they are considered the preferred from of
intersection traffic control due to the proven safety and
operational benefits over all-way stop and signalized
control.
D. Collector streets should include a center left turn lane.
E. Specific guidelines for commercial and residential
collectors with center turn lanes include:
1. The City should restrict direct access to collector
streets to adjacent streets and major driveways in
order to minimize traffic conflict and promote capacity
of the collector facility; and
6-24 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
2. Landscaping and roadway design shall be installed so
as not to reduce visibility at driveways and
intersections below safe design standards.
3. Collector streets should have landscaped parkways
and pedestrian facilities on both sides of the street.
4. Residential collectors shall incorporate traffic calming
features designed to maintain residential speeds and
volumes within City Circulation Element thresholds.
Standards
6.4.4.1 Commercial and industrial collectors without center turn
lanes shall have a minimum of two 13-foot travel lanes
and two six foot bike lanes. Each side of the road will
have seven-foot tree-lined parkways between the curb
and a five foot wide sidewalk, as shown in Figure 6-9,
unless an alternative cross section is approved by the
Director of Public Works.
6.4.4.2 Commercial and industrial collectors with turn
lanes/median (except Santa Fe north of Tank Farm
Road) shall be consistent with Figure 6-11. This cross-
section shall be used on Santa Fe Road from Tank
Farm Road to the Tank Farm Creek bridge. Due to
limited right of way, Horizon Land from Tank Farm Road
to Suburban may not be able to provide Class II bicycle
facilities.
6.4.4.3 On-street parking is not permitted on Santa Fe and the
Sueldo collector road. Other Commercial and industrial
collectors may include parking if additional right of way
(and appropriate transition) is provided by adjacent
development subject to approval of the Director of Public
Works.
Figure 6-4.4 Typical Commercial & Residential Collector Cross-
Section.
Figure 6-4.5 Santa Fe Road Cross-Section (Prado to Tank Farm)
CIRCULATION & TRANSPORTATION | 6-25
6.4.5 Local Streets
Local streets provide direct access to fronting property and
channel the traffic to higher order streets. Local streets have the
lowest design speeds and are intended for low traffic volumes.
Local streets serving industrial areas that anticipate truck traffic
should have wider travel lanes (minimum 13-feet) and only traffic
calming features that are consistent with appropriate truck and
emergency vehicle design.
Goal 6.4.5: Develop a system of interconnecting local
streets to provide local property access,
accommodate trucks, and encourage walking
and bicycling in an attractive environment.
Guidelines
A. Local property access should be provided from local
streets, rather than higher order streets.
B. Encourage walking and bicycling along local streets by
providing a safe and attractive pedestrian environment,
and by minimizing traffic volumes and speeds.
C. Local streets do not require bike lanes, but vehicle lanes
could be established as Class III bicycle routes.
D. On-street parking is encouraged on local streets but is not
required.
E. When analysis determines that a roundabout is a feasible
alternative, they are considered the preferred form of
intersection traffic control due to the proven safety and
operational benefits over all-way stop and signalized
control.
F. Residential local streets should incorporate traffic calming
features to designed maintained residential speeds and
volumes within City Circulation Element thresholds.
Standards
6.4.1.4a Local streets shall be consistent with Figure 6-12
Figure 6-4.6 Typical Local Cross-Sections
6-26 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
6.4.6 Avila Ranch Residential Collectors and Local
Streets
Residential Collector streets function to collect traffic from local
streets and fronting property and then channel the traffic to arterial
streets. Collector streets have fewer limitations on intersections
and driveways than higher order streets. The number and length
of collector streets should be minimized to retain the rural
character of the Airport Area.
Goal 6.4.6 Establish a system of Residential Collector
streets that connect arterials and local streets.
As part of that system, Venture Road and
Jesperson Road shall be extended into the
Avila Ranch area and connected to form a loop
through the site between Buckley Road and
Vachell Lane.
Guidelines
A. Design the residential collector streets to accommodate buses
and bicycles and to serve as the principal roadway for the
development.
B. Minimize the number and length of collector streets by
providing the most direct connection possible between local
and arterial streets.
C. Use roundabouts or traffic circles at the Earthwood/Venture,
Venture/Jesperson, and Town Center intersections to provide
traffic calming and unsignalized traffic control.
D. Residential Collector streets should not include a center left
turn lane.
E. Collector streets should have landscaped parkways and
pedestrian facilities on both sides of the street.
F. Residential collectors should incorporate traffic calming
features designed to maintain speeds and volumes within City
Circulation Element standards and guidelines.
G. Parking shall not be permitted on Residential Collectors and
there shall be a dedicated Bike Lane.
Standards
6.4.6.1 The Avila Ranch Residential Collector shall have a
minimum of two 12-foot travel lanes and two 6-foot
bike lanes. Each side of the road will have 7-foot
tree-lined parkways between the curb and a five-
foot wide sidewalk unless an alternative cross
section is approved by the Director of Public Works.
No parking will be allowed. Direct access from
adjacent residential lots will also not be permitted.
See Figure 6-13 below.
6.4.6.2 Avila Ranch Local Streets shall have two 11-foot
travel lanes, a 7-foot parking lane and a 6-foot
monolithic sidewalk adjacent to the street.
6.4.7 LANDSCAPED MEDIANS
Landscaped medians are included in the standards for Regional
Highways, Parkway Arterials, Arterials, and Medians serve many
safety and capacity functions, and may provide space for utilities
such as street lighting. Landscaping within medians increases the
buffer between opposing travel directions, reduces glare from
oncoming headlights, and provides an attractive corridor for
driving, bicycling and walking. Landscaped medians meet the
scenic roadway policy to enhance the scenic value of such
corridors. The type of plantings in medians, as well as the care
and maintenance of plantings, is important for the long-term
viability of landscaped medians.
CIRCULATION & TRANSPORTATION | 6-27
Goal 6.4.7 Create property designed medians and
parkways with long-term maintenance
responsibility established at the time roadway
is developed.
Guidelines
A. The City should prepare a detailed landscape plan for all
medians and parkways within designated corridors.
B. Property owners are required to install permanent
landscaped medians (concrete perimeter curbs, irrigation
systems and tie-ins to the water distribution system) at the
time of development and road construction.
The City will perform on-going maintenance of median
landscaping and irrigation systems. Reclaimed water
should be used for irrigation purposes where available.
C. Existing development projects that do not meet the
proposed parkway standards because development
originally occurred in the County, or was developed under
an interim annexation agreement, will not be required to
redevelop their property frontages unless additional right-
of-way needs to be dedicated and improved in conjunction
with future development, the property substantially
redevelops and a new landscape plan is required for the
property or a public improvement project is undertaken to
retrofit the existing street. In order to provide a consistently
designed frontage in such areas, the City may consider
parkway improvements as a future capital improvement
program.
6.4.8 INTERSECTIONS AND DRIVEWAYS
Driveway Design
The design of driveways, including turning radii, width, number of
driveways per property, percentage of frontage utilized by
driveways, thickness, and materials shall at a minimum conform to
the City’s engineering standards, zoning code, and other
standards in this Specific Plan. Access control is necessary in the
AASP area to promote circulation and reduce roadway widths.
Driveway Design Guidelines
A. In commercial and industrial areas, driveway designs
should accommodate all types of vehicles that may access
a site.
B. Alternative or decorative paving material is encouraged in
the construction of driveways, as approved by the City.
C. Driveways should be consolidated wherever feasible.
D. Reciprocal access and shared driveways should be
encouraged where feasible to maintain carrying capacity of
adjacent streets and reduce traffic conflicts.
E. Driveway throat depths on adjacent development should
be kept clear from conflicts (such as cars backing up from
adjacent parking spaces or drive aisles) for a minimum of
20 feet. On major project driveways this throat depth
should be increased accordingly to reduce the likelihood of
queuing on the adjacent street system.
F. Driveway placement and access allowances/restrictions
shall follow guidelines and best practices identified the
most current version of the Transportation Research
Board’s “Access Management Manual”
Intersection Modifications
As development occurs within the Airport and Margarita Ares and
throughout the City, traffic levels at existing street intersections will
increase and along with congestion, traffic conflicts and delay. To
Maintain acceptable traffic flow, intersection modifications will
be needed.
6-28 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Intersection Modification Guidelines
A. The intersection land configurations developed for the Specific
Plan should be used as a minimum to guide the requirement
for additional right-of-way and roadway reconstruction needed
to make future intersection modifications that meet required
LOS standards of the Circulation Element.
B. An intersection will warrant consistent with the City’s Traffic
Impact Study Guidelines, as required by the Circulation
Element of the City or as part of adjacent property
development.
Roundabouts
Roundabouts are a desirable form of intersection control in the
Specific Plan area, and their use is strongly encouraged at select
locations along arterial, collector, and local streets. Roundabouts
are designed on a case-by-case basis reflecting the unique
characteristics of the intersection, design vehicles, traffic volumes,
and capacity needs, thus, there is no single prototypical
roundabout. It is intended that the strategic use of roundabouts in
the Specific Plan area will defer the need for higher levels of traffic
control and roadway widening in addition to improving multimodal
accessibility and overall safety. The following design guidelines
illustrate general provisions and minimum design parameters for
roundabouts.
Candidate locations for roundabouts include the following (Figure
6-1):
• Santa Fe Road at Tank Farm Road
• The intersection of Sueldo at Tank Farm Road
• Buckley Road at Hwy 227 (Broad Street)
• Prado Road at Santa Fe Road and the Sueldo collector
street
• Prodo Road at local and collector street intersections
withing the Margarita Specific Plan area
Figure 6-4.1 Roundabout Examples
CIRCULATION & TRANSPORTATION | 6-29
6.4.9 Pedestrian and Bicycle Facilities
Establishing a successful multimodal circulation system is
dependent on providing a safe and functional environment for
modes of travel other than the automobile. While past business
park and service/manufacturing designs typically paid little
attention to pedestrians and bicyclists, the guidelines and policies
in the Specific Plan and City Circulation Element encourage
significant integration of these modes to mitigate the Specific
Plan’s trip generation and traffic impacts on the area’s circulation.
Goal 6.4.9: Encourage a safe, comfortable, convenient, and
attractive pedestrian circulation system and
develop a system of facilities that supports
bicycle use in the planning area for commuting
and recreation.
Pedestrian-Friendly Streets
A. As part of facility planning and design, seek to provide a
continuous, inter-connected travel corridor for pedestrians
that serves the same destinations as automobiles.
B. As part of the development review process, seek to
provide convenient pedestrian access to commercial and
industrial buildings from the street frontage.
C. As part of the development review process, provide
convenient pedestrian connections to transit and between
land uses and transit facilities.
D. As part of facility planning and design, provide street trees
and other landscaping in the parkway between street and
sidewalk to provide separation from the travelway, climatic
control, and aesthetic enhancement.
E. As part of the development review process, in commercial
and residential areas where pedestrian traffic is anticipated
at night, require pedestrian-scale lighting along public and
private walkways and paths.
F. Encourage on-street parking on all local streets to provide
separation between pedestrians and travel lanes.
G. As part of facility planning and design, consider special
paving treatments at intersection crosswalks to
aesthetically enhance and separate the pedestrian system
from the vehicular travelway.
H. As part of the development review process, require
development to provide continuous sidewalk improvements
or off-street paths along all street corridors, and close gaps
in the existing pedestrian system.
Standards
6.4.9.1 The minimum width of all sidewalks and pedestrian
paths shall as shown in the right-of-way cross-sections
for each street type (Figures 6.5 through 6-11).
Bicycle Facilities
Providing a safe, convenient and attractive bicycle circulation
system is considered to be an important amenity to enhance the
proposed commercial development, reduce vehicle trips and
increase the community’s appreciation of the open space
resource.
Bicycle Facilities Guidelines
A. Ensure that clear and convenient connections are made
between Class I, Class II and Class III bicycle facilities.
B. Encourage developers to provide connections from new
development sites and the planning area street system to
the Class I corridors.
6-30 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
C. During the development review process, require all Class I
trail corridors within the planning area to be dedicated to
the City as a condition of project approval.
D. Place a high priority on completing key linkages between
the City’s existing system and the proposed Airport Area
and Margarita Area bicycle systems. Key linkages include,
Damon Garcia Sports Fields, the intersection of Santa Fe
and Tank Farm Roads, Prado Road and the associated
Open Space, Creek Corridors, Avila Ranch and Buckley
Road.
E. In order to encourage bicycle use by planning area
employees, new development shall include secure bicycle
parking and changing and showering facilities on site.
F. A signage system should be incorporated into the bicycle
system that identifies the bicycle corridor, key connections
and destinations, and provides safety warnings at
intersections. The signage system should be designed to
be in scale with pedestrian and bicycle use, and in keeping
with the rural character of the area.
Standards
6.4.9.2 Class I bicycle/multi-use trails shall have a minimum 12-
foot cross-section, 2-foot shoulders and shall be
designed to meet or exceed minimum standards set by
the California Highway Design Manual. Trails will be
designed to support maintenance vehicles, to the
approval of the City or County Public Works Director, as
applicable.
6.5.10 TRANSPORTATION DEMAND MANAGEMENT
Transportation Demand Management (TDM) is a set of strategies,
measures and incentives to encourage people to walk, bicycle,
use public transportation, carpool or use other alternatives to
driving alone in a car. TDM measures produce greater mobility
from existing transportation systems, maximize the efficiency of
the current transportation infrastructure, improve air quality, boost
economic efficiency, save energy, and reduce traffic congestion.
TDM measures are generally targeted towards employee
commutes at the workplace end of the trip.
Goal 6.4.10 Maximize the use of Transportation Demand
Measures at the employer level.
Guidelines
A. Because the Airport Area will generate a concentration of
employment, TDM measures need to play an important
role in reducing travel demand. Proposed measures that
would be most effective in the Airport Area include:
1. Vanpool-carpool preferential parking
2. Increase in van pools and reduced van pool fares
3. Construction of dedicated bike lanes and off-street
paths that provides contiguous connections to the rest
of the City
4. Amend city codes to provide incentives for TDM
measures in new development projects
5. Transit subsidies for employees for both City and
regional transit systems
6. Encourage, and provide infrastructure for,
telecommuting
7. Increase compressed work schedules
CIRCULATION & TRANSPORTATION | 6-31
8. Cash incentives to employees who enter into
agreements to leave their cars at home and use other
means to commute to work
9. Require employers to join the existing County
“Transportation Choices” program or form a
Transportation Management Association (TMA).
10. Require large employers and/or TMAs to develop
alternative commute programs that include guaranteed
rides from home, carpool and vanpool matching
services, information and marketing resources for
commute alternative (websites), financial incentive
programs for use of alternative modes, changing and
showering facilities, flexible work schedules,
compressed work weeks, and telecommuting options.
One of the critical elements of a successful TDM program is the
availability of frequent and high-quality transit services.
Implementation of the transit plan (Section 6.2.7) will provide
transit service to the Airport Area at the same level of service
currently experienced along the South Higuera and Broad Street
corridors. An advantage of employers forming a TMA is the ability
to augment public transit with private shuttle buses at a relatively
low cost to employers.
Standards
6.4.10.1 Require employers with 25 or more employees to
develop voluntary TDM programs that have the capacity
to achieve the General Plan’s program of an average
vehicle ridership (AVR) of 1.60 or greater.
6.4.10.2 Require employers with 25 or more employees to
designate an in-house transportation coordinator that
provides information and assistance in planning and
establishing transportation options for employees.
6.4.10.3 Require employers with 25 or more employees to
develop TDM programs and submit to the City for
approval and monitoring.
6.4.10.4 Any employer of 25 or more employees establishing a
worksite within the Airport Area will be required to
submit to the City plans for a voluntary Transportation
Demand Management (TDM) program. At a minimum,
the plan must include the following information and
measures:
• An estimate of the employer’s base year average
vehicle ridership (AVR);
• Designation of a transportation coordinator from the
employee pool;
• A new hire packet of commute alternative
information;
• Participation in SLO Transits Flash Pass Program
and making transit information available to
employees;
• A guaranteed ride home program;
• Ridematching assistance either in-house matches or
through an outside organization such as the Ride-on
Transportation Management Association; and
• Preferential carpool and vanpool parking.
6.4.10.5 Avila Ranch shall develop a residential based trip
reduction program that is administered through the City
to reduce vehicle trips and promote alternative travel.
6.4.11 Timing of Improvements
All traffic mitigation measures, taken as a whole at full build out of
the Airport Area, assure compliance with the Circulation Element
LOS D policy. However, due to the fact that the rate and exact
development patterns within the Airport Area cannot be predicted,
no fixed implementation schedule of overall traffic mitigation
measures can be determined. Therefore, and although not
anticipated, development projects within the Specific Plan area
6-32 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
may cause a temporary cumulative traffic level of LOS E to be
reached prior to public improvement project being undertaken.
Individual development projects within the Specific Plan area will
need to construct adjacent street, bicycle and transit
improvements as part of their development. For larger Specific
Plan Fee public projects, the City shall, on a bi-yearly basis or as
needed, review LOS levels and make recommendations for use of
accumulated Airport Area traffic impact fees toward new CIP
projects to address the higher LOS levels and assure ultimate
LOS levels are achieved with ultimate build-out development of
the Airport Area. The City shall require that individual
improvement projects be constructed by adjacent development
within the Specific Plan area to advance the necessary
improvement and seek a reimbursement agreement, as
necessary.
UTILITIES & SERVICES | 7-1
7.0 UTILITIES & SERVICES
Each ‘layer’ of understanding informs the planning response.
INTENT
The General Plan calls for the annexation and development of a
number of areas in the southern part of the City’s urban reserve,
in addition to the Airport Area. These areas include Margarita,
Orcutt, Irish Hills, and San Luis Ranch areas. In order to fully
provide for the build-out of the Airport Area and these other areas,
master plan studies for the water, sewer, and drainage systems
were prepared in conjunction with the Airport Area Specific Plan.
The sewer and water system master plan studies addressed the
entire citywide sewer and water systems including the treatment
facilities, transmission and collection pipelines, and pumping
stations and other related system improvements. Chapter 7.0
provides a regulatory framework for those improvements required
to accommodate the development program for the Airport Area.
7.1 DRAINAGE SYSTEM POLICIES
As discussed in Chapter 3, Conservation & Resource
Management, a number of creeks flow through the planning area,
where flooding is a regular occurrence. The on-site flooding and
the potential for increased downstream flooding have restricted
development in the area. When considering how to address storm
drainage in the area, a number of objectives were identified for the
drainage improvement plan. These include:
7-2 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
A. Use the City’s Drainage Design Manual and Waterways
Management Plan as the basis for all detention
requirements in the Specific Plan area.
B. Provide a method for flood protection consistent with the
City’s Flood Damage Prevention Regulations.
C. Maximize the opportunity for environmental enhancement
of stream corridors and stormwater detention and
conveyance facilities.
D. Minimize capital expenditures.
E. Provide opportunities for multiple use of storm drainage
facilities.
DRAINAGE SYSTEM CONCEPTS
Initially, an area-wide drainage solution was envisioned for the
Airport Area. This solution was referred to as the Storm Drain
Master Plan and relied on significant creek channel modifications
to keep storm flows within existing creek channels, modified
natural channels, and in man-made by-pass channels. A regional
detention basin south of Buckley Road was proposed to detain
water and prevent downstream flooding. After this solution was
developed, the City’s Waterways Management Plan was
approved, which includes a Drainage Design Manual with
standards for on-site storm water detention. Once it became
evident that the costs of the original Storm Drain Master Plan were
prohibitive, the Storm Drain Master Plan was revised to allow for
on-site detention of storm flows, consistent with the Drainage
Design Manual.
DRAINAGE SYSTEM IMPROVEMENTS
New development projects and the incorporation of the Chevron
Remediation and Development project will enhance the drainage
capacity of the region while enhancing natural habitat. All projects
in the region will:
A. Apply the requirements of the City’s Floodplain
Management Regulations to proposed development within
the Airport Area.
B. Apply the requirements of the City’s Waterways
Management Plan, Drainage Design Manual, City’s
Stormwater Ordinance, and the Post Construction
Stormwater Regulations (RWQCB) to proposed
development within the Airport Area.
These proposed improvements, along with implementation of
existing City-wide ordinances and requirements are expected to
provide 100-year flood protection and provide for environmental
enhancement of stream corridors. The analytical methods outlined
in the Waterway Management Plan, Drainage Design Manual
shall be used to assist in the future design of flood control
improvements. The Waterway Management Plan is available
through the Public Works Department and incorporated into this
Specific Plan by reference.
DRAINAGE SYSTEM POLICIES
Policy 7.1.1: Encourage BMP’s
The City will encourage Best Management Practices for drainage
when reviewing all development proposals. The use of bio-swales
for conveying storm water on-site through open channels is
particularly encouraged for their efficacy and natural, aesthetic
quality.
Policy 7.1.2: Creek Corridor Enhancement
As part of the development review process for sites that are
crossed by one or more creek corridors, the City will require creek
corridor enhancement consisting of:
• Removal of non-native vegetation.
UTILITIES & SERVICES | 7-3
• Removal of obstructions that impede storm flows and that
are detrimental to aquatic species.
• Establish additional riparian vegetation.
• The City will consider a long-term funding mechanism for
creek corridor maintenance such as a Community Facilities
District.
Policy 7.1.3: Off-Site Improvements Permissible
When detention requirements cannot be fully met on-site, off-site
improvements of creek corridors are permissible, consistent with
the requirements of the City’s Waterways Management Plan and
Drainage Design Manual.
Policy 7.1.4: Porous Paving Encouraged
The use of porous paving to facilitate rainwater percolation is
encouraged. As a condition of project approval, the City will
require parking lots and paved outdoor storage areas, where
practical, to use one or more of the following measures to reduce
surface water runoff and aid in groundwater recharge: 1) porous
paving; 2) ample landscaped areas that receive surface drainage
and that are maintained to facilitate percolation; and, 3) drainage
retention or detention basins with soils that facilitate percolation.
Policy 7.1.5: On-Site Detention Basins and Creek Corridors
Detention basins will be owned by the subdivider, a property
owners’ association, or a major nonresidential parcel owner, and
will be maintained by an owners’ association or a special district
such as a Community Facilities District. Ownership and
maintenance of minor waterways will be the same, with a City
easement for open space and, where trails occur, public access.
Policy 7.1.6: Developer’s Responsibility
Developers are responsible for drainage facilities serving their
parcels, including needed facilities through adjoining properties.
Where facilities serve more than one parcel, developers may form
benefit districts or establish reimbursement agreements. When
other facilities are financed with a district financing mechanism
such as the Community Facilities District, the maintenance of on
and offsite drainage facilities may be included in the functions of
the district.
Policy 7.1.7: Design Review
The design of detention and conveyance facilities will be subject
to City approval as subdivisions are reviewed, and will be based
on runoff studies and recommendations by qualified professional
engineers.
Policy 7.1.8: Design of Detention Facilities
Detention facilities will be compatible with natural features and the
desired neighborhood character. Shallow basins with curvilinear
sides, adjacent to waterways, are acceptable, while steep-sided,
rectangular basins are not. Use of detention areas for habitat
protection and enhancement, or for appropriate recreation, is
encouraged. Additional design guidelines for drainage are found in
Section 5.21 of this Specific Plan.
Policy 7.1.9: National Pollution Discharge Elimination System
All drainage facilities must comply with National Pollutant
Discharge Elimination System (NPDES) Phase II permit
requirements. The City of San Luis Obispo has a set of standards
for Post Construction runoff control that must be implemented by
property owners as they develop.
Policy 7.1.10: Incentives
Exceptional implementation of drainage design policies makes a
project eligible for development incentives as described in Section
4.4.7 of this Plan.
7-4 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
7.2 WATER
Development in the Airport Area can occur only if adequate water
supply is available. Both the existing water supply and the City’s
capacity to treat it are limited. While existing water is available,
new sources will be needed before build-out of the Airport Area
occurs. Increasing demand will stress the capacity of the existing
sources to reliably deliver desired water quantities. Therefore, it is
important that the City continue to pursue additional water sources
to meet General Plan buildout demands. In addition, treatment for
potential new surface water supplies will require conventional
treatment, which could require that the raw water conduit capacity
and conventional treatment capacity be increased to
accommodate projected citywide growth.
If City water supplies are not supplemented in time to serve
maximum buildout of a property in the Airport Area, on-site water
supplies may be used. If on-site supplies are not sufficient to
serve the maximum development of a property otherwise possible,
the property should be developed to allow for subsequent buildout
of the property when additional city supplies become available.
The Land Use and Circulation Element (LUCE) Update
Environmental Impact Report identified a general plan buildout
population of approximately 58,626, which would correspond to a
water demand of 7,815 AFY. Buildout of the LUCE would increase
the City’s water use from 5,541-acre feet in 2012-to-7,815-acre
feet in 2035, an increase of 2,274 AFY. The LUCE EIR concluded
that the amount of water required to serve year 2035 buildout
conditions would not exceed total water supplies available to the
city (9,980 AFY).
A Water Supply Assessment (WSA) was prepared for the Avila
Ranch Project in October 2016 and determined that the Avila
Ranch Project would demand 189 AF/year of water at buildout
using City water demand factors. The WSA concluded that a
sufficient water supply is available to serve the project.
The Airport Area will be served by the existing Edna Saddle
Pressure Zone. The primary water service to this pressure zone is
from a 20-inch diameter transmission main that carries water from
reservoirs located to the north of the city. The 4 million-gallon
Edna Saddle storage tank, which is located to the north of the
Margarita and Airport areas, provides operational, emergency,
and fire flow storage for the area. It also provides water to the
airport via a metered service to its private water system.
Water will be delivered to the Airport Area through a grid of 12-
inch diameter mains: three traversing east-west, which are
generally connected at the Los Osos Valley Road, Tank Farm
Road, and Prado Road alignments, and three north-south mains
connecting to the existing 16- and 20-inch transmission mains to
the north. The exact locations of these mains will likely change
somewhat to follow future planned roadways, but their general
configuration should remain similar to that shown in Figure 7-1.
These grid mains are necessary to allow water transport within
and across the area to supply fire flows. The interior distribution
mains will be based on the final land use designation and related
fire flow demands as determined by the Uniform Fire Code. These
pipes will range between eight and ten inches, depending on fire
flow demands and the looping configuration. Figure 7-1 shows the
Water Distribution Plan for the AASP.
The City’s water model was utilized to develop the conceptual
backbone infrastructure plan included in Figure 7-1. Individual
development projects shall demonstrate compliance with the
City’s Potable Water Distribution System Operations Master Plan
and provide a detailed engineering assessment of the project’s
water demand and an assessment of the ability of the City’s
infrastructure system to handle the project in question. The scope
of the study shall be to the approval of the Public Works Director
and the Utilities Director.
Policy 7.2.2 Water Conservation
Development in the Avila Ranch area shall be designed so that
the projected annual water consumption is 30 percent less than
UTILITIES & SERVICES | 7-5
the average per-person annual community water consumption for
residential units. To meet this goal, the following performance
standards shall be used:
A. Turf shall not be permitted for individual yard landscaping.
Landscape plans shall be developed which require lower
water usage, and which require lower maintenance.
Landscape plans shall reflect the local climate zones and
local plant material.
B. Turf may be used where it is associated with a common
open space, parkways, sports field or other common area.
Where feasible, these areas will be irrigated with recycled
water supplies.
C. Landscape and irrigation plans should use drip irrigation
systems to the extent feasible. General broadcast irrigation
is discouraged.
7.3 WASTEWATER
The Airport Area is divided into two wastewater catchment
areas. Wastewater generated in the southwest portion of the area
will flow to the Calle Joaquin Lift Station, while the remainder flows
to the Tank Farm Lift Station. An Airport Area Study (Brown and
Caldwell, October 1, 2009) was prepared to provide a planning-
level analysis of existing and future sewer infrastructure for
conveyance of wastewater from the Airport Area of the City to the
City’s Water Resource Recovery Facility (WRRF). An additional
study (AECOM, 2015;) was prepared to evaluate costs associated
with conveying wastewater via the Buckley Lift Station to three
alternative connection points in the City’s existing collection
system. The City has identified a conceptual location for a new lift
station which will be located near the intersection of Buckley Road
and Vachell Lane. The new lift station will serve development
within the Buckley catchment area, which includes the planned
Avila Ranch development project. The proposed lift station is
referred to as the Buckley Lift Station. New conveyance
infrastructure will be required between the Buckley Lift Station,
and any of the connection points in the existing system. Due to the
existing site topography, it is anticipated that a lift station and force
main will be required.
Wastewater from the southeastern portion of the Airport Area
flows to Tank Farm Lift Station located 1 1/3 miles west of the
intersection at Tank Farm Road and Broad Street via an 18-inch
trunk line running westerly down Tank Farm Road. The lift station
serves the entire southeastern portion of the City and eliminated
the pervious Rockview and Tank Farm Lift stations. The Tank
Farm Lift Station also serves a portion of the Margarita and entire
Orcutt areas.
Backbone facilities to meet future wastewater generation to the
Calle Joaquin Lift Station will require approximately 550 feet of
new gravity sewer, replacement of the lift station and 2,300 feet of
new force main. These improvements are expected to be
completed in 2017. The Calle Joaquin Lift Station discharges to
the Laguna Lift Station, which was replaced in 2013.
Increased flows from the Airport Area and other annexation areas
will require the expansion of the City’s Water Resource Recovery
Facility (WRRF). When the City’s flows approach design capacity,
the City will expand advanced treatment facilities such as the
cooling towers, filters, and disinfection processes. Figure 7-2
shows the Wastewater Collection Plan for the AASP.
Policy 7.2.1 Engineering Feasibility Study (Wastewater)
Before specific project review and approval of projects the project
proponent will submit a detailed engineering assessment of the
project’s wastewater generation and an assessment of the ability
of the City’s infrastructure system to handle the project in
question. The scope of the study shall be to the approval of the
Public Works Director and the Utilities Director.
7-6 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
7.4 ENERGY
Electricity and natural gas distribution will be provided by the two
state-regulated private utilities that serve the region, with facilities
extended into the area as it develops. Although there are no area-
wide plans for on-site wind, geothermal, solar or biomass energy
production, development of such energy resources should be
encouraged where feasible and consistent with the Conservation
and Open Space Element. Energy efficiency and solar
opportunities will be fostered by state building standards, citywide
solar exposure standards and development review procedures,
and incentives and advice offered by the utility companies.
7.5 TELECOMMUNICATIONS
Local line-connected telephone and television services are
provided by City-franchised private companies that will extend
their facilities into the area as it develops. The expanding range of
broadcast (including satellite) services will be available for the
Airport Area to the extent they are available throughout the San
Luis Obispo area.
7.6 FUTURE HIGH-SPEED DATA ACCESS
All new structures that will accommodate people shall have one
50-millimeter (two-inch) conduit connected with an underground
system to facilitate future installation of a high-speed, high-
capacity data supply system.
7.7 UNDERGROUNDING
Undergrounding overhead utilities is important to enhance the
visual quality of the area and to establish a signature image for the
Airport Area. Such enhancements will, in turn, contribute to higher
property values, which will be important for financing proposed
infrastructure improvements. All new development shall be served
on-site with underground power, telephone, and cable
communications lines. All new development shall be responsible
for undergrounding of existing overhead utility lines along that
development's frontage or constructing underground utility lines
along new roadways concurrent with the construction of new
roadways.
7.8 PHASING AND COORDINATION
Development of individual ownership areas may occur as
components of the overall infrastructure phasing scheme. To
ensure that later projects build upon systems that are properly
located and sized when installed by earlier projects, extensions of
streets and utility lines will need to be coordinated among owners,
the City, and utility companies. The initial projects may need to
provide interim utility solutions, if the permanent systems cannot
be made available at the time of development. Such interim
systems must be consistent with the planned permanent systems.
7.9 PUBLIC SAFETY
7.9.1 Fire Protection
The San Luis Obispo City Fire Department (SLOFD) provides
emergency and non-emergency fire and protection services in the
City. Emergency services include fire response, emergency
medical response, hazardous materials response, and public
assistance. Non-emergency services include fire and life safety
inspections, building inspections, fire code investigations, arson
investigations, and public education. Additionally, the SLOFD is a
member of a countywide team that responds to hazardous
materials incidents throughout the County.
As of January 2015, the SLOFD operates four fire stations and
has a firefighter/ population ratio of approximately one (1)
firefighter per 1000 residents. The Headquarters Fire Station (FS#
No. 1) also houses the administrative offices, the Fire Prevention
Bureau, maintenance shop and training facility, which are
strategically located on the Broad Street corridor. The closest fire
stations to the site are Fire Station #3, located at 1280 Laurel
Lane and Fire Station #4, located in the area of Laguna Lake at
1395 Madonna Road CalFIRE Station No. 21, is located at 4671
UTILITIES & SERVICES | 7-7
Broad Street, adjacent to Runway 11-29 at the San Luis Obispo
Regional Airport, provides for airport crash fire rescue services, as
well as service to the surrounding unincorporated area. This
station also provides emergency response services for a rather
large rural area. The City currently maintains a mutual aid
agreement with CalFIRE to allow this station to respond to matters
within the airport area.
If the residential, commercial, industrial service, and open space
uses proposed by the Airport Area, and Margarita Area specific
plans are added to the fire department’s existing workload without
also adding staff and/or facilities, there may be a significant
reduction in existing service levels. The SLOFD Master Plan
determined that the Department’s fire suppression staffing level
should be 16 personnel. Upon annexation, the Department’s
minimum staffing level may need to be increased. In addition,
because of increased population and the increased potential
hazards of the industrial area, the City may need to add additional
inspectors to augment existing staff.
In 2013, the Chevron EIR evaluated development and annexation
of the Chevron property and therefore evaluated the potential for
fire department operational needs. The EIR concluded that most
of the Airport area is not within the City’s desired four-minute
response time. However, this response time may be enhanced by
the completion of circulation improvements including the
completion of Prado Road, Santa Fe Road, and the widening of
Tank Farm Road, connection of Avila Ranch to Suburban Road
and Tank Farm Road by way of Earthwood Lane and/or Horizon
Lane, and interim facilities in the Avila Ranch and/or Chevron
area. Nonetheless, a new fire station with adequate staffing will be
required to serve the south San Luis Obispo area.
These mitigation measures are incorporated into the AASP as
follows:
Policy 7.9.1: Adequate Fire Suppression Services and
Facilities
The City shall provide adequate fire suppression services and
facilities to the Airport Area, consistent with the Safety Element of
the General Plan, by completing area transportation
improvements, co-locating City fire services with existing CAL-Fire
facilities located on Broad Street, and/or establishing a permanent
facility within the Airport Area. Interim improvements may be
provided at the Chevron and Avila Ranch development areas until
permanent facilities are available. In order to ensure that the long-
term public safety needs of the AASP and MASP are met, and to
ensure the feasibility of those improvements, the City shall
facilitate the initiation of a Community Facilities District (CFD) as
part of the Avila Ranch project. The CFD shall provide for the
equitable assessment of the cost of construction and operation of
public safety facilities. The CFD shall have annexation provisions
so that additional benefitting properties may be added to it.
Policy 7.9.2: Fire Station Location and Site Dedication
The Fire Master Plan shall identify the optimum location for fire
stations in the community. During the first phase of development
of the Chevron Tank Farm site, property that is suitable for the
development of a new fire station shall be deeded to the City, with
the approval of the Fire Chief.
Policy 7.9.3: Interim Safety Improvements
Until a permanent facility is developed that enables the City to
achieve its response time objectives, new development in the
Airport Area may be required to finance other improvements that
will contribute to alleviating current deficiencies, as identified in the
San Luis Obispo Fire Department Master Plan (2009). This policy
will be implemented on a case-by-case basis through conditions of
approval when project specific fire and life safety impacts are
identified. The Avila Ranch project is expected to provide an
interim fire and/or emergency response substation at the
intersection of Earthwood Lane and Venture Drive to mitigate
temporary emergency response impacts, until a fifth fire station is
constructed per the Fire Master Plan. Such facilities shall be
designed and constructed to the satisfaction of the City Fire Chief.
7-8 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
7.9.2 Police Protection
The San Luis Obispo Police Department provides a variety of law
enforcement and community services. As of 2015, the Department
consists of 85.5 employees, 60 of whom are sworn police officers.
This results in a ratio of about 1.3 officers-per-1000 residents.
However, the City of San Luis Obispo is an employment center, so
the daytime population of the City’s urban area increases by about
30,000 people per day over its resident population. Thus, the
officers-per-resident ratio can be a misleading descriptor of
service level.
The Department is divided into two police bureaus, with a Police
Captain commanding each. The Operations Bureau includes
Patrol Services, Traffic Safety, Downtown bike officers, homeless
services through a Community Action Team, Special Enforcement
Team, and Neighborhood Services. The majority of the
Operations Bureau resources are devoted to patrol services and
traffic safety. The Neighborhood Services Division frequently
responds to conflicts that arise between nonresidential and
residential land uses, or different types of land uses in close
proximity to one another.
The Administration Bureau includes Administrative Services,
Investigative Division, Communications Division, and the Records
Unit. This bureau provides services essential to law enforcement
in the City and the effective use of the Operations Bureau
resources.
The City Police Department currently provides mutual aid
responses to the Airport Area. Annexation and new development
made possible by City services will increase the Department’s
workload. A small police substation/work area may be needed
with urbanization of the area. Additionally, the City’s adopted
Safety element establishes response performance standards for
“recurrent” types of emergencies. The Police Department has set
a 30-percent available time objective for patrol response
(“Available time” is the fraction of total time that a patrol unit is not
previously assigned or otherwise unavailable for response to a
new emergency call for service). The Department is currently at or
below this 30-percent available objective much of the year. This
annexation will drive the need for additional personnel and
equipment to maintain this performance standard. The number of
personnel will be determined at the time of annexation based on
development and calls for service in the area.
7.10 PARKS AND RECREATION
The Parks and Recreation Element of the General Plan prescribes
policies and development objectives for new development areas in
the community. Policy 3.13.1 and Policy 5.02 state that new
development areas shall have park areas at a rate of 10 acres of
parkland per 1,000 residents, with five acres of that ratio
dedicated as a neighborhood park. The remaining five acres
required under the 10 acres per 1,000 residents standard may be
located anywhere within the City’s park system as deemed
appropriate.
The park requirement is applicable to the Avila Ranch portion of
the Specific Plan area. Based on a total buildout of 720 dwelling
units, and the mix of residential uses and the associated
household sizes in each, there are estimated to be 1,650
residents in the Avila Ranch area at buildout. This will generate a
need for 16.5 acres of parkland, with at least 7.5 acres of that in a
neighborhood park. All park area to meet those needs will be
provided on the project site or through payment of in lieu fees.
Future Avila Ranch project area residents will also create a need
for additional capacity in the City’s community park facilities.
Specific facilities or fees in lieu thereof will be provided to address
this added impact at a rate of one acre per thousand persons.
Policy 7.10.1 Avila Ranch Park Development
A. Parks will be provided at a rate of ten acres per 1,000
residents in the following manner:
UTILITIES & SERVICES | 7-9
• A 9.8-acre neighborhood park in the eastern portion of
the Avila Ranch project site adjacent to the Town
Center, with frontage on the residential collector.
Planned activities in the park include ballfields,
basketball, open space, picnicking, passive recreation,
and other uses consistent with the City’s Parks and
Recreation Element.
• Mini parks shall be provided in each phase of the
Avila Ranch development. These mini parks will
range in size from one half acre to 2.5 acres and
include passive recreation areas, and small game
areas such as basketball, or other areas
appropriate to the size of the park. Bike trails shall
be constructed sequentially with each phase so
that the Tank Farm Creek trail will be completed by
Phase 3 of the Avila Ranch development. Avila
Ranch residential developments will contribute an
amount equal to 1 acre per thousand population for
community wide facilities. While not required by
the Parks and Recreation Element, these special
facilities (e.g., Sinsheimer Park, Mission Plaza,
Santa Rosa Park, Laguna Park, Damon-Garcia
Sports Complex), serve the entire community
(including new residential areas in the AASP) and
the residential units shall contribute towards
expanding their capacity, or addressing unmet
community wide park and recreation facility needs
(such as those identified in Policy 3.12 of the Parks
and Recreation Element).
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UTILITIES & SERVICES | 7-11
7-12 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
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FINANCING | 8-1
NOTE TO REVIEWER:
Please refer to the City's current Development Impact Fee
Program.
8.0 PUBLIC FACILITIES FINANCING
Each ‘layer’ of understanding informs the planning response.
INTENT
This Public Facilities Financing Plan (“PFFP”) has been prepared
to evaluate the ability of land uses proposed in the City of San
Luis Obispo Airport Area Specific Plan to fund required public
facilities. This chapter describes the approach and major findings
of the PFFP. In summary, this PFFP does the following:
• Summarizes the proposed land uses and estimated
phasing assumptions for the Airport area.
• Summarizes the public facilities required to serve the
Airport area.
• Summarizes the costs of required public facilities and
allocates the costs to the proposed land uses based on a
benefit rationale.
• Outlines the phasing of public facilities needed to keep
pace with projected development.
• Considers a combination of impact fees, debt financing,
grant sources and developer contributions to fund public
facilities as they are needed.
• Identifies the total one-time burdens (impact fees) and
potential annual burdens (annual special taxes) proposed
to be assessed to fund the improvements.
• Discusses future steps associated with implementation and
administration of the financing plan.
The PFFP represents the culmination of a cooperative process
that involved public and private participants with interests in the
8-2 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Airport area. While consensus is difficult to reach, the
recommendations in this chapter reflect provide at least one
realistic funding scenario for public improvements that help to
accommodate infrastructure needs for AASP growth.
As the Airport and Margarita areas develop, the timing and mix of
costs and funding sources may change. The assumptions and
results in the PFFP were originally based on year 2003 estimates
and were most recently modified in 2014 in conjunction with the
Chevron remediation and development project. In 2014 it was
found that anticipated development eligible to provide financing for
infrastructure had substantially decreased since 2005.
Additionally, the cost, detail and scope of required infrastructure
has substantially increased.
Regardless of the extent to which the proposed financing
mechanisms are used, or other financing mechanisms are
introduced later in the Airport and Margarita areas, the overall
burden has been evaluated in detail and a range of financing
options has been contemplated to ensure feasibility. Ultimately,
the marketplace will determine whether the impact fees are
competitive and whether the infrastructure, services and other
amenities provided by the City are of great enough benefit to
foster development in the Airport area under City jurisdiction.
8.1 CITY FINANCING POLICIES
As part of developing the financing strategy employed in this
PFFP, a review of the City’s financing policies was conducted.
The City’s 2013-15 Financial Plan sets forth the following policies:
8.1.1 GENERAL FINANCING POLICIES
Transportation impact fees are a major funding source in
financing transportation system improvements needed to
accommodate new development. However, revenues from
these fees are subject to significant fluctuation based on
the rate of new development. Accordingly, the availability
of impact fees in funding a specific improvement project
will be analyzed on a case-by-case basis as projects s are
submitted for City Manager or Council consideration.
If adequate funds are not available at the time, the Council
will make one of two determinations: Defer the project until
funds are available; or, based on the high priority of the
project, Advance funds from another funding source (such
as the General Fund), which will be reimbursed as soon as
funds become available. Repayment of General Fund
advances will be the first use of AASP transportation
impact fee funds when they become available.
• The City will use the following criteria to evaluate pay-as-
you-go versus long-term financing in funding capital
improvements:
a. Factors Favoring Pay-As-You-Go Financing:
1. Current revenues and adequate fund balances are
available, or project phasing can be accomplished.
2. Existing debt levels adversely affect the City's credit
rating.
3. Market conditions are unstable or present difficulties in
marketing.
b. Factors Favoring Long Term Financing:
1. Revenues available for debt service are deemed
sufficient and reliable so that long-term financings can be
marketed with investment grade credit ratings.
2. The project securing the financing is of the type, which
will support an investment grade credit rating.
3. Market conditions present favorable interest rates and
demand for City financings.
4. A project is mandated by state or federal requirements,
and resources are insufficient or unavailable.
5. The project is immediately required to meet or relieve
capacity needs and current resources are insufficient or
unavailable.
FINANCING | 8-3
6. The life of the project or asset to be financed is 10 years
or longer.
• Recurring O & M Costs - Debt financing will not be
considered appropriate for any recurring purpose such as
current operating and maintenance expenditures.
• Capital Improvements - Capital Improvements will be
financed primarily through user fees, service charges,
assessments, special taxes, or developer agreements
when benefits can be specifically attributed to users of the
facility.
8.1.2 LAND-SECURED FINANCING POLICIES
• Public Purpose - There will be a clearly articulated public
purpose in forming an assessment or special tax district in
financing public infrastructure improvements. This should
include a finding by the Council as to why this form of
financing is preferred to other funding options such as
impact fees, reimbursement agreements or direct
developer responsibility for the improvements.
• Reserve Fund - A reserve fund should be established in
the lesser amount of the maximum annual debt service;
125% of the annual average debt service; or 10% of the
bond proceeds.
• Value-to-Lien Ratio - The minimum value-to-lien ratio
should generally be 4:1. This means the value of the
property in the district, with the public improvements,
should be at least four times the amount of the special tax
debt. The City may consider allowing a value-to-debt ratio
of 3:1, but the Council would make special findings in this
case.
• Capital Interest - Decisions to capitalize interest will be
made on a case-by-case basis, with the intent that if
allowed, it should improve the credit quality of the bonds
and reduce borrowing costs, benefiting both current and
future property owners.
• Maximum Burden - Annual assessments (or special taxes
in the case of Mello-Roos or similar districts) should
generally not exceed 1% of the sales price of the property,
and total property taxes, special assessments and special
tax payments collected on the tax roll should generally not
exceed 2%.
• Special Taxes - Assessments and special taxes will be
apportioned according to a formula that is clear,
understandable, equitable and reasonably related to the
benefit received by, or burden attributed to, each parcel
with respect to its financed improvement. Any annual
escalation factor should generally not exceed 2%.
• Special Tax District Administration - In the case of Mello-
Roos or similar special tax districts, the total maximum
annual tax should not be less than 110% of the annual
debt service.
Where applicable, these City policies have been incorporated into
the financing strategy in this PFFP.
8.2 LAND USE ASSUMPTIONS
8.2.1 LAND USES
The Airport area comprises over 1,450 acres zoned for
commercial, industrial, and open space. Table 8-1 on the following
page shows a breakdown of the land use components in the
Airport area.
The estimated nonresidential building capacity in the Airport area
is approximately 5.1 million square feet. It should be noted that
approximately 1.38 million square feet of the non-residential
building capacity is under a pre-annexation agreement or may be
8-4 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
subject to fee programs that are outside of the City jurisdiction.
Because of this, the 1.38 Million Square feet of development will
create a gap in infrastructure funding. This gap will need to be
financed with grants, Citywide support, County support, or other
funding sources.
8.2.2 LAND USE ABSORPTION ESTIMATES
Based on historic development trends in San Luis Obispo, the
City’s Community Development Department estimates that on
average, approximately 100,000 square feet of
commercial/industrial building space would develop annually.
Based on absorption assumptions, the commercial/industrial
acreage in the Airport area will fully develop in about thirty years.
The land use absorption estimates used in the PFFP illustrate one
potential development scenario. Because of the inherent
uncertainty associated with market driven cycles, it is emphasized
that this absorption scenario is for planning purposes only so as to
provide an indication of Airport area feasibility. It should not be
relied on as a forecast of future events, or for any other purpose
other than as an illustration. Actual development in the Airport
area most likely will not follow the smooth development pattern
incorporated in the PFFP analysis but instead will follow market
development cycles.
8.3 COST ESTIMATES AND ALLOCATION
8.3.1 SUMMARY OF COST ESTIMATES
The total of transportation infrastructure and planning costs for
which the Airport area is responsible is estimated to be
approximately $19.3 million. Costs for the individual backbone
facilities were estimated by private consultants utilizing conceptual
plans for infrastructure improvements.
Table 8-1
LAND USE SUMMARY FOR RESIDENTIAL &
NONRESIDENTIAL PROPERTIES IN THE AIRPORT AREA
SPECFIC PLAN (updated 2014)
It is important to note that the $19.3 million amount does not
include the costs for in-tract and other improvements which are
the direct responsibility of individual projects and will be provided
FINANCING | 8-5
as part of their development. Nor does this cost include other
projects in the vicinity that are necessary but will be paid for by
other mechanisms such as the Citywide Transportation Impact fee
program, grants or other development.
The City will require that fronting property owners dedicate
roadway right-of-way since these property owners will benefit
most from improving the roadway. Property owners fronting the
extension of Sueldo Road (formerly the Unocal collector) and
Santa Fe Road will be required to fund a portion of the roadway
infrastructure improvements for these road sections since they
also provide local access to these properties.
Table 8-2
COST ALLOCATION FACTORS
8.3.2 ALLOCATION METHODOLOGY
With input from the City and its consultant engineers, the
backbone facility costs were allocated among the various land
uses that will benefit from the improvements. To conduct this
analysis, a benefit rationale was developed for each facility
category. Allocation factors or benefit units were selected, and
fair share allocations were assigned to the land uses. Table 8-2
shows the allocation factors used to allocate the cost of the
backbone facilities to the benefiting land uses.
The following policies and criteria were utilized to assign benefit:
• New development must mitigate impacts it creates on
public facilities and it is fully responsible for the costs of the
required mitigation. The City’s General Plan states that the
City may choose to contribute to certain facilities that it
deems will provide community-wide benefits.
• Assigned benefit is based on a proportional benefit
analysis using allocation factors that were determined
either by the engineers or City staff that worked on the
master plan.
• Roadway infrastructure costs are allocated to the areas
which benefit from these improvements. Prado Road
improvements, a portion of the cost of Prado Interchange,
and part of the intersection improvements at Prado and
South Higuera are allocated to future development in the
Margarita Area since this area will benefit from these
improvements.
• Tank Farm Road, Buckley Road and Broad Street
improvements are allocated primarily to future
development in the Airport Area since this area primarily
will benefit from these roadway improvements, however
some of these roadways are also regional in nature and
may require funding from outside of the AASP to complete.
• The City will require property owners whose land adjoins
roadways to dedicate the right-of-way for improvements;
therefore, roadway land acquisition costs are not included
in the transportation infrastructure costs. If ROW purchase
is necessary as part of a project, the City will create a
future reimbursement program for the AASP PFFP to
recoup funding when the adjacent property develops.
Table 8-3 a STORM DRAINAGE COST ALLOCATION
SUMMARY
8-6 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Table 8-3 b TRANSPORTATION COST ALLOCATION
SUMMARY
Tables 8-3 a and b show the cost allocation for each facility
category as well as the total cost allocated to each land use. It
should be noted that the infrastructure costs provided in these
tables include only that portion of the total cost that will be
allocated to properties in the Airport area.
FINANCING | 8-7
Table 8-4 Summary of Infrastructure Costs by phase
8.3.3 INFRASTRUCTURE PHASING
As previously discussed, development of the Airport area will
require approximately $36.4 million in public facilities of which
approximately $19.3 million will be funded by properties in the
Airport area. Due to the lack of existing infrastructure networks in
this area, a considerable amount of backbone infrastructure is
required up-front, in the early stages as development occurs.
Infrastructure projects are identified as phased according to
specific infrastructure phasing intervals. These intervals are
defined in Table 8-4.
While some development impact fee revenue will be available to
fund a small portion of AASP Phase 1 facilities, sufficient impact
fee revenue will not be available to fully fund the first phase
infrastructure nor will fee revenues keep up with major facility cost
components in subsequent phases. Either public debt financing
or developer financing will be needed to close the funding
shortfalls and generate lump-sum proceeds to keep up with facility
demands. Therefore, the Financing Plan incorporates a
combination of impact fees, land-secured debt, assumed grant
funding, and developer financing to fund the required facilities.
8.3.4 WATER FACILITIES
In 2013, the City adopted citywide water fees and area-specific
water add-on impact fees. The area-specific water add-on fees
were developed to fund the specific water facilities that would be
required in the Airport. These facilities include only the backbone
water pipelines that will serve the Airport area and do not include
in-tract pipelines at specific developments or water mains that will
be required to tie into the water system; these types of facilities
will be funded directly by the developers when they are ready to
develop.
Funding for the expansion of the City’s water treatment plant will
come from the citywide water impact fee. The citywide water
impact fee is, effective July 1, 2012, $17,092 per 1” meter and the
area-specific water add-on fee is $1,907 per 1” meter.
The citywide water fee pays for water supplies and treatment
facilities required to serve new development and as such must be
paid by development in addition to the Airport area-specific water
add-on fee. The water impact fees will be collected at building
permit issuance or possibly at some other time, as specified by
the City.
Existing development requesting to tie into the City’s water system
will be required to pay the Airport area-specific water add-on fee
and the citywide water impact fee.
8.3.5 WASTEWATER FACILITIES
The cost of the Airport area specific plan’s portion of the water
reclamation facility upgrade will be funded through the citywide
wastewater impact fee. The collection system pipes, which will
connect individual developments to the backbone system are
considered to be an in-tract improvement and therefore will be
financed by the individual developers.
Development in the Airport area will be required to pay the
citywide wastewater impact fee, which is, effective July 1, 2012,
$8,553 per 1” meter and the area-specific wastewater add-on fee
is $3,664 per 1” meter.
8-8 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Revenue from the citywide wastewater fee will fund capacity
improvements at the water reclamation facility and therefore all
development in the Airport area will be required to pay this fee in
addition to the Airport area-specific wastewater add-on fee.
The City expects that the existing and/or approved 2.1 million
square feet of building area in the Airport and Margarita areas will
eventually tie into the City’s sewer system. Approximately 0.5
million square feet of development has already paid interim impact
fees to the City. The City anticipates that most of the remaining
1.6 million square feet of developed building space will tie into the
wastewater system over a 30-year period. Existing development
requesting to tie into the City’s sewer system will be required to
pay the Airport area-specific wastewater add-on fee and the
citywide wastewater impact fee.
8.3.6 TRANSPORTATION FACILITIES
Road and bikeway improvements required for the Airport area are
estimated based on costs associated with improvements for, Tank
Farm Road, the extension of Sueldo (formerly the Unocal
Collector), Santa Fe Road Extensions, improvements along
Higuera Street, Broad Street and Buckley Road Extension.
Transportation costs include nine intersections that were identified
for improvements through the Chevron EIR in 2013. Also included
is the Airport Area’s share of bike path costs to serve trips in the
AASP Area. Costs will continue to reflect changes in the CPI.
As previously mentioned, the City will require that roadway right-
of-way be dedicated by the adjoining property owners and as a
result, land acquisition costs are not included in the transportation
infrastructure costs.
Future development in the Margarita Area will benefit from the
improvements to Prado Road (including the Prado Road creek
crossing) and the intersection at South Higuera Street. Therefore,
costs associated with these improvements, have been allocated
primarily to future development in the Margarita Area.
Additionally, based on a prior study, the City estimates that future
development in the Margarita Area is responsible for 13%, of the
Prado Interchange. The total cost of the aforementioned
improvements is allocated among all future development in the
Margarita Area.
Future development in the Airport Area will primarily benefit from
the improvements to Tank Farm Road, Santa Fe Road Extensions
and Buckley Road Extension. Additional improvements along
Higuera and Broad Street are necessary to help mitigate traffic
generated by AASP growth. Costs include roadway improvements
and median landscaping and irrigation for Tank Farm Road. The
original PFFP only included partial costs of the Buckley Road
Extension and assigned the Santa Fe Road Extension
improvement costs to the fronting property owners. The current
PFFP proposes that Buckley Road Extension be funded by
development that most directly creates the need for the
improvement (Avila Ranch, et. al.) or that a special sub-area
funding program be established for this project. Santa Fe Costs
under the new PFFP are split between the adjacent properties
which receive a direct benefit of the roadways and the PFFP.
The costs of other roadway improvements is allocated to future
development in the Airport Area as well as shared with potential
grants, direct developer contributions or City participation.
Additionally, bikeway costs associated with three bikeway facilities
that most directly benefit the AASP properties are allocated to the
Airport Area (similar improvements in the Margarita Area will be
built as part of specific development projects).
Utility line undergrounding for part of Tank Farm Road and Broad
Street were funded through the City’s and County’s Rule 20-A
program (2012). Other undergrounding costs are be funded by
development in the Airport Area. The City will work with property
owners in the area to minimize costs of undergrounding that may
include covenants and deferrals until such time as large-scale
projects can be completed. All new services in the AASP will be
undergrounded per City code. Additionally, the cost of
constructing medians on Broad Street, south of Prado Road, will
be funded by the City through grants, STIP or other funds.
FINANCING | 8-9
Future development in the AASP area will also be required to pay
the citywide transportation impact fees. Revenue from this fee
funds transportation projects which provide citywide benefit and
bring facilities to the area. Projects in this fee program that help
serve the AASP include the Prado Road and LOVR Interchanges,
bikeways to and from the AASP, Orcutt Road Grade separation
and improvements along Higuera Street.
Traffic mitigation measures, taken as a whole at full build out of
the Airport Area, help to meet objectives of the Circulation
Element’s LOS policy. However, due to the fact that the rate and
exact development patterns within the Airport Area cannot be
predicted, no fixed implementation schedule of overall traffic
mitigation measures can be determined. Therefore, certain
projects may cause a LOS threshold to be exceeded. The City
shall, on a bi-yearly basis or as needed, review LOS levels and
make recommendations for use of accumulated Airport Area
transportation impact fees toward new CIP projects to address the
higher LOS levels and assure LOS levels consistent with the
Circulation Element are achieved with ultimate build-out of the
Airport Area. The most recent assessment of the LOS levels was
completed in 2014 as part of the Chevron EIR.
8.3.7 STORM DRAINAGE FACILITIES
Future development in the Airport area will be required to provide
fair share funding towards drainage improvements associated with
roadway improvements. These fair share fees are incorporated
into the impact fee program.
8.3.8 SPECIFIC PLAN COSTS
Funds have been advanced by the City to pay consultants’ costs
associated with preparing the specific plans and other analyses to
support development of the Airport and Margarita areas. These
costs total $717,000 and have been allocated to all future
development in the Airport and Margarita areas on a per-acre
basis. The existing development in the Airport area is not
included in the cost allocation.
8.4 FINANCING METHODS
8.4.1 MELLO-ROOS COMMUNITY FACILITIES ACT OF
1982
The Mello-Roos Community Facilities Act (the “Act”) [Section
53311 et. seq. of the Government Code] was enacted by the
California State Legislature in 1982 to provide an alternate means
of financing public infrastructure and services subsequent to the
passage of Proposition 13 in 1978. The Act complies with
Proposition 13, which permits cities, counties, and special districts
to create defined areas within their jurisdiction and, by a two-thirds
vote within the defined area, impose special taxes to pay for the
public improvements and services needed to serve that area. The
Act defines the area subject to a special tax as a Community
Facilities District.
A CFD may provide for the purchase, construction, expansion, or
rehabilitation of any real or other tangible property with an
estimated useful life of at least five years. A CFD may also
finance the costs of planning, design, engineering, and
consultants involved in the construction of improvements or
formation of the CFD. The facilities financed by the CFD do not
have to be physically located within the CFD.
Formation of a CFD authorizes a public agency to levy a special
tax on all taxable property within the CFD in the manner
prescribed in the formation documents. Property owned or
irrevocably offered to a public agency may be exempted from the
special tax. Mello-Roos special taxes are collected at the same
time and in the same manner as property taxes, unless otherwise
specified by the agency. Special tax revenues may be used to
pay debt service on bonds sold to provide funding for the
construction or acquisition of public capital facilities. Special taxes
may also be used to pay directly for facilities and public services.
Formation of a CFD can be initiated by:
• A motion by the legislative body (the City Council);
8-10 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
• A written request signed by two members of the City
Council; or
• A petition filed with the clerk signed either by ten percent of
the registered voters residing within the proposed CFD, or
owners of ten percent of the land area within the proposed
CFD.
Within 90 days of initiating the
proceedings to form the CFD, the City
Council would adopt a resolution of
intention to establish a CFD and a
resolution of necessity to incur bonded
indebtedness, and determine a date for
a public hearing on the formation of the
CFD. The hearing must be not less
than 30 days or more than 60 days
from the date the resolution of intention
was adopted. At the public hearing, if
the City Council makes a decision to
proceed with formation of the CFD, a
resolution of formation, a resolution to
incur bonded indebtedness, and a
resolution calling for elections to
authorize special taxes and the
issuance of bonds, will be adopted by
the City Council.
If the City Council decides to proceed
with establishing a CFD, it must submit
the levy of the special tax to the
qualified electors of the proposed CFD
in the next general election or in a special election to be held at
least 90 days, but not more than 180 days, following the close of
the public hearing. However, these time limits may be waived with
the unanimous consent of the qualified electors. As required by
Proposition 13, two-thirds of the voters casting ballots must
support the tax if it is to be imposed. However, if there are fewer
than 12 registered voters residing in the proposed district, the vote
shall be by the landowners of the proposed CFD, and each
landowner shall have one vote for each acre or portion of an acre
of land owned within the CFD.
TABLE 8-5 CFD DEBT FINANCING ANALYSIS
FINANCING | 8-11
There are two limitations on the amount of financing available
from a CFD. The first is the value-to-lien ratio. “Value” is
considered to be the appraised value of the property, including
entitlements and improvements in place on the date the CFD
bonds are to be sold. The value of improvements to be
constructed with bond proceeds is included in the value
calculation. “Lien” refers to the proposed Mello-Roos bond issue,
as well as any other public debt secured by the property. Senate
Bill 1464, which became effective January 1993, requires a
minimum value-to-lien ratio of 3:1. The City’s policy is 4:1, but
may also allow 3:1 in some cases.
The second restriction on the amount of financing available from a
CFD is the total effective tax rate (“ETR”) paid by a homeowner or
property owner in the CFD. The ETR consists of the basic one
percent ad valorem property tax levy mandated by Proposition 13,
plus overrides from voter-approved bonded indebtedness and
non-ad valorem taxes, assessments and parcel charges
(expressed as a percentage of market value). There is no legal
limit, but a maximum ETR of two percent of market value has
developed as a standard for residential development in many
areas throughout the State; the City has adopted this standard as
one of its financing policies.
8.4.2 IMPACT FEES
Impact fees are monetary exactions (other than taxes or special
assessments) that are charged by local agencies in conjunction
with approval of a development project. Impact fees are levied for
the purpose of defraying all or a portion of the costs of a public
facility, improvement, or amenity that benefits the project. The
collection of impact fees does not require formation of a special
district; instead, a fee program is implemented by a public
agency’s adoption of a resolution or ordinance.
Impact fees are paid by builders or developers, typically at the
time a building permit is issued. The public facilities funded by
impact fees must be specifically identified, and there must be a
reasonable relationship, or “nexus,” between the type of
development project and the need for the facilities, the need to
impose a fee, and the portion of the facilities cost allocated to the
development project, pursuant to Section 66000 et. seq. of the
Government Code.
While developer fees cannot typically be leveraged (i.e., provide
security for bonds or other debt instruments), fees can be used in
conjunction with debt financing to help retire bonds secured by
other means (e.g., land). In this case, developer fees can
generate supplemental revenues to reduce future special taxes or
assessments, or free up tax increment or other revenues for
alternative uses. Developer fees can also be used to generate
reimbursement revenue to property owners or public agencies
who have previously paid more than their fair share of public
improvement costs.
8.4.3 DEVELOPER FINANCING
In many cases, developers fund facilities or dedicate land as a
means of mitigating the impact of their developments. For
example, the City may impose, as a condition of development,
construction of a facility that is needed, such as a roadway. Once
the roadway is constructed and accepted by the City, fee credits
equal to the amount of the cost of the facility or the cost of the
facility as estimated in the capital improvement plan, can be
issued to the developer. The developer can then apply them to
offset fees imposed on his development or enter into a
reimbursement agreement for any constructed facility that is
oversized.
8.5 RECOMMENDED PROJECT FINANCING
STRATEGY
8.5.1 OVERVIEW
The financing strategy for funding infrastructure serving the Airport
area is primarily a pay as you go impact fee program. The City will
need to work with property owners in the AASP to consider
alternative financing opportunities that could include a
8-12 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
combination of community facilities district debt financing, impact
fees specific to the Airport Area, citywide impact fees,
transportation grants and higher levels of developer funding. Table
8-6 summarizes the facilities required and the infrastructure
funding sources for the Airport area.
The Airport Area Project impact fees, shown in Table 8-7, will fund
the Airport Area’s share of infrastructure and storm drainage
costs. Owners of properties fronting Tank Farm and Broad Street
will be required to dedicate road right-of-way. In addition, owners
of properties fronting the extension of Sueldo Road (formerly the
Unocal collector) and Santa Fe Road will be required to dedicate
right-of-way and fund a portion of the improvement of these roads
that they benefit directly from them. Existing and/or approved
development in the Airport Area, which has not already paid
interim impact fees to the City, will also be required to pay Airport
Area and citywide water and wastewater impact fees when it ties
into the City’s water and wastewater systems or annexes into the
City.
Other Financing Options
The financial imbalance caused by the need to fund the majority of
infrastructure costs upfront while development in the Airport area
is expected to occur over a thirty-year period poses a challenging
situation for the City. Several options are available to the City to
address these funding shortfalls. The City will, on a case-by-case
basis, review the funding shortfall as it occurs and determine the
appropriate solution at that time. Several funding options
available to the City are discussed below.
Forming one or more community facilities districts in the Airport
Area will provide upfront funding for infrastructure facilities in the
initial stages of development when much of this is needed. A CFD
could incorporate all the undeveloped Airport Area or simply
portions of the Airport Area, such as the properties on the east or
west side of the Airport Area. The CFD(s) could be formed when
properties in the Airport Area are ready to develop and could
finance facilities that would otherwise be funded through Airport
area impact fees.
Another potential funding option would be to impose, as a
condition of development, a requirement that a developer
construct a required facility and then receive credits in the amount
of the construction cost. The developer could then apply these
credits against required development impact fees. This approach
is used frequently by public agencies when facilities are needed
before development can proceed.
A third option would be to delay construction of infrastructure until
the required fee revenues or other funding are collected. This
approach, however, may not be feasible in many cases.
The City could also provide the necessary funding and then get
reimbursed as impact fee revenue is collected. This could be
accomplished by borrowing from other City capital improvement
funds and then repaying, with interest, the fund when impact fee
revenues are collected from the Airport area.
8.5.2 IMPACT FEE ANALYSIS
Airport Area
Table 8-7 illustrates the Airport area impact fees without the
incorporation of a CFD. Citywide impact fees will also be imposed
on future development in the Airport Area. With formation of a
CFD, the annual tax would replace all or a portion of the Airport
area impact fees.
The City has established a separate facilities account for the
Airport Area in order to pool the separate Airport Area Specific
Plan impact fees. The City will still be required to justify the
separate impact fee components within the consolidated Airport
Area Specific Plan impact fee as required by the Mitigation Fee
Act, also known as AB 1600. The impact fees presented in this
PFFP are subject to change as cost estimates and assumptions
are refined, or if the City makes policy decisions that affect the
plan.
8.6 IMPLEMENTATION AND ADMINISTRATION
FINANCING | 8-13
The Airport area is anticipated to build out over an extended
period. During this time, there are likely to be changes in land use
plans, facility standards and design, cost estimates, and other
assumptions that are incorporated in this financing plan. The
PFFP and City finance policies are designed to accommodate
such changes, while maintaining the security of bond holders.
The impact fee component of the PFFP will be put into effect by
adoption of a fee ordinance by the City Council. Pursuant to this
ordinance, fees will be collected by the City, deposited into the
designated account(s), and used to fund improvements in the
Airport area. In addition, a Mello-Roos Community Facilities
District could be formed to provide a mechanism for debt issuance
to generate lump-sum funding for facilities in the first phase of
development and potentially later phases. Following is a brief
summary of certain tasks that will be required to implement the
PFFP.
8.6.1 UPDATES AND REVISIONS
The PFFP should be updated each time there is a significant
change in facility plans, land use plans, or infrastructure cost
estimates. When these items are revised, there will be a
corresponding change in the fair-share cost allocation to each
type of land use anticipated within the Airport area. The Airport
area specific plan impact fees must also be adjusted to maintain a
nexus between facilities being funded and land uses paying such
fees.
8.6.2 INDIVIDUAL PROJECT APPLICATIONS AND
DEVELOPER REIMBURSEMENTS
When an individual project is submitted to the City for processing
and approval, the facilities required to serve that project must be
identified. Due to the incremental nature of public facility phasing,
it is likely that certain projects will be required to oversize
improvements due to the location of development or to accommodate future needs. Improvements contained in the AASP
PFFP may be eligible for reimbursement. By comparing the
project’s assigned fair share of facility costs to the costs of
improvements required to allow the project to proceed, the City will
be able to calculate an equitable reimbursement to the developer
paying for oversized improvements. The City will likely enter into an
agreement with the developer to affect such a reimbursement
through pass-through of future impact fees received.
8.6.3 ACTION ITEMS FOR THE CITY
The City will need to adopt a fee ordinance or resolution
implementing the revised fees. The ordinance will reflect fees
based on the information provided in this PFFP. Fees may be
adjusted in future years to reflect actual costs, updated
infrastructure cost estimates, changes in the amount of property
anticipated to develop, and other factors. In addition to specific
fees for the Airport Area, the Airport area will be subject to
citywide fees as well as fees levied by other public agencies.
Pursuant to section 66006 of the Government Code, the City will
establish a capital facility account(s) for collected fees.
Establishment of this account(s) will prevent commingling of the
fees with other City revenues and funds. Interest income earned
by fee revenues in these accounts will be deposited in the
accounts and applied to facility construction costs. Within one
hundred eighty days of the close of each fiscal year, the City will
make information pertaining to each account [as required by
Section 66006 (b)(1)] available to the public and will review
this information at a regularly scheduled public hearing.
Debt financing is an option to close funding gaps created by the
fee program. Development on certain properties in the Airport
area cannot begin until certain backbone facilities are funded and
constructed.
8.6.4 FISCAL NEUTRALITY
In order to support long-term fiscal solvency for the City General
Fund while not over prescribing non-residential uses beyond
market and financial feasibility, and while not relying solely on
future non-residential uses which are difficult to predict, mixed-use
projects will be required to achieve fiscal neutrality. It is
recommended that the City implement a Community Facilities
District (CFD), similar to the mechanism used for the Avila Ranch
development project, that could be applied to the AASP. However,
without a CFD or another mechanism that can apply to the entire
AASP, fiscal neutrality can also be achieved on a project-by-
project basis, through the implementation of Home Owners
Associations or similar mechanisms that use fees collected from
homeowners to provide public services.
8-14 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
FINANCING | 8-15
Table 8-7
AIRPORT AREA IMPACT FEES
Table 8.6
Airport Area SpecificPlan PublicFacilities Financing Plan
IMPLEMENTATION | 9-1
9.0 IMPLEMENTATION
Each ‘layer’ of understanding informs the planning response.
9.1 ANNEXATION
Portions of the Airport Area that are not within the City limits at the
time this Specific Plan is adopted will then become eligible for
annexation. Although the City prefers to annex the entire area at
once, it is recognized that some properties will not be annexed in
the early phase. Specifically, the City and County agree that the
airport will remain outside of the City until it is advantageous for
both the City and County to have the facility annexed. To
encourage early annexation of other properties, the City will pay
the annexation fees for the first phase of annexation. Detailed
requirements for providing public facilities are expected to be
covered in annexation agreements between the City and property
owners.
9.2 ZONING
The Airport Area will be zoned consistent with this Specific Plan,
using City zone categories in combination with the “SP” overlay.
City zoning designations will take effect upon annexation. Precise
zone boundaries may be adjusted, subject to approval by the
Community Development Director, to reflect subdivision maps as
they are approved.
9.3 SUBDIVISION
The precise location of streets and utilities and the precise
boundaries of development sites will be determined as subdivision
maps are approved. There may be a sequence of subdivision
maps, as first large sections of the planning area and then groups
of individual lots are made available for individual ownership and
development.
Avigation easements for the benefit of the County airport,
providing notice to all future buyers of parcels, will be recorded
concurrently with subdivision final maps.
9.4 ARCHITECTURAL REVIEW
Consistent with required citywide procedures, commercial,
industrial, institutional, mixed-use and residential developments
will be subject to architectural review.
9.5 BUILDING PERMITS
The City building permit process of plan-check, inspection, and
occupancy release will typically be the final and most detailed step
in City review of private site development.
9.6 PUBLIC FACILITIES FINANCING
Chapter 8 summarizes the projected costs for major infrastructure
improvements that will be required to serve buildout of the Airport
Area, and identifies funding mechanisms for each. In addition to
the identified costs, other standard City fees for citywide
services will also apply to new Airport area development. Area-
wide public services such as police, fire, and street
maintenance will be supported by general revenues from the
community, including the Airport Area as it develops. Some
services, such as recreation and development review, will be
funded at least in part by user fees, which are charged
without respect to the user’s location within the city. The City
may charge fees at the time of building permit issuance to
reimburse the cost of preparing this Specific Plan and its
associated environmental review.
9-2 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Development within the Airport Area will be supported by public
facilities located in the area, and by the extended systems that
exist or will be developed for the whole city. Facilities such as
local streets and utility lines will be installed by developers of the
area and dedicated to the City. Facilities serving the whole City,
such as new water supplies or transit centers, will be funded by
development impact fees that apply uniformly throughout the City.
Those fees are typically paid as building permits are obtained.
Some major facilities that benefit the Airport Area in particular, but
which also have benefits for a larger area, will be paid for by a
combination of special charges that apply within the Airport Area
and more broadly based sources. The special charges may be in
the form of impact fees paid when building permits are obtained or
assessments on parcels within the Airport Area.
It is common for some major public facilities to be provided before
all the development that will benefit from them is completed. This
approach is necessary to create reliable, integrated systems, to
avoid disruption from recurring construction activity, and to deal
with economical increments of capacity. This approach requires
that the cost of the facility be paid when it is built, even though the
initial developer (either public or private) does not have sufficient
cash reserves at the time. To pay for construction, funds are
borrowed and repaid with the stream of revenue from future
assessments or fees. A wide range of mechanisms, involving
both private and government debt, are available to fund this
approach. Some debt financing methods are particularly sensitive
to development occurring on an anticipated schedule, even
though the timing of construction is difficult to predict.
This Specific Plan outlines possible public facility funding
methods. These methods were seen as the best alternatives when
this Specific Plan was adopted. Other methods may appear to be
preferable as subdivision and development proceed. To the extent
that City approval is required to establish funding methods, the
City Council may approve alternatives without amending this plan.
IMPLEMENTATION | 9-3
The amounts of development and the extent of land dedication
and public facilities are not equal for each ownership that existed
when this Specific Plan was prepared. Therefore, the financing
mechanisms will be structured to achieve equity among the
owners.
Chapter 8 summarizes the projected costs and the recommended
methods of paying for public facilities.
9.7 INTERPRETATION AND AMENDMENT
Implementation of this Specific Plan is expected to occur over
several years. During that time, questions may arise which the
plan does not completely answer. Also, there may be desires to
develop some features differently from original proposals.
Interpretations are judgments that apply the stated intent of this
plan to specific situations. Interpretations generally are limited to
details where the features of this plan may appear to provide
different guidance from each other, or from other adopted City
policies or the requirements of other agencies. They may be
needed when the City is considering a discretionary development
application, such as a subdivision map, or a ministerial
application, such as a building permit. The person or body with
approval authority for the application makes the interpretation. In
the case of ministerial development applications, this is the
Community Development Director. In making such an
interpretation, the Community Development Director will consult
with any other affected City departments. Decisions involving City
facilities may be within the authority of the Public Works Director
or the Utilities Director, who likewise would make the interpretation
after consulting with any other affected departments.
Interpretations for discretionary applications are made by the
Community Development Director, the Architectural Review
Commission, the Planning Commission, or the City Council,
depending on the type of application. These types of decisions are
subject to appeal, from staff to commissions, and from
commissions to the City Council.
Adjustments are minor changes to precise features of the plan,
where the resulting difference in development type or capacity is
not significant and the change is clearly consistent with the intent
of the Specific Plan. The City anticipates that zoning boundaries,
and street locations, may be adjusted through approval of
subdivision maps. All adjustments are to be reviewed and
approved by the Community Development Director.
Amendments are changes to features of the plan involving
differences in development type or capacity (including public
facilities). Amendments usually involve a question of consistency
with the original intent of the Specific Plan, or with the General
Plan. Amendments require a hearing and recommendation by the
Planning Commission, and action by the City Council.
9.8 ENVIRONMENTAL REVIEW
Nearly all actions to implement this Specific Plan (excluding
financing mechanisms) are subject to
environmental determinations by the City. For projects that are
consistent with this Specific Plan, the environmental
determination is expected to be that the project is “categorically
exempt” due to its type or size, or that further environmental
review is not needed because the Environmental Impact Report
for the Specific Plan has adequately addressed all environmental
issues. Further environmental review would be required for a
project within the Specific Plan area only if, (a) it involves an
amendment to the Specific Plan, (b) a previously unknown
environmental resource or hazard is discovered on the
site, or (c) citywide conditions have changed substantially since
the certification of the Environmental Impact Report.
Regardless of whether or not a project is subject to further
environmental review, all of the mitigation measures from the Final
EIR must be implemented. Most of these mitigation measures
have been incorporated into the Specific Plan, however, Appendix
A includes several mitigation measures that are not located
anywhere else and must be implemented as part of the
development review process. All individual development projects within the AASP that require discretionary approval are subject to
project-specific environmental review as applicable under the
California Environmental Quality Act (CEQA).
9-4 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
9.9 CAPITAL IMPROVEMENT PROGRAMMING AND
BUDGET
The City will own and operate several public facilities in the Airport
Area. Streets, sewer system, water distribution system, bikeways
and transit facilities are examples of facilities that are operated for
the benefit of the public. This specific plan identifies various
existing and proposed public facilities that will be needed to
service the planned development of the area. This specific plan,
and the various infrastructure master plans created to support it,
will be used as a resource document and referred to in the
preparation of the City’s budget and Capital Improvements
Program. The City’s Financial Plan spells out how the City’s funds
are obtained and spent. The City’s Capital Improvement Program
(CIP) lists the public improvements, facilities and equipment which
the City plans to construct or install. The Planning Commission
reviews the CIP for conformity with the General Plan. The City
Council approves the City’s Financial Plan.