HomeMy WebLinkAbout10/11/1994, 1 - Circulation Element illllllll � I IIII 1111111 I �
c1ty Of SM WIS OBISPO
COUNCIL AGENDA
Tuesday, October 11 , 1994 - 7:00 PM
Council Chamber, City Hall ADJOURNED
990 Palm Street, San Luis Obispo REGULAR MEETING
CALL TO ORDER: Mayor Peg Pinard
PLEDGE OF ALLEGIANCE
ROLL CALL: Council Members Penny Rappa, Dave Romero, Bill Roalman,
Vice Mayor Allen K. Settle and Mayor Peg Pinard
PUBLIC COMMENT PERIOD (Not to exceed 15 minutes total)
The Council welcomes your input. You may address the Council by completing a speakers
slip and giving it to the City Clerk prior to the meeting. At this time, you may address the
Council on items that are not on the agenda or items on the Consent Agenda. Time limit
is three minutes. State law does not allow Council to discuss or take action on issues not
on the.agenda, except that members of the Council or staff may briefly respond to
statements made or questions posed by persons exercising their public testimony'rights .
(Gov.. Code §54954.2). Staff may be asked to follow-up on such items. Staff reports and
other written documentation relating to each item referred to on this agenda are on file ih..
the City Clerk's Office in Room #1 of City Halla
COUNCIL LIAISON REPORTS (not to exceed 15 minutes)
Council Members report on conferences or other City activities. Time limit - 3 minutes..
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Council Agenda Tuesday, October 11, 1994
PUBLIC HEARINGS
If you have filled out a Speaker Slip, the Mayor will call you to the podium. Please speak
into the microphone and give your name and city of residence for the record. Please limit
your comments to 3 minutes; consultant and project presentations limited to 10 minutes.
If you challenge the issue in court, you may be limited to raising only those issues you or.
someone else raised at this public hearing . as.. described below, or in written
correspondence delivered to the City before or during the public hearing.
► 1. CIRCULATION ELEMENT (McCLUSKEY/462 - 3 hrs.)
Public hearing to consider the Draft Circulation Element. (Continued from 9/13/94, and
9/27/94.) Scheduled tonight:
. Street Standards, Neighborhood Traffic Management, Street Network Changes.
(Pages 18 - 31)
♦ RECOMMENDATION: Hold hearing to consider the draft Circulation Element and, by
motion, direct staff to make appropriate changes as discussed this evening.
Please bring your agenda material and Draft Circulation Element from the previous
meetings.
COMMUNICATIONS (not to exceed 15 minutes).
At this time, any Council Member or the City Administrative Officer may ask a question for
clarification, make an announcement, or report briefly on his or her:.activities' In addn,on, ;;.
subject to Council Policies and Procedures, they.may provide a reference to staff or other
resources for factual information, request .staff to `report; back to the .Council: at a ;
subsequent meeting concerning any matter, or;take action to direct staff to place a matter
Of business on .a future agenda (Gov. Code §54954.2).
A. ADJOURNMENT.
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T` San-�I uis� Obisnp. :Circulation :Element
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CIRCULATIOM ISSUES TAPER
-
pr+epaT�ed for.
City of.San`Luis.`Obispo
by
F DKS Associates r'
February'-8;.:1993• ,.
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DKS Associates
1956 Webster Street, Suite 300
Oakland,CA 94612-2939
(510) 763-2061
Fax: (510)268-1739
February 9, 1993
Mr. Terry Sanville
Principal Transportation Planner
City of San Luis Obispo
P. O. Box 8100
San Luis Obispo, CA 93403-8100
Subject: Circulation Issues Paper p921630
Dear Terry:
We are pleased to submit the attached paper discussing several technical issues raised by City
Council during its review of the Draft Circulation Element. Additional supporting technical
material will be forwarded to you under separate cover. We hope that our analyses and results
will be useful to staff and Councilmembers in formulating and adopting long-range policies and
programs on those issues.
We wish to thank Wayne Peterson and you for your guidance and feedback during the course of
our work, and look forward to working further with you in the future as the need arises.
Sincerely,
DKS ASSOCIATES
A California Corporation
Michael A. Kennedy
Principal
MAK/sloissue.let
San Luis Obispo' Circulation Element
CIRCULATION ISSUES PAPER
prepared for
City of San Luis Obispo
by
DKS Associates
February 8, 1993
CIRCULATION ISSUES PAPER
This report addresses several circulation issues raised by the San Luis Obispo City Council during
consideration of the draft Circulation Element. The focus of this analysis is on alternatives to
improve traffic service on Santa Rosa Street (Highway 1) from north of Foothill Boulevard to
Walnut Street. The Santa Rosa analysis includes a description of traffic reduction potential of
alternative modes, and our projections of future levels of service and capital costs associated with
the traffic reduction,with operational alternatives and with widening to six lanes. Also discussed
are alternatives for a Highway 1 Reliever and traffic issues related to the proposed Prado Road
extension and the closure of freeway ramps at Broad and Osos Streets. It is our understanding
that this information, along with working drawings of capital improvements, will be used to help
determine the appropriate long-tern policy toward meeting transportation needs in the Highway
1 corridor and provide input to finalizing the Circulation Element.
I. ALTERNATIVE MODES IN THE HIGHWAY 1 CORRIDOR
The "Alternative Modes" alternative includes travel demand management (TDM) programs
established specifically to reduce traffic on Highway 1 into and out of San Luis Obispo by
encouraging use of transit and carpools or diversion of travel to off-peak hour;.
The effectiveness of TDM programs in reducing traffic at specific traffic generators depends upon
the size of the generators (Le., number of trips), as well as the nature of the trips being made.
Work trips are the primary target for TDM. However, given the amount of recreational traffic
and school trips on Highway 1, these trips will also need to be targeted. Facilities that have a
small number of employees or visitors usually are not well served by public transit or private
shuttle operations unless they are in a relatively dense populated area. Therefore, our analysis
focuses on four generator;in the Highway 1 corridor,and on commute traffic from the north coast
into San Luis Opispo. This traffic could be reduced if incentives for carpooling are increased and
transit service substantially improved. The four major generators considered are:
• Cuesta College
• Cal Poly
• California Men's Colony
• Hearst Castle
The following section briefly describes the process of determining the reduction in trips of these
generators.
P92163-01/A
Cal Poly and Cuesta College
Cal Poly has an ongoing TDM program to encourage carpooling and transit usage to campus.
Existing TDM efforts at Cuesta College are believed to be limited. To reduce traffic to and from
these generators, additional bus service would have to be added and use of transit,carpooling and
bicycles aggressively promoted in the Highway 1 Corridor. This might have to include parking fee
increases and other disincentives to low occupancy vehicles as well.
Survey information about the number of students using Highway 1 north of downtown San Luis
Obispo was used to determine the number of trips expected in the P.M. peak hour. The split of
daytime and evening full-time students was used to establish the direction of trips. The number
of vehicle trips that could be eliminated through carpooling and transit service assumes aggressive
efforts to promote alternative modes of travel,including introduction of high frequency bus service
operating along Highway 1 to and from downtown San Luis Obispo, Cal Poly and Cuesta College
and provision/promotion of carpool matching services on-site by each employer.
A comparable example is the University of California-Santa Cruz which has a good bus network
serving the campus. A travel survey conducted at UC Santa Cruz provided information about
existing mode split at that campus. This mode split was assumed for Cuesta College and Cal Poly
in the future, assuming strong TDM program efforts at both local campuses. Table 1 describes
the assumed future mode split for P.M.peak hour trips attributed to Cuesta and Cal Poly on Santa
Rosa just north of Foothill with an agressive TDM program.
California Men's Colony
The California Men's Colony(CMC)trips were determined using information obtained from CMC
(correspondence dated May 11, 1990). Based on this information, two-thirds of the trips
generated by the CMC use Highway 1 north of downtown San Luis Obispo. The number of P.M.
peak hour trips was also approximated using the information on work schedules in the
correspondence. Approximately 400 employees leave and 400 employees arrive at CMC during
the P.M. peak hour. The number of trips reduced by TDM assumes the current mode split
observed for faculty and staff of UC Santa Cruz,which is substantially lower than that of students.
Table 1 describes the mode split assumptions for CMC.
Hearst Castle
TDM efforts for Hearst Castle should include free-fare shuttle service from hotels/motels in San
Luis Obispo, Pismo Beach and other South County areas to Hearst Castle. Due to the
recreational nature of the travel, there are no significant opportunities to promote carpooling or
alternative hours of travel.
Surveys conducted at Hearst Castle provide information on visitors' reasons for visiting San Luis
Obispo County, means of transportation, travel routes,whether they stayed overnight, and where
the they stayed. Based on this information, about seven percent of the Hearst Castle visitors stay
in hotels and motels in San Luis Obispo and Pismo Beach/South County. If a free shuttle were
provided between San Luis Obispo and the Castle (preferably as part of an overnight lodging
package and scheduled to meet visitor tour times at the Castle), P.M. peak hour trips could
potentially be reduced by up to about 12 percent. Remaining travellers are not assumed to be
M163-or/A 2
Table.l
Traffic on Santa Rosa North of Foothill (Drivers and Non Drivers)
P.M. Peak Hour
Northbound Southbound
Driver Non Driverl Driver Non Driverl
Cuesta 19 24 64 78
Cal Poly 6 8 2 2
California Men's Colony 229 38 229 38
Hearst Castle 0 0 4 26
Total Generator Traffic 254 70 299 144
Total Traffic on Highway 1 1,121 1,628
Non driver trips as percent 63% 8.8%
of total Hwy 1 traffic
1 Represents additional Non Driver trips relative to base conditions without TDM.
Table 2
Projected Future Trips at Highway 1 Gateway
Daily % during P.hL No. of Pm.
Tripsl Peak Hour2 Pk.Hr.Trips
Home-Based Work 5,416 13 704
Home-Based Other 4,033 6 242
Non-Home-Based 3,729 8 298
Through 763 61
Total 13,941 1,305
IProduced at Highway 1 Gateway(zone 932)based on Preferred Plan 7020.
2From San Francisco Bay Arca Surveys.
P92163-01.tbl/A
attracted to such service due to use of rental vehicles, stayover in the immediate locale and other
factors. Table 1 (above) presents the resulting mode split breakdown for Hearst Castle visitors
assuming a high level shuttle operation.
Commute Traffic
The other prime target for TDM programs is commuters from Morro Bay/Central Coast areas to
San Luis Obispo, especially downtown offices.
The San Luis Obispo traffic model projects that roughly half of all P.M. peak hour/peak direction
trips on Highway 1 north of Foothill would be home-based work trips produced outside San Luis
Obispo and attracted to jobs somewhere in the city (see Table 2).
To assess the upper limit of traffic reduction, it is assumed that 20 percent of all work trips to
downtown jobs, and 10 percent of all work trips to other locations in San Luis Obispo would be
eliminated during the P.M. peak hour. This assumption is consistent with the "Moderate TRO"
level of traffic reduction analysed in the draft Circulation Element studies. It is,in our judgement,
the upper limit of a realistic traffic reduction. Targets of 10-20 percent are sometimes used in
larger cities where densities and levels of traffic congestion are higher than in San Luis Obispo,
but even in these larger cities it is difficult to find where such levels of traffic reduction have
actually been achieved.
Considering that the downtown area is projected to account for about 25 percent of all future
work trip attractions in the city in 2020, the average traffic reduction on Highway 1 was assumed
to be 12.5 percent of all work trips ((20% x .25)+(10% x .75)). Since work trips account for
about half of all peak hour traffic, commuter-oriented TDM efforts could reduce total P.M. peak
hour/peak direction traffic on Highway 1 by up to about 63 percent (50% x 12.5%, rounded).
TDM Traffic Reduction Potential
In our analysis, the traffic reduction potential in the future is defined by the percent of P.M. peak
hour trips made by non-drivers. The more effective the TDM program, the greater percent of
non-driver P.M. peak hour trips, and therefore, the greater the traffic reduction potential.
To estimate the P.M. peak hour trip reduction, the expected new non-driver percentage of the
special generators(assuming an aggressive TDM program)and the percent reduction of P.M. peak
hour traffic on Highway 1 due to commuter-oriented TDM efforts were combined. The P.M. peak
hour direction of the commuter traffic on Highway 1 is northbound.
The reduction of vehicle trips in the northbound direction is the percent of new non-driver trips
of the special generators (Table 1) plus the percent reduction of traffic on Highway 1. Therefore,
the future northbound P.M. peak hour trip reduction would be approximately 13 percent (6.3%
+ 63%, rounded). The reduction of vehicle trips in the southbound direction is the percent of
new non-driver trips of special generators only and would be approximately 9 percent (Table 1).
As noted earlier, the commuter traffic on Highway 1 from the Morro Bay/Central Coast areas
would be concentrated in the the northbound direction during the P.M. peak hour. These trip
reduction percentages were applied to Santa Rosa Street from Foothill Boulevard to Walnut
Street. Table 3 summarizes the P.M. peak hour trip reduction for each direction.
P92163-01/A 3
Table 3
US 101 P.M. Peak Hour Traffic Reduction Potential due to TDM Measures
San Luis Obispo
Northbound Southbound
Specific 6.3 % 8.8 %
Generatorst
Commute 6.3 % 0.0 %
Traffic2 _ —
Total 116 % 8.8 %
t Generators include Cuesta College, Cal Poly, Californi-s Men Colony, and Hearst Castle.
2 Commute traffic from Morro Bay/Central Coast areas to San Luis Obispo.
Level of Service Effects
Potential effects of TDM programs on levels of service on Santa Rosa Street are described in the
next section in conjunction with operational improvements.
IL OPERATIONAL IMPROVEMENTS
With input from City staff,a series of relatively low cost operational improvements was developed
for evaluation, focusing on the four key intersections in the study corridor.
• Santa Rosa/Foothi]l
• Santa Rosa/Murray
• Santa Rosa/Olive
• Santa Rosa/Walnut
Level of Service Analysis
To test effects of TDM and of alternative improvements to Santa Rosa Street, potential levels of
service were analysed for the four key intersections in the study corridor. Based on a review of
existing traffic patterns, the period with highest overall traffic in the study corridor is the P.M. peak
commute hour. This period was therefore chosen for level of service analysis.
Consistent with the General Plan horizon, the analysis assumes full buildout of all land in the city,
assumed to occur by 2020, as well as other regional traffic growth to 2020.
Existing Conditions
Levels of service were first estimated for existing conditions(1992)using Transportation Research
Board Circular 212 methodology. This method estimates a volume/capacity(V/C)ratio considering
conflicting through and turn volumes, and the number of lanes provided. The level of service is
then determined from the V/C ratio. Level of service categories and their corresponding ranges
of V/C ratios are shown in Table 4. The Draft Circulation Element proposes that LOS D be the
minimum acceptable LOS for roads. With this understanding, it was assumed that LOS D would
be a reasonable standard for use in evaluating adequacy of intersections along Santa Rosa Street.
Table 5 shows existing V/C ratios and levels of service at the four study intersections. The
Foothill and Walnut intersections are both operating at LOS D,with Foothill closely approaching
unacceptable LOS E conditions.
Base Future Traffic Volumes
To determine future levels of service in the corridor, it was necessary to project future traffic turn
movements at each intersection approach. A two step process was used. Fust, the City's
MINVI'P traffic forecast model was used to project traffic growth on each roadway segment in
the study corridor. Then, existing intersection turn volumes were scaled up to reflect the
projected increases in traffic on the corresponding roadway segments.
PM63-ot/A 4
Table 4
_ LEVEL OF SERVICE DEFINITIONS
Signalized Intersections
Level of Service Volume/Capacity
(LOS) Description Ratio
A Little or no delay (under 5 seconds per vehicle) Most <.59
vehicles arrive during the green phase and do not stop
at all.
B Minimal delays in the range of 5-15 seconds per vehicle. .60- .69
Generally occurs with good progression and short cycle
lengths. An occasional approach phase is fully used.
C Acceptable delays in the range of 15-25 seconds per .70- 39
vehicle. Individual cycle failures may begin to appear at
this level, and most drivers feel somewhat restricted.
A significant number of vehicles stop, although many still
pass through the intersection without stopping.
D. Moderate delays in the range of 25-40 seconds per .80- .89
vehicle. The influence of congestion becomes more noticeable,
with drivers sometimes having to wait through more than one
red indication. Individual cycle failures are noticeable.
Queues develop but dissipate rapidly.
E. Significant delays in the range of 40-60 seconds per vehicle. .90- 99
This is considered to be the limit of acceptable delay.
Individual cycle failures are frequent occurrences, with
long queues forming upstream of intersections. Drivers may
have to wait through several red indications.
F Represents jarnmed conditions with excessive delays of over 2- 1.0
60 seconds per vehicle. This condition often occurs with
over-saturation, when arrival flow rates exceed the capacity
of the intersection. Resulting queues may block upstream
intersections.
Source: Highway Capacity Manual, Transportation Research Board, 1985
The 2020 traffic projections used in this analysis correspond to the City's "preferred land
use/circulation" plan alternative. This scenario includes full buildout of all land within the city as
proposed in the Draft General Plan Land Use Element. Only those roadway projects included
in the Draft Circulation Element were assumed to be constructed; no widening of Santa Rosa
Street or Route 1 Reliever route was assumed.
To reduce effects of inherent "calibration" errors in the MINUTP model, the projected volumes
on Santa Rosa roadway segments and side streets were not used directly. Instead, for each study
intersection the model was used to predict the increase in daily traffic on each intersection
approach and departure leg between the base year (1992) model run and the 2020 model run.
From existing P.M. peak hour counts and Caltrans'reported 1991 traffic volumes, P.M. peak hour
traffic was determined to be 95 percent of daily traffic. The projected 1992-2020 increase in daily
traffic was multiplied by the P.M. peak hour percentage. The resulting increase was then added
to the existing traffic volume on each intersection approach and departure leg to project 2020
intersection leg volumes.
While the MINUTP model is capable of estimating future turn volumes directly, they are not
reliable for use, particularly for peak hour patterns, and do not reflect the roadway segment
volume adjustments described above. Instead, future intersection turn volumes were estimated
as follows. The percentage increases in roadway segment volumes were used to factor up the
corresponding P.M.peak hour intersection approach and departure volumes. This is done for both
the main street and the side streets. A "furness" method was then used to scale existing (1992)
intersection tum volumes on each approach to match the approach/departure volumes on each
leg, this is an iterative process. In effect, the existing observed traffic turning patterns are largely
retained while overall traffic volumes on the main street and side street are adjusted to the levels
projected by the model.
The end result of this two-step process is a set of projected baseline 2020 P.M. peak hour turn
volumes for each study intersection, reflecting the model-projected traffic increases on each
intersection leg. This is considered a more reliable method for estimating future tum volumes and
levels of service than using model turn volumes directly.
Base Future Levels of Service
Table 5 above shows the base future V/C ratios and levels of service for the study intersections,
along with a comparison to existing conditions. The base conditions reflect potential traffic growth
to 2020, with no reduction due to TDM and no capacity increases beyond what is currently
programmed. The only intersection improvement assumed under base conditions is the addition
of a second southbound left tum lane at Foothill, as currently programmed. The planned bicycle
lanes along Santa Rosa are also assumed for base conditions,although these do not directly impact
intersection levels of service.
Under the base future scenario, all four intersections are projected to operate at LOS F where
traffic demand would exceed the capacity. Particularly high V/C ratios, with projected volumes
some 25-37 percent above capacities, are projected at Foothill and at Walnut; these locations
would be severe traffic bottlenecks in the long-range future.
P92163-ovA 5
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Effects of Traffic Reduction Due to TDM
Table 6 shows effects on 2020 levels of service of achieving the levels of traffic reduction described
above. These estimates assume no capacity improvements at the intersections beyond what is
currently programmed. Significant reductions in V/C ratios of as much as 15 percent are projected
as a result. However, LOS F would still occur at two of the four intersections, and LOS E would
occur at the other two, all of which would not meet the city's LOS D standard.
As noted in the earlier discussion,these levels of traffic reduction are optimistic and would require
comprehensive and aggressive TDM efforts by the City of San Luis Obispo, other agencies and
individual employers.
Effects of Operational ImRrovement Alternatives
A variety of intersection improvements were investigated to address the potential future level of
service deficiencies. These were limited to changes within the e3dsting ROW that have limited
land use impacts but improve traffic flow. Initially, individual improvements were identified by
reviewing critical traffic volumes, and they were then tested for level of service effects under the
base future scenario (no TDM). Below is a summary of the improvements and their potential
effects:
a. Santa Rosa/Foothill Option 1: add eastbound right turn lane and add westbound left turn
traffic diverted from Murray (90 trips) as described below.
• V/C ratio = 1.21 (reduction from 1.25 in base future scenario).
• This change results in the eastbound critical volume being reduced from 341 to 205
vehicles per hour (vph); however, this is offset by an increase in the westbound critical
volume from 233 to 323 vph (the 90 trips diverted from Murray).
• The 323 vehicles for the westbound left turn justifies dual left turn lanes.
b. Santa Rosa/Foothill Option 2: add second westbound left turn lane to the changes in
option 1.
• V/C ratio = 1.15 (reduction from 1.21 in option 1).
• This change results in a shift of the critical east/west movement from critical eastbound
through/westbound left to critical eastbound left/westbound right. The westbound rights
can also move with the heavy northbound lefts (425 vph), and so the westbound rights
were taken out of this calculation. This results in the westbound through movement
being critical,but does not reduce the V/C ratio much since the westbound through and
the westbound right tum critical volumes are nearly the same.
C. Santa Rosa/Foothill Option 3 — Grade Separation: move the Foothill through lanes to an
underpass so that they do not pass through the intersection (this is in addition to the
changes in Option 2 above).
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• V/C ratio = 0.93 (reduction from 1.15 in Option 2).
• The eastbound and westbound rights were not included in the calculations; and the
through movements on these approaches were removed all together. As a result, this
intersection was modeled as a three phase signal.
• The heavy critical movement is still the southbound through movement (908 vph).
This option was found to be most effective in improving LOS of all options considered,
but would be high in cost and disruption/displacement impacts. It is therefore not
recommended.
d. Santa Rosa/Murray Option 1: convert east leg of intersection from two-way traffic to one-
way departure only leg, with the left tum traffic diverted equally to Foothill and Olive (90
trips to Foothill westbound left, and 91 trips to Olive westbound left). The throughs and
rights were not re-assigned to any of the other project intersections.
• V/C ratio = 0.91 (reduction from 1.04 in base future scenario).
• The intersection has only three critical movements with the removal of the westbound
critical volume of 181 vph (the westbound left turn).
This modification causes adverse LOS impacts at Foothill,which is more critical, and at
Olive. Therefore, these improvements at Murray are not recommended.
e. Santa Rosa/Olive Option 1: add northbound right turn lane and add westbound left turn
traffic diverted from Murray as described above (91 vph).
• V/C ratio = 0.97 (reduction from 1.00 in base future scenario).
• The northbound right lane addition results in the north/south critical volumes switching
from critical northbound through/southbound left to critical northbound left/southbound
right (over-all reduction in critical volume from 1301 to 1173). The westbound critical
volume increased from 64 to 155.
• The addition of a second northbound left tum lane for storage purposes is desirable, and
will result in a reduction in the critical volume.
£ Santa Rosa/Olive Option 2: add a second northbound left tum lane to the changes in
scenario #1.
• V/C ratio = 0.94 (reduction from 0.97 in Option 1 above).
• The critical north/south volumes revert back to being the northbound through volume
and the southbound left turn volume (reduction in the critical north/south volume from
1173 to 1135 vph).
• The heavy critical movement is the northbound through movement (908 vph).
g. Santa Rosa/Walnut Option 1: add an exclusive eastbound left turn lane and modify the
westbound approach from a left/through lane and a right turn lane to a left/through/right
lane and a right turn lane.
• V/C ratio = 1.05 (reduction from 1.37 in base future scenario).
• The heavy east/west volumes are the eastbound left turn and the westbound right turn.
These changes reduce the east/west critical volume from 945 to 502 vph.
• The double right turn lane on the westbound Walnut approach would make it more
difficult for pedestrians, however.
h. Santa Rosa/Walnut Option 2 add an exclusive eastbound left turn lane and add a second
exclusive westbound right turn lane. This scenario is an alternative to the one described
in Option 1 above.
i
• V/C ratio = 1.03 (reduction from 137 in base future scenario).
• These changes reduce the east/west critical volume from 945 to 473 vph.
• The double right turn lane on the westbound Walnut approach would make it more
difficult for pedestrians, however.
Recommended Intersection Improvements
Based on analysis of the various options described above, the following capital improvements at
intersections warrant further consideration to improve future LOS on Santa Rosa Street:
Foothill Boulevard:
• Add southbound left turn lane (already programmed)
• Add eastbound right turn lane
Murray Avenue
• No improvements recommended. Changing to one-way would adversely impact other
intersections. Foothill will throttle traffic at this intersection in any case.
Olive Street
• Add northbound right turn lane,and sign to encourage westbound freeway traffic to use.
(This would involve right-of-way acquisition and construction of a retaining wall.)
• Northbound left turn volumes warrant dual left turn lanes; however, *this is not feasble
unless the US 101 bridge deck to the south is widened.
P92163-01/A 8
• Leave Olive as one wide, unstriped lane with westbound approach operating as a left-and
a through/right lane, and eastbound approach operating as a left/through and a right
lane.
Walnut Street
• Stripe westbound approach as a left/through/right and a right only lane (as noted above,
this would make it more difficult for pedestrians)
• Widen on south side to align departure lane with eastbound through lane
• Add eastbound left turn lane to provide a left and a left/through/right lane by widening
on south side.
These recommendations are depicted separately on working drawings of the corridor.
Table 7 shows combined efffects of the assumed TDM traffic reduction and implementation of
the localized intersection improvements in the corridor. LOS F is projected at two of the
intersections and LOS E at a third intersection. Only the Santa Rosa/Olive intersection is
projected to operate satisfactorily at LOS D,and this depends on rerouting some traffic away from
the northbound left turn lane on Santa Rosa which might adversely impact weaving on US 101.
However, projected levels of service at the four intersections are substantially improved by the
combination of TDM and intersection improvements.
Under this scenario, the Santa Rosa/Foothill intersection would become a bottleneck in the future
(although not nearly as much as under base conditions). The projected demand volume under
base conditions is some 25 percent above capacity;with TDM and operational improvements, the
projected demand is 14 percent above capacity. In actuality, the volume of traffic passing through
an intersesction cannot exceed the intersection's capacity. Therefore, the excess demand would
be diverted to other routes (assuming they have reserve capacity) and traffic would spread over
a longer peak period than at present (beyond one hour), with long queues occurring at the
intersection approaches during that extended period. This would have the effect of reducing
traffic levels at upstream and downstream intersections. Consequently, levels of service at the
other three study intersections would potentially be somewhat better than depicted in the table.
Capital Costs
Planning level cost estimates were prepared for the recommended operational improvements. A
total cost of $800,000 is estimated for the project, in current dollars. This cost includes a
construction cost of about $230,000 and an additional $570,000 for right-of-way and building
acquisition (mostly at Foothill). Potential costs of utility relocation are not included but could add
significantly to the project costs. These cost estimates are intended for comparison to other
alternatives and for understanding the scale of potential costs, but should not be used for project
budgeting.
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III. WIDENING OF SANTA ROSA STREET TO SIX LANES
Preliminary working drawings were prepared for widening Santa Rosa Street from its existing four
through lanes to six lanes from Foothill to Walnut Street. The plan retains the existing median
width. The operational improvements proposed in the preceding section, consisting primarily of
additional Santa Rosa or cross-street turning lanes,were also assumed to be implemented as part
of the widening project. Existing intersection tum lanes are retained elsewhere. No change to
the posted speed limit is assumed. At the north end, Santa Rosa would transition back to a four-
lane width just north of Foothill Boulevard. On the south end, Santa Rosa would transition back
to four lanes just south of Walnut.
Caltrans has approved plans to restripe the existing 12 foot wide travel lanes to 11 feet in order
to add bicycle lanes within the existing curb-to-curb width. The widening plan assumes that the
bicycle lanes would be retained and that, with widening, Caltrans would require standard 12 foot
lanes for existing and new lanes. This results in an overall widening of 28 feet curb to curb,
assuming that the existing median width is retained. It was further assumed that right-0f--way
would be 12 feet behind the curb, allowing for an 8 foot sidewalk and 4 feet of setback. Where
possible,widening was limited to one side of the street so as to minimize the number of properties
affected.
Levels of Service
Levels of Service with Santa Rosa Street widened to six lanes (three through lanes each way),with
and without traffic reductions due to TDM, are shown in Table 8. Left and right turn lanes are
assumed to be provided at intersections in accordance with the recommendations given above.
Maximum TDM efforts are also assumed as described above.
Under this scenario, only the Santa Rosa/Foothill intersection intersection is projected to operate
unacceptably at LOS E in the future. In the absence of TDM, this intersection would closely
approach LOS F. The other three study intersections would meet the City's LOS standards.
Capital Costs
Planning level cost estimates were prepared for the six lane widening of Santa Rosa Street. A
total cost of $8.0 Million is estimated for the project, in current dollars. This cost includes a
construction cost of about $3.3 Million and a cost of $4.7 Million for right-of-way and building
acquisition. Potential costs of utility relocation are not included but could add significantly to the
project costs These cost estimates are intended for comparison to other alternatives and for
understanding the scale of potential costs, but should not be used for project budgeting.
P92163-01/A 10
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IV. HIGHWAY 1 RELIEVER ROUTES
Two alternative alignments were included for further consideration during the earlier circulation
studies for the'draft Circulation Element:
• A connection from west of Cuesta College to Marsh Street at Highway 101
• A connection from west of Cuesta College to Los Osos Valley Road at Foothill Road,
and widening of LOVR to 4 lanes from Foothill to Highway 101
The attached figure shows the assumed conceptual alignments for the two options. These are
based on earlier (mid '70's) alignments prepared by Caltrans which are essentially still valid. The
key exception is that the Caltrans alignment for the second option assumed that a new facility
would be developed immediately south of and parallel to LOVR Due to additional development
that has taken place south of LOVR since the Caltrans plans were prepared, we have assumed
that the south end of the reliever route would instead use existing LOVR and that LOUR would
be widened
It is assumed that the Highway 1 Reliever Route connecting to Marsh Street would be developed
as a high capacity 2 lane highway, with right-of-way provisions for widening to 4 lanes later if
necessary. Access is assumed to be limited to at-grade intersections at the Highway 1 junction,
at Cuesta College and at Foothill Boulevard. The Marsh Street/Highway 101 freeway interchange
would be completed to provide freeway access to and from the new road.
Similarly, the connection to Los Osos Valley Road(LOUR) is assumed to be developed to 2 lanes
initially, along with widening of LOVR to 4 lanes from Foothill to Highway 101. Upgrading of
the LOVR/Highway 101 freeway interchange would also be necessary to accommodate the
additional traffic from the Highway 1 Reliever Route.
Traffic Analysis
Traffic impacts of the two Highway 1 reliever route alternatives were discussed in the earlier
circulation study. Since that time, city staff have updated the traffic forecasts to reflect the
currently recommended land uses and network improvements. The updated projections also
assume a higher rate of regional traffic growth, particularly recreational trips in the Highway 1
corridor between Morro Bay and San Luis Obispo. The attached figure compares projected 2020
daily traffic volumes for the Draft Circulation Element road network (no Highway 1 Reliever) and
the Highway 1 Reliever to Marsh Street. (The Highway 1 Reliever route to LOVR is not shown
but projected volumes would be similar to those of the Marsh Street option because the model
assigns the bulk of the diverted Highway 1 traffic to LOVR anyway.) Also shown for comparison
are the Highway 1 Reliever traffic projections discussed in the earlier (1991) circulation study,
based on an earlier version of the city's MINUTP model. Below are some observations regarding
the traffic projections and potential impacts on circulation.
• About 36,000 daily vehicles are currently projected on Highway 1 at the western edge
of the SLO planning area, an increase of 20 percent over the 30,000 daily vehicles
projected in the earlier circulation study.
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2020 Daily Traffic Comparison
Route 1 Alternatives
• For the recommended General Plan land use and network(no Highway 1 reliever), 2020
traffic on Highway 1 is projected to increase from 36,000 daily vehicles at the western
gateway up to as high as 69,000 daily vehicles near Highway 101. This level of traffic is
well beyond the capacity of the existing 4-lane arterial section between Foothill
Boulevard and Highway 1011 (see earlier section on Santa Rosa operational
improvements and widening to six lanes for discussion of potential peak hour levels of
service at key intersections).
• Under the current projections the Highway 1 reliever route to Marsh Street is currently
projected to divert about 20,000 daily vehicles off Highway 1 near Cuesta College,
leaving 31,000 daily vehicles on Highway 1.
• The projected traffic reduction is less pronounced on the south end of Highway 1.
About 58,000 daily vehicles are projected on Santa Rosa just north of Highway 101, a
drop of 11,000 daily vehicles from the recommended plan. Although the projected traffic
reduction is similar in magnitude to that projected in the earlier circulation study, the
58,000 daily vehicles remaining after diversion are much more than the 35,000 daily
vehicles previously projected. Under the higher current projections, six lanes would still
be needed to accommodate the remaining traffic with the new reliever route in place.
• The reliever route connecting to Marsh Street is projected to attract a total of 24,000
daily vehicles in the north segment between the Highway 1 junction and Foothill
Boulevard; this volume would warrant a four lane highway. (Previous projections were
for only 14,000 daily vehicles in this segment.)
• Even with the segment from Foothill to Marsh Street being constructed as a four lane
highway, only 6,000 daily vehicles are currently projected in 2020, raising the question
of whether this segment is warranted. The earlier projections showed 19,000 daily
vehicles even though less traffic was assumed to be diverted from Highway 1 at that time.
The key difference appears to be that the current projections are for most of the traffic
diverted from Highway 1 on the north end to use Los Osos Valley Road (LOVR) for
access to Highway 1 south, rather than the Marsh Street connection. The current
projections potentially overstate the use of LOVR, however, considering the capacity
constraints and relatively low speed on that route, particularly on the south end. With
the Highway reliever route, 36,000-46,000 daily vehicles are projected on LOUR. This
would require widening of LOVR to four lanes on the north end and six lanes on the
south end, along with major Highway 101 freeway interchange upgrading. The current
projections suggest that with LOVR improved, the connection from Foothill Boulevart
to Marsh Street would be unnecessary.
Note that the projections for the LOVR option would be similar in scale to those of the Marsh
Street connection, since the model assigns all of the diverted Highway 1 traffic south of Foothill
Boulevard to LOVR, even when the Marsh Street connection is available.
1 A divided 4-lane arterial can typically handle up to 30,000 daily vehicles at a reasonably
good level of service; maximum capacity may be as high as 35,000.
P92163-01/A 12
Capital Costs
Order-of-magnitude cost estimates were made for the two alignment options comparing costs of
typical roadway construction items to costs of a similar project Caltrans has proposed in
Atascadero, on a per mile basis. The cost estimates are intended for comparative purposes only.
Provision of more accurate estimates would require specific plans and profiles, including
identification of bridges,which were not available. A simple percentage allowance has been made
for right-0f--way acquisition and utility relocation; no building displacement is anticipated except
perhaps at Cuesta College and, for the LOUR option, on the south end of LOUR.
Based on these assumptions, it is estimated that the Marsh Street connection would cost on the
order of $40-50 Million. This estimate does not include costs of completing the Marsh Street
interchange at Highway 101,which would likely be incurred by developers of the land immediately
west of the freeway.
Similarly, it is estimated that the LOVR connection would cost on the order of$35 Million for
the new roadway from north of Cuesta College to Foothill Boulevard. With costs of widening
included, the LOVR option would potentially be only modestly lower in cost than the Marsh
Street connection, depending primarily on the cost of right-of-way acquisition and building
displacement. The estimate does not include costs of upgrading the LOVR/Highway 101
interchange which is needed with or without the Highway 1 reliever route.
Summary of Findings
In summary, the current projections suggest that the Highway 1 reliever route would significantly
benefit transportation service in the Highway 1 corridor, but would not avoid the need for
ultimately widening the south end (Santa Rosa) to six lanes. Furthermore, upgrading of LOVR
in conjunction with the Cuesta - Foothill connection may be preferable to the Marsh Street
connection based on the current projections and cost estimates. Further feasibility analysis would
be needed to verify this finding, should the city choose to include this project in the Circulation
Element.
V. PRADO ROAD ALTERNATIVES
Three options were identified by the City for connecting Prado Road to Broad Street (see figure
on next page):
• Prado/Industrial Way connection: extension of Prado Road easterly to intersect Broad
Street opposite Industrial Way, as described in the draft Circulation Element
• Tank Farm Road (TFR) connection: extension of Prado Road easterly and then
southerly through the Union Oil property west of Acacia Creek to intersect Broad Street
at Tank Farm Road. The western portion of Tank Farm Road would Tee into Prado
Road west of Santa Fe Road.
e9216ovA 13
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Industrial Way with with can
nection to Tank Farm Rd.
• Tank Farm Road/Prado Connector Road: Same as Prado/Industrial Way connection
above,but with a north-south arterial connecting Tank Farm Road and Prado Road west
of Acacia Creek
Model runs by the City indicate excessively high potential traffic demand along Broad Street in
the vicinity of Prado and Tank Farm Roads. The projected traffic growth is largely dependent on
the amount of external traffic growth in South County, the future capacity of SR 227 south of the
city, and how much traffic can be accommodated on US 101 south of the city in the future. Given
the inherent uncertainty about future traffic levels on Broad Street,our analysis focuses on volume
differences among the three alternatives. Also, our approach is to compare the last two options
to the Prado/Industrial Way connection since the Prado/Industrial Way connection was included
in the draft Circulation Element.
Tank Farm Road Connection
This option is intended to reduce traffic and lane requirements on Broad between Tank Farm
Road by providing a direct connection between Tank Farm Road east of Broad and Prado Road
to the west.
• About 12,000 fewer daily vehicles are projected on Broad Street between TFR and
Industrial Way with this option (equivalent to one lane in each direction).
• This is offset by about 10-13,000 more vehicles projected on Prado Road between Broad
and the new TFR Tee-intersection to the west.
• The critical (highest volume) segment of Broad appears to be south of TFR with either
connection option and similar volumes are projected north of Industrial Way in both
cases. Therefore the connection of Prado to TFR simply moves the point at which a
lane drop may occur farther south.
• A key reason for the Tank Farm Road connection is to eliminate the traffic
consequences of TFR traffic from the east end of TFR from having to use a short
section of Broad to travel west to the freeway and beyond. However, only 10,000 daily
vehicles are projected on the east end of TFR Moreover, 5,000 daily vehicles are
projected on Industrial Way, and any of these vehicles trying to reach the freeway would
be added to Broad, offsetting to some extent the better connection for TFR vehicles.
• This option attracts about 9,000 fewer vehicles onto Prado Road than the more northerly
connection. Some of these vehicles are diverted to Buckley, but it is not clear from the
model runs where the remaining vehicles divert. In general, levels of service would be
improved on Prado but would potentially be worse on other routes.
• A key issue is the intersection operations along Broad. There is a trade-off between
dispersing east-west traffic movements onto two intersections versus concentration of all
movements into a single one. Our analysis did not include intersection level of service
analysis. However,given the potentially high traffic volumes and turning movements, it
would probably be preferable to avoid concentrating the traffic at one intersection on
PM&"t/A 14
Closure of All Ramps at Broad Street Only
The existing Broad Street ramps provide freeway access in all directions, but require use of the
nearby Chorro Street undercrossing for travel across the freeway. Based on 2020 projections of
daily traffic from the city's model:
- Closure of the southbound Highway 101 off-ramp would remove about 4,000 vehicles
from Broad Street north of Highway 101, and would divert them to the Olive Street off-
ramp and Santa Rosa Street. The Olive Street off-ramp is projected to have sufficient
capacity to accommodate the projected total of 7,000 daily vehicles. A key advantage
of closing the southbound Highway 101 off-ramp is that it would remove the short,
substandard freeway weaving section between the Olive Street on-ramp and Broad Street
off-ramp. However, some of the diverted vehicles would potentially be added to east-
west streets such as Murray and Meinecke.
- Closure of the southbound Highway 101 on-ramp would remove another 4,000 daily
vehicles from Broad Street, diverting most of them to the Olive Street on-ramp. This
is projected to overload the Olive Street on-ramp, with almost 17,000 daily vehicles in
total, and would likely exceed the capacity of the freeway where the ramp merges with
the freeway lanes. The traffic diversion would increase traffic on Santa Rosa Street and
east-west streets such as Murrray and Meinecke. Since the Olive Street ramp is
upstream of Broad Street, most of the diverted vehicles would be backtracking to Olive
Street, adding to the overall amount of travel in the Broad-Murray neighborhood.
- Closure of the northbound Highway 101 on-ramp would remove about 5,000 vehicles
from Broad Street south of Highway 101, and would divert them to the Osos Street on-
ramp farther east. The Osos Street on-ramp is projected to have sufficient capacity to
accommodate the projected total of 11,000 daily vehicles. A key advantage of closing
the northbound Highway 101 on-ramp is that it would remove the short, substandard
freeway weaving section between the Broad Street on-ramp and Osos Street off-ramp.
However, some of the diverted vehicles would potentially be added to east-west streets
such as Peach, Mill and Palm-
- Closure of the northbound Highway 101 off-ramp would remove another 3,000 daily
vehicles from Broad Street, diverting most of them to the Osos Street on-ramp. This is
projected to increase traffic on the Osos Street off-ramp to almost 17,000 daily vehicles,
and would potentially overload Walnut Street at its intersection with Santa Rosa Street.
The traffic diversion would increase traffic on Santa Rosa Street and east-west streets
such as Peach, Mill and Palm. Since the Osos Street ramp is downstream of Broad
Street, most of the diverted vehicles would backtrack from Osos Street, adding to the
overall amount of travel in the neighborhood.
In sum, closure of the Broad Street ramps would reduce traffic levels on Broad Street north and
south of Highway 101, but would increase traffic on other neighborhood streets, and would
concentrate more traffic on low capacity Olive Street ramps.
P92163-01/A 16
Closure of Broad Street Ramps To/From North Only
In this option, only the southbound off and northbound on ramps would be closed. This option
would result in a partial interchange at Broad, retaining access to and from the south only.
• Closure of the southbound Highway 101 off-ramp would remove about 4,000 vehicles
from Broad Street north of Highway 101, and would divert them to the Olive Street off-
ramp and Santa Rosa Street. The Olive Street off-ramp is projected to have sufficient
capacity to accommodate the projected total of 7,000 daily vehicles. A key advantage
of closing the southbound off-ramp is that it would remove the short, substandard
freeway weaving section between the Olive Street on-ramp and Broad Street off-ramp.
However, some of the diverted vehicles would potentially be added to east-west streets
such as Murray and Meinecke.
• Closure of the northbound Highway 101 on-ramp would remove about 5,000 vehicles
from Broad Street south of Highway 101, and would divert them to the Osos Street on-
ramp farther east. The Osos Street on-ramp is projected to have sufficient capacity to
accommodate the projected total of 11,000 daily vehicles. A key advantage of closing
the northbound Highway 101 on-ramp is that it would remove the short, substandard
freeway weaving section between the Broad Street on-ramp and Osos Street off-ramp.
However, some of the diverted vehicles would potentially be added to east-west streets
such as Peach, Mill and Palm.
• Partial interchanges are usually disfavored by Caltrans due to potential confusion to
motorists being able to exit the freeway but not re-enter it at the same location.
However, there are many instances where ramps are provided to and from only one
direction, and the other advantages described above could outweigh this concern.
In sum, the key advantage is that removal of the two ramps would eliminate the short,substandard
freeway weaving sections in both directions between the Broad and Osos Ramps -- a potential
future bottleneck and unsafe condition. Traffic on Broad Street would be reduced by half as much
as with closure of all ramps, and there would be less backtracking of traffic in the neighborhoods
than if all ramps were removed. From a traffic circulation standpoint, this option appears
preferable to closing all ramps at Broad Street.
P92I&WI/A 17
October 1993 I
Project No.0901-9143
2.0 ALTERNATIVES TO THE PROPOSED PROJECT
The general pattern of impacts anticipated under the Proposed Project would be
similar for each of the alternatives, with the exception of the No Project (No Development)
Alternative, which would likely have fewer environmental impacts. In general, the alternatives
which allow for more land development would produce greater impacts, especially when
combined with a circulation scenario that provides insufficient mad improvement projects to
accommodate this growth. The following paragraphs summarize the anticipated impacts
associated with the various alternatives.
2.1 ALTERNATIVE 1 (LU= ; C<)
This alternative would accommodate the same land use buildout as the Proposed
Project, but envisions fewer modifications to the existing circulation system. Potential impacts
would be similar to those of the Proposed Project. Traffic and air quality impacts would be
slightly greater than the Proposed Project, while noise, water quality, biology and aesthetic
impacts would be somewhat less. In addition, fire response times may be slightly worse than
under the Proposed Project due to fewer circulation system modifications.
2.2 ALTERNATIVE 2 (LU= ; C> [Hwy 1 Reliever])
This alternative would accommodate the same land use buildout as the Proposed
Project, but envisions more modifications to the existing circulation system. The construction
of the Highway 1 Reliever would be a key provision of this alternative. Potential impacts would
be similar to the Proposed Project. In contrast to Alternative 1, traffic and air quality impacts
would be slightly less than those of the Proposed Project, while impacts to water quality, biology,
cultural resources and aesthetics would be somewhat greater. However, the construction of the
Highway 1 Reliever would cavy potentially significant growth-inducing impacts because it would
provide new access to land.
23 ALTERNATIVE 3 (LU= ; C> [Santa Rosa: 6 Lanes])
This alternative would accommodate the same land use buildout as the Proposed
Project, but envisions more modifications to the existing circulation system. The widening of
Santa Rosa Street to six lanes would be a key provision of this alternative. Potential impacts
would be similar to the Proposed Project and Alternative 2. However, in contrast to Alternative
2, widening Santa Rosa Street would relieve potential traffic impacts better than the Highway 1
Reliever. Widening Santa Rosa Street would also.be less growth-inducing than the building of
the Highway 1 Reliever.
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I6.3 Transportation and Circulation
5. Impacts of Proposed Project Variations. Under the Proposed project, 13 variations
to the Proposed circulation changes are also under consideration
n (Figure 63-11). The potential
tmpacts related to each variation are described below.
Variation A- Highway 1 Reliever as a Rural Route. This road would be a two lane
route, similar in aattrre to Foothill Boulevard in the vicinity, of Los Osos Valley Road.
It would carry approximately 1,300 daily trips. While this road would slightly improve
traffic on Footht7l Boulevard, it would not significantly improve Santa Rosa Street
traffic, which would still experience peak hour in the LOS D to E .
Los Osos Valley Road would be somewhat worse in rangeTraffic onthe vicinity of Foothill Boulevard.
Impacts due to Variation A would therefore be snore adverse than beneficial.
Variation B. Highway 1 Reliever as a Rural Route, with Los Osos Valley Road
connection. Similar to Variation A, this road segment would introduce traffic into a
previously inaccessible area. It would reduce traffic volumes slightly on Santa Rosa
Street (about 4,000 ADT less than the "standard" proposed Project). However, it
would cause traffic congestion on Los Osos Valley Road outside the city
Peak hour LOS E and F would occur. Its net effect would be to sp' where
traffic conditions within the City while substantiallyde conditions
n Y improve
county-maintained road. Consequently, its adverse impacts outweigh its beneficial
Impacts-
Variation C. Santa Rosa Street widened between U.S.Highway 101 and Highland
Avenue. The widening of Santa Rosa Street to six lanes in this heavily-traveled
corridor would reduce traffic congestion on Santa Rosa Street to a much
gree
than would the Highway 1 Reliever (modeled as a rural route). The�LOS onater e this
corridor would improve to A and B. However, the increased traffic flow would create
additional safety hazards
Boulevard and Murray Sfor bicycles and pedestrians in the vicinity of Foothill
adverse impacts, treet Consequently, this variation has both beneficial and
Variation D. Santa Rosa Street and
erpass Santa Rasa Street eliminated. at Foothill; Murray Street access to
This variation limits access to a pair of currently busy
intersections,allowing traffic on
Despite this, peak hour levels Santa Rosa Street to proceed with fewer in
Of service on Santa Rosa Street would t�updons.
similar to the "standard" proposed Project remain D-E,
implement, and would have no si I This °Psion would be expensive to
elimination of si scant Positive effect on traffic flow. The
may create additional safety hazards for
finalization may promote higher speeds on Santa Rosa Street, which
bicyclists using that corridor. However, the
underpass would eliminate potential vehicular/bicyc
Santa Rosa/Foothill, le conflicts at the intersection of
which is a beneficial impact Its net impact is therefore both
adverse and beneficiaL
6.3-30
63 T. ,portation and Circulation
Variation l:. Highway 1 Reliever as a four-lane freeway. Similar to Variation A,
this option would accommodate the Highway 1 Reliever, but in this case as a freeway.
However, projected traffic volumes on the Highway 1 Reliever (6,400 ADT) do not
appear to warrant the construction of this road as a freeway. In addition, it would not
significantly improve peak hour traffic on Santa Rosa Street (still LOS D and E), and
would degrade traffic conditions on Los Osos Valley Road outside the city limits. The
impacts of this variation are primarily adverse.
Variation F. Prado Road as the major east-west link; Tank Farm Road ends at
Prado Road west of Broad Street. This variation would establish Prado Road as the
primary east-west corridor in the southern part of the City. This option would not
' significantly change the traffic characteristics of either Tank Farm or Prado Road (in
comparison to the"standard"Proposed Project)except significant peak hour congestion
(LOS F) would occur at the point where they intersect. Consequently, this variation
would have greater traffic impacts than the "standard" Proposed Project.
Variation G. Connection between Tank Farm and Prado Roads. A connecting
road between Prado and Tank Farm Roads would carry approximately 5,500 daily
trips. This road would relieve peak hour Broad Street traffic between Prado and Tank
Farm Roads from LOS F to E when compared to the "standard" Proposed Project.
However,Broad Street traffic would still be below acceptable LOS. This variation has
minor beneficial impacts as compared to the "standard" Proposed Project.
Variation H. South Street overpass not constructed. This option would eliminate
the road segment linking South Street and Bishop Street, a roadway which would be
accommodated under the Proposed Project This would result in a slight increase in
traffic along Johnson Avenue, but probably fewer trucks due to that area's isolation
from the commercial centers near South Street Despite increased traffic, Johnson
Avenue would remain at LOS A south of San Luis Drive. However, Johnson would
operate at LOS C-E during peak hours, between Pismo and Monterey. This is
considered to be significant However, the benefit of reducing peak congestion to
LOS D (from E) by its construction is offset by its land use, noise and safety impacts.
In addition,the elimination of this road segment would be beneficial from an economic
standpoint, in that there would be no construction or maintenance costs incurred.
Variation L Closure of freeway ramps from Osos and Broad Streets. The closure
of these access points to U.S. Highway 101 would have no significant impact on the
surface street network, but would slightly improve northbound freeway traffic on U.S.
101 north of Osos Street This would occur because existing traffic merging from the
closely-spaced Osos and Broad Street on-ramps would be eliminated. This variation
would have a net beneficial impact as compared to the "standard" Proposed Project
9143BJ 6.3-31
6.3 Tnu sportation and Circulation
• Madonna Road. Traffic conditions on Madonna Road would typically be LOS
A-B, except near U.S. 101, where LOS F would occur. This is a significant
impact, and worse than what would occur under the Proposed Project
• Tank Farm Road/Prado Road. Tank Farm Road would not be widened under
Alternative 1, and the resulting traffic volumes associated with buildout of this
alternative would cause significant peak hour congestion on this corridor (LAS D
to F). Traffic volumes and LOS on Prado Road would be similar to those of the
Proposed Project, and impacts for that road would be less than significant
2. Impacts Due to Road Extensions or Widenings. All road widenings and extensions
discussed as part of Alternative 1 appear to be justified to improve traffic flow, with the
exception of the South Street/Bishop Street link Please refer to the discussion under Section
6.33aa2.
3. Pedestrian/Bicycle Impacts. Anticipated impacts are similar to those of the
Proposed Project Please refer to Section 6.3.3.2.x.3.
4. Transit Service. Anticipated impacts are similar to what would occur under the
Proposed Project. Please refer to Section 6.3.32.a.4.
c. Alternative 2 (LU= ; G [Hwy 1 Reliever])
1. Traffic Volwnes and Levels of Service. Impacts would generally be similar to what
would occur under the Proposed Project (see Section 6.3.32.a), except for along the corridors
discussed below:
• Santa Rosa Street/Highway L Traffic volumes on Santa Rosa Street would rise
approximately 25 percent over existing levels (ADTs of 50,000 to 60,000), while
the peak hour LOS would degrade to the C to E range. Service levels are
marginally better than what would occur under the Proposed Project, but
significant congestion similar to that associated with the Proposed Project (LOS
F) would occur in the vicinity of U.S. 101. A significant adverse impact would
occur.
• North Chorro Street Average daily traffic counts on North Chorm Street
between Foothill Boulevard and U.S. 101 would be approximately 14,000, with }
a peak hour LOS of C to E. While this is somewhat better than what would occur
under the Proposed Project, a significant adverse impact would still result
• Los Osos Valley Road. Traffic conditions on Los Osos Valley Road would
degrade considerably from what ctmently exists, especially in the vicinity of
Foothill Boulevard, where a peak hour LOS E to F would occur. These traffic
91438)
6.3-33
6.3 Transp. Ation and Circulation
conditions are worse than what would occur under the Proposed Project, and
constitute a significant adverse impact.
• Broad Street/Highway 227. As with the Proposed Project, peak hour traffic
conditions on Broad Street from South Street to the airport would degrade to LOS
F, despite the widening of the road south of Prado Road. However, a slight
improvement (to LOS D) would be experienced between Orcutt Road and
Industrial Way. Nevertheless, a significant adverse impact would still occur.
2. Impacts Due to Road Extensions or Widenings. All road widenings and extensions
Miscussed as part of Alternative 2 appear to be justified to improve traffic now, with the
following exceptions:
• South Street/Bishop Street link. Please refer to the discussion under Section
6.332.a.2.
10 Highway 1 Reliever. The projected traffic volumes on this road segment do not
appear to justify the construction of the Highway 1 Reliever as a freeway. East
of Foothill Boulevard,traffic volumes are projected at 6,300 ADT on the Highway
i1 Reliever,which is less than what is currently experienced on Foothill Boulevard
(9,700 ADT) outside the city limits. In addition, this road segment would not
significantly improve traffic conditions on Santa Rosa Street (Highway 1).
3. Pedestrian/BicYcle Impacts. Anticipated impacts are similar to those of the
proposed project, please refer to Section 6.3.32.a.3.
J3 4. Transit Service. Anticipated impacts are similar to what would occur under the
Proposed Project Please refer to Section 63.32.a.4.
d. Alternative 3 (LU= ; Ca [Santa Rosa: 6 Lanes])
1. Traffic Volans and Levels of Service. Impacts would generally be similar to what
would occur under the Proposed Project (see Section 63.32.a), except for along the corridors
discussed below:
• , Santa Rosa Street/Highway L Traffic volumes on Santa Rosa Street would be
similar to what would occur under the Proposed Project(60,000-70,000 ADT),but
peak hour congestion would be significantly relieved due to the widening of Santa
Rosa Street Santa Rosa Street would typically experience LOS A to B, and
would be LOS D near major intersections. No significant impact would occur.
• Madonna Road. Shnilar to the Proposed Project, Madonna. Road traffic
conditions under Alternative 3 would generally be good, except near U.S. 101,
914W 6.3-34
6.3 Transportation and Circulation
where peak hour LOS D to F would be experienced. This is slightly worse than
what would occur under the Proposed Project and is considered a significant
impact.
2. Impacts Due to Road Extensions or Widenings. All road widenings and extensions
discussed as part of Alternative 3 appear to be justified to improve traffic flow, with the
exception of the South Street/Bishop Street link Please refer to the discussion under Section
63.3.2.a.2.
i
3. Pedestrian/Bicycle Impacts. Santa Rosa Street would flow at LOS A and B.0-which
would allow much higher vehicular speeds than under the Proposed Project. Consequently, risk
to pedestrians and cyclists using that corridor would be greater. This is considered a significant
adverse impact Otherwise, anticipated impacts are similar to the Proposed Project. Please refer
to Section 6.3.3.2.a3.
4. Transit Service. Anticipated impacts are similar to what would occur upon
buildout of the Proposed Project Please refer to Section 6.3.3.2.a.4.
e. Alternative 4 (LU> ; C> [Santa Rosa: 6 Lanes])
1. Traffic Volumes and Levels of Service. Impacts would generally be similar to what
would occur under the Proposed Project (see Section 6.3.32a), except for along the corridors i
discussed below:
• Santa Rosa Street/Highway 1. Traffic volumes on Santa Rosa Street would be
similar to what would occur under the Proposed Project(60,000-70,000 ADT),but
congestion would be significantly relieved due to the widening of Santa Rosa
Street Santa Rosa Street would typically experience LOS A to B, and would be
LOS D near major intersections. No significant impact would occur.
• Los Osos Valley Road. As with the Proposed Project, traffic conditions on Los
Osos Valley Road would generally be LOS A to B. However,congestion near the
intersection with Foothill Boulevard would be less than that associated with the
Proposed Project,and traffic volumes would be less by approximately 5,000 ADT.
No significant adverse impact would occur and impacts would be somewhat less
than those of the Proposed Project i
• Madonna Road. Similar to the Proposed Project, Madonna Road peak hour
traffic conditions under Alternative 4 would generally be good, except near U.S.
101, where LOS D to F would be experienced. This is slightly worse than what
would occur under the Proposed Project and is cgnsidered a significant impact
9143BJ 6.3-35
M
s
BICYCLE COMMITTEE RECOMMENDATIONS
Draft Circulation Element Bicycle Transportation Policies
(October 3, 1994)
Bicycle Transportation
Policies
3.1 Bicycle transportation should shall be encouraged_ feF peeple who Five within -a
3.2 $At least 33% of all
studen Cal Poly trips should be made by bicycle by the year 2000.
3.3 The City should shall complete a continuous network of safe and convenient
bikeways maths that connect neighborhoods with major activity centers
and with county bike routes as specified by the Bicycle Transportation Plan.
3.4 New development should provide bikeways lanes and paths, secure bicycle
storage, parking facilities and showers, consistent with City plans and standards.
3.5 Bikeways lanes and paths sletild shall be designed and maintained to improve
bicycling safety, convenience, and encourage people to use bicycles to commute
to work or school.
3.6 Bikeways lmes and paths along designated Gity bike Feutes identifi in the
Bicycle Paden Transportation Plan should be established when:
A. The street section is repaved, restriped, or changes are made to its cross-
sectional design; or
B. The street section is being changed as part of a development project; or
C. The construction of bikeways lanes-er paths are called for by the City's
Capital Improvement Plan.
Programs
3.7 Cal Poly and Cuesta College sheald shall be encouraged to provide incentives to
all students, faculty and staff to use alternative forms of transportation.
3.8 The City will update its bicycle plan consistent with the objectives, policies and
standards of this Circulation Element. The Bicycle Transportation Plan shall
establish official city bike routes.
k G
J:
r
3.9 Cal Poly and Cuesta College sheuld shall be requested to adopt a bike plan,
coordinated with other agency plans, that shows the location of all on-campus
bike lanes and bike storage areas and includes programs that encourage the use
of bicycles.
3.10 In cooperation with the City, Cal Poly and Cuesta College sheeld shall be
requested to revise its Campus Master Plan to de-emphasize the use of-
automobiles and promote the use of alternative forms of transportation.
3.11 The City will modify its zoning regulations to establish standards for the
installation of lockers, and secured bicycle parking, and showers.
3.12 The City should obtain railroad right-of-way and easements to establish a
separated bike path and pedestrian trail through San Luis Obispo.
3.13 The City will give a high priority to using street funds for ongoing maintenance
of bicycle lanes and paths or other public bicycle facilities.
The Bicycle Committee also recommended that footnote #4 of Figure #1 (Modal Split
Objectives) be amended as follows:
4. These modal split objectives will be reviewed every five years as part of review
of the Circulation Element. If objectives are not met. the City will examine
programs that discourage the use of motor vehicles as a way of achievingthese
hese
objectives.
� . M AGENDA
E #®
�illlll Ih I IIIIIIIII�����������IIIII�IIIIll11111 I� II
Cly of S�1'1 l�l1S oaspo y
955 Morro Street • San Luis Obispo, CA 93401
October 4, 1994
TO: City Council Members
FROM: Michael McCluskey, Public Works Director
Terry Sanville, Principal Transportation Planner.
SUBJECT: Bicycle Committee Review of Draft Circulation Element Policies
At its quarterly meeting on October 3rd, the Bicycle Committee reviewed portions of the draft
Circulation Element that pertain to bicycle transportation. The Committee's recommendations
are attached.
The Bicycle Committee noted that Cal Poly's efforts to update its master plan can directly affect
the City's efforts to foster alternative transportation. The Committee suggests that the City's
transportation staff become directly involved in working with Cal Poly on its Master Plan
update.
TS:is
Attachment
of EFILE
IDI
❑
❑
2r-
,,ATTORNEY ❑
❑
❑ 1`.
❑ ep �°❑
OCT 6 1994
CITY CLERK
-3 OBISPO,C.'�
OThe City of San Luis Obispo is commjtjed Ip include the disabled in all of its services, programs and activities.
�� Telecommunications Device for the Dei)(805)781-7410.
PETITION
CHORROBROAD STREET TRAFFIC REDUCTIONS
The residents of the upper Chorro And Broad Street neighborhoods,
bounded by Foothill Boulevard, Highway 101, Santa Rosa Street and San Luis Mountain, ask the
City Council Of San Luis Obispo to help us save our neighborhood.
Our unique and special residential area is being heavily impacted, and the sense of
community is being eroded by speeding commuter traffic.
Over 16,000 vehicles per day use our residential streets as shortcuts. They create
noise and pollution that deny us the use of our front yards and force us to keep our doors
closed. The enjoyment of walking or cycling downtown is lost. Our streets are dangerous to
cross, and we fear for the safety of our children, bicyclists, pets and ourselves.
Commuter traffic must stop using our residential streets as shortcuts. We
request that our neighborhood be a pilot program for Traffic Calming measures. We commit to
working with city to develop the best solution, and to promote trip and speed reduction for
neighborhood residents.
We the undersigned ask the City Council of San Luis Obispo to
help us reclaim our neighborhood by limiting the speed and volume
of traffic.
Print name
Address
�f:T ]
---------
PETITION
CHORROBROAD STREET TRAFFIC REDUCTIONS
The residents of the upper Chorro And Broad Street neighborhoods,
bounded by Foothill Boulevard, Highway 101, Santa Rosa Street and San Luis Mountain, ask the
City Council Of San Luis Obispo to help us save our neighborhood.
Our unique and special residential area is being heavily impacted, and the sense of
community is being eroded by speeding commuter traffic.
Over 16,000 vehicles per day use our residential streets as shortcuts. They create
noise and pollution that deny us the use of our front yards and force us to keep our doors
closed. The enjoyment of walking or cycling downtown is lost. Our streets are dangerous to
cross, and we fear for the safety of our children, bicyclists, pets and ourselves.
Commuter traffic must stop using our residential streets as shortcuts. We
request that our neighborhood be a pilot program for Traffic Calming measures. We commit to
working with city to develop the best solution, and to promote trip and speed reduction for
neighborhood residents.
We the undersigned ask the City Council of San Luis Obispo to
help us reclaim our neighborhood by limiting the speed and volume
of traffic.
Print name Address Signature
VL
.
C-TY
PETITION
CHORRO/BROAD STREET TRAFFIC REDUCTIONS
The residents of the upper Chorro And Broad Street neighborhoods,
bounded by Foothill Boulevard, Highway 101, Santa Rosa Street and San Luis Mountain, ask the
City Council Of San Luis Obispo to help us save our neighborhood.
Our unique and special residential area is being heavily impacted, and the sense of
community is being eroded by speeding commuter traffic.
Over 16,000 vehicles per day use our residential streets as shortcuts. They create
noise and pollution that deny us the use of our front yards and force us to keep our doors
closed. The enjoyment of walking or cycling downtown is lost. Our streets are dangerous to
cross, and we fear for the safety of our children, bicyclists, pets and ourselves.
Commuter traffic must stop using our residential streets as shortcuts. We
request that our neighborhood be a pilot program for Traffic Calming measures. We commit to
working with city to develop the best solution, and to promote trip and speed reduction for
neighborhood residents.
We the undersigned ask the City Council of San Luis Obispo to
help us reclaim our neighborhood by limiting the speed and volume
of traffic.
Print name Address Signature
i .tom ------ -
PETITION
CHORRO/BROAD STREET TRAFFIC REDUCTIONS
The residents of the upper Chorro And Broad Street neighborhoods,
bounded by Foothill Boulevard, Highway 101, Santa Rosa Street and San Luis Mountain, ask the
City Council Of San Luis Obispo to help us save our neighborhood.
Our unique and special residential area is being heavily impacted, and the sense of
community is being eroded by speeding commuter traffic.
Over 16,000 vehicles per day use our residential streets as shortcuts. They create
noise and pollution that deny us the use of our front yards and force us to keep our doors
closed. The enjoyment of walking or cycling downtown is lost. Our streets are dangerous to
cross, and we fear for the safety of our children, bicyclists, pets and ourselves.
Commuter traffic must stop using our residential streets as shortcuts. We
request that our neighborhood be a pilot program for Traffic Calming measures. We commit to
working with city to develop the best solution, and to promote trip and speed reduction for
neighborhood residents.
We the undersigned ask the City Council of San Luis Obispo to
help us reclaim our neighborhood by limiting the speed and volume
of traffic.
Print name Address Signature
—�----- --- —
1p ,
c, r'�SiA �iyt�
1_
PETITION
CHORRO/BROAD STREET TRAFFIC REDUCTIONS
The residents of the upper Chorro And Broad Street neighborhoods,
bounded by Foothill Boulevard, Highway 101, Santa Rosa Street and San Luis Mountain, ask the
City Council Of San Luis Obispo to help us save our neighborhood.
Our unique and special residential area is being heavily impacted, and the sense of
community is being eroded by speeding commuter traffic.
Over 16,000 vehicles per day use our residential streets as shortcuts. They create
noise and pollution that deny us the use of our front yards and force us to keep our doors
closed. The enjoyment of walking or cycling downtown is lost. Our streets are dangerous to
cross, and we fear for the safety of our children, bicyclists, pets and ourselves.
Commuter traffic must stop using our residential streets as shortcuts. We
request that our neighborhood be a pilot program for Traffic Calming measures. We commit to
working with city to develop the best solution, and to promote trip and speed reduction for
neighborhood residents.
We the undersigned ask the City Council of San Luis Obispo to
help us reclaim our neighborhood by limiting the speed and volume
of traffic.
Print name Address Signature
_�__ LILL-
-
PETITION
CHORROBROAD STREET TRAFFIC REDUCTIONS
The residents of the upper Chorro And Broad Street neighborhoods,
bounded by Foothill Boulevard, Highway 101, Santa Rosa Street and San Luis Mountain, ask the
City Council Of San Luis Obispo to help us save our neighborhood.
Our unique and special residential area is being heavily impacted, and the sense of
community is being eroded by speeding commuter traffic.
Over 16,000 vehicles per day use our residential streets as shortcuts. They create
noise and pollution that deny us the use of our front yards and force us to keep our doors
closed. The enjoyment of walking or cycling downtown is lost. Our streets are dangerous to
cross, and we fear for the safety of our children, bicyclists, pets and ourselves.
,Commuter traffic must stop using our residential streets as shortcuts. —We
request that our neighborhood be a pilot program for Traffic Calming measures. We commit to
working with city to develop the best_ solution, and to promote trip- and speed reduction for
neighborhood residents.
We the undersigned ask the City Council of San Luis Obispo to
help us reclaim our neighborhood by limiting the speed and volume
.of traffic.
Print name A_d d r e s s Signature
- =- � 1-------�� _
���.
-- -- �.�-
PETITION
CHORRO/BROAD STREET TRAFFIC REDUCTIONS
The residents of the upper Chorro And Broad Street neighborhoods,
bounded by Foothill Boulevard, Highway 101, Santa Rosa Street and San Luis Mountain, ask the
City Council Of San Luis Obispo to help us save our neighborhood.
Our unique and special residential area is being heavily impacted, and the sense of
community is being eroded by speeding commuter traffic.
Over 16,000 vehicles per day use our residential streets as shortcuts. They create
noise and pollution that deny us the use of our front yards and force us to keep our doors
closed. The enjoyment of walking or cycling downtown is lost. Our streets are dangerous to
cross, and we fear for the safety of our children, bicyclists, pets and ourselves.
Commuter traffic must stop using our residential streets as shortcuts. We
request that our neighborhood be a pilot program for Traffic Calming measures. We commit to
working with city to develop the best solution, and to promote trip and speed reduction for
neighborhood residents.
We the undersigned ask the City Council of San Luis Obispo to
help us reclaim our neighborhood by limiting the speed and volume
of traffic.
Print name
Address
Signature
L L 6' a �
----
OL-�Tert.l
V1 Iff I
} y� � �7,.1 /!� �1(j/7 J�_�Y �C./ ���? —
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r
PETITION
CHORRO/BROAD STREET TRAFFIC REDUCTIONS
The residents of the upper Chorro And Broad Street neighborhoods,
bounded by Foothill Boulevard, Highway 101, Santa Rosa Street and San Luis Mountain, ask the
City Council Of San Luis Obispo to help us save our neighborhood.
Our unique and special residential area is being heavily impacted, and the sense of
community is being eroded by speeding commuter traffic.
Over 16,000 vehicles per day use our residential streets as shortcuts. They create
noise and pollution that deny us the use of our front yards and force us to keep our doors
closed. The enjoyment of walking or cycling downtown is lost. Our streets are dangerous to
cross, and we fear for the safety of our children, bicyclists, pets and ourselves.
Commuter traffic must stop using our residential streets as shortcuts. We
request that our neighborhood be a pilot program for Traffic Calming measures. We commit to
working with city to develop the best solution, and to promote trip and speed reduction for
neighborhood residents.
We the undersigned ask the City Council of San Luis Obispo to
help us reclaim our neighborhood by limiting the speed and volume
of traffic.
Print name
Address
PETITION
CHORRO/BROAD STREET TRAFFIC REDUCTIONS
The residents of the upper Chorro And Broad Street neighborhoods,
bounded by Foothill Boulevard, Highway 101, Santa Rosa Street and San Luis Mountain, ask the
City Council Of San Luis Obispo to help us save our neighborhood.
Our unique and special residential area is being heavily impacted, and the sense of
community is being eroded by speeding commuter traffic.
Over 16,000 vehicles per day use our residential streets as shortcuts. They create
noise and pollution that deny us the use of our front yards and force us to keep our doors
closed. The enjoyment of walking or cycling downtown is lost. Our streets are dangerous to
cross, and we fear for the safety of our children, bicyclists, pets and ourselves.
Commuter traffic must stop using our residential streets as shortcuts. We
request that our neighborhood be a pilot program for Traffic Calming measures. We commit to
working with city to develop the best solution, and to promote trip and speed reduction for
neighborhood residents.
We the undersigned ask the City Council of San Luis Obispo to
help us reclaim our neighborhood by limiting the speed and volume
of traffic.
Print name Address Signature
-----------------------_--------_---
1!�%ee-Y-----------___-------------------
{
PETITION
CHORRO/BROAD STREET TRAFFIC REDUCTIONS
The residents of the upper Chorro And Broad Street neighborhoods,
bounded by Foothill Boulevard, Highway 101, Santa Rosa Street and San Luis Mountain, ask the
City Council Of San Luis Obispo to help us save our neighborhood.
Our unique and special residential area is being heavily impacted, and the sense of
community is being eroded by speeding commuter traffic.
Over 16,000 vehicles per day use our residential streets as shortcuts. They create
noise and pollution that deny us the use of our front yards and force us to keep our doors
closed. The enjoyment of walking or cycling downtown is lost. Our streets are dangerous to
cross, and we fear for the safety of our children, bicyclists, pets and ourselves.
Commuter traffic must stop using our residential streets as shortcuts. We
request that our neighborhood be a pilot program for Traffic Calming measures. We comm kt to
working with city to develop the best solution, and to promote trip and speed reduction far
neighborhood residents.
We the undersigned ask the City Council of San Luis Obispo to
help us reclaim our neighborhood by limiting the speed and volume
of traffic.
Print narne
Address
Signature
� _---
' 0 9-- -- - _ __
PETITION
CHORROBROAD STREET TRAFFIC REDUCTIONS
The residents of the upper Chorro And Broad Street neighborhoods,
bounded by Foothill Boulevard, Highway 101, Santa Rosa Street and San Luis Mountain, ask the
City Council Of San Luis Obispo to help us save our neighborhood.
Our unique and special residential area is being heavily impacted, and the sense of
community is being eroded by speeding commuter traffic.
Over 16,000 vehicles per day use our residential streets as shortcuts. They create
noise and pollution that deny us the use of our front yards and force us to keep our doors
closed. The enjoyment of walking or cycling downtown is lost. Our streets are dangerous to
cross, and we fear for the safety of our children, bicyclists, pets and ourselves.
Commuter traffic must stop using our residential streets as shortcuts. We
request that our neighborhood be a pilot program for Traffic Calming measures. We commit to
working with city to develop the best solution, and to promote trip and speed reduction for
neighborhood residents.
We the undersigned ask the City Council of San Luis Obispo to
help us reclaim our neighborhood by limiting the speed and volume
of traffic.
Print name Address i re
r
------- ------
j
PETITION
CHORROBROAD STREET TRAFFIC REDUCTIONS
The residents of the upper Chorro And Broad Street neighborhoods,
bounded by Foothill Boulevard, Highway 101, Santa Rosa Street and San Luis Mountain, ask the
City Council Of San Luis Obispo to help us save our neighborhood.
Our unique and special residential area is being heavily impacted, and the sense of
community is being eroded by speeding commuter traffic.
Over 16,000 vehicles per day use our residential streets as shortcuts. They create
noise and pollution that deny us the use of our front yards and force us to keep our doors
closed. The enjoyment of walking or cycling downtown is lost. Our streets are dangerous to
cross, and we fear for the safety of our children, bicyclists, pets and ourselves.
Commuter traffic must stop using our residential streets as shortcuts. We
request that our neighborhood be a pilot program for Traffic Calming measures. We commit to
working with city to develop the best solution, and to promote trip and speed reduction for
neighborhood residents.
We the undersigned ask the City Council of San Luis Obispo to
help us reclaim our neighborhood by limiting the speed and volume
of traffic.
Print name Address Sienalurp
PETITION
CHORROBROAD STREET TRAFFIC REDUCTIONS
The residents of the upper Chorro And Broad Street neighborhoods,
bounded by Foothill Boulevard, Highway 101, Santa Rosa Street and San Luis Mountain, ask the
City Council Of San Luis Obispo to help us save our neighborhood.
Our unique and special residential area is being heavily impacted, and the sense trf
community is being eroded by speeding commuter traffic.
Over 16,000 vehicles per day use our residential streets as shortcuts. They create
noise and pollution that deny us the use of our front yards and force us to keep our doors
closed. The enjoyment of walking or cycling downtown is lost. Our streets are dangerous to
cross, and we fear for the safety of our children, bicyclists, pets and ourselves.
Commuter traffic must stop using our residential streets as shortcuts. We
request that our neighborhood be a pilot program for Traffic Calming measures. We commit to
working with city to develop the best solution, and to promote trip and speed reduction for
neighborhood residents.
We the undersigned ask the City Council of San Luis Obispo to
help us reclaim our neighborhood by limiting the speed and volume
of traffic.
Print name Address Slenature
�`��___� tv___—`
PETITION
CHORROBROAD STREET TRAFFIC REDUCTIONS
The residents of the upper Chorro And Broad Street neighborhoods,
bounded by Foothill Boulevard, Highway 101, Santa Rosa Street and San Luis Mountain, ask the
City Council Of San Luis Obispo to help us save our neighborhood.
Our unique and special residential area is being heavily impacted, and the sense of
community is being eroded by speeding commuter traffic.
Over 16,000 vehicles per day use our residential streets as shortcuts. They create
noise and pollution that deny us the use of our front yards and force us to keep our doors
closed. The enjoyment of walking or cycling downtown is lost. Our streets are dangerous to
cross, and we fear for the safety of our children, bicyclists, pets and ourselves.
Commuter traffic must stop using our residential streets as shortcuts. We
request that our neighborhood be a pilot program for Traffic Calming measures. We commit to
working with city to develop the best solution, and to promote trip and speed reduction for
neighborhood residents.
We the undersigned ask the City Council of San Luis Obispo to
help us reclaim our neighborhood by limiting the speed and volume
of traffic.
Print name
Address
Signature
---- - ''�=--- _ - __----------_______------_--___
PETITION
CHORROBROAD STREET TRAFFIC REDUCTIONS
The residents of the upper Chorro And Broad Street neighborhoods,
) bounded by Foothill Boulevard, Highway 101, Santa Rosa Street and San Luis Mountain, ask the
City Council Of San Luis Obispo to help us save our neighborhood.
Our unique and special residential area is being heavily impacted, and the sense of
community is being eroded by speeding commuter traffic.
Over 16,000 vehicles per day use our residential streets as shortcuts. They create
noise and pollution that deny us the use of our front yards and force us to keep our doors
closed. The enjoyment of walking or cycling downtown is lost. Our streets are dangerous to
cross, and we fear for the safety of our children, bicyclists, pets and ourselves. -
Commuter traffic must stop using our residential— streets as shortcuts. We
request that our neighborhood be a pilot _ program for Traffic Calming measures. We commit to
working with city to develop the best solution, and to promote trip and speed reduction for
neighborhood residents.
We the undersigned ask the City Council of San Luis Obispo to
help us reclaim our neighborhood by limiting the speed and volume
of traffic. -
I)ritit iianie
Address
Signature
- _ ------------- ---------
PETITION
CHORROBROAD STREET TRAFFIC REDUCTIONS
The residents of the upper Chorro And Broad Street neighborhoods,
bounded by Foothill Boulevard, Highway 101, Santa Rosa Street and San Luis Mountain, ask the
City Council Of San Luis Obispo to help us save our neighborhood.
Our unique and special residential area is being heavily impacted, and the sense of
community is being eroded by speeding commuter traffic.
Over 16,000 vehicles per day use our residential streets as shortcuts. They create
noise and pollution that deny us the use of our front yards and force us to keep our doors
closed. The enjoyment of walking or cycling downtown is lost. Our streets are dangerous to
cross, and we fear for the safety of our children, bicyclists, pets and ourselves.
Commuter traffic must stop using our residential streets as shortcuts. We
request that our neighborhood be a pilot program for Traffic Calming measures. We commit to
working with city to develop the best solution, and to promote trip and speed reduction for
neighborhood residents.
We the undersigned ask the City Council of San Luis Obispo to
help us reclaim our neighborhood by limiting the speed and volume
of traffic.
Print name
Address
Am Y1
PETITION
CHORRO/BROAD STREET TRAFFIC REDUCTIONS
The residents of the upper Chorro And Broad Street neighborhoods,
bounded by Foothill Boulevard, Highway 101, Santa Rosa Street and San Luis Mountain, ask the
City Council Of San Luis Obispo to help us save our neighborhood.
Our unique and special residential area is being heavily impacted, and the sense of
community is being eroded by speeding commuter traffic.
Over 16,000 vehicles per day use our residential streets as shortcuts. They create
noise and pollution that deny us the use of our front yards and force us to keep our doors
closed. The enjoyment of walking or cycling downtown is lost. Our streets are dangerous to
cross, and we fear for the safety of our children, bicyclists, pets and ourselves.
Commuter traffic must stop using our residential streets as shortcuts. We
request that our neighborhood be a pilot program for Traffic Calming measures. We commit to
working with city to develop the best solution, and to promote trip and speed reduction for
neighborhood residents.
We the undersigned ask the City Council of San Luis Obispo to
help `us reclaim our neighborhood by limiting the speed and volume
of traffic.
Print name Addrrss Signature
CMG-------------_--
,� -
§",il-
PETITION
CHORRO/BROAD STREET TRAFFIC REDUCTIONS
The residents of the upper Chorro And Broad Street neighborhoods,
bounded by Foothill Boulevard, Highway 101, Santa Rosa Street and San Luis Mountain, ask the
City Council Of San Luis Obispo to help us save our neighborhood.
Our unique and special residential area is being heavily impacted, and the sense of
community is being eroded by speeding commuter traffic.
Over 16,000 vehicles per day use our residential streets as shortcuts. They create
noise and pollution that deny us the use of our front yards and force us to keep our doors
closed. The enjoyment of walking or cycling downtown is lost. Our streets are dangerous to
cross, and we fear for the safety of -our children, bicyclists, pets and ourselves.
Comrrmter traffic must stop using our 'residential streets as shortcuts. We
request that our neighborhood be a pilot program for Traffic Calming -measures. We commit to
working with city to develop the best solution, and to promote trip and speed reduction for
neighborhood residents.
We'the undersigned a[sk. A'he- ` 'City Council Of"San "Luis 'Obispo to
help us reclaim our neighborhood by limiting the speed and volume
of traffic. Y
Print _name Address Signa mre
PETITION
CHORRO/BROAD STREET TRAFFIC REDUCTIONS
The residents of the upper Chorro And Broad Street neighborhoods,
bounded by Foothill Boulevard, Highway 101, Santa Rosa Street and San Luis Mountain, ask the
City Council Of San Luis Obispo to help us save our neighborhood.
Our unique and special residential area is being heavily impacted, and the sense of
community is being eroded by speeding commuter traffic.
Over 16,000 vehicles per day use our residential streets as shortcuts. They create
noise and pollution that deny us the use of our front yards and force us to keep our doors
closed. The enjoyment of walking or cycling downtown is lost. Our streets are dangerous to
cross, and we fear for the safety of our children, bicyclists, pets and ourselves.
Commuter traffic must stop using our residential streets as shortcuts. We
request that our neighborhood be a pilot program for Traffic Calming measures. We commit to
working with city to develop the best solution, and to promote trip and speed reduction for
neighborhood residents.
We the undersigned ask the City Council of San Luis Obispo to
help us reclaim our neighborhood by limiting the speed and volume
of traffic.
Print name Address Signature
PETITION
CHORROBROAD STREET TRAFFIC REDUCTIONS
The residents of the upper Chorro And Broad Street neighborhoods,
bounded by Foothill Boulevard, Highway 101, Santa Rosa Street and San Luis Mountain, ask the
City Council Of San Luis Obispo to help us save our neighborhood.
Our unique and special residential area is being heavily impacted, and the sense of
community is being eroded by speeding commuter traffic.
Over 16,000 vehicles per day use our residential streets as shortcuts. They create
noise and pollution that deny us the use of our front yards and force us to keep our doors
closed. The enjoyment of walking or cycling downtown is lost. Our streets are dangerous to
cross, and we fear for the safety of our children, bicyclists, pets and ourselves.
Commuter traffic must stop using our residential streets as shortcuts. We
request that our neighborhood be a pilot program for Traffic Calming measures. We commit to
working with city to develop the best solution, and to promote trip and speed reduction for
neighborhood residents.
We the undersigned ask the City Council of San Luis Obispo to
help us reclaim our neighborhood by limiting the speed and volume
of traffic.
Print name
Address
4vf� - -- --
Signature
____________-----___________ ---
PETITION
CHORROBROAD STREET TRAFFIC REDUCTIONS
The residents of the upper Chorro And Broad Street neighborhoods,
bounded by Foothill Boulevard, Highway 101, Santa Rosa Street and San Luis Mountain, ask the
City Council Of San Luis Obispo to help us save our neighborhood.
Our unique and special residential area is being heavily impacted, and the sense of
community is being eroded by speeding commuter traffic.
Over 16,000 vehicles per day use our residential streets as shortcuts. They create
noise and pollution that deny us the use of our front yards and force us to keep our doors
closed. The enjoyment of walking or cycling downtown is lost. Our streets are dangerous to
cross, and we fear for the safety of our children, bicyclists, pets and ourselves.
Commuter traffic must stop using our residential streets as shortcuts. We
request that our neighborhood be a pilot program for Traffic Calming measures. We commit to
working with city to develop the best solution, and to promote trip and speed reduction for
neighborhood residents.
We the undersigned ask the City Council of San Luis Obispo to
help us reclaim our neighborhood by limiting the speed and volume
of traffic.
Print name
— L tc-ati L-Ul -r-
Signature
- -- -------
PETITION
CHORROBROAD STREET TRAFFIC REDUCTIONS
The residents of the upper Chorro And Broad Street neighborhoods,
bounded by Foothill Boulevard, Highway 101, Santa Rosa Street and San Luis Mountain, ask the
City Council Of San Luis Obispo to help us save our neighborhood.
Our unique and special residential area is being heavily impacted, and the sense of
community is being eroded by speeding commuter traffic.
Over 16,000 vehicles per day use our residential streets as shortcuts. They create
noise and pollution that deny us the use of our front yards and force us to keep our doors
closed. The enjoyment of walking or cycling downtown is lost. Our streets are dangerous to
cross, and we fear for the safety of our children, bicyclists, pets and ourselves.
Commuter traffic must stop using our residential streets as shortcuts. We
request that our neighborhood be a pilot program for Traffic Calming measures. We commit to
working with city to develop the best solution, and to promote trip and speed reduction for
neighborhood residents.
We the undersigned ask the City Council of San Luis Obispo to
help us reclaim our neighborhood by limiting the speed and volume
of traffic.
Print name Address Signature
��'---_---�'--------- - --- � - --
�I� Tel , -
PETITION
CHORROBROAD STREET TRAFFIC REDUCTIONS
The residents of the upper Chorro And Broad Street neighborhoods,
bounded by Foothill Boulevard, Highway 101, Santa Rosa Street and San Luis Mountain, ask the
City Council Of San Luis Obispo to help us save our neighborhood.
Our unique and special residential area is being heavily impacted, and the sense of
community is being eroded by speeding commuter traffic.
Over 16,000 vehicles per day use our residential streets as shortcuts. They create
noise and pollution that deny us the use of our front yards and force us to keep our doors
closed. The enjoyment of walking or cycling downtown is lost. Our streets are dangerous to
cross, and we fear for the safety of our children, bicyclists, pets and ourselves.
Commuter traffic must stop using our residential streets as shortcuts. We
request that our neighborhood be a pilot program for Traffic Calming measures. We commit to
working with city to develop the best solution, and to promote trip and speed reduction for
neighborhood residents.
We the undersigned ask the City Council of San Luis Obispo to
help us reclaim our neighborhood by limiting the speed and volume
of traffic.
Print name Address
/6,
5igna,ture
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