HomeMy WebLinkAbout12/10/1996, 1 - TABLE OF CONTENTS EXHIBIT H
TABLE OF CONTENTS
SAN LUIS OBISPO CITY COUNCIL AGENDA REPORT FOR
THE CHORRO AREA TRAFFIC CALMING PLAN
Febnrvy 20, 1996
L REPORT IN BRIEF
IL DISCUSSION
A. Background `J
Getting Direction from the Council
Developing a Work Program
Surveying Area Households and Holding the First Workshop
Designing the Plan
Holding a Second Workshop and Asking for Neighborhood Response to the Draft Plan
Other Neighborhood Input
Complying With Environmental Requirements
Surveying Pre-Project Traffic Conditions
B. Evaluation
Achieving Speed Reduction Goals
Achieving Reductions in Traffic Volumes
Phasing the Installation of Facilities and Monitoring
Monitoring Traffic Redistributions
Disposition of the Chorro Street Speed Table
Impact of Facilities on Pedestrian and Bicycle Safety
Issues Not Addressed by the Plan
The Montalban Street Bridge Project
Consultation With Caltrans and North Coastal Access
Changes to Streets Outside the Neighborhood Area
III CONCURRENCES
A. Fire Department Comments
B. Police Department Response
IV. FISCAL E%1PACTS
A. Maintenance Issues
B. Installation cost
V. ALTERNATIVES
I
A. Install Stop Signs Only
B. Install Road Humps and Traffic Circles Only
C. Greater Reliance on Traffic Circles
D. Partial Street Closures With Fewer Road Humps
E. Full closure of Selected Streets
F. Use of Alternate Traffic Calming Devices
G. Revise Traffic Volume Standards for Chorro, Meinecke and Murray Streets
CTTY COUNCIL, AGENDA REPORT (Febniary 20, 1996)
FROM: Michael McCluskey, Public Works Director
PREPARED BY: Terry Sanville, Principal Transportation Planner
SUBJECT: Approval of a plan to manage traffic in the Chorro Street Area.
CAO RECOMMENDATION: Adopt a resolution supporting the mitigated negative declaration
issued by the Community Development Director and approving the
Chorro Area Traffic Calming Plan with incorporated mitigation.
L REPORT IN BRIEF
Last August, the City Council told staff to help the Chorro Street area residents prepare a plan for
managing traffic in their neighborhood. Council asked that the planning effort be complete by January
1, 1996. In September, neighborhood residents were sent questionnaire asking them to identify major
traffic problems. The response to the questionnaire identified speeding vehicles, too many cars and
pedestrian and bicycling safety as the key concerns. The response to the questionnaire was consistent
with comments made by residents that attended a workshop held at the City-County Library on
September 6, 1995.
Area residents formed a committee that met weekly throughout September and October to prepare a draft
plan. The draft plan was published in mid-October and households directly effected by the installation
of traffic calming facilities were canvased. A copy of the draft plan was mailed to all area households
and was reviewed at a workshop on November 1, 1995. At this second workshop various concerns with
the plan was expressed. Throughout November and early December, interested residents met on three
separate occasions to talk about the issues raised at the workshop and to modify the draft plan. Concerns
raised by people living on Lincoln Avenue, Meinecke and Murray Streets and Broad Street, and tenants
and the owner of the Ferrini Square Shopping Center on Foothill Boulevard were addressed by changing
the draft plan.
The final draft of the plan (attached as Exhibit A) recommends that road humps, stop signs and traffic
circles be installed throughout the area to slow traffic and encourage motorists to use alternative routes.
Changes would be made to the Chorro-Lincoln intersection and the southbound approach to the Chorro-
Foothill intersection to make it less convenient for through traffic to enter the neighborhood. Also, the
timing of the traffic signal at the Chorro-Foothill intersection would be changed to give greater
preference to traffic on Foothill Boulevard. The recommended traffic calming facilities would be
installed in phases over a one year period.
M DISCUSSION
t
A. BACKGROUND
Getting Direction from the Council. In August, 1995 the City Council directed staff to help residents
of the Chorro Street area to prepare a neighborhood traffic management plan. The Council set January
1, 1996 as the deadline for completing the plan and scheduling a public hearing for the Council to
consider adopting the plan. (Note: on behalf of the neighborhood group, the Public Works staff
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submitted the final draft plan to the Community Development Department for environmental review on
January, 4, 1996.)
Developing a Work Program In August, 1995, the Public Works Staff and area residents met to talk
about how the plan was to be prepared. The group developed a work program and schedule (attached
as Exhibit B) and decided who was to do what. The group agreed that the study area boundaries
identified by DKS Associates in 1988 were still appropriate. (In the latter stages of the plan's
development, the study area was expanded to include the Peach-Chorro intersection.)
Surveying Area Households and Holding The First Workshop. A neighborhood workshop was held on
September 6, 1995 in the Community Room at the City-County library. About 30 people attended the
meeting and discussed various concerns with traffic in the neighborhood. As part of the notice for this
workshop, a questionnaire was distributed that asked residents and property owners to define traffic
problems and identify possible solutions. Five hundred survey forms were distributed and 70 were
returned (a 14% response). A synopsis of the survey response is presented on the following page.
The survey results indicate that the top three traffic problems identified by area residents based on
composite average scoring are: (1) speeding vehicles; (2) too many cars; and (3) pedestrian and bicycle
safety. As noted on the following page, all problems received a composite rating somewhere between
"minor" and "major" concern category. In general, the survey response was consistent with previous
surveys conducted by area residents and by DKS Associates in 1988.
Staff did not attempt to cross tabulate the survey responses by "origin" of response. We did note in
reviewing the responses that some problems -- such as problems with existing driveways -- were more
of a concern for Chorro Street residents than for households along other streets. We also noted from
the response that some households with a long tenure in the neighborhood expressed less of a concern
with traffic than others. Of the solutions offered by the people responding to the survey, the installation
of road humps received the greatest response (22 people or 32% of.respondents) followed by the
installation of stop signs at key intersections (17 people or 25% of respondents). Although tabulations
of other solutions were not done, closure of the highway ramps at Route 101 and Broad Street was
mentioned several times.
Designing the Plan. Beginning in September, 1995, a traffic calming design committee met each week to
assemble the plan. The City's transportation planner provided technical support. Many different design
solutions were discussed including the use of a variety of traffic calming devices (see Exhibit C produced
by Boulder Colorado) and the concept of partially or totally closing one or more street. It was the consensus
of the design committee that a plan presented to the City Council must try and achieve the traffic
management standards identified in the Circulation Element -- reduction in traffic speed and traffic volumes -
- and respond to the neighborhood survey results. Thet committee also- wanted to ensure that the plan
provided opportunities for neighborhood beautification and that it be implemented within the City's budget
limits (see Fiscal Impact section of this report for details).
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Holding a Second Workshop and Asking for Neighborhood Response to the Draft Plan. A draft of the
plan was mailed to area households and businesses on October 20, 1995 and a public meeting was held
on November 1, 1995 in the City Council Chambers. As part of the meeting notice (which included
a legal advertisement in the Telegram Tribune), each household was asked to respond to a short
questionnaire prepared by the design group.
While households appeared to be able to respond to the fust question (response summarized below),
they were unable to respond clearly to other "fill-in-the-blank" questions. Staff attempted to organize
the response to the remaining questions but was unsuccessful. Many respondents ignored the questions
being asked and used the space to express their own concerns and ideas for solving them. Interested
Council members may review the questionnaires available in the Council office.
CHORRO STREET AREA QUESTIONNAIRE SUMMARY RESPONSE (October 1995)
Suyey Question #I Yes No Not Sure;' No Answer':: Tota[
Do you support implementing a 45 (62%) 20 (27%) 3 (4%) 5 (7%) 73
plan like the one we've proposed? (100%)
The respondents appeared to support efforts to slow traffic speeds and reduce traffic levels within their
neighborhood. But there was a range of opinions on exactly how to do this.
Before the November 1st meeting, a number of area residents canvased the neighborhood and talked
with people who lived close to proposed locations of road hump and stop signs. The purpose of this
contact was to let people know what was being proposed and why and to solicit their individual
responses. Also, a member of the design committee met with City Fire Department staff to solicit
comments on the plan's effect on emergency access.
About 50 people attended the November 1, 1995 workshop and talked about the draft plan. Key
concerns raised at the neighborhood meeting are shown on the table on the following page. After the
workshop, design committee members contacted people from Lincoln Avenue, Broad Street and
Meinecke and Murray Avenues and asked them to participate in revising the draft plan to address their
concerns. People who lived on these streets were asked to contact their neighbors and come up with
a specific ideas. These ideas were reviewed at three neighborhood meetings and incorporated into the
final draft of the traffic plan. Some of the most significant changes made to the plan as a result of these
sessions include the following:
❑ Some of the road humps on Chorro Street were eliminated or relocated. In general, road humps
are proposed in front of households that did not object to their installation.
❑ The proposal to eliminate the northbound left tum lane on Chorro Street at Foothill Boulevard
was deleted in response to the concerns raised by the owner of Ferrini Square and its tenants.
❑ A traffic circle was added at the Rougeot-Chorro intersection as an "entry feature" for the
neighborhood.
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A resident of Patricia Drive said that people who live on Chorro Street should learn to live
with existing traffic conditions. No matter what the plan proposes, he will continue to use
Chorro Street.
2 The City needs to consider long range solutions to north city traffic concerns. The
Highway I bypass project should be encouraged (mentioned twice).
3 The timing of the traffic signals on Santa Rosa Street should be looked at to make it a more
convenient route (mentioned twice).
4 The installation of traffic circles is a better solution for slowing traffic than speed humps
(mentioned twice).
5 The speed humps on Murray Street are not at the best location. Motorists already slow
down at the designated location because of a drainage dip.
6 The plan needs to address the concerns of residents along Lincoln Avenue, east of Chorro.
7 Meinecke Street may need more speed humps to divert traffic. What about a partial closure
of the street?
8 The plans should include more speed humps on Broad Street. The installation of traffic
calming facilities on Chorro Street may encourage more people to use Broad. Broad should
be treated in a similar fashion as Chorro Street (mentioned 3 times).
9 Reduction of speed is the most important objective. People shouldn't object to driving 25
mph on Chorro Street.
10 The installation of stop signs causes pollution. Use the money instead for additional
enforcement of the speed limit.
11 Eliminating the northbound left turn pockets on Chorro Street at Foothill Boulevard will
make access to Ferrini Square more difficult and adversely affect businesses. Chorro Street
is a main access route to these businesses. (Mentioned 3 times.) (Staff has also been
contacted by a businessman on the north side of Foothill Boulevard that objects to efforts to
reduce access to the north city areas via Chorro Street and thep otential impact on retail
sales levels.)
12 Shorting the northbound left turn pocket on Chorro Street at Lincoln may cause traffic to
back up through the Walnut-Chorro intersection.
13 Concerned about the safety of pedestrians. Motorists already run the stop signs on Broad
Street and the same thing could happen at the new stop-controlled intersections on Chorro
Street. I
The City should evaluate the feasibility of installing electronic surveillance systems on
14 Chorro Street. People who are speeding would be automatically sent a citation in the mail.
This is done in other communities.
15 Lack of sidewalks on Chorro Street at specific locations creates safety problems for
pedestrians.
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❑ Four road humps (of less-aggressive design) were added to Broad Street south of Mission Street
and a traffic circle proposed at the Mt. View-Broad intersection.
❑ Additional road humps are proposed for Murray Street to discourage speeding and cut-through
traffic.
❑ A traffic circle is planned for the Benton Way-Meinecke Street intersection.
❑ Monitoring and mitigation provisions were included in the plan to address the concerns of
Lincoln Avenue residents and other households fronting local streets in the area.
Other Neighborhood Input. At its October 17, 1995 meeting, the City Council received a petition from
residents of Lincoln Avenue and cross streets, east of Chorro Street. The petition expressed a concern
that traffic calming devices installed on Chorro Street might increase traffic on Lincoln Avenue which
is a local street. The petition recommended that traffic levels be monitored before and after the
implementation of the proposed plan and that if levels increased 10% or more then the traffic calming
facilities be removed from Chorro Street. This particular issue has been addressed in the revised draft
of the plan submitted to the City Council --: Phase IV of the Plans stipulates the following:
Adjust facilities as appropriate and correct all undesirable traffic redistributions.
The neighborhood group also received a letter from Ms. Alma Shisler indicating that the executive
board of The Village Residents Association supported the draft plan to improve the traffic situation in
the Chorro Street neighborhood.
Complying With Environmental Requirements. The revised plan was submitted to the Community
Development Department on January 4, 1996 for purposes of complying with the environmental review
process. The Department prepared an initial environmental study (Exhibit D) and issued a mitigated
negative declaration which was advertised in the Telegram-Tribune newspaper on January 27, 1996.
The mitigated negative declaration requires the following mitigation measure be included in the plan
as part the plan:
Estimate the cost of maintaining the proposed permanent traffic calming facilities, evaluate
funding options, and establish a strategy for paying for long-term maintenance (Phase IV).
The Fire Department will review the effects of the proposed traffic calming facilities on fire
service and vehicle maintenance during Bases II and ITS of the plan's implementation.
Corrective action will be taken to address these concerns, as needed.
Surveying 'Tre-Project" Traffic Conditions. Beginning in late October and extending into the first
week in December, City staff surveyed traffic conditions in the planning area and on Santa Rosa Street.
The purpose of this analysis was to document "pre-project" traffic conditions and allow the City to
determine the effect of installing traffic calming facilities. Traffic speeds, volumes and vehicle
classification was surveyed at 13 locations within the planning area including a count location on Santa
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Rosa Street. The survey also included some baseline noise readings at locations of proposed stop signs
or speed humps (see Exhibit E). The results of the field surveys are consistent with analysis done by
DKS Associates in 1988 and show the following:
❑ Daily traffic volumes on Chorro Street range from 7,400 vehicles south of Foothill Boulevard
to 10,200 vehicles north of Lincoln Street. Traffic speeds (85th percentile) range from 29 to 36
mph. (Circulation Element standard call for traffic volumes not to exceed 5,000 vehicles per day
with traffic speeds not to exceed 25 mph.)
❑ Daily traffic volumes on Meinecke and Murray Streets range from 1,800 to 2,100 vehicles and
1,900 to 2,000 vehicles, respectively. Traffic speeds range from 17 to 31 mph, and 29 to 31
mph, respectively. The slow traffic speed on Meinecke is in the block that includes a private
elementary school where a significant portion of the traffic is slowing to drop off and pick up
students. (Circulation Element standards call for traffic volumes not to exceed 1,500 vehicles
per day with traffic speeds not to exceed 25 mph.).
❑ Daily traffic volumes on Broad Street south of Mission Street range from 2,200 to 2,400
vehicles. Traffic speeds range from 25 mph (segments with speed humps) to 32 mph.
(Circulation Element standards call for traffic volumes not to exceed 3,000 vehicles per day with
traffic speeds not to exceed 25 mph.)
❑ Daily traffic volumes on Lincoln Avenue east of Chorro Street are 300 vehicles with an 85th
percentile speed of 30 mph. (Circulation Element standards call for traffic volumes not to
exceed 1,500 vehicles per day with traffic speeds not to exceed 25 mph.)
In sum, the initial survey results show that Chorro, Meinecke and Murray Streets have excessive traffic
volumes and speeds while Broad Street south of Mission has excessive speeds. Traffic speeds on
Lincoln Avenue east of Chorro Street exceed Circulation Element standards but traffic levels are light -
- only about 20% of the Element's standard for maximum traffic volume.
B. EVALUATION
1. Achieving Speed Reduction Goals. The Circulation Element says that the 85th percentile traffic
speed on streets within the planning area should not exceed 25 mph. The draft plan recommends that
road humps and traffic circles be installed along Chorro, Broad, Murray and Meinecke Streets to slow
traffic. The design committee reviewed information from a number of communities that document the
effectiveness of these facilities. Communities such as Bolder Colorado, Portland Oregon, Seattle
Washington, and San Diego California have well-established programs and have conducted a significant
amount of "before and after" research. Research published by the Institute of Transportation Studies
at the University of California, Berkeley and in the September, 1995 edition of the ITE Journal also
proved very helpful.
Research shows that the installation of road humps are effective in achieving 85th percentile speeds of
25 mph. The design committee recommends that the "kinder and gentler" road humps be installed that
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are 12 foot long and 2 5/8 inches high. This type of road hump is effective in slowing vehicles to 25
mph but is not as jarring as the type currently installed on Broad Street south of Foothill.Boulevard.
They also create less noise and have less of an effect on large vehicles such as fire trucks.
The plan recommends that nine road humps be installed on Chorro Street, four humps on Broad Street
south of Mission, and three humps on Murray Street (reference Exhibit A). Where new stop signs are
proposed by the plan at Center and Mission Streets, road humps would be installed at the approaches
to the intersections to promote more gradual vehicle breaking and acceleration. The design committee
felt that this strategy could help reduce the concern for excessive noise at intersections were stop signs
are proposed.
The plan also recommends (Phase III) that 25 mph speed limit signs be installed. These signs would
be installed only after traffic speeds are surveyed (Phase H) and 85th percentile speeds are determined
to be close to the 25 mph level. The installation of speed limit signs will comply with all State
Vehicle Code provisions for the posting of speed limits. However, 25 mph is considered the base speed
limit on all streets unless posted otherwise. Therefore, it is fairly rare to actually post 25 mph speed
limit signs.
At the intersection of Mountain View Street with Broad and Chorro Streets, at the Chorro-Rougeot
intersection and at the Benten-Meinecke intersection, the installation of traffic circles is recommended.
A traffic circle requires motorists to divert from their straight-line progress through an intersection and
consequently
requires them to
slow down .
Hundreds of traffic
circles have been
installed in Seattle
Washington and
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NON-WOUNTABLE i MURt BOUT
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A sketch of a
typical traffic
circle published in 24' F LL W/537 as
the ITE Journal SF-CO 9""L""
(September 1995)
is shown below. QQ
1
Figure 1: Typical Traffic Circle Design
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The plan recommends that traffic circles be initially installed as temporary facilities using paint, pylons
and maybe tires painted white. After their effectiveness has been tested and after a five month period,
the plastic pylons and paint would be replaced with asphalt berms and interim landscaping. The traffic
circle at the Reogeot-Chorro intersection is also intended as a landscaped entry feature into the
neighborhood for southbound motorists. These "interim" facilities would be replaced with permanent
facilities. However, timing vs. funding of permanent facilities could become a key issue since the
City's 1995-97 Financial Plan earmarks $200,000 for the installation of permanent facilities throughout
San Luis Obispo, beginning in FY 1997-98, ie. the earliest date to install permanent facilities being July
1, 1997.
2. Achieving Reductions in Traffic Volumes. Research in the United States indicates that road
humps alone (especially the "kinder and gentler" type) will not reduce traffic levels or cause motorists
to select an alternate route to the extent desired by the neighborhood residents. To pursue traffic
reduction goals, the plan proposes that stop signs be installed at three additional intersections -- at the
Misssion-Chorro, Center-Chorro and Peach-Chorro intersections. The committee felt that installing stop
signs at the Peach-Chorro intersection would encourage people to select alternative routes before they
entered the neighborhood and improve the safety of motorists and bicyclists using this intersection.
In past years the City's Bicycle Committee supported the installation of stop signs on Chorro Street at
Peach.
Research in other communities show that such a combination of facilities may reduce traffic volumes
by 5 to 25% depending on the attractiveness of alternate routes. Surveys done in other states (eg.
Florida) indicate that a significant number of transportation agencies consider stop signs as a method
for reducing traffic volumes. In general, the City should expect motorists passing through the
neighborhood to object to the installation of stop signs because it makes Chorro Street a less attractive
route. However, discouraging through traffic is one of the objectives of this neighborhood plan -- a
good example of how a traffic calming plan cannot satisfy all transportation interests.
The design committee evaluated a variety of schemes for further reducing traffic in the neighborhood
to achieve Circulation Element standards. Partially or totally closing streets or closing streets during
peak traffic periods was considered but was felt to be too drastic a step to take at this time because of
potential complaints from motorists living outside the neighborhood and potential traffic "redistribution"
problems within the neighborhood. (For example, the neighborhood group talked about closing
Meinecke Street west of Chorro Street to through traffic but did not pursue the idea because it might
cause more traffic to use Murray Street to the south.) However, the group felt that there needs to be
some method for further discouraging people from entering the area and encouraging the use of other
routes. The plan recommends that:
❑ The northbound left tum pocket on Chorro Street at the Lincoln Street intersection be shortened
to accommodate about three cars. A median would be created where the long tum pocket
currently exists while maintaining access to adjoining land uses. Initially the median would be
defined by pylons and pavement striping, but eventually would be replaced with curbs and
landscaping. An "entry feature" would be installed in the median island which would include
a speed limit sign for 25 mph.
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❑ The southbound left tum pocket on Chorro Street at the Foothill Boulevard intersection would
be eliminated. The area could be used as a refuge island for pedestrians crossing Chorro Street
Foothill, although on a street of this width a refuge island is not necessary.. This change is
designed to discourage southbound motorists coming from Cal Poly to select north Chorro Street
rather than Santa Rosa Street as a route to the downtown.
❑ The timing of the traffic single at the Foothill-Chorro Street intersection would be changed to
give greater preference (green time) to Foothill Boulevard traffic. The green cycle for cross
street traffic (eg. Chorro Street) would not be extended.
❑ Signs would be installed on Chorro Street (south of Walnut) and on Foothill Boulevard (west
of Chorro) to advise through traffic to use Santa Rosa Street as an alternate route.
These changes purposefully create short-term congestion at the entries to the Chorro Street Area and
are meant to encourage motorists to select alternate routes. Increasing the green time for Foothill
Boulevard traffic will increase the traffic ques on the side streets. The side street green intervals would
not be extended to compensate for these ques which would create additional delays. Purposefully
creating traffic delays is in conflict with traditional traffic engineering practice -- which is to mitigate
congestion at all locations. However, engineers have long know that increases in travel time can cause
people to select alternate routes -- which is a goal of the Chorro Area Plan. The design committee felt
that using congestion as a traffic management tool is less drastic than partially or fully closing streets
to achieve this goal.
The effectiveness of this strategy is unknown and will be monitored as defined in the plan. The design
committee felt that these changes would be self policing and eventually motorists would avoid
congested segments of Chorro Street during peak traffic periods and select alternate routes. During non-
peak periods, traffic delays are not anticipated.
To what extent the timing of traffic signals on Foothill Boulevard should be changed is unknown at this
time and will require further analysis. Since the Foothill-Santa Rosa Street intersection is controlled
by Caltrans and gives preference to Route 1 traffic, increasing the green time at other signalized
intersections on Foothill Boulevard could result in longer ques on Foothill at Route 1. Longer ques
could discourage motorists from using Santa Rosa Street as a downtown connecting route -- which is
an objective that the draft plan. Further study will be needed to determine how signal timing might
be changed and whether Caltrans will approve such changes.
The draft plan recommends that the timing of traffic signals on Santa Rosa from Walnut Street to Pismo
Street should be better synchronized to encourage motorists to use Santa Rosa Street (Phase I
implementation). It was the observations of the design committee that:
❑ Traffic signals on Santa Rosa controlled by Caltrans (Highland Drive to Walnut Street)
performed reasonably well in providing for the free flow of traffic; but
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❑ The City-controlled intersections on Santa Rosa Street into and through the downtown were less
efficient in fostering the use of Santa Rosa Street.
To date, staff has not evaluated the potential for improving traffic signal timing for City-controlled
intersections on Santa Rosa Street. It will require an analysis of cross traffic volumes, current flow
characteristics, and effects of delay to determine whether timing changes are feasible. The potential
for improving Santa Rosa Street traffic flow is unknown at this point.
3. Phasing The Installation of Facilities and Monitoring. The design committee wanted a plan
that can be implemented in a short period of time and demonstrate from the onset that the City wants
to achieve Circulation Element goals for this neighborhood. At the same time, the group felt that the
community needs some time to adjust to the changing function of Chorro Street from a connecting route
to the downtown to a residential collector street, consistent with the objectives of the Circulation
Element. Therefore,the plan includes provisions for phasing the installation of traffic calming facilities.
The plan would be fully implemented in five (5) phases. By adopting the plan, the City Council
commit to the implementation of all phases. The implementation of any individual phase in not
contingent upon the performance of a preceding phase. The purpose of monitoring throughout the
implementation period is to allow for adjustments to the design of traffic calming facilities and the
mitigation of unanticipated traffic conditions.
"Interim" facilities are scheduled for installation over a 7- to 12-month period with speed humps and
traffic circles being installed first and followed by stop signs. The design committee is convinced that
all facilities must be in place to achieve traffic management objectives. At various times during the
plan's implementation, the City staff will survey traffic conditions at spot locations to determine the
impact of the traffic calming facilities and enable adjustments to their design.
4. Monitoring Traffic Redistribution. At the outset, the design committee did not know the effect
of the proposed traffic calming facilities on the redistribution of traffic. They felt that gauging traffic
diversion was too speculative at this time and that the tools and studies needed to forecast these changes
are too complex, time consuming and costly. Therefore, the committee felt that a "monitoring and
mitigation" strategy is the most appropriate way of addressing traffic redistribution.
Phase II, IV and V of the plan suggests such a monitoring program. Traffic conditions would be
surveyed as part of Phase IV and survey results presented to the City Council along with any remedial
actions recommended by the design committee to address inappropriate traffic distribution problems.
The overall goal would be to maintain standards seIf by the Circulation Element. Remedial actions
could include partial or full closure of streets, the modification or removal of existing traffic calming
facilities or the installation of additional facilities. The Council could also decide to take no further
action.
5. Disposition of the Chorm Street Speed Table. In August, the City Council also asked staff to
report by December 1, 1995 on recommended changes to the design of the speed table at the Chorro-
Mission intersection. Since the draft plan recommends that the speed table be removed, no separate
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Council report was prepared. However, the plastic pylons that extended along Mission Street were
removed in September, 1995 to reduce visual impacts that was of concern to individual residents in the
area.
The draft plan recommends that the remainder of the plastic pylons be removed as part of Phase I
implementation -- which should satisfy remaining concerns for visual impacts. The speed table itself
and the ladder crosswalk would be retained until a stop sign is installed at the Mission Street
intersection as part of Phase H. This interim strategy is recommended to provide for greater pedestrian
visibility prior to the installation of stop signs and a new at-grade crosswalk.
6. Impact of Facilities on Pedestrian and Bicycle Safety. On balance, the plan should have a
positive effect on bicycle and pedestrian safety. Bicyclists should benefit since reduced traffic speeds
will allow a more comfortable sharing of the roadway with motor vehicles. For example, downhill
speeds of bicyclists on Chorro Street should be within 5 to 7 mph of motor vehicle speeds. Since travel
lanes are not being narrowed and proposed speed humps use a less aggressive design (a 2 5/8" high
compared to a 3- or 4-inch height), no adverse effects are anticipated. Research in other cities shows
the following:
❑ Research done in Berkely, California shows no documented adverse effects on bicycling after
road humps were installed.
❑ Since 1988, the City of Palo Alto, California has installed 3-inch high humps that do not impede
or pose a hazard to bicycle travel.
❑ A Bicycle Plan being prepared for the City of San Francisco suggests that 3-inch and 4-inch
humps are likely to be safe for bicyclists, although the 4-inch hump should be used with caution
where bicycle traffic is frequent or rapid. Also, road humps should not be installed on steep
hills that are bike routes.
❑ The City of Oakland will only install road humps when street grades are 5% or less.
While short segments of Chorro Street are steeper than 5%, the modest design of the proposed road
humps (2 5/8" height) and the overall grade of the corridor suggests that safety will not be impacted.
Additional stop signs on Chorro Street will provide greater gaps in the traffic stream and opportunities
for pedestrians to cross at a stop-controlled intersection. However, with limited cross traffic at the
Mission Street and Center Street intersections, pedettrians will need to be careful of motorists and
bicyclists that do not make complete stops. One of the main reasons that traffic engineers do not
recommend stop signs at "non-warranted" intersections is the tendency of motorists and bicyclists to
roll through or ignore the signing. The installation of limit lines and crosswalks at stop controlled
intersections can help mitigate this problem by clearly highlighting the pedestrian crossing zone.
The draft plan recommends that the "ladder style" crosswalk at the Murray-Chorro intersection be
retained and that additional cross walks be installed on cross streets where traffic circles are proposed.
12
Staff recommends that they also be installed on Chorro Street at Mission and Center Streets. The
Mission-Chorro intersection is probably the most important one to strip because it provides pedestrian
access to Anholm Park. A ladder style crosswalk already exists at that location.
Ladder style crosswalks are widely used in Germany, Great Britain and the Netherlands and are gaining
use in the United States. In San Luis Obispo, this type of crosswalk has been installed at three
locations: at the Chorro-Murray and Chorro-Mission Street intersections and at Sinsheimer School on
Augusta Street. U.S. studies have show that ladder style crosswalks are more effective in providing
advance warning for motorists and they improve the channelization of pedestrians at intersections. The
draft plan recommends that they be installed on the cross streets where traffic circles are proposed to
better channelized pedestrians away from vehicle travel lanes on the through route.
8. Issues Not Addressed by the Plan.
The Montalban Street Bridge. At the September 6, 1995 neighborhood workshop a resident who lives
on Montalban Street adjoining Stenner Creek complained about the proposed installation of a pedestrian-
bicycle bridge at that location. The Planning Commission and City Council received similar testimony
during its hearings to determine the consistency of the Capital Improvement Program (CIP) with the
General Plan. The City Council required that a public meeting be held before the Council to enable
public input. However, the bridge was identified as the City Council's preferred solution during the
City's transportation unmet needs hearing since it provides neighborhood access to alternate
transportation (transit routes on Santa Rosa Street and bicycle routes). The design committee felt that
concerns for this project was not central to the mission of the traffic management plan for the Chorro
Street area and should not be addressed by the plan.
Consultation With Caltrans and North Coastal Access. The committee also did not involve Caltarns
in the development of the plan since the traffic diversion impacts on Santa Rosa Street (State Route 1)
traffic and congestion levels are largely unknown. However, as part of Phase IV of the plan, traffic on
Santa Rosa Street will again be surveyed to see if traffic congestion has increase to levels that exceed
standards set by the Circulation Element. Remedial actions will be identified at that time, as necessary.
Also, SLOCOG is scheduled to begin the North Coastal Access Study in FY 1997-98. This study is
called for by the City's Circulation Element (Program 8.14 on page 25) and is intended to identify the
traffic needs of regional corridors that serve east-west traffic between San Luis Obispo and the coast.
Funding for this study would be divided between the City, County and SLOCOG with the City's share
roughly estimated at $50,000. The design committee also felt that trying to address this region-wide
circulation issue could threaten the timely implementation of the proposed traffic management plan since
the debate concerning north coastal access has extended over a 25-year period.
Changes to Streets Outside the Neighborhood Area. While the design committee discussed changes
to streets outside the planning area, it decided not to include specific recommendations in the plan itself.
Rather, the design committee and neighborhood group focused on what could be immediately changed
in their area to achieve Circulation Element standards. Resolution of some of the broader traffic
distribution issues that could benefit the Chorro area could take a long time and involve numerous
13
agencies. The neighborhood did not want this type of evaluation to delay implementation of a plan for
the Chorro neighborhood. Some of the ideas for changing streets outside the area include the
following:
❑ Changing the traffic signal timing at the Los Osos Valley Road-Foothill Boulevard intersection.
The green time for traffic turning left onto Foothill Boulevard would be reduced while the green
time for southbound LOVR traffic would be increased.
❑ Changing the intersection of North Chorro Street with Highland Drive to discourage or preclude
the use of the street as a connector between Cal Poly and the downtown.
❑ Reserve the eastbound lane on Foothill Boulevard at Santa Rosa Street for right-turning vehicles
only.
❑ Closing one or both of the ramps to Route 101 at Broad Street on the north side of the freeway
to discourage the use of neighborhood streets for freeway access..
The committee also did not address the issue of installing additional sidewalks in the neighborhood
since it was tangential to the primary concern for excessive traffic levels and speeds. However, the
committee seemed supportive of independent action to proceed with additional sidewalk installations.
ID. CONCURRENCES
The draft plan was forwarded to the Police and Fire Departments for comment.
1. Fire Service Response Chorro Street is used as an emergency response route into the
neighborhood from Fire Station 92 located on Chorro Street north of Foothill Boulevard. Chorro Street
is also an emergency access route for back up fire service from the downtown Headquarters Fire
Station. Chorro Street is also used by fire vehicles traveling to Station #2 to use the training facilities.
However, with the training facilities being relocated to the new headquarters fire station on Santa
Barbara Street, this traffic should be reduced.
In general, the traffic calming facilities proposed by the plan will slow emergency response to the
southern part of Station #2 response area. Although no field studies have been done, the Fire Chief
does not expect that implementation of the plan will result in areas being beyond a four-minute response
from Station 92 or the new headquarters station.
Fire Chief Neumann has indicated that implementation of Phase I of the plan does not create service
response concerns. However, the Chief expressed some concerns about (I) the effects of the road
humps on long-term maintenance of fire trucks, and (2) the effects of the proposed stop signs in slowing
emergency response -- although City response standards(four-minute response to all urban areas)should
not be exceeded. Chief Neumann indicated a desire to have the opportunity to review and monitor the
incremental implementation of the plan to ensure that fire service and maintenance issues are addressed
14
(see recommended mitigation/monitoring measure). The Chief. is willing to take a "wait and see"
attitude concerning the plan's impacts.
The issues raised by Chief Neumann were addressed as part of the plan's environmental evaluation.
The following mitigation measure is required as part of the plan's adoption:
The Fire Department will review the effects of the proposed traffic calming facilities on fire
service and vehicle maintenance during Phases II and IV of the plan's implementation.
Corrective action will be taken to address these concerns, as needed.
2. Police Department Response
The Police Department is concerned that implementation of the plan will have a negative impact on
response times for emergency vehicles both into and through the area. The Police are also concerned
that the potential diversion of traffic to Santa Rosa Street will reduce response time using that corridor.
The Police suggest that an independent traffic study be conducted.
In response to this concern, a representative of the design committee acknowledged some reduction in
police response time but noted that traffic calming devices can reduce vehicle code violations in the area
(speeding vehicles) and that Chorro Street does not appear to be frequently used by the police vehicles
as a response route.
While a traffic study can provide estimates of traffic diversion (although estimating diversion is highly
speculative since no roadways are being closed) and provide greater analysis of level of service
conditions on Santa Rosa Street, the cost of the study would be comparable to- if not greater than the
cost of monitoring and remedial actions as recommended by the draft plan -- with similar results.
IV. FISCAL IMPACTS
A. MAINTENANCE ISSUES
Maintenance of the 16 road humps should be minimal and involve periodic repainting of pavement
markings. Properly-located stop signs are also low-maintenance items. The "entry islands" south of
the Lincoln-Chorro intersection and the proposed traffic circles will initially be defined by pavement
markings and plastic pylons. The use of plastic pyloris have been criticized by area residents when the
City installed the speed table at Mission Street. The plan proposes that the pylons be replaced by
asphalt curbing and interim landscaping within five months of their initial installation (see Phase II of
the plan). The pylons are intended as short-term temporary measures to determine if the basic facility
functions as planned.
Interim landscaping would involve planter pots or boxes with low scale landscaping. While area
residents could be asked to maintain interim and permanent landscaping, given its location in the center
15
of the street, staff does not recommend it for safety and liability reasons. However, staff can evaluate
alternate means (including assessment districts) for funding long-term maintenance. The plan's initial
environmental study required that the following mitigation measure be incorporated into the plan:
Estimate the cost of maintaining the proposed permanent traffic calming facilities, evaluate
funding options, and establish a strategy for paying for long-tern maintenance (Phase IV).
At this point, staff assumes that City crews/contracted services will be responsible for maintaining
interim and permanent landscaping. The cost to the City will depend on the final design of the entry
island and the traffic circles and the landscape materials used. City staff estimates that contract
landscapers will charge $75-$100 per month to maintain the traffic circles and entry islands.
B. INSTALLATION COST
Rough cost estimates for contractor installation of facilities are provided below. Funding for interim
facilities has been provided for by the 1995-97 Financial Plan. Pages 82 and 83 of Appendix B
indicates that $50,000 was set aside for consultant services during FY 1995-96 and $80,000 for
constructing interim facilities during FY 1996-97.
In August, 1995, the City Council decided that consultant services were not warranted and that the
neighborhood group should prepare the plan will staff support. The neighborhood group also felt that
money earmarked for consultants would be better spent on actually implementing a traffic management
plan. Therefore, for purposes of analysis, staff assumes that at least $80,000 would be available for
the design and installation of interim facilities with $50,000 (previously earmarked for consultant
services) being available during FY 1996-97 with additional funding available during the following
fiscal year.
During FY 1997-98 the adopted Financial Plan earmarks $200,000 for installing permanent facilities.
In the case of the Chorro Area Plan, permanent facilities would include permanent curbs, water service,
entry signage and landscaping in the entry island south of Lincoln Street and the traffic circles. No cost
estimates for designing and installing permanent facilities have been prepared to date.
The cost of installing interim facilities is presented on the following page. The table identifies road
humps and stops signs as interim facilities. If monitoring shows that these facilities are performing
successfully, then they would be retained as permanent facilities at no additional cost. This same
strategy would also apply to the installation of traffic limit signs, minor bicycle lane striping, and
crosswalk installations. Based on the cost estimates above, if the recommended plan is successful,
almost half of the funds spend on interim facilities could be credited toward installing permanent
facilities. Additional costs for permanent facilities would involve designing and installing traffic
circles and entry islands with landscaping and irrigation.
16
V. ALTERNATNES
A. Install Stop Signs Only: This strategy might encourage motorists to select alternative routes but
would not address the issue of speeding vehicles at mid-block locations. However, stop signs alone
would probably not discourage through traffic from entering the neighborhood. Without some control
of braking or acceleration from new stop-controlled intersections, the City should expect to receive
complaints from residents who live adjacent to the intersections. Stop signs are inexpensive to install,
remove, and maintain. When obeyed, they provide gaps in traffic that make turning movements onto
or from the cross streets easier.
B. Install Road Humps and Traffic Girles Only: This strategy would reduce traffic speeds on
effected streets. While traffic diversion is sometimes identified as a secondary benefit of road humps,
experience in other communities have shown that it is speculative to assume this benefit -- especially
if the "kinder and gentler" road humps are installed. More abrupt road humps could be considered to
further encourage motorists to select alternate routes.
However, more aggressive road humps might prove unacceptable to people who live in the
neighborhood and would impact emergency vehicles. It should be noted that the draft plan suggests
that if the added stop signs do not result in a reduction in traffic volumes, then they would be replaced
with traffic circles. Road humps cost about $1,250 per hump to install and are inexpensive to maintain
while permanent traffic circles can be more expensive to install and maintain.
r
17
• I I
Preliminary Cost Est<mate for.Chorna`Area lntenm Traffic Caimrng".Facdrttes
Description of Work Cost ($) FY
Design services for the preparation of plans and specifications as needed 7,000 95-96
Installation of 16 road humps and pavement markings 20,000 95-96
Add incidental bike lane striping north of Foothill on Chorro 300 95-96
Restripe left tum pockets @ Lincoln & Foothill intersections; form entry 2,500 95-96
island south of Lincoln using plastic pylons and pavement markings.
Install traffic circles at the Mt. View-Broad, Mt. View-Chorro, Rougeot- 4,500 95-96
Chorro and Meinecke-Benton intersections, using paint & pylons with
approach striping. Install ladder crosswalks on cross streets.
Install advisory signs on Chorro Street and Foothill Boulevard 500 95-96
Install asphalt curbing and interim landscaping @ entry island & at 4 15,000 96-97
traffic circles
Install 25 mph speed limit signs on Chorro Street (assuming 85th 800 96-97
percentile compliance)
Install stop signs on Chorro @ 3 intersections with limit lines and 3,000 96-97
ladder cross walks
Subtotal $539600
20% Contingency $10,720
TOTAL $64,300
Additional traffic circles on Chorro Street has the potential for slowing traffic. They would also provide
a greater opportunity (at greater cost) for installing landscaping within the area and providing for
neighborhood beautification. Traffic circles tend to slow traffic on either side of the circle but are not
as effective as road humps in slowing mid-block traffic. Also, at intersections where pedestrian
crossings are anticipated (eg. the Mission-Chorro intersection) they are not recommended. On Broad
Street, existing traffic conditions would not significantly change since the only new facility would be
the traffic circle at the Mountain View intersection.
This strategy would do little to divert traffic to alternate routes and achieve Circulation Element
standards for traffic volumes.
D. Partial Street Closures With Fewer Road Humps: This strategy would address both the concern
for cut-through traffic and traffic speed. There are a number of opportunities for diverting one direction
18
of traffic from Chorro and Broad Streets. The Institute of Transportation Engineers (ITE) estimates that
partial street closures can reduce traffic levels on a particular corridor by about 40%. The installation
of barriers to stop through traffic in one direction could be inexpensively constructed and designed to
allow emergency vehicles to pass through them. Installing the "kinder and gentler" type of road humps
would be effective in reducing speeding. Installing fewer road humps than proposed by the plan would
have less effect on emergency vehicles.
The design committee did not select this strategy because of the potential public controversy associated
with street closures. Also, access for area residents might become more circuitous and traffic levels on
cross streets (such as Meinecke and Murray Streets) might increase.
It is staffs belief that partial street closures could more effectively achieve Circulation Element goals
for reducing traffic in the neighborhood while maintaining sufficient access options. However, without
a strong and enduring commitment by the City Council, this strategy may not be possible given the
inevitable criticism from both in-city and out-of-city motorists that travel through the area. Experience
in other cities such as Berkeley show that a closure strategy is initially very controversial, although
communities can adapt over time. (Note: Berkeley eventually phased out most of its street closures.)
E. Full Closure of Selected Streets: There are options for closing Chorro Street and alternative
parallel routes in the planning area to through traffic. The positive and negative aspects of this strategy
are similar but more extensive than those described for alternative C above.
F. Use of Alternate Traffic Calming Devices: There are a variety of traffic calming devices that
the City can install. Exhibit C identifies some of these facilities that are proposed in Boulder, Colorado.
Literature published in Europe presents the design of many other types of facilities. While it is not
possible to write a critique of each facility as part of this report, it is safe to say that most of the
alternative facilities are more expensive and do not necessarily slow or divert traffic to a greater extent
than the facilities proposed by the draft plan.
Clearly, there are other facilities that provide an opportunity for landscaping and neighborhood
beautification. Some of these include medians, bulbouts at intersections, "sidians," and raised
crosswalks and intersections. The design group did not recommend these facilities at this time because
of their installation and maintenance costs. The neighborhood and the City may consider adding these
facilities in the future to provide greater landscape relief for the area. Other changes might include
the installation of sidewalks along key segments of Chorro and Broad Streets and the continued planting
of street trees to provide a landscape canopy.
G. Revise Traffic Volume Standards for Chorrv, Meinecke and Murray Streets: The City Council
could decide to reevaluate the traffic volume standards set for Chorro Street by the adopted Circulation
Element. The Circulation Element currently stipulates that Chorro Street accommodate no more than
5,000 vehicles per day (about half the current volume) and that Meinecke and Murray Streets
accommodate no more than 1,500 vehicles per day (about 500 vehicles less than the current volume).
Alternative standards could be considered that allows for traffic levels that are higher than those
19
currently stipulated by the Circulation Element. These alternate levels were subject to significant debate
during the City Council's Circulation Element public hearings in 1994. Changing traffic calming goals
at this point would not be supported by the majority of Chorro Area residents.
If reducing traffic volumes was no longer an objective for the Chorro Street area, then a traffic calming
plan would focus only on reducing traffic speeds. Implementing this strategy would suggest that the
recommended plan be changed to retain the road humps and traffic circles but delete the stop signs,
intersection and signalization changes. If the City Council desires to pursue this alternate, it should
adopt a scaled-back traffic calming plan and initiate an amendment to the Circulation Element to
establish new traffic volume standards for Chorro, Meinecke and Murray Streets.
ATTACETUENTS
EXHIBIT A: Final Draft of the Chorro Area Traffic Calming Plan (January, 1996)
EXHIBIT B: Traffic Calming Plan Work Program and Schedule (August, 1995)
EXHIBIT C: Neighborhood Traffic Mitigation Program (Boulder, Colorado, 1995)
EXHIBIT D: Initial Environmental Study and Negative Declaration
EXHIBIT E: Baseline Traffic/Noise Conditions within the Chorro Street Area
EXHIBIT F: Council Resolution Adopting the Chorro Area Traffic Calming Plan
r ,
20
Why do we coddle
one neighborhood?
To the editor:
Regarding horn honking on
Chorro:What do these people
expect?They've been catered to
and coddled.But still the
Survey of tract obvious remains.Why is the 30-
mile speed limit sign still
turns up opposition standing so proudly?
And people are called
To the editor: because they honk their horns! _
Regarding the"so-called" Would the'residents rather they
Chorro Street"Traffic
Calming",-also,Broad Street: throw rocks through windows
I personally have made a or something else?I can't
survey of the residents of the believe the police are calling
Anhohn Tract-Chorro and people for this.
Broad Street areas.The $85,000 to cater to one
majority of these residents neighborhood?We've got
oppose the whole existing streets in this city thatneed
complex! repairing and yet that much
Chorro and Broad streets are money on one street
the only way out of our Boggles the mind.
neighborhoods!We all must Can we spend a"little"
suffer the consequences of this money on the project I want
fiasco,many times daily.We all done?I want something done - -have no other choice!This is about all the people walking —
discrimination against our their dogs and letting them.use
neighborhood. my yard for a bathfoom.
Any speed problems can Of course,there isn't a
simply be solved with regular. license number so I can call
citations and heavy fines. and get special attention from
These heavy fines will payfor the police,and Pm too old to
the enforcement chase them down!
Please!Remove the Every stfeet in this city has a
ridiculous eyesore pylons,tires lot of traffic.Chorro has
and"joy"bumps.Also,the gathered special treatment and
many stop signs from these people resent it,so if honking
thoroughfares.Phone the city horns is all they get;they
at 781-7210. should consider themselves
Gerard L Parsons lucky.
San Luis Obispo By the way,isn't there a city
attorney living on Chorro?
rand
Chorro 'e'xperiment'
Ruth Luis bispo
Sen Luis Obispo
a dismal failure
To the editor. Chorro bumps cause
It seems to me that the great a variety of problems
"Chorro Street traffic
experiment"is a dismal failure. To the editor.
It's obvious that people are It is my understanding that
not going to stop using Chorro the city of San Luis Obispo is
as the people in that going to pay for damage
neighborhood want.(Hey,I live sustained by vehicles going
on Buchon Street,a very busy over the formidable Chorro, .
street,but should I tell the Broad Street speed bumps.
Chorro folks to"stay off my Hopefully they will also pay
street"?I knew it was busy for medical bills incurred for .
when I moved here.It's like further injury to bad backs,
moving next to an airport and heart conditions,migraine
complaining about all those headaches,arthritis pain,
noisy planes.) hearing aids being jolted out of
But,as one famous drunken ears and falling on the vehicle's
driver said,"Can't we just get floor and breaking,babies
along?"I know I would use bounding out of car seats from
Santa Rosa if the lights were set the jolting and jerking caused
so it wouldn't take 5 red lights by these road blocks,etc.,etc.
to get across town. Aggravated assault seems to
Let's look into alternatives, hive taken on a whole new
other than more tires and stop meaning in SLO city!!
signs. C.Bruce
Jeff Wolcott San Luis Obispo
San Luii Obispo
Chorro designation
was a big mistake
To the editor.
Like most citizens I fail to
pay attention to some of the —
actions of the City Council and —
other government agencies
until something nasty disturbs
my contentment.
The Chorro street fiasco is Hotline ready for
such an event.I paid it ChOrrO St. comments
attention when the Circulation
Element was adopted in 1994.
Now a perfectly beautiful snafu ■ SAN WIS OBtSPO—The
arising from that document is. city's 1?gblic Warks
apparent ent has established a
hprno Stree hotline number
for members of the public
On page 18 of the Circulation wishing to comment about the
Element a set of standards and street's"traffic calming'
classification of a variety of measures.
SIA streets is determined.In The comment hotline is 781-
the classification of Residential 7197.
Collector streets 23 are named. Those-wishing to the discuss
The desired average daily the matter directly with a city
traffic(ADT)for those streets is staffmember may call either Al
a count of 3,000 except for ,city�upli��r T
Chorro Street north of Lincoln ' San manage c en'X
where the standard is raised to city planner,at 781-
5,000 ADT.Of the,23 streets 7178.
named,eight had traffic counts: City officials say that the
in excess of the standard in street's tra[ic aiming.
1992 according to the data listed" measures will undergo about
on page 54,and Chorro Street ' four more months of
had a count of 11,000. evaluation.A public meeting
Obviously something is outlining the city's evaluation
wrong with the standard or will beecheduled for mid.
with the classification of the November.
streets. o be notified
When the 101 freeway was of this meetingwishing mail should
constructed splitting the city ., leave their name and address
into two parts,four streets on the hotline.
connected the northerly and-
southerly parts in practicality.
Grand,California,Santa Rosa
and Chorro were those arteries.
Grand and California(north of
Taft)were class'if'ied
Residential Arterial;California.
.(south of Taft)and Santa Rosa
as plain Arterial.The
classification of Chorro as a
Residential Collector was a full--
grown twister of a snafu.
C.W.Vrooman
San Luis Obispo
:San Luis Obispo County Telegram-Tribune �r,(�/J �r�(p-�� ; COMM
a-rafficmcalmin controvers Aperspective
g Y
8pdohnDmm holds out little hope for this
In order to arrive at a solution,itA approach as a viable solution.
is fust necessary to define theWe could ban cars from certain
problem. streets, as they have done in
San Luis Obispo is a thriving European cities and in a few
city of neighborhoods. It also group worked with city staff, to living on Chorro Street with young American -cities. That, by and
serves as the center of employment develop a= for slowing traffic children. What is essential is that large, is- not the California ap-
within the county.It houses many through their neighborhood. Sub• data is gathered that takes into Proach. Or the city can take a
of-the students of the adjacent stantial efforts were made to notify account all relevant impacts, and middle ground, plan and experi-
university, it serves as the gen and involve residents of these that adequate time be provided to ment with the realization that not
graphical and business/govern- adiacentareas. gather and assess such infmma- every experiment will be success-
mental center of the county and it Meeting on their own to discuss tion. fu.Under this approach,we would
is centered by a lively downtown. concerns over their neighbor- As envisioned at the beginning permanently implement what we
Maas' other descriptive qualities hood's traffic, workshops were of the Process, some months will find does work effectively.
could be added to this listing. sponsored by the residents and be needed before a proper and dill In order to successfully take the
In order to deal with the project- questionnaires were sent out to evaluation can take Place. This middle ground, a certain set of
ed increase in traffic,our Circula- solicit public opinion.After much evaluation is underway by mem- preconditions must apply. We
tion filement calls for increasing thought and discussion,a program hers of the Public Warks Depart- must have tolerance for the situa-
use of alternative transportation was presented to the City Council . ment tion and the viewpoints of others.
and the protection of our neighbor- last on Feb.20 for their review and Part of that evaluation is the We must agree to exercise a
hoods from the harmful effects of approval. After receiving public comments and suggestions for certain degree of reasonableness.
ltrvffic, speed and danger, noise--comment and following their dis• improvements that we receive We must think of an unsuccessful
andpollution. cussion of various design alterva- from neighbors, commuters and experiment as just that, a way to
On the other hand, the city tives,the City Council adopted the others. If you have comments or learn and to do things better the
serves as a conduit or channel for neighborhood's plan, but only on suggestions,please call Al Cablay next time.
•the passage of people in their an interim,trial basis, at 781-7203 or Terry Sanville at 781- We must collectively realize that
'Automobiles from their point ofThe improvements, therefore, 7178. things.will only get worse in the
erlgin to their chosen destination. are to be evaluated during atrial While it is unfortunate that we future unle s we have the willing.
'6o at parts of the city are period, prior to any decision to have these various oontentfons ness and the capacity to look at
.desUned to become a battleground install permanent improvements. and controversy surrounding and to deal constructively with our
for two competing objectives, the More recently, new speed bumps "traffic calming,"it is also inevita- problems of today.
smooth movement of traffic and have been added and there has ble that we as a community.face up In closing, I would urge a little
the ppyotion of a desirable been some painted traffic lane re- ' to this issue sooner or later. patience, a little charity, a little
,quality of for our neighbor- channelization. This historical record shows farsightedness.If we stay together
hoods.For certain areas,these are While iYs unfair to fully judge that, despite a much slower city in the spirit of community, if we
-very difficult objectives to simulta- the effectiveness of these traffic. population growth, the growth in regard each other with a little
neously serve. San Luis Obispo, calming devices at this early stage, city traffic averages about 5 per- more empathy and tolerance, this
:like other cities, struggles with it is obvious at this point that cent a year.More people own cars too shall pass.
this issue- many people, both .within and and the rate of surrounding popu- And when it does, it will leave
.r•It was in this environment that outside the community,have cho. lation growth is faster than that of the community a little better off,
the Chorro Street neighborhood sen up sides on the issue.- - the city, and the city remains as with the traffic a bit slower, the
cup came to the city seeking. Viewed rationally, it is quite the geographical and activity'cen- children a bit safer, the nerves a
assistance and support for develop .understandable that a commuter ter of the county. So, what do we bit less jangled, and a spirit of
ing their own area plan to deal from the Foothill neighborhood or do? neighborliness intact
with this issue. from Los Osos would view the There are several choices, with
In an effort that began nearly -efforts to slow him-or her down some of them not being desired. John-Dunn is San Luis Obispo's
three years ago,the neighborhood quite differently from a family We could do nothing. History city administrative officer.
`Chorroland' could
become famous Anti-calming writer
To
e editor.
1 letter from the reader told. Get a grip
who gave a choreographed tour To the edirw :
of the Chorro Street bumps was In reference to the Sen
a true inspiration. Wright Family letter July 9:In
Having to travel this street your letter to hundreds of
several times daily,rve often people who object to Chorro
pondered on way to make the calming,have you really
trip more enjoyable.So far,rve surveyed that many people?
sung songs,beeped my horn on Better yet,have you
each bump and cried"Wheeee" measured the distance between
in gay abandon on each drop. Chorro and Santa Rosa?I
After much thought(and believe itis less than a mile.
irreversible kidney damage)I Your obsessions amaze even
decided we can turn this . the best of us.
wonderfal"tra>ftc calming— If you are so worried about _
driver irritating"arra into the living in a Diablo Evacuation _
Central Coast's newest.. Zone,maybe you should move.
attraction_."Chorroland." rm sure your neighbors would
On the off chance that thew enjoy that
bumps are taken at top speed, Better yet,for the next
the after-effect is definitely election,instead of posting
more exciting than any ride m signs for candidates,they
should post signs telling you to
get a life.I don't like the
Disneyland...and it's flee to Callft any more than you do,
boot Each major national but at least I have a grip on
holiday could be a reality.
Use Callawa
„CAs for the who live in San Luis Obispo
"Chorroland"that have been
writing furious letters to the
editor
andposting signs
m
yards,why don't
they cash in on this bonanza
instead of bitching and griping .
about the eyesore?
I picture souvenir shops
featuring T4hirte that read"I
survived the Chorro bumps"
and"Just Traffic.Calm Itr'
These
shops could be placed
at each
bump and(since we're
driving so slow anyway)we can
make our purchases directly
Brom our cars.The highlight
would be the shock
replacement garage at the end
ofthe road.
I'm convinced that with the
mmarketing team"Caffftade and Choiroilana"
could beat out the Madonna
Inn's Mens Room as our hottest
local tourist attraction.
Kevin Cameo
San Luis Obispo -
MORE LETTERS
Money not well spent
on Chorro project
To the editor.
The residents of Chore
Street remind me of people who
move next to a 100-year-old
airport and then a.week later Alternate solutions
Start complaining about the Public streets are
none the airplanes make. would work better
Chom Street has been the for everybody's use
main western entrance into To the editor.
San Luis Obispo and the A July 10 letter talks of the To the editor.
Mission for over 100 years. insensitivity of the people of Referring to Mel Lees'
People who have moved there Chorro Street who want traffic .. Telegram-Tribune Nov.28
in the last 100 years have restricted and suggests that letter
nothing to complain about they move.Mr./Ms.Wilder yes,Mr.Lees,in this case I
unless it was their negligence seems to feel that cities should certainly am a"not in my back
to realize the traffic situation be designed for automobiles, yard
„
upon deciding to reside there. not people. Since my back anafront
.I have talked to grandparents if we follow the premise to its yards are Foothill Boulevard
Whose families have lived here logical conclusion that more and,surrounding streets.I
for over 100 years who have and more cars will be using
used Chorro Street for their Chorro Street,we can
main entrance to the Mission eventually expect to see a would never think of
for all those years.Their continuous procession of autos ,inconveniencing my friends
reactiop is that they will until the street becomes so and neighbors with speed
continue to use Chorro Street clogged that nothing ever bumps and traffic circles:Also,
because it is their street to-use moves again. Mr.Lees,until you have lived
as a tax-paying citizen.My wife I•suggest that there are on Foothill Boulevard you don't
and I have lived here for over 45 alternative solutions to the even know what speeders ark
years and have used the street problem of the congestion.One Even though I feel that our
for most of those years and will might be that all cats be banned San Luis Obispo Police
continue to do so. from downtown.Instead,large Department is one of the best in
For the same amount of parking lots be built on the the world,no one can catch all
money,the council could have outskirts of the city and shuttle of the speeders even if cameras
installed a stop sign at Center buses be utilized to ferry all were placed on every street
and Chorro-streets,put up 25 who want to go into town:This corner of San Luis Obispo.
mph speed signs and hired a would make our downtown .Because so many people
police officer.The officer could area people friendly and tend to object to the speed bumps on
have patrolled the street on a bring more pedestrians and Chorro and Broad streets,this
motorcycle for an eight-hour shoppers. does not mean they are
shift for a year. The present parking working;it just means they are
This action would have structures could be destroyed wrong!
supported another family for a or converted into people use Once again l say.T$eSe are
year and avoided the such as greenlands. public streets for the use of all
dissension that has happened It is time that we start of the residents of San Luis
in our community and thinking of our environment as Obispo and paid for by all of the
particularly the Chorro Street a place to enjoy and be happy.If taxpayers of San Luis Obispo:
neighborhood.I would rather we can't solve simple problems They are not private streets•:
see my tax money spent as I such as traffic,how Will we only for the use of the residents
have indicated than to see a ever solve the problems of more who happen to live on them!
bunch of bumps lying in the and more people using the. Naoma Wright
street same space: San Luis Obispo
If those bumps are going to Shuttle buses would help cut
slow emergency vehicles down down on the use of fossil fuels,
approximately two minutes, ease the tension that raises
how malty of the Chorro blood pressure and generally
residents,as well as taxpayers make life more beautiful.
of San Luis Obispo,are going to Met Lees
be willing to reimburse the San Luis Obispo
citizen,or his family,who may
lose a life or dwelling because
of the delay?
Bob Barlow
San Luis Obispo
You can walk across
—It's time to stop Chorro Street now
and smell the roses To the editor.
We have lived on Chorro
To the editor: Street for 20 years.The
I have been a short-time increase in traffic over the
resident of this beautiful, years became a problem,but
serene community of Los Osos. the increased speed,often in
Only since I have moved in excess of 40 miles per hour,
have I realized that even iade it too dangerous to park
Paradise has its flaws. t.front of our house,back out
In fact,San Luis Obispo is 'the driveway,or cross the
having similar woes.The flaw reet without careful
that I have found in my fellow .bservation and rushing to
neighbors is...impatience. ensure not being hit by a car.
This morning,at"rush hour"
No,it is not that we are rude we had occasion to cross
to one another,but it is our Chorro.My husband
impersonal impatience that has commented that we could
me at a loss.I am referring to actually walk across the street.
our driving habits. This much maligned speed
Shortly after unpacking into bumps have slowed the traffic,
our home.I began to read about and made walking and driving
the Chorro Street bVmvmxW on Chorro easier if not pleasant
,for lack of a better word).Now (it isnot necessary to apply the
residents of Santa Ysabel have brakes for every bump if you
taken up the noble cause of maintain a low speed):
slowing our street down to a People did not hollow the
safe speed. posted speed limit for years and
It is a sad fact that this street now they resent being forced to
is quickly turning into a follow it.Chorro is a street too
freeway,with no regard to the narrow to accommodate high
posted 35 mph speed limit. speeds.Stop signs are an
Some people think that inferior solution as they
installing obstructions to slow require more braking,
traffic is a viable means to accelerating,and therefore
Teter speeders,while others more pollution.Plus,more
want more police enforcement police time is required to
:)f traffic laws. enforce the stops..
Am I the only one to see an Need I mention the
asier and cheaper alternative? additional replacement costs as
This brings me to the crux of the stop signs are frequently
my letter.Impatience. knocked down by pranksters.
If we could just slow down I marvel that there are people
and enjoy life.Our tax dollars with so few.problems that they
would be saved,and spent on choose to put their energy into
better purposes,i.e.,politicians complaining about driving the
;now that's another subject).If speed limit.on a downtown
you do not have the time to stop street,and criticizing the
and smell the roses,at least people who worked hard to
;low down and look at them. create an effective,low cost
Chris J.Rizor approach to making our
6 Los Osos community a safer,healthier
and more tranquil place to live.
We would like to thank those
who used their time and energy
to produce a viable solution to a -
difficult problem.
Holly Garcia
y� Antonio Garcia
�'7 q6 San Luis Obispo
Chorro bumps result
of small protest
To the editor.
I have lived in the Chorro
Street area more than 12 years
and we have always been able
to walk across Chorro,Street,
especially where the
crosswalks are located at both
Lincoln and MurrayStreets.
That has never been a problem.
Some are concerned about
the speed Chorro being.in
excess of 400 miles per hour. -�Chbumps Orro speed bum condition.Damage has already
However,the city engineers a big Inconvenience been done to my Van from
recorded the average speed on ththese bilious speed bumps.
Chorro as 32 miles per hour. )R e editor: Hopefully the Seitz petition
Nonetheless,it does not ltonio to the Holly Garcia, that was Presented to the SLO
surprise me thatthe ?intonio Garcia Tel City Council in August,with
misinformation regarding the ibune letter to the editor of the names of over 600 local
Chorro Street debacle rt•7: homeowners and business
continues on.If you want to .Little do the Garcias realize people who oppose the speed
stop cats on Chorro-ban all ow much the-Chorro speed bumps on Chorro and Broad
cars in the area!Do you think . wraps inconvenience the rest Streets,will have more of an
that speed bumps control bf2he townspeople of San Luis impact on eliminating the
pollution?You've got to be Obispo just so that they can bumps than the influence that
kidding! leisurely cross the street the few Chorro residents had
The problem is that the small ^ The main thing that the with the City Council in order
group of people in favor of the speed bumps seem to be doingto get them in the first place
new speed bumps and islands for some folks is to cause Fortunately some of the
on Chorro considered neither damage to their vehicles. Chorro/Broad residents who
those who live in the area nor Vehicles were not meant to arst initiated the speed
the multitude of g&bump,bump,bump 18 times tow also want thebumps
Chorro for accesssto get across a a'day round trip,five days a aliminafedl
town. Meek to work and still have the Naoma Wright
Many People that live in the vehicle remain in good
area do not like or.want them. San Luis Obispo
The small group in support of
this project should have spent
its energy getting the response
froth all the people in this area
that use Chorro.Maybe then,
they could've come up with a
decent solution.
Ron EIgas
San Luis Obispo
Those nearby Chorro Chorro Street is
project out in cold
for all of us
To the editor.
Mayor Allen Settle has sent a To the editor:
survey and a letter to residents I doubt that most people who
of the Chorro Street use Chorro are angry because
Neighborhood where the traffic they can't drive fast.And even
calming humps,bumps and if that were true,couldn't they
circles appeared a few months be slowed down by the use of
ago,informing and inviting more stop signs and the
them to a public meeting on frequent presence of the police?
December 10. Yet the"Chorro Street
Residents of areas north and Neighborhood"seem Chorro speed bumps
South of the Chorro street are working out
Project most affected by the drivers to take a route other
project were not informed of than"their"street to get to To the editor.
the original public meeting town. This is a reply to Naoma
(notice ofthe neeting was The thing is,streets were Wright's letter about the
built to be driven on,to
published in the legal notice in facilitate the smooth movement apes Street "Not
N psi e
the newspaper).No outside of traffic from one place to M Back Yard"attitude.
the Chorro Street neighborhood another.I would like to suggest It seems that it is OK for the
has received a surveyor that these people have residents of the Chorro area to
invitation from the mayor to somehow gotten it into their have the rest of the county
attend the December 10 heads that the street belongs to trample on their right of safety
meeting. heads
Actually,their property and peace.
With due note and respect to line does not extend into the We live in the area and the
the Chorrodrafted,
Street leg d and ds
ar street;that street belongs to ' travelers should respect that we
that drafted,promoted and are TAXPAYERS.THE TAXA .
shepherding this project wish for those passing through
through the city council,I am As the area grows,all streets to slow down and think about
see more traffic.Some people alternate routes.I wonder if
every nuance of the law_ even lose the parking in front of Los Osos,Foothill and the other
sure eve
hes been y nuance
their houses,or must endure commutbrs would be happy if
living next to people who party they found drivers racing
What is going on at-City Hall? and throw beer bottles into through their communities?
How can traffic patterns that other peoples'yards,or have The speed bumps obviously
affect so many be changed by other things happen to their are working because so many
the request of so few?Mayor property that is distressing to are unhappy that they are
Settle,is the upcoming Public them. being forced to observe the -
meeting by invitation only? One way to try to avoid such speed limits.Please keep in
Jean Seitz things is to buy on a quiet side mind that the will of the
San.Luis Obispo street,not a street which is majority does not include
already an arterial.Perhaps the tyramay,of the minority,
Wednesday,November 27,1996 0-5 especially when safety and
ts are involved.
"Neighborhood"should go to prop
problem is one
their friends at City Hall and that will take drastic steps to
negotiate to purchase the solve.It is time that the
street Then they can close it planners looked at alternative
down to through traffic and solutions such as perimeter
maintain it at their own parking and people moving
Spending on Chorro? expense. trangportation into downtown.
To the editor. Until then,it is a public Mel Lees
Did the city spend so much on street,owned by all of us,and San Luis Obispo
the infamous bumps on Chorro we should not allow-the
that there is no money left in the tyranny of the few"to force us
till for changing the misleading to use Santa Rosa Street(much
"30"mph speed limit sign? of it a state highway),which
It is impossible to driVe over 20 approaches gridlock at certain
mph without damaging or times of the day.
eventually wrecking a car. Nor are most of us likely to
Lore U.Young begin riding bicycles or taking
San Luis Obispo thLrbus.That is a fact _
J.H.Clements
San Luis Obispo
Dave Romero
990 Palm St.
SLO, Ca. 93401
781-7415
To the Editor,
The recent City Council action to approve a major traffic calming
program in the North Chorro neighborhood was presented in the
Telegram Tribune as a major victory for the neighborhood in
maintaining their quality of life. Left unsaid in the various
newspaper articles was much of the background information and
concerns I expressed during the public. hearing. This letter is
intended to clarify some -of those points. - -
I presented traffic volume counts taken at four locations along
North Chorro between 1985 and 1995. These show that traffic
has decreas at every location at an over all average of 2%/yr,
with todays average volume being 9217 vehicles/day. The
critical speed (85% of vehicles are traveling this speed or
slower) has reduced from 33.7 mph in the 1964-74 period to 2.8
mph in 1995.
Considering this type of info tion the staff and Planning
Commission had recommended. in 1994 that North Chorro be
reclassified from an "Arterial" to a "Neighborhood Arterial," with
desired traffic volume under 10,000 vpd and speed under 30 mph.
Under pressure from the neighborhood, the Council changed the
designation to "Residential Collector," with desired volume under
5000 vpd and speed under 25 mph. The figures are included in the
Circulation Element of the General Plan. I voted against the
change because I felt that both the 5000 vpd and the 25 mph
speed were unrealistic and could not be obtained without
severely distorting traffic movement .in the Foothill area of the
city.
Fueled with high expectations implied by the City Council action,
the neighborhood worked hard over many months to present the
comprehensive plan submitted to and approved by the Council.
The neighborhood is certainly to be complimented for their
diligent efforts. The plan calls for 16 road humps, 5 traffic
circles and 3 stop signs in the neighborhood, with monitoring and
perhaps other control on neighboring streets if. necessary. Initial
cost is $65,000.
All traffic control devices bring negative impacts, somewhat CA
balancing the positive impacts they are intended to foster. Stop
signs bring noise and air pollution (sometimes increased —
accidents), road humps bring noise, auto damage and slowed fire,
ambulance and police response. The small traffic circles
proposed on the narrow street, besides being somewhat of a
hazard, will make it very difficult for garbage trucks, moving
vans, delivery vehicles, or buses to service the area and will be
most awkward for neighborhood residents wishing to tow a
mobile home or boat. The shortened left turn pocket for
northbound traffic at Lincoln will at times generate long lines of
waiting traffic. - - -
We don't really know whether this massive effort will create the
desired volume and speed reductions, or on the other hand will
create so much inconvenience for the North Chorro neighborhood
that they'll wish for something else. My caution at the meeting
was, "Be careful what you wish for because you just might get
it." The suggestion I made was to go slowly, trying as a first
step to reduce the critical speed to 30 mph by installing stop
signs on Chorro at Center and at Mission. This would cost a few
hundred dollars.
Was it hard to vote against my many friends in the North Chorro
neighborhood after they had spent so much time on the plan -
particularly with an election coming up? You betcha.
Councilmembers represent the whole city, not just an individual
neighborhood. Due to limited notice, few of the greater Foothill
area residents attended the meeting. Someone had to consider
their unspoken concerns. It is my judgement, based on 40 years
experience as a traffic engineer, that the "traffic calming" plan
will generate many problems not fully considered. My no vote on
the plan made it clear for the record that I was not against
traffic calming in the North Chorro neighborhood, merely that I
felt ibis plan was excessive.
Pave.
ery truly yours
������0
R
Councilman
C= ;cernber 10, 1996
Dear Cit); Counsel
Please ;-trove the speed bumps and traffic circles for the
following reasons.
The intersections on chorro street are too small to have the
traffic circles.
I P:eve seen people come tc, a -3tc,F, just past the limit
line nn a cross street of ch0r:' o street as I was going around
a traffic circ-1e. there is not much distance to allow for
saf=tv. It may be said in a co
design. urt some day that it was poor
o;, three occasions I have seen SLO Fire trucks come close
to a cum.plete stop at a speed bump before continuing on there
way. As].' the Fire Department i.f the speed bumps are a hazard
to their truc)cs and will the biimps slow down there response
i:inP- `Lo ar, emerrlency.
;:ese = =ryaes may be a .i.C_Ta.1 l i abil itv problem
f_ b•.
of San Luis Obispo is -ot by itself, it is also
t-. ;oc _ Ticn cf a county seat . It nec,ds to cooperate with all
tree pec_r,ie Of the area . Wit.i the parking structures near
chore:: stre•at down town, this may mean that someday the
Properties on one side or the other of chorro street in many
places may =_de to be purchased to make the street wider to
ease traffic flow on this arterial street.
Tom Welliver
-1124 Foothill 6, .
Sar. Lui Obcipo C 33405
Ladies 10 speed bike
B.L.A. D SPALDING
aluminlar, fenders & rack
cushioned seat
Red $65. 00
Mountain Eike
Men ' s 15 speed bike
N�.i_-r3y all terrain
fox river , rack
grzy ll.75 . 00
Entertainment center: free standing six feet 4 inches tall, --
shelf type ,rith storage area and doors below, medium brown
wood color. $75 . 00 030 541-5940
• J
WWII
Z p November 14, 1996
To all Chorro calming decision makers:
While I appreciate all the time and effort that has gone into
studies regarding Chorro calming, I feel that the majority
of the people affected by the changes have not had a voice
in the decisions.
When has Chorro been a quiet neighborhood street? Not in
the 30 years I've lived here and probably not in the
lifetime of the current residents of Chorro. In fact, Chorro
used to be Highway One. I am certain there was less traffic
at an earlier time, when there were less people in the
world, fewer cars, and more ways to get across town.
Today, however, both parking garages have access from
Chorro, the Mission is on Chorro, and it is the main
downtown access for people living in the northwest.
From the study presented to you last February, it appeared
that many long-time residents tended not to favor the
calming plan. I wonder why some of the newer residents
selected to live on Chorro if they were concerned about
living on a quiet neighborhood street?
I am seriously concerned about several aspects of this
plan.
The greatest number of accidents in SLO occur at the
intersections of Foothill and Chorro and Foothill and Santa
Rosa. Why would we want to direct more cars through
these intersections? Also, the day Chorro was closed off
because of the slurry coat application, it took me one hour
to travel on Santa Rosa from Monterey to Foothill.
Although I am not one to protest through demonstrations, I
object to not having a voice in something that has greatly
affected my day-to-day life. I don't mind following the
speed limit--which was 30 before we started all of this—
or paying a fine if I exceed the limit, but I am concerned
about the delay in response time of emergency vehicles.
I also detest being jarred by the bumps--even when I am
traveling at a slow rate. People ride your tail or pass over
double yellow lines. Also, what about bicycle riders?
There is no place for them in the calming circles.
I wish other alternatives had been considered, such as-
traffic cameras which would have automatically ticketed
violators (with the cost of the cameras borne by violators).
I understand this has been successfully implemented in
Fort Collins, Colorado, and other cities. Instead, this ill-
conceived and intrusive project (which benefits the few,
not the many) will cost the taxpayers in excess of $100,
000 when the permanent partitions are put in, with
continuing costs for maintenance, landscaping, and general
upkeeping.
I hope you will restore a smooth Chorro and consider
other--less intrusive and less expensive--options which a
larger portion of the community could support.
Sincerely,
lllrCl' G�
Nancy lowland
285 Ramona
San Luis Obispo, CA 93405
N1 EbAV3111966 ��is os s=o/UTIIiTI'tS
Terry Sanville
Al Cablay
SLO Public Works Dept.
955 Morro Street
San Luis Obispo, CA 93401
RE: Speed humps and traffic circles along Chorro, Broad, Meinecke and Murray
Streets
Dear Mr. Sanville and Mr. Cablay,
As a resident of this town for 33 years, I am appalled at the way you handled the
"speed" situation on Chorro, Broad, Meinecke and Murray Streets. Wouldn't a few
stop signs have been cheaper and more attractive????!!!T This city is well known for
it's beautiful surroundings and the great downtown area but it has now given us an
eyesore to explain to tourists, out-of town company and too ourselves! The city has
really gone overboard this time not only in it's so called " beautification standards" but
expense. Why didn't the City try a few stop signs? Wouldn't they have been a lot
cheaper and more effective?
As a homeowner in the Foothill area, with our daughter attending Old Mission
School it is a bit much for me to swallow when you tell me not to use Chorro Street,
Broad Street, Meinecke Street or Murray Street. Have you ever gone down Santa
Rosa at the peak hours during the day. Apparently not! The traffic is too much for the
street to handle.
I have to be to work at 8:15am, so that means I not only have to deal with the
Poly traffic on Foothill Blvd. and Highland Drive but you are asking me me and
everyone else on this side of town to go down Santa Rosa. The traffic is so backed up,
it takes several stop signals just to get onto Santa Rosa and when I do, it is then
bumper to bumper traffic. The cars coming from California Men's Colony at shift
changes creates enough traffic in itself to back up traffic onto Santa Rosa and Foothill
clear unto Highland Drive!! Have you ever tried driving down Santa Rosa from
Highland Drive at 4:OOpm. Apparently not!!!
I go downtown at least twice a day to pick up my daughter from school and I will
not be changing my route just to help reduce traffic on Chorro Street, Broad Street, etc.
I have lived on this side of town for 33 years and do not plan to change my ways just
because of the traffic congestion and speeders. I did try your alternate routes but
found them to be unacceptable. I.obey the speed limit signs and do not speed. I
realize there is a problem on Chorro Street as far as speeding is concerned but why
didn't the city try a few stop signs first instead of the ugly speed humps and traffic
circles? They must go!
Last summer when a fire started on San Luis Mountain off of Mission Lane I
happened to be on Chorro Street when the city fire trucks tried to get through. Thank
God it didn't turn out to be a life- threatening situation because the fire truck had to
come to a complete stop and then slowly roll over the speed humps first with the front
tires and then the back tires. I watched this one particular fire truck take several
minutes to go from Chorro Street to Broad Street. No telling how long it took to get to
the fire because of the speed humps on Broad because I proceed North on Chorro.
What if this had been life-threatening? Is the city going to be liable for deaths incurred
and possible lawsuits because of the time it takes emergency vehicles to go down
Chorro, Broad, Meinecke and Murray Streets? I think so!!
I am aware the City Council is scheduled to hold a public meeting to talk about
the traffic calming devices in this area on December 10, 1996. 1 suggest all speed
humps on Chorro Street, Broad Street, and Murray Street be removed. The traffic
circles also need to be removed off Chorro Street, Broad Street and Meinecke Street.
Let's try a stop sign on Chorro and Broad at every four-way intersection. If a periodic
enforcement of the speed limit on these streets was enforced I personally feel the
situation would be acceptable. Let's get rid of the speed humps and traffic
circles once and for all!
Sincerely, 1
Barbara Martin
252 Westmont Ave.
San Luis Obispo
NOV L C i�e� 0
Mr. Al Cablay 11/20/1996
CITY OF SAN LUIS OBISPO
Public Works Department 8UC UIIlfT1ES
955 Morro St., San Luis Obispo, Ca. 93401
"CHORRO STREET"
I believe that the traffic dilemma along Chorro Street is an example of a simple perplexity
that has been blown out of proportion. This is due to the fact that many people disagree on what
solution would be best for the problem at hand. I have an easy resolution that might help ease all
of the nerves and tension that has been created by all the fuss over this topic. All of these traffic
calming measures seem to have backfired, and now nobody knows what to do.
Everybody can understand the reasoning behind wanting to be able to live on a safe street.
However, is must also be understood that it is also important to live on a street that is functional
and useable. This second notion happens to be very important when it comes to dealing with
Chorro Street. Chorro is the only street that connects the heart of downtown San Luis Obispo to
the north side of town. In fact, Chorro used to be the only major street to run perpendicular from
the main downtown area into other parts of town. Now that fact that other roads(Santa Rosa,
California, etc.) have been built parallel to Chorro does not merit the reason behind wanting to
close it off from being a major or main arterial street. Regardless of what has been done to other
streets or areas of town, Chorro should remain as an easy to travel street. Other roads have been
built because the town has grown.
If the decision is made that the best idea is to divert traffic to Santa Rosa Street, then
many people are going to be in for an even bigger headache than is experienced now along Santa
Rosa. Currently, traffic lines at stoplights along Santa Rosa have become very ugly, and this
congestion is going to get worse and worse with time unless we all decide to work together and
get Chorro Street back to a larger capacity than holds now. Chorro Street has turned into a slow
moving, congested, uncomfortable, and ugly route to take for a motorist. Thus, the average
person has now decided to start using Santa Rosa all of the time. This has left us with two slow
moving, crowded streets. Santa Rosa was not built or deigned to hold as many cars as it currently
holds, and it is ridiculous to even think about adding more traffic to it.
Some people think that they have an even easier solution to the problem. "Oh well, why
don't they just close the freeway access from Chorro to Highway 101, and less people will want
to use the Street.?" This idea seems to make sense until the thought of picturing the lines it
would create at the freeway on ramps along Olive Street and California. Do we want to live in a
city that has a traffic controller stoplight at every on ramp reminiscent of Urban areas such as Los
Angeles and Sacramento? The answer is no, that is why many of us have come here to San Luis
Obispo, to escape the hustle and bustle kind of lifestyle that is created by heavy congestion.
Congestion can lead to an increase in pollution, both air and noise, which can turn a nice
quiet clean town like this into a mini-ghetto. Take for instance unnecessary stop signs and speed
bumps which cause a bad stop and go situation, causing both types of pollution, and all of the
loud honking, yelling, and cursing that goes on causing extreme noise pollution on Chorro.
Congestion can also cause very unpredictable travel times, making a 3 mile journey across town
take up to 15 minutes. Congestion results in reduced road efficiency with a dramatic loss in
capacity, which can turn a formerly useful road such as Santa Rosa into a nightmare. Emergency
services also suffer from congestion because of the unpredictable travel times and limitation of
what streets to take. Currently, it is difficult for the firemen on North Chorro to use Chorro
because of the numerous traffic calming devices, and in addition, it has become unrealsitic for
them to use Santa Rosa as well becuse of the backed up traffic and lines. An increase in the
amount of accidents along Santa Rosa and Chorro can also be expected if we continue with this
plan to"calm traffic". Instead of calming down, traffic has seemed to become unbelievably fierce
and ferocious.
We all know that traffic did used to be a bit fast along Chorro, and that is a major reason
for this debate. If people would have just used the road responsibly, then none of these
arguments about safety would have taken place. The fact of the matter is that what is done is
done, and there is nothing we can do to change it. Chorro will never again be the way it used to
be, but it surely should not remain in its current unfriendly state. Chorro should once again be
opened to everybody who needs it because it has served the downtown so well in years past.
Chorro leads the path from the Cal Poly area of town, past the Fire Station, through one small
neighborhood, and into downtown. It connects the two most vital areas of town, and needs to
remain as one of the most important streets in San Luis Obispo along with 1-iiguera, Marsh,
California, Foothill, Johnson, Monterey, and others.
If the speed limit ever had been enforced on Chorro, then nobody would have had
anything to be enraged about. If Chorro Street ever does get rid of those ugly cones, unsightly
tires, and nasty speed bumps, it is fairly evident that it will remain as a very high area of interest to
many townspeople, including law enforcement officers. If the cops would promise to patrol
Chorro more often instead of just using those"This is Your Speed" idiot boxes along the road, it
would actually slow people down and maybe even create more revenue for the city rather than
fining people for having parties and honking at those obese speed bumps. Chorro is not more
than a few blocks from the police station, and should be looked at quite frequently by officers.
I conclude by supporting my position of wanting Chorro Street back to the public. If
traffic was more spread out in this town, I think we would all get along better anyway. Thank
you for your time in reading this letter, and I wish you luck in dealing with the matter at hand.
Once again, Thank You
Sincerely, ,
NADER HEYDARI
200 N. Santa Rosa St. Apt. 4203D
San Luis Obispo, Ca. 93405
(805) 783-2114
PATRICK LAMBINICIO NOV 2 2
c/o EUGENE JUDD
CIVIL ENGINEERING DEPARTMENT ITY OF NLIkPO YCALPOLY STATE UNIVERSITY C j
SAN LUIS OBISPO, CA 93405
November 21, 1996
Mr. Al Cablay
955 Morro Street
San Luis Obispo, CA 93401
Re: Chorro Street
Mr. Cablay,
I acknowledge the fact that some calming measures need to be taken to decrease vehicle
speeds and traffic volume in the area. Although I am not a resident in the area, I do use
Chorro street on a daily basis. Thus, as regular user I felt an obligation to express my
opinions on the current experimental measures taken to address the Chorro street dilemma.
The speed bumps have made a noticeable impact on vehicle speeds. However, I have not
noticed a significant drop off in traffic volume. If anything, queues have developed during
high peak hours. Personally, I still use Chorro street even with the implementation of the
speed bumps because my travel time has not been significantly impacted.
In my opinion, we should wait for the results of the ongoing downtown access study before
any traffic calming measures are to be implemented. The experimental speed bumps are
creating unnecessary animosity towards the public works department and residents on
Chorro from regular motorists. I have been informed that the Fire Department expressed
opposition to the installation of the speed bumps as well. The speed bumps have hindered
the fire department's ability to react to emergencies and have made them more difficult.
Finally, I know many students that expressed concerns with their safety while traveling on
Chorro to get to and from school. Most of whom would like to see bicycle lanes installed on
Chorro. However, I would like to see this done after calming measures have successfully
met the objectives set forth.
Sincerely,
Patrick Lambinicio
0 2 21 N
Melanie Kito
Christy Gurries
CE 221-02
Eugene Jud
November 20, 1996
Dear Mr.Al Cablay:
It is understood that the City of San Luis Obispo has a dilemma with Chorro Street. Because Chorro Street
is one of two streets that goes from Foothill Street to downtown, it is used heavily by all through traffic. The
residential area on North Chorro Street is an area of great concern. Due to the installation of speed
humps, the speed of traffic has been slowed by about seven miles per hour. However, the number of
vehicles using Chorro Street has not decreased noticeably.
Melanie Kito and Christy Gurries, two traffic engineering students of Eugene Jud's, took the time to clock
how long it would take to go from the Fire Station located on North Chorro to the downtown area, Marsh
Street. Our concern is the response time and damage to the equipment of that particular emergency team.
In the average vehicle, it takes approximately half a minute longer with the humps. After speaking with
members of the Chorro Street Fire Department, we were informed that they conducted a similar study
using their own fire equipment. It takes the fire vehicle at least one minute longer to get to the same
destination than it did without the humps. The alternative Santa Rosa Street route took an additional two
minutes.
There are many alternatives for this situation. Some may be more drastic than others. The intersection as
it exists now is shown in Figure 1. The most drastic alternative would be to only allow the fire department
to use Chorro Street as a through street and make it inaccessible by others. This proposal is shown in
Figure 2. This could be done by constructing a gate (similar to the ones across railroads) which can only
be activated by the fire department and other emergency vehicles. Another way would be to make the
curbs which are located on the opening end of Chorro Street, extreme bulb outs. This is illustrated in
Figure 3. This would be difficult for people to enter the street and deter people away from that route to
downtown. A sign would be posted saying that through traffic is not allowed, with exception to emergency
vehicles. Of course, cars could easily go around these curbs, therefore, photo boxes could be installed to
give random tickets to the cars that break this rule. Even though it my hinder the commuters who simply
use Chorro as a through street, it will also cut off the accessibility to the residents. The city and members
of the neighborhood in question would probably not appreciate a gated community.
An alternative that could be used just for horizontal traffic calming, but not for gating the community, would
be to install several concrete blocks in the entrance of the street to narrow the opening, shown in Figure 4.
Only two narrow lanes would be accessible for through traffic. The speed humps could also be altered to
cater to the fire department Open slots could be taken out of sections of the humps that would allow the
length span of the fire truck to pass through without any interference. This is detailed in Figure 5. Since
the length of a fire vehicle from wheel to wheel is larger than a car's,traffic calming would still be plausible.
The problem with this idea is that: 1.) Only the fire department would benefit and not any of the other
emergency vehicles such as ambulances and police cars; 2.) it would cause more erosion to the humps,
so maintenance costs would be higher.
The best alternatives after discussing the issue with the fire department, would consist of several factors.
One would be to install more Opticoms"at the intersections. These devices are expensive, but save the
fire department valuable time and decrease potential accidents. Another request was to take out the traffic
circle. The fire truck is very difficult to turn around the small radius of the circle. Last, but not least, they
would like the speed bumps to be taken out or modified. To slow the speed of traffic violators, several
photo boxes could be installed around the city. Since the cameras are very expensive, most of the boxes
could be empty, however, a number of random selected boxes could have a camera in it that take a picture
of the license plate, car make and model, and the driver's face. The driver would then be sent a ticket
Although some of these alternatives may seem outrageous, some could be implemented to the city to
create a better system that would compromise with everybody involved. All in all, we hope something is
resolved soon to satisfy the community, commuters, as well at the emergency officials.
Sincer ly,
Melanie Kito
Christy Gurries
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FIGURE 4:
CONCRETE BLOCK/TRAFFIC HUMP ADJUSTMENT PROPOSAL
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FIGURE 5:
TRAFFIC HUMP ADJUSTMENT DETAIL
NOV 2 L PC9
CITY OF SAN LUIS 6i iSPO
Morgan Lyle PUBLIC WORKS/UTILITIES
29 Mustang Dr.
SLO, CA 93405
11/19/1996
Mr. Al Cabl-ny,
Hello, my name is Morgan Lyle, and I am a civil engineering student in my
sophomore year at the California Polytechnic State University. I am currently enrolled in
a transportation engineering course and we have taken a look at some of the traffic
problems in the city of San Luis Obispo. One of the areas that we have taken a look at is
the ideas for traffic calming on Chorro Street. For nearly three years now the residents of
the Chorro Street area have been complaining about the high speeds and the heavy level
of non-resident traffic. I am writing to you with some suggestions that I feel would help
with Chorro Street problem.
While the modifications to Chorro Street that have already been installed has
forced the majority of the traffic to slow down while traveling, it has not done to much to
alleviate the number of cars that use it daily. The addition of the new speed humps, the
new traffic circles, and the addition of new stop signs has slowed the traffic down,
Chorro is still experiencing too much traffic. One possibility that could be implemented
would be to block off Chorro street south of Murray Avenue with a semi-permanent road
block. Some sort of gate or movable wall could be implemented to prevent public use,
but would still allow access for fire trucks or other emergency vehicles. This gate could
even possibly be used by the residents of the Chorro Street area creating a semi-gated
community. This would greatly discourage traffic south of Murray Avenue while being
only a minor nuisance to the residents of the area.
Another possibility would be to eliminate the freeway interchange on Broad
Street. The interchange is a large contributor to the through traffic of the Chorro Street
area. This would force the commuters to take Santa Rosa to get on or off of the 101.
While this is a minor detour it is not substantial enough to cause great complaints from
the majority of the residents of San Luis Obispo. Chorro Street could still be used to get
to downtown,but its freeway access would be cut off.
Although I'm sure that the city has many ideas about how to handle the traffic
problem in this area, I thought it could not hurt to also add my ideas to the collective
thought pool. I thank you for taking time to read my letter and I hope that you will take
my ideas into consideration when trying to come up with the best solution to the traffic
calming project on Chorro Street.
Sincerely,
Morgan R. Lyle