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Home My WebLink About09/19/2000, 2 - PROJECT STUDY REPORT - (PROJECT DEVELOPMENT SUPPORT) FOR THE ORCUTT ROAD GRADE SEPARATION PROJECT council STWMbW 19.MW j agenda REpo� 2 C I T Y OF SAN LUIS OBISPO FROM: Mike McCluskey,Director of Public Workso Prepared By: Terry Sanville,Principal Transportation Planner 0 SUBJECT: PROJECT STUDY REPORT — (PROJECT DEVELOPMENT SUPPORT) FOR THE ORCUTT ROAD GRADE SEPARATION PROJECT CAO RECOMMENDATION The City Council should: 1. Direct Staff to continue with its efforts to implement the Orcutt Road Grade Separation. 2. Adopt a resolution approving the Project Study Report—Project Development Support for the Orcutt Road Grade Separation and direct staff to continue its efforts to seek Advance Development Work funding from the San Luis Obispo Council of Governments (SLOCOG). 3. Contingent on receiving funding from SLOCOG: a. Appropriate $100,000 from the City's unappropriated Transportation Impact Fee Fund balance to support the completion of Advance Development Work for the Orcutt Road Grade Separation; and b. Amend the City's adopted Capital Improvement Program (CIP) to include the completion of the Advanced Development Work(preparation of a Project Report and requisite environmental documents)for the Orcutt Road Guide Separation,for a total cost of$850,000. REPORT-IN-BRIEF In March, 2000, the City Council authorized the CAO to file a grant application with SLOCOG requesting $750,000 to complete advanced design and environmental work for a grade separation on Orcutt Road at the Union Pacific Railroad Consultants have just completed the project's conceptual designs which enabled staff to complete the requisite Project Study Report —Project Development Support (PSR-PDS). The Consultant estimates that the grade separation will cost between $10,000,000 and $15,000,000 to build, depending on the design selected These cost estimates are significantly greater than those previously made by the City. The City Council must approve the PSR-PDS in order to complete the grant application for the advanced development work and compete for funding at the Regional level. Staff recommends that the project's proposed budget be increased from $750,000 to $850,000 (because of the project's complexity) and that the City provide $100,000 as a local funding match. By providing a local funding match, the City's grant request will be more competitive with those from other jurisdictions. 2-1 Council Agenda Report—Orcutt Road Grade Separation Page 2 If the City Council supports building a grade separation project on Orcutt Road (recommendation #1 above), then it should approve the PSR-PDS (recommendation #2), provide a local funding match of$100,000(recommendation#3 a.),and incorporate this work into its Capital Improvement Program(recommendation#3 b.). Alternately,if the Council believes that the project should not be pursued at this time, then it may approve the PSR-PDS, but direct staff to withdraw the draft funding application that was submitted to SLOCOG on August 28, 2000, and no further action will be taken at this time. DISCUSSION Background The Orcutt Road Grade separation project has been included in the City's General Plan Circulation Element since 1982. Even before that time, the Public Works Department had commissioned preliminary studies to identify optional designs for an overpass at this location and in 1979,the City Council certified a Final EIR for an overpass on Orcutt Road. In 1995 the City instituted a Transportation Impact Fee (TIF) program that includes funding for 20% of the project's construction cost. At that time, the project's total construction cost was estimated to be$4,000,000. The TIF program indicates that 80% of the project's costs should come from California Public Utilities Commission grants. Most recently, the Orcutt Road grade separation was identified by property owners in the Orcutt Expansion Area and by Johnson Avenue residents as a preferred strategy for improving circulation to all areas east of the UPRR. In February of this year, a petition signed by over one hundred city residents was submitted to City Council, requesting that the project be included in the CIP as a top priority project and that the City should expedite its construction. In March, 2000, the City Council authorized the CAO to file a grant application with SLOCOG requesting$750,000 to complete advanced design and environmental work for the project. In order to compete for this funding the City is required to submit an approved PSR-PDS that establishes the projects conceptual scope and identifies potential project impacts. PSR-PDS: What Is It and Why Is It Necessary? Project Study Reports (PSRs) are engineering documents that establish an agreed-upon scope, implementation schedule, and cost estimates for a project PSR's typically present a reasonable range of alternative conceptual designs. Completion of a PSR is necessary before a project can be included for funding in the State Transportation Improvement Program(STIP). Local and regional agencies and Caltrans can prepare PSRs. PSRs are required for all significant road projects on the State Highway system and for significant road projects not on the State system but for which an agency is seeking STIP funding. For other types of transportation projects (such as transportation enhancements, transit projects, or street rehabilitation) a PSR"Equivalent"is required. For local transportation agencies in San Luis Obispo County,preparing a PSR"Equivalent"involves completing a detailed STIP funding application. 2i-2 Council Agenda Report-Orcutt Road Grade Separation Page 3 In the case of the Orcutt Road Grade Separation, the type of PSR that was prepared is called a Project Study Report—Project Development Support(PSR-PDS). Its primary purpose is to define the scope of the project and identify additional environmental and design studies needed to complete the next phase of project development — which is to prepare a Project Report and associated environmental documents. Completing a PSR-PDS allows the City to request funding for this next design and development phase,which is called Advanced Development Work. State guidelines require that a PSR-PDS provide cost estimates for all project components, including construction. These cost estimates enable SLOCOG, Caltrans, and the California Transportation Commission (CTC) to, evaluate the demand for future construction funding and compare it with the likely supply of funds for each STIP funding cycle _ which occur every two years. The PSR-PDS's cost estimates are based on preliminary-level engineering, but are sufficiently accurate to represent a project's cost and its demand on staff resources needed to deliver the project following the schedule presented in the report. However, cost estimates included in 'a PSR-PDS are generally less accurate than those included in a standard PSR or PSR Equivalent. Therefore, a 25% cost contingency factor is generally considered appropriate, although a higher or lower percentage may be used,if justified Consultant Work After the Council's action in March,2000,with Council authorization,the Staff hired Mark Thomas and Company, Inc. to prepare conceptual designs for both an overpass and underpass at the Orcutt Road location and provide cost estimates(land and construction costs). The consultant has prepared two variations of an overpass design and one for an underpass design with associated conservative cost estimates for each alternative. The City staff reviewed this work and suggested refinements to the designs and the cost estimates. The PSR-PDS being considered by the City Council incorporates the Consultant's response to staff's direction. Comments on Project Design The Council is not being asked to select a design option at this time,but rather to approve the PSR- PDS as a "scoping document" that will enable further design and environmental work to proceed- Therefore, roceedTherefore, staff has not provided a detailed analysis of the design options. However,the following general comments are provided. (For a more complete description of each option, refer the appropriate section of the PSR-PDS.) Alternative 1: Overpass (design speed 43 mph). This option would cost about $12,020,000 and would provide for design speeds consistent with the General Plan's Circulation Element (which establishes a maximum desirable standard of 45 mph). To achieve the design speeds of 43 mph, more gentle slopes are employed on both sides of the railroad, requiring the elevations of Laurel and Bullock Lanes to be raised This configuration will impact additional properties fronting Orcutt Road and cross streets more than project Alternative 3, the other overpass design. This design alternative meets Americans With Disabilities Act (ADA) standards — always an important design consideration but especially important at this location due to the close proximity of the 2-3 Council Agenda Report--0rcutt Road Grade Separation Page 4 Housing Authority's Marvin Gardens residential project east of Laurel Lane. Alternative 2: Underpass. This option would cost about $14,445,000 and would have steeper roadway slopes than Alternative 1. Also, Laurel Lane's intersection with Orcutt Road would need to be pushed farther to the east than with Alternativel, further impacting fronting properties; and Bullock Lane would also have to be pushed farther east to align with Laurel Lane. An alternative to this concept is for Bullock Lane to be terminated as a cul-de-sac south of Orcutt Road, with alternative access provided through the Orcutt Expansion Area. The underpass alternative would also require the construction of a temporary "shoofly" (a bypass track) for the railroad to use during construction of the underpass. ADA standards can be met by incorporating elevated sidewalks under the Union Pacific Railroad bridge. Constriction requirements, especially the construction of the shoofly,contribute to the higher cost of this alternative. Alternative 3: Overpass(design speed of 25 mph). This alternative is the low-cost option at$10,090,000. Its design is closely similar to Alternative 1 except that the street slopes are steeper and the maximum design speed is slower than envisioned by the Circulation Element (25 mph v. 45 mph). Bullock and Laurel Lanes would intersect Orcutt Road at close to their current elevation, and impacts to land uses along Orcutt Road would probably be less than with Alternative 1. However,using a standard design for sidewalks paralleling the roadway would not meet ADA standards; a more complex ramping system would be needed to meet ADA standards. The overall heights of any of the overpass alternatives would be the same since that dimension must meet PUC clearance standards for bridges over railroad tracks. Both overpass alternatives would involve the creation of slope banks and vertical retaining walls with similar visual impacts. (Staff anticipates having computer aided dimensional drawings of an overpass alternative available for review at the Council's September 19'' meeting.) All project alternatives can accommodate the planned southward extension of the Railroad Recreational Trail. Another issue that will need further investigation during the Advanced Development Work phase is what to do with Bullock Lane. Previous conceptual layouts for the Orcutt Road Grade Separation showed the realignment of Bullock Lane eastward to form a new four-way intersection with Laurel Lane and Orcutt Road. However, this realignment requires that the small creek located south of Orcutt Road be spanned using a culvert or other bridging structures. This span would require the City to secure permits from State and possibly Federal resource protection agencies. Historically, these agencies have not favored projects that cover exiting waterways. An alternative to realigning Bullock Lane would be to provide an access route to the Bullock Lane area through the Orcutt Expansion Area to the south and east. This alternative route could be included in the Orcutt Area Specific Plan, now under development. If an alternative access route is provided, Bullock Lane could then be terminated south of the creek and the project's impacts to the creek and the need to secure permits for State and Federal agencies could largely be avoided. 2-4 Council Agenda Report-Orcutt Road Grade Separation Page 5 Near Term Improvements Staff believes that the design alternatives presented by the PSR-PDS represent a reasonable range of designs for a grade separation at this location. While further refinements would likely occur during subsequent design phases, the project's overall impact and performance will not likely be substantially different than what is described in the PSR-PDS. The City has budgeted for the widening of the current at-grade crossing of Orcutt Road at the Union Pacific Railroad This project's budget utilizes both local and State funds. Following Council direction provided in March 2000, the staff has proceeded with this project. When this widening project is completed within the next two years (in combination with work being done by adjoining development projects) circulation on Orcutt Road will be substantially improved. A continuous four-lane road (including bike lanes and landscaped parkways) will be provided between Broad Street and Laurel Lane. The Council could decide that this level of improvement is sufficient for the foreseeable future and not pursue advance development work for the grade separation project at this time. Next Steps If the City Council approves the CAD's recommendations,and SL OCOG and the CTC approve the STIP application, the City will be required to prepare a Project Report (PR) and issue an Environmental Determination(ED)for the project. The PR will further investigate issues identified in the PSR-PDS and will make a final recommendation for a preferred project design. The City, acting as lead agency, will undertake the necessary studies to enable the ED. These studies will investigate the potential impacts of the grade separation project and will establish appropriate mitigation measures. It is anticipated that a mitigated negative declaration and a Federal -Finding Of No Significant Effect(FONSE)will be issued for the project. This Advance Development Work does not include the preparation of plans, specifications and final estimates (PS&E)for the project or the acquisition of additional right-of-way needed to construct it This additional work would need to be undertaken after the PR and ED have been completed and will require additional funding. Fiscal Implications The City's Transportation Impact Fee(TIF)program earmarks $800,000 for the Orcutt Road Grade Separation project If the City is successful in receiving STIP funds to pay for Advance Development Work, the City's own TIF revenues ($800,000) can be reserved to pay for the future preparation of construction documents ($250,000), and also contribute to any construction budget with any left over funds. Any grant received by the City will improve this project's fiscal feasibility regardless of the project's total construction cost. However, one of the key concerns raised by City staff at a meeting with SLOCOG staff on February 23rd was: if the City applies for advance development work funding for the Orcutt Road Grade Separation will the City have to assure funding for the actual construction of the project 2-5 Council Agenda Report-Owatt Road Grade Separation Page 6 Ron DeCarli, Executive Director of SLOCOG, stated that this was a new unresolved policy issue. However. ❖ If an agency was requesting advance development funding for the preparation of a PSR/PR, and environmental documents,constriction funding need not be assured, ❖ If an agency also requested funding for the preparation of PS&E,then constriction funding would need to be ensured. Based on this previous feedback, the City would not need to assure full funding of the grade separation since it is not requesting funds for PS&E at this time. However, since the most recent cost estimates for this grade separation project are at least twice as much as previously expected, competition for STIP funds is high, SLOCOG could require the City to make a funding commitment before it authorizes the use of limited State Transportation Improvement Program (STIP)dollars to pay for the Advance Development Work. If SLOCOG, as a condition of any STIP-funded grant, requires the City to provide a full funding commitment to the project, there are a number of policy options that the Council will need to consider, either at its September 19th meeting or at a meeting subsequent to the SLOCOG Board taking action on the City's STIP application, scheduled for October 4,2000: ❖ Withdraw the STIP-funding application from SLOCOG consideration and defer further action on this project. This option does not implement the direction provided by the Council back in March 2000 which was to accelerate the project's design and implementation. If this option is chosen, the project could be deferred until the Council considers the next Financial Plan(Spring 2001)—which would allow the Council to consider the Orcutt Road Grade Separation along with other major capital projects and establish community priorities. ❖ Provide SLOCOG with the funding assurances that it desires. This alternative would require an in-depth fiscal analysis of options, some of which were provided in "sketch form" in the Staffs March 2000 Council Memorandum (excerpt attached). It is highly speculative at this moment to establish a project funding program since dollar contributions from various sources(grants, development impact fees, and Cily fiords) is largely unknown. However, it is unlikely that the STIP program itself (give the number of competing regionally-significant projects)would contribute more than half the construction cost of this project($5,000,000), leaving a substantial funding balance to resolve. The Council may desire to provide direction at its September 19th meeting as to which of the two options identified above should be followed. The Council can defer providing any direction until after the SLOCOG Board acts on October 4, and then decide what further action to take, if necessary. 2-6 Council Agenda Report—Orcutt Road Grade Separation Page 7 FISCAL IMPACT If the SLOCOG Board approves the City's grant application as requested, the City will be responsible for contributing$100,000 to the completion of the advanced development work. Staff proposes to use Transportation Impact Fee (TIF) revenues to provide the $100,000 local funding match. The City Finance Department estimates that the TIF will have a fund balance of $123,000 at the end of Fiscal Year 2000-01. ALTERNATIVES The City Council may: 1. Approve the PSR-PDS but not pursue funding for Advanced Development Work for an Orcutt Road grade separation. The staff would notify SLOCOG to stop the processing of the draft funding application that was submitted in August. 2. Reject the PSR-PDS, not pursue Advanced Development Work funding, and initiate a Circulation Element amendment to delete the Orcutt Road grade separation project 3. Some combination of the above actions. Staff notes that"continue discussion"is not a viable alternative at this point since the PSR-PDS must be sent to the California Transportation Commission (CTC)no later than September 29"', and the SLOCOG Board must act on all grant applications by October 4m. Attachments 1. Resolution approving the PSR-PDS for the Orcutt Road Grade Separation Exhibit A: Draft Project Study Report- Project Development Support (Copies for Council and Administration only. One copy available for review in the City Clerk's Office.) 3. Exhibit B: Excerpt from March 2000 Memorandum 2-7 i RESOLUTION NO. (2000 Series) A RESOLUTION OF THE COUNCIL OF THE CITY OF SAN LUIS OBISPO APPROVING A PROJECT STUDY REPORT (PROJECT DEVELOPMENT SUPPORT) FOR THE ORCUT"T ROAD GRADE SEPARATION. WHEREAS, the City of San Luis Obispo's General Plan Circulation Element calls for the construction of a grade separation on Orcutt Road at the Union Pacific Railroad; and WHEREAS, the City has determined that this project is needed to provide for the safety and security of the traveling public; and WHEREAS, the City has retained qualified Consultants that have prepared alternative designs and cost estimates for both overpass and underpass grade separations on Orcutt Road at the Union Pacific Railroad; and WHEREAS, the City has prepared a Project Study Report (Project Development Support), in full compliance with Caltrans guidelines,that incorporates the alternative design and cost estimates prepared by the Consultants; and WHEREAS, the City Council has reviewed the draft PSR-PDS and has found that the design alternatives presented by the PSR-PDS represent a reasonable range of designs for a grade separation at this location;and that the information presented is accurate and complete. NOW, THEREFORE, BE IT RESOLVED by the Council of the City of San Luis Obispo as follows: SECTION 1. The Project Study Report (Project Development Support) prepared for the Orcutt Road Grade Separation, attached as Exhibit A and incorporated herein by reference, is hereby approved Upon motion of , seconded by , and on the following roll call vote: AYES: NOES: ABSENT: 2-8 Resolution No. ----—--—(2000-Series) Page 2 -- --- - — -- -- - the foregoing resolution was adopted this 19'day of September 2006. Mayor Allen K:Settle ATTEST: Lee kee, City Clerk OVER AS TO FORM: Jeffrey G. Jorgensen, City Attorney 2-9 A*ach men+ Z EXHIBIT A Draft Project Study Report Copies for Council and Administration Only One copy for available for review in the City Clerk's Office. 2-10 A14vxA nen+ 3 Exhibit B (Excerpt from March 1,2000 Council Memorandum) Long-Term Financing Options for the Orcutt Road Grade Separation Over the years,the City has acquired some of the right-of-way needed to accommodate the 1979 design of the grade separation. Full implementation of the project will likely require an investment of$5 to $6 million dollars[editors note: inflate these figures to $10 to $15 million] for property acquisition, design, environmental review, mitigation and monitoring, construction, and construction engineering activities. Some of the design costs and all of the environmental review costs could be funded as "Advance Development Work" by the STEP (see previous discussion), leaving the lion's share of the project's cost to be funded from other sources. The following paragraphs broadly identify financing options for the Orcutt Road Grande separation. In general,the more that local funds controlled by the City are used to build the project,the faster the project can be undertaken. Conversely, if the City depends on TEF revenues combined with grant funds to build the project,its implementationcould take many years. The following is a brief discussion of financing options. Option 1: 2000 STIP-Cycle Construction Financing. Prepare the requisite PSR and use STEP construction funding to build the project. As previouslystated; it is not possible that a PSR can be prepared in time and would involve consultant services (if available) costing $75,000 or more. Also, even under the "high funding scenario, " about S4 million would be available for all regionally significant projects in the County. The City would need to provide a significant local funding match— but might be able to divert the funding that has been set aside for the for the Orcutt Road at- grade crossing to the overpassproject. Conclusion:notfeasible due to time limitations. Option 2: Future STIP-Cycle Construction Financing. Secure"Advance Development Work" STIP funding in the year 2000, then apply for STIP Construction funding in 2002 (if available) 20047 2006,or 2008 as money becomes available. Based on the volume of projects that are being designed within SL County, the 2002 and 2004 STIP Cycles are likely to be highly competitive,with insufjicientfunding coming to the region to pay for all of the major projects that want to be built. Also, as time passes the current robust funding levels for transportation projects may or may not be sustained Historically, major projects that have occurred off the State highway system (like Orcutt Road)have been considered a lower priorityfor funding. Conclusion: STIP funding in the 2002 and 2004 may not be available and future STIP funding is uncertain Option 3:Amend the TIF Program. Reevaluate this program's funding assumptions,the impact of future growth on travel demand along Orcutt Road, and amend the TEF to cover a larger percentage of the project's cost. TEF revenues accumulate relatively slowly since they are based on the pace of growth and assume that the private development within the airport area and other expansion areas will contribute TIF fees. After modifying the TIF program,two options for using TEF revenues would include: ■ Bank the TEF Program revenues until sufficient funds are available to build the project(which will extend the implementationtime frame);or 2-11 A+4arh M4+3'L ■ Build the grade separation with General Funds (most likely via a bond issue) and repay the General Fund with TIF Revenues(which will enable the proj ect to proceed more rapidly if the City Council feels that this project deserves high-priority status for use of GF. The purpose of the TIF Program is to ensure that future growth pays for the cost of transportationfacilities that are needed to support new growth. This purpose is reinforced by Assembly Bill 1600 which requires that growth pay no more than its fair share of infrastructure costs. Therefore,it is not likely that the OrcuttRoad Grade Separation could be supported in its entirety by future growth since the overpass also serves a pre-existing need A reevaluation of growth potential based on the.draft Margarita Area, Orcutt Area and Airport Area Specific Plans and development elsewhere within the City Urban Reserve might suggest that more traffic will use Orcutt Road Traffic increases over and above what was considered by the TIF Program in 1995 s could increase the TIFs participation from 20%of the construction cost to something higher but is unlikely to approach 100%a Option 4: Use V2 ¢ Local Option Sales Tag Revenue. In November, a"local-option sales tax" ballot measure may be considered by the county electorate.If approved,this measure may provide funds for transportation projects. The Orcutt Road Grade Separation may be eligible for funding. Its eligibility will depend on the types of projects that are included with the measure's requisite "expenditureplan." SLOCOG hired a Consultant that has completed a public opinion pole in February, 2000. The results of the pole indicate that 6900 of the respondents supported "Improvements to Local Streets and Roads. " Orcutt Road Grade Separation would fall within that program category. The experience of other California Counties that have passed local-option sales tax measures suggests that by specifically identzfying transportation projects (such as the Orcutt Road Grade Separation)voter support of the measure can be enhanced ffa ballot measure is successful,the implementationprocess would likely involve SLOCOG se ttingprioritiesfor the various projects and then successively issuing bonds to pay for the their construction. Option 5: Pass a City Bond Measure: One of the City Council's 1999-01 Goals is to establish of a 10-year Capital Improvement Program(CIP)via a vote of the City electorate. The Orcutt Road Grade Separation has already been identified as a candidate part of that future program. Similar to Option 4,the income generated by a City measure would likely be used to issue bonds to undertake high-priority projects. Only San Luis Obispo residents would vote on a "City" bond measure. Therefore, the outcome of the vote would not be affected by the preferences of other city or county residents. The City Council would be responsible for establishingpriorities for use of the revenues to implement specific projects— unless the bond measure itself established those priorities. 2-12 Attach m&P4 3'3 Option 6: Area Development Contributions: Since the Orcutt Road Grade Separation is along one of two routes that that link the Orcutt Expansion Area to areas to the west,development within that area may be required to contribute to the cost of the grade separation project. The degree of contribution will depend on the intensity of development approved as part of the Orcutt Area Specific Plan, the percentage of this traffic that would use Orcutt Road and the traffic contribution that Orcutt Area development will have as a percentage of total "buildout traffic volumes" on Orcutt Road at the Railroad However, the relationship between what Orcutt Area developers would pay and what eventual new households would pay as part of the City's established TYprogram would need to be analyzed Option 7: Target Future Transportation Grants. Proceed with Advance Development Work using STIP funds and be prepared to apply for future transportationgrants when these funds become available. Over the past 18-months, a lot of money has been coming to the region for transportation activities that is outside of normal grant cycles. If this continues in the future, it may be possible to secure some grant funding that could match Cityfunds to build the project. In the longer term, Congress is due to consider renewing the Federal Transportation Funding Legislation in 2004-05. Depending on the status of the national economy, local agencies might see future funding levels continue to be robust,as they were in 1998 with the passage of the Federal Transportation Equity Act for the Twenty-First Century(TEA-21). However, the nature of future Federal legislation (its scope and priorities) is purely speculative at this time. As previously mentioned the Orcutt Road Grade Separation may eventually compete for PUC funding. Factors that are used to rank PUC projects include the amount of time motorists are delayed at an "at grade" railroad crossing waiting for trains to clear the tracks and the incidents of train-vehicle collisions. The amount of delay is based on the total volume of cross traffic and the number of trains that are using the tracks. Under current conditions, neither delay nor collisions have been significant. With future growth of rail service and vehicle using Orcutt Road the overall amount of delay could increase and the Orcutt Road Grade Separation could better meet PUC evaluation criteria However,the PUC provides grants state-wide on a competitive basis. Therefore,comparing future delay on Orcutt Road with major arterial streets within California's metropolitan areas will continue to place San Luis Obispo at a competitive disadvantage for receiving PUCfunds. Option 8: Seek Legislative Action: The City could request that its representatives in the State legislature push for additional transportation funding for statewide distribution, attempt to attach the funding of the Orcutt Road Grade Separation as a"trailer"to other transportation legislation,or seek sponsorship of a special bill to pay for the project's construction. The probability of success of this process is unknown. Given the amount of funds coming to the region from various sources(the 2000 STIP advancement is one example), it would be a challenge to convince State legislatures to support funding for a City project outside of the normal "regional"f vidingprocess. But others have succeeded 2-13 A44ahme* be* Option 9: Defer Action at This Time. The City Council could decide to consider financial planning for this proj ect as partof its deliberation on the 2001-03 Financial Plan in Spring of 2001. If the City receives Advance Development fimding,it will likely take at least two years to complete that work in order to be in a position to request major grants or more accurately appropriate local fimds to construct the project. This issue could be a"special project"that is further evaluated and incorporated into the upcoming Financial Planning cycle which begins in Fall,2000 and is completed by June 30,2001 2-14 MEED Y AGENDA , DATE ITEM #= • TO: SLO CITY COUNCIL ]IR O'COUNCIL FROM: JEFF SPEVACK p3 (GAO 0 RORNEY p'�W1101 LAUREL LANE �eRKroRIa 0PSAN LUIS OBISPO, CA 93401 ❑R❑P.1"PdT TEA1I�� 0 URE: Orcutt Road Gradingg T 1�u ❑P I am the owner of the property at 1101 Laurel Lane, and the business on that property, Continental Motor Works. I have operated and grown my business at this location for the past 20 years. My business is a neighborhood auto service and repair business. We employ five people and serve our neighborhood like a friendly corner service station. I am also a Johnson Avenue Resident. I and my employees cross the railroad tracks at Orcutt Road many times a day. It has been explained to me that the city is considering a 15 million dollar project to construct an overpass over the Orcutt Road Railroad Tracks and that my property would be consumed in this project. This is unacceptable to me! I have spent the last 20 years building a business that relies on neighborhood customers. I have remodeled that street corner from an ugly aging gas station to a clean, modern facility that has won an Obispo Beautiful Award. Continental Motor Works is a good neighbor and a vital part of the neighborhood. • Asa resident who drives through this intersection, I don't have a problem with waiting a few minutes for a train. We don't need to spend 15 million dollars to promote growth and traffic. Bigger and faster is not always better! I want my city council to listen to a small business man and seriously consider the consequences of their actions. I want my city council to spend our tax dollars wisely. I want my city council not to give in the pressures of people trying to get somewhere faster. I want my city council to consider the other alternatives, and reject this 15 million dollar overpass that doesn't belong in San Luis Obispo Thank you for your consideration. Sincerely, Jeff Spevack RECEIVED SEP 9 q 2000 SLO CITY COUNCIL ' 111 1 1 I 1 1 1 I -.. Ot_. OJI I% All IPA AliM S � . • 1 ' • ' • i •.• 1 '" i � i • 1 1! 1 .. 1 1 Civil Engineer's Statement This Project Study Report (Project Development Support) has been prepared under the direction of the following registered civil engineer. The registered civil engineer attests to the technical information contained herein and the engineering data upon which recommendations, conclusions, and decisions are based. C �'�✓' Af I Michael McC key, RCE#224:9 Date Director of Public Works City of San Luis Obispo, California o �R°VESSIo,t •!� 1 Q. G tr.,. •� :No. 22601 ff Prgiect Study Rcpont Project Development Support): Orcutt Road Grade Separation 2 1. Introduction The City of San Luis Obispo plans to construct a grade separation of Orcutt Road at the Union Pacific Railroad. Currently, motorists, emergency service vehicles, City buses, bicyclists and pedestrians cross the railroad on Orcutt Road "at grade" and are delayed when freight or passenger trains block this crossing. Also, there is potential for vehicle-train collisions that will increase as both vehicle and rail traffic grows in the future. By their vary nature, grade separation projects are expensive. The Orcutt Grade separation project is further complicated by the constraints of having existing intersections in close proximity to the project area. In May 2000, the City hired in Mark Thomas & Company, Inc. (MTCO) a civil engineering firm to prepare conceptual project layouts and cost estimates. Two types of grade separations were investigated — an over and underpass. As part of the overpass alternative, two designs were conceptually laid out: a 65 kph design alternative and a 50 kph design alternative. MTCO estimates that the cost of land and construction of the grade separation could range from $10,000,000 to $14,000,000 depending on design speed of the facility and whether an overpass or underpass option is used. The City will be requesting Advance Development STIP funding (estimated at $850,000) to pay for this project's Project Report and requisite environmental documents (likely to be a negative declaration/FONSE). As detailed in the Caltrans' outline for the preparation of PSR(PDS) documents, the above mentioned cost estimate should be considered preliminary and conservative in nature and should only be used to gauge potential needs for programming at the local and regional level. As part of advance development work for the project, this cost estimate will be refined and in likelihood reduced to portray a more accurate cost of the project. 2. Background Since the early 1960's, San Luis Obispo has identified the Orcutt Road Grade Separation as a needed project. In 1979, the City certified a Final Environmental Impact Report (FEIR) that evaluated a specific project design and two alternatives. Since 1982, the project has been specifically included in successive adopted General Plan Circulation Elements. In 1995 the City established a Transportation Impact Fee (TIF) program. TIF revenues are slated to cover 20% of the project's implementation cost with the remainder to come from State or Federal grant sources. Grants funds are unsecured at this time but could include funding from future STIP cycles, Public Utility Commission (PUC) grants, or separate Federal grants. Given the projects significant cost, funding will likely come from a variety of local, state and federal sources. This PSR(PDS) has been approved by the City Council of San Luis Obispo at its September 19, 2000 meeting (see attached Resolution, Exhibit A) and has been reviewed by the San Luis Obispo Council of Governments (SLOCOG) —the designated Regional Transportation Planning Agency (RTPA). Prrai•ct titud} kicporltProjec; lh\•.aopmcm tiuppoa): C)rcmt Rc;id Gr:AL: Scparatiim 3 3. Need and Purposed Project Need. Orcutt Road is a designated Arterial street, a Route of Regional Significance, an FAU Route, and a primary emergency access route. Current traffic volumes exceed 13,700 vehicles per day (1997 counts) and are forecasted to increase to 16,500 with buildout of the land uses anticipated in the City's General Plan. This corresponds to a 20% increase in traffic volumes over current day conditions. ir`X 0. r �.,A r r.�.., f.V�y��l' ` • tel_ -' 1• !1\i'� r 'W Lill Project Location State � � •1 �� Route 227 Union Pacific �• ( r'{-`_ Railroad State Route 101 L — SLO County — — Airport Figure 1—Project Vicinity Map City Or san tins OBISPO Project Study Report(Project Development Support): Orcutt Read Grade Separation 4 This estimated increase does not include changes due to the completion of the South Street extension to Bishop Street. If the South/Bishop Street connection that is contained in the General Plan is made beneath the UPRR railroad, the estimated volume along Orcutt Road might change. This issue has been identified as needing finther analysis as part of the traffic impact assessment of the project PA/ED process. There are four AMTRAK passenger trains (north and southbound Coast Starlight and north and southbound Pacific Surfliner) and an average of 3 freight trains that cross Orcutt Road during a 24-hour period. Within three years, passenger rail service is expected to increase to include north and southbound trains connecting the Los Angeles and San Francisco metropolitan areas. SLOCOG has committed itself to improving the coastal route as an AMTRAK passenger train corridor between the San Francisco area and metropolitan Los Angeles. As part of .that commitment, many at grade crossings will have to be improved or removed by grade separation to improve the travel time and speed of train traffic in urban areas. The Orcutt Grade separation project is part of this overall program and is probably the first of many projects that will need to be considered for STIP funding to implement. With increase in both rail and vehicular traffic, delay at the current at grade crossing will increase along with potential for collisions, traffic congestion and constrained emergency access. Congestion currently occurs on the approach segments of Orcutt Road to the railroad, both east and west of the tracks. Figure 2—Existing Transportation Deficiencies >o- , r.• Congestion at ✓ local street ftr intersections cr when trains 1. block tracks h.. "µ s Congestion at Extreme delay at Laurel Lane railroad can back occurs when traffic up to near *�. trains block Broad Street(SR crossing with 227)and threateny� access to Bullock operation of ��} Lane blocked intersection. -Small creek 1h;a hisects the •��aarea ai the north end ofBollock Ume ii ill he impacted .. ■ The close proximity of Laurel and Duncan Lanes to the Union Pacific Railroad and the location of existing buildings limits design options and increases potential impacts on adjoining properties. Project Study Report(Projecl Dc elopmem Support): Orcutt Read Gracie Separation 5 ■ East of the railroad, Laurel Lane (a four-lane arterial road) intersects Orcutt Road less than 75 meters from the tracks. When trains block the crossing, traffic backs up and congests the Laurel-Orcutt intersection. Congestion can occur quickly during daylight hours since Orcutt Road is one of only two access routes to residential neighborhoods east of the railroad. ■ West of the railroad,two local streets (McMillian and Duncan) intersect Orcutt Road. Traffic on these streets can become trapped when trains are stopped at the crossing or moving slowly across it; and in extreme cases, traffic occasionally can back up westward toward State Route 227 and threaten the operation of the SR 227-Orcutt Road intersection. ■ Orcutt Road is one of only two primary emergency access routes serving residential areas east of the railroad. Trains blocking the crossing can inhibit emergency access in both east and west directions. Two of San Luis Obispo's three hospitals and its largest convalescent care facility are located east of the railroad in the Johnson Avenue area. ■ San Luis Obispo Transit (SLO Transit) buses use Orcutt Road and service .is delayed when trains block the crossing during transit operating hours. Construction of the grade separation will improve traffic operations along Orcutt Road and the UPRR mainline facility. Emergency access will be improved and safety conflict points at the railroad and Bullock Lane will be removed. The project will improve transit access and safety (rail-vehicle collision) concerns and will connect the City's Railroad Recreational Bike trail south of Orcutt Road. Project Constraints. Potential constraints may include: ■ Construction of an overpass will likely require that the small creek be placed in a culvert at the north end of Bullock Lane, which will require Federal approval if federal funds are used to build the project. ■ Access to existing development east of Laurel Lane might be impacted if the elevation of Orcutt Road is raised to achieve a 45 MPH design speed. A lower design speed might be needed to avoid these impacts and maintain existing levels of access. ■ Inability to secure construction funding could delay ultimate delivery of the project. However, the City intends to aggressively pursue outside funding sources at the Federal and State level as well as consider revising local funding assumptions in order to fully fund the project. Relationship to Area Land Development. As shown in Figure 2, the southern side of Orcutt Road from Broad Street to the railroad is largely undeveloped. However, applications for development for these properties have been submitted to the San Luis Obispo Community Development Department and are in various states of approval. The City has actively required dedication or has acquired ROW for the grade separation as part of project approval for these developments. This grade separation project lies within the City's southeastern quadrant, that (along with the southern "Airport Area") is projected to accommodate most of San Luis Obispo's future growth. Protect Stud} Report(Project Development Support): Orcutt Road Grade Separation 6 4 As growth in the southern part of town occurs, demand for free-flowing east-west arterial routes will increase. Construction of a grade separation on Orcutt Road will help address this current and long-term need. Controversial Elements. Controversial issues could include the following: • Visual impact of building an overpass at a height of approximately 9 meters above current grade including the visual effect of associated slope banks, bridge structures, or vertical retaining walls. ■ Unavoidable property impacts. 4. Project Alternatives and Order of Magnitude Costs The project will construct a minimum of four through travel lanes along Orcutt Road and a center turn lane and median. Bullock Lane will be relocated or terminated at Orcutt Road to increase safety and improve congestion. The Railroad Recreational Bike facility will be extended south of Orcutt Road via grade separation to provide adequate alternative transportation through the project area. The project will signalize two intersections - Orcutt Road at Duncan and at Laurel Lane. These new signals will be coordinated using the City's traffic signal coordination system and will be serviced using vehicle video detection and surveillance systems. The project will be designed to City of San Luis Obispo standards, and the State of California, "Local Assistance Procedures Manual — Design Standard", "Traffic Manual", "Highway Design Manual", and "Bridge Design Manual Project Design- Alternative 1. In May 2000, the City hired Mark Thomas & Company to prepare preliminary conceptual drawings of two alternatives for the Orcutt Grade separation project. One alternative, (the project, see attached Exhibit B) consists of a roadway overpass to the Union Pacific Railroad. The project includes widening of Orcutt Road to its ultimate width, which will include four through lane, a center turn lane and median island. The intersections of Orcutt Road at Laurel Lane and Duncan will be signalized and coordinated using the City's Bitrans signal system. In order to avoid structures on the north side of Orcutt Road, the road alignment would be offset to the south onto adjoining vacant land. Slope banks in combination with vertical retaining walls would be used to raise the roadway above the railroad to provide the required 7-meter (23 feet) clearance. Bullock Lane would be realigned to connect to a new four-way intersection at Laurel Lane or would be turned into a cul-de-sac to improve operations and safety. The south end of Duncan Lane would provide a four-way intersection with Sacramento Drive, which will be extended from the south. The maximum grade of the overpass approaches would approximate 6.0%. This design maintains a design speed of 65 kph(40 MPH) which is identified in the City's General Plan as the design speed of arterial roadways. This alternative minimizes the impact on adjoining land uses by utilizing vacant land but requires the reconstruction and elevation of Orcutt Road east of Laurel Lane which will require access restrictions to adjacent parcels. All alternatives require at a minimum the removal of two single family dwellings, an automobile repair business and the culverting or significant realignment of a small creek that crosses Orcutt Project Study Repon(Projec.i Do.-clopnrcni Support): Orcutt load (iradc �cPar.uiun 7 Road and Bullock Lane. The culverting of this creek could be avoided if Bullock Lane Road is terminated south of Orcutt Road. Due to the close proximity of the adjacent intersections of Laurel Lane and Duncan Lane and the constraints in topography, the total cost of the project and the roadway grades of the project will be higher than similar projects for railroad grade separation (this is a factor of both the overpass and underpass alternatives). Refinement of the project cost and the final design will be necessary during the PR/ED component of the project. The City's Railroad Recreational Trail (RRT) would be extended through the slope banks and under Orcutt Road to connect with Bullock Lane paralleling the east side of the railroad. This trail extension will be accomplished through the use of a broad culvert-type structure or by constructing an open bridge structure over the railroad. Alternative 2: Underpass Design (see attached Exhibit C): This alternative would extend Orcutt Road directly eastward under the railroad with a minimum clearance to the bottom cord of the overhead structure being 5.0 meters (16 feet). The approximate grades of the underpass approaches would be 8-10%. The proposed bridge structure for the railroad would include a separated deck that would accommodate the southern extension of the Railroad Recreational Trail (RRT) along the east side of the railroad connecting to Bullock Lane. It is anticipated that for this alternative, Bullock Lane would need to be converted into a cul-de-sac south of Orcutt Road. Under this scenario, a secondary access point for the neighborhood southeast of the project area would need to be included in the grade separation project. Sidewalks on Orcutt Road would be elevated above the roadway so that maximum grades allowed by ADA and the State building code can be achieved (8.33%). Alternative 2 would have similar property impacts as those associated with Alternative 1. In addition, this alternative would require the construction of a."shoo fly" (detour route) for the rail line while the underpass structure is being completed. Locating a shoo fly on the east side of the railroad could utilize railroad right-of-way adjoining the tracks but could impact use of Bullock Lane and access to adjoining dwellings. On the north side of Orcutt Road, a shoo fly would likely require the relocation of the southern segment of the Railroad Recreational Trail (RRT) during construction. Project Design- Alternative 3 (Exhibit D): Alternative No. 3 for project design is similar to Alt. #1 in that it constructs an overpass for the grade separation. The primary distinction between these alternatives is that of design speed. Alt. #1 maintains a design speed of 70 kph, Alt. #3 reduces the design speed to 50 kph (30 MPH) which is substantially below design speed objectives established in the City's Circulation Element. The project proposes a grade of 7% for both approaches and limits the impact to adjacent properties. This alternative is the least costly of the three alternatives. Order of magnitude cost estimates for the three alternatives described are presented below: project Study Repon(proicct Chvelopntcnt tinppnn): Orcutt Road Gride 5cpanration 8 Alternative Right-of-Way Cost Construction Cost Total 1: Offset Overpass (70 kph)t'1 $2,356,000 $10,387,000 $12,743,000 2: Underpass $1,746,000 $11,530,000 $13,276,000 3: Offset Overpass $1,416,000 $8,323,000 $9,739,000 (40 kph) Notes: (1)Assumes the use of slope banks combined with vertical retaining walls on both sides of railroad and a culvert- like structure to accommodate the extension of the RRT through the overpass. (2) Includes the cost of constructing a temporary "shoo fly" along the railroad. Assumes that vertical walls are used along the north side of Orcutt Road and walls and slope banks used along the south side of the road. 5. Analysis of Proposal A parallel but separate project involves widening Orcutt Road to a consistent four-lanes configuration. The City Council-approved cross section for this wider street is attached as Exhibit J and includes four travel lanes, turn lanes at cross street intersections, landscaped medians, Class II bicycle lanes and "separated" sidewalks with landscaped parkways. This widened street segment will extend from Broad Street (SR 227) on the west to the new Laurel Lane-Bullock Lane intersection on the east and be accomplished by widening along the south side of Orcutt Road. With future development, Orcutt Road will be widened to four lanes from Laurel Lane eastward to its intersection with Johnson Avenue. As a four-lane street, Orcutt Road will provide sufficient capacity to accommodate forecasted traffic volumes at levels of service (LOS)of "C" or better. The grade separation project will be designed to accommodate a four-lane street section with bicycle lanes and sidewalks along both sides of Orcutt Road. By eliminating the delay at the railroad, a grade separation will achieve its purpose of fostering access to neighborhoods east of the railroad for motorists, emergency service providers, bicyclists, pedestrians and transit . patrons. Given the generous capacity of the proposed grade separation and adjoining street segments, only limited additional traffic operational analysis will be necessary. The focus of this analysis will be on the Laurel-Orcutt-Bullock intersection to evaluate the design of turn lanes and the need for a traffic signal. To a lesser extent, the Duncan-Sacramento-Orcutt intersection will also be analyzed in a similar manner. Additional Analysis: For Alternatives 1 and 3 (Overpass), additional design analysis will be needed to integrate the planned extension of the Railroad Recreational Trail (RRT) into the grade separation's design. How this integration is accomplished could affect project costs (see notation in preceding table) but should not introduce new significant environmental impacts to the project. For all three alternatives additional focused analysis will be conducted as part of the advance project development stage to refine the conceptual construction cost estimates and ROW needs. Pngjcci Stud-, Reno,(Vr(Jcct Dccclnpnicnt Support): Orcutt Iliad (;rude Scraratikm 9 For Alternative 2 (Underpass), significant additional planning will be needed to establish the design of any shoo fly used during the project's construction. Also, the use of vertical walls (which are typically more costly) vs. shorter walls with slope banks will need to be evaluated. However, it is not anticipated that either design option would require additional right-of-way beyond the scope of that already controlled by the City or needed to accommodate Alternative A. 6. Systems Planning (Consistency of Project With Transportation Plans) The construction of the Orcutt Road Grande Separation will not affect systems planning associated with the State Highway system. This project is specifically identified in the City of San Luis Obispo's Circulation Element adopted November 29, 1994. This grade separation is along a route classified by the San Luis Obispo Council of Governments (the RTPA) as a "Route of Regional Significance." Constructing this grade separation will enhance this route's function as a regional facility as well as a City "arterial" street. Further,the San Luis Obispo Council of Governments and the State have adopted a strategic plan for the improvement of the UPRR coast line as a major future multimodal corridor that will supply higher frequency trips between the San Francisco Bay area and metropolitan Los Angeles. As part of that strategic plan both mainline and intersecting streets will need to be upgraded and/or grade separated in order to allow for train speeds to increase. Relationship to Other Activities: As previously noted, the grade separation project issues identified as part of the advance development work will be integrated with the City's project to widen Orcutt Road to four lanes. This street widening will occur prior to or as part of the development of adjacent vacant land on the south side of Orcutt Road and prior to the construction of the grade separation. If the issues of alignment and project detail can be refined the City can incorporated these issues into the widening project thereby reducing the loss of limited construction dollars. Anticipating that the Orcutt Road Grade Separation will take several years to accomplish, the City plans to go forward with widening the current "at grade" crossing of the railroad. The City plans to use "Advanced Development" STIP funding to resolve design details and prepare complete environmental documents for the grade separation in anticipation of applying for STIP funds during future funding cycles to assist with production of PS&E and project construction. 7. Environmental Documentation Since the early 1960's, San Luis Obispo has identified the Orcutt Road Grade Separation as a needed project. In 1979, the City certified a Final Environmental Impact Report (FEIR) that evaluated a specific project design and two alternatives. Since 1982, the project has been specifically included in successive adopted General Plan Circulation Elements. Section 21080.13 of the California Environmental Quality Act (CEQA) specifically exempts railroad grade separation crossing projects from environmental assessment. However, because of the complexity and high profile nature of this project, the City intends to proceed with the initial Project Study Rcpomilroject Development Suppoi2): Orcutt Road Grade Separation 10 environmental determination process consistent with CEQA. In preparing an expanded initial study for this project, the City will undertake a series of focused studies to identify impacts on environmental resources. The intent of these studies is to more clearly establish whether thresholds are being exceeded and whether mitigation measures can be incorporated into the design of the project that can avoid, or reduce to insignificant levels, the project's impacts on environmental resources. While the scooping of these focused studies have not been completed at this time, key environmental concerns that will be addressed include traffic noise, hazardous subterranean materials in areas adjoining the railroad,visual impacts,and biological impacts to a small creek within the southern section of the project area. It is the City's intent to qualify this project for federal funding, which will necessitate compliance with the National Environmental Policy Act(NEPA). It is therefore the City's intent to incorporate into the environmental documents all studies and environmental investigations needed to comply with NEPA and with other Federal Statutes that relate. to environmental resources. For compliance with both CEQA and NEPA the issuance of a Negative Declaration (with mitigation) and a Finding of No Significant Effect (FONSE) is anticipated. However, this conclusion may change depending on the outcome of the focused studies described above. Potential areas for further study that will need investigation during the PANED analysis: Visual Resources Cultural Resources Noise Biological Resources Floodplain Issues Water Quality Socio-Economic Issues Intersection Traffic Operations Utilities& Service Systems 8. Right-of-Way General Location of Existing Class I Bike Path �J D ' 1 Co L 5 SFD' p.' =Existing StreetlRail ROW - =Owned by City =To be acquired(2 single family dwellings+ commercial property) The map above identifies right-of-way and adjoining parcels currently controlled by the City and those needed to construct Alternative 3. Alternative 2 would have similar property acquisition Project Srudy Reportt Project Development Support): Orcutt Road Grade Separation 11 needs. Alternative #1 would require additional investigation to determine the magnitude of impact to existing properties east of Laurel Lane and the need to restrict or relocate access points. 9. Funding & Scheduling The following funding profile and schedule is contingent upon STIP funding being made available as part of the 2000 STIP process. Item Product - Earliest Cost Funding Source Completion Date 1 Submit Project 04-30-02 $400,000 STIP Advance Development Report Funds 2 PA/ED 10-1-02 $450,000 STIP Advance Development Funds 3 PS&E 9-30-02 $250,000 City Transportation Impact Fee(TIF)Revenue,other 4 Right-of-Way 10-02 to 4-03 $1,365,000 Local Funds&Unsecured State/Federal Grants 5 Construction 9-30-04 $10 - $14.5 Local Funds&Unsecured million State/Federal Grants Note: Items 1 & 2 are for the current STIP application for advance development work for the Orcutt Grade Separation Project. 10. Recommendation It is the recommendation of this PSR(PDS) that Alternatives 1 through 3 be further refined and evaluated as part of the Project Report (PR). Upon completion of the PR, the City will proceed with completion of the requisite environmental documents and PANED. 11. Contact People Since this project is off the State highway system, the appropriate contact people include the following: City of San Luis Obispo Tim Bochum Telephone (805) 781-7203 Deputy Public Works Director Fax (805) 781-7198 Project Manager(PM) e-mail tbochumOslocity.org City of San Luis Obispo Terry Sanville Telephone (805) 781-7178 Principal Transportation Fax 805) 781-7198 Planner e-mail tsanville(a,slocitv.org PrtJcet Study Report(.Project Dcv-21optnent Suppon): Orcutr Road Grade Separation 12 City of San Luis Obispo Wayne Peterson Telephone (805) 781-7207 City Engineer Fax 805) 781-7198 Project Engineer e-mail wpetersongslocity.org San Luis Obispo Council of Ronald DeCarli Telephone (805) 781-4219 Governments Executive Director Fax (805) 781-5703 e-mail slocog@slonet.org 12. ATTACHMENTS Exhibit A: City Council Resolution Approving this PSR(PDS) Exhibit B: Schematic Design of Offset Overpass Alternative (70 KPH) Exhibit C: Schematic Design of Underpass Alterative Exhibit D: Schematic Design of Offset Overpass Alternative (40 KPH) Exhibit E: Cost Scoping Checklist Exhibit F: Design Scoping Checklist Exhibit G: Environmental Study Checklist Exhibit H: Traffic Operations Scoping Checklist Exhibit I: Right-of-Way Scoping Checklist Exhibit J: Approved Cross Section Design for Orcutt Road Pr<iject Study Rcport(Project I)cvelopmcnt .Suppon): Orcutt Road Grade Separation 13 I' '�+�V �J��h� i ` �" L ,+l 4—y h,� �� r�Y_F�I!1 �r.�y`y ��..��'V,�.1�`I'�M�•If' V y 4,'4113 t .t// �.5,�.as ` r !�.' 'v. "Z� B>:. ,Q 'Sw+'Esµ+, a•-'�7 �.a.._Y>kts lit �ir '' >•- "tip +�",`�p+' �,�d�� ,Tp � Srs A yt`F� 7 � S t�•'"��-. . I;f 414 11 7 w• z .a ..j ,� ��y�(' NRS r.� 40 �. NIUE h ity ` t�� +rh: .. ..;: - 4~'{fxNtC _li•+ .liw.y �.�l..ss-- '4 ,t..- 7 .nL� �✓ids "h 14 vw IT lip 117 xx i ' l �.yy1' 4r.. � '" i, ��i�i � • t'"R`e l Y' yam. n t�a.NS 1`� = ,i '�io• '^��i 5 � t �•�s �l' � �'�35,P,+L'rr.� }r. _ 1 3 T 0 r - . �-- RESOLUTIONNO. (2000 Series) Exhibit A A RESOLUTION OF THE COUNCIL OF THE CITY OF SAN LUIS OBISPO APPROVING A PROJECT STUDY REPORT(PROJECT DEVELOPMENT SUPPORT) FOR THE ORCUTT ROAD GRADE SEPARATION. WHEREAS,the City of San Luis Obispo's General Plan Circulation Element calls for the construction of a grade separation on Orcutt Road at the Union Pacific Railroad;and WHEREAS,the City has determined that this project is needed to provide for the safety and security of the traveling public;and WHEREAS, the City has retained qualified Consultants that have prepared alternative designs and cost estimates for both overpass and underpass grade separations on Orcutt Road at the Union Pacific Railroad;and WHEREAS,the City has prepared a Project Study Report (Project Development Support), in full compliance with Caltrans guidelines, that incorporates the alternative design and cost estimates prepared by the Consultants;and . WHEREAS, the City Council has reviewed the draft PSR-PDS and has found that the design alternatives presented by the PSR-PDS represent a reasonable range of designs for a grade separation at this location,and that the information presented is accurate and complete. NOW, THEREFORE, BE IT RESOLVED by the Council of the City of San Luis Obispo as follows: SECTION 1. The Project Study Report (Project Development Support) prepared for he Orcutt Road Grade Separation, attached as Exhibit A and incorporated herein by reference, is hereby approved. Upon motion of ,seconded by and on the following roll call vote: AYES: NOES: ABSENT: the foregoing resolution was adopted this day of ,2000. Mayor Allen K. Settle ATTEST: APPROVED TO FORM: Lee Price,City Clerk Jeffrey G. Jorgensen,City Attorney u 4 O u N r • ... .. .._ ... g ^ ' 00 B N s CL W (� - - LL > aIL < Z M Q a - - to W PA 8P - w w • a s w • , 8 :'91+501 •11019 • • ft .. . . ._ ..... �, .. _ .. ... - .. .. .. < 3 i Y • 8 1\-----..._.._ ,d, ...... I 6 E I • , ee•re+Ml SNe I 8 I .! .. ..... .. _ _.._.._ .. .. ...-.._._.... ...-....A .... _. .. tly e I. .., .. I co•oc 3DA3 +Do � f i 1 " $ i 99'99 :3DAB. T010+001 -SCIAO _ a I, O 4 1 _ __ 15 •3 . I I N b j 0 00 N o x> W v U I { Q �g 4 O - O ti W U Q H Y� .Ll'ml 1p�l c �•li'•l 1pp `', 8 ml'r.l :LIY r � • -s 5 U•0 13 1 py 'l.pl low u 1'JJ1. r •.l.rr l� 9 • � T • m 1=3 r` Yia W 6 � t[l nv I _ o• lotLLS 1 S yUj ope Y N 4 $ � W e q _ $ � 4siE466 � Ei °� �09 coe I rtqa4 � 1 � � 3 $ � � i d, '�96aCC � ziCA �i3 —@-�= <-s3 • Uh 1b., all a2 je �� gya99aa MEN 0 immommom MEMIMIN mommmm ME EMOMME OMEN ME NOMMEM MEMOMMEMMEM ME ��-vimommommmomon mom�moomm MENOMONEE= ME loommilmommmm I F MEN No I !OMEN ME No on I ME I M MEMO No lit m2m AR, ME V NEI immommoms womm MENNEN EEIMMMIMENM MEMO moommm�� > � �iia�u�i■i EmoMLv;. mmmmmli�omm MEMOMML�nomommmom IIIIIII ME MEM&MOMEM No MERAMEEMOM ;� MME MENEM SEE 00MMiummms 0 MEMO MOMMOMMEMENNEEM NONE mommommommommom MENEM IMEM�698�9998 �.� 0=0=0=NEEEWANEEM NOMME EXHIBIT C c Environmental Scoping Checklist Project Information District 05 County SLO Route Kilometer Post(Post Mile) EA Description: The City of San Luis Obispo plans to construct a grade separation of Orcutt Road at the Union Pacific Railroad. Currently, motorists, emergency service vehicles City buses bicyclists and pedestrians cross the railroad on Orcutt Road "at grade" and are delayed when freight or passenger trains block this crossing- The moiect is located entirely on City Jurisdictional streets. Project Manager Timothy Scott Bochum,PE Phone#(805)781-7203 Project Engineer Wayne Peterson,PE Phone#(805)781-7207 Environmental Functional Manager Tem Sanville Phone#(805)781-7]78 Environmental Scoping Instructions Describe in the following sections the potential inventory of environmental resources and identify any project environmental issues. Are there potential adverse impacts that would affect the viability of alternatives? Describe the type of environmental document to be prepared for CEQA review and identify who should be the lead agency. When a Negative Declaration is the type of environmental determination anticipated,it should be qualified with "...because significant impacts to resources can be mitigated to non- significance with cost-effective measures. More detailed studies may change this conclusion." The environmental issues should be discussed in sufficient detail to determine if extensive studies or lengthy processes that affect schedules are involved. Describe the type of environmental document for compliance with NEPA when involved. If the highway work is to be part of a larger overall local agency development EM what steps are needed for any required FHWA approvals? An identification of the permits that may have significant impact on the proposal is necessary. Any proposed mitigation that requires R/W cost or time to develop or negotiate must be identified. The Project Study Report(Environmental Only)must also discuss whether the proposal complies with the requirements of the 1990 Federal Clean Air Act. Anticipated Environmental Approval CEOA NEPA ❑ Categorical/Statutory Exemption ❑ Categorical Exclusion ./ Negative Declaration Finding of No Significant Impact ❑ Environmental Impact Report ❑ Environmental Impact Statement Why Section 21080.13 of the California Environmental Ouality Act(CEOA)specifically exempts railroad grade separation crossing proiects from environmental assessment However, because of the complexity and high profile nature of this proiect the City intends to proceed with the initial environmental determination process consistent with CEOA. In preparing an expanded initial study for this project the City will Environmental Scoping Checklist Page 2 of 7 undertake a series of focused studies to identify impacts on environmental resources The intent of these studies is to more clearly establish whether thresholds are being exceeded and whether mitigation measures can he incorporated into the design of the project that can avoid or reduce to insignificant levels the VMiect's impacts on environmental resources. While the scooping of these focused studies have not been completed at this time, key environmental concerns that will be addressed include traffic noise hazardous subterranean materials in areas adjoining the railroad, visual impacts and biological impacts to a small creek within the southern section of the project area. It is the City's intent to qualify this project for federal funding which will necessitate compliance with the National Environmental Policy Act (NEPA). It is therefore the City's intent to incorporate into the environmental documents all studies and environmental investigations needed to comply with NEPA and with other Federal Statutes that relate to environmental resources. For compliance with both CEOA and NEPA the issuance of a Negative Declaration(with mitigation)and a Finding of No Sienificanr Effect(FONSE)is anticipated However,this conclusion may change depending on the outcome of the focused studies described above. Project Screening Attach the project location map to this checklist to show location of all known and/or potential hazardous waste,cultural (not archaeological) and biological sites identified. (Include any work with drainage and/or waterways). 1. Project Features: New R/W? Yes Excavation? Yes Railroad Involvement? Yes Structure demolition/modification? Yes_ Subsurface utility relocation? Yes 2. Project Setting Within the City of San Luis Obispo Rural or Urban Urban(City of San Luis Obispo) Current land uses Mixed use,residential.commercial Adjacent land uses Mixed use,residential.commercial (industrial, light industry,commercial,agricultural,residential,etc.) Existing landscaping/planting: Vacant disturbed field areas (formerly ranch property) approved for light industrial development (Tract 2134) form the southwestern quadrant of the project area A segment of Orcutt Creek extends from Orcutt Road southwest to intersect Bullock Lane. This 115 meter reach of creek has visible riparian features and extends between adjoining urban development Depending on the final configuration of the project and the location of its slope banks (for overpass options) and the realignment or termination of Bullock lane. this creek could be impacted. As previously mentioned specific studies will be undertaken once the project description has been finalized Cultural Resources Screening 1. Check federal, State, and local environmental records and databases as necessary, to see if any known cultural resources site is in or near the project area. If a known site is identified, show its location on the attached map and attach additional sheets, as needed, to provide pertinent information for the proposed project. (Do NOT show location of archaeological sites on the map.) 2. Conduct Field Inspection. Date_NA , Environmental Scoping Checklist Page 3 of 7 3. Other comments and/or observations: The City of San Luis Obispo maintains a listine of historically significant structures within its corporate limits, some of which may meet criteria for potential inclusion on the National Register of Historic Places. Current listing have been reviewed as well has historic maps Sanbourn Insurance Mans)and no significant currently-listed historic structure exist within the project area As previously mentioned, the project will involve disturbance of subsurface materials adjoining the Union Pacific Railroad, Orcutt Creek and Orcutt Road. As part of the environmental documentation the City will review all past Archaeological Site Surveys prepared in the area (one record is available for Orcutt Road itself), environmental documents prepared for previous overpass designs at this location and street widening work, will order a record search of site surveys available from the University of California at Santa Barbara, and will prepare Phase I and II Archaeological studies as needed, to supplement existing data for subsurface areas disturbed by the project Any archaeological research and field work will comply with the Archaeological Resource Preservation Guidelines (October 1995) that have been adopted by the Citv of San Luis Obispo and with Federal and State statutes. Hazardous Waste Screening Is the project on the HW Study Minimal-Risk Projects List(HW 1)? No I. Check federal,State,and local environmental and health regulatory agency records as necessary,to see if any known hazardous waste site is in or near the project area. If a known site is identified,show its location on the attached map and attach additional sheets, as needed, to provide pertinent information for the proposed project. 2. Conduct Field Inspection. Date NA Use the attached map to locate potential or known HW sites. (See comments on following page) STORAGE STRUCTURES/PIPELINES: Underground tanks Surface tanks Sumps Ponds Drums Basins Transformers Landfill Other CONTAMINATION: (spills,leaks,illegal dumping,etc.) Surface staining Oil sheen Odors Vegetation damage Aerial lead Other HAZARDOUS MATERIALS:(asbestos, lead,etc.) Structures Spray-on fireproofing Pipe wrap/Asbestos Cement Pipe Friable the Yellow thermoplastic paint Serpentine Lead paint Other Environmental Scoping Checklist Page 4of7 3. Additional record search,as necessary,of subsequent land uses that could have resulted in a hazardous waste site. Use the attached map to show the location of potential hazardous waste sites. See following paragraphs. 4. Other comments and/or observations: Areas of potential subsurface excavation for this project are in close proximity to the Union Pacific Railroad, which has been in place for mon: than 100 years. Hazardous materials investigations of similarly-situated sites approximately one mile north of this location have identified hydrocarbon contamination associated with long-term rail operations and the presence of soluble lead at varying levels and locations. This particular site is at the southern edge of the City's historic rail yard more remote from areas of more significant rail activity and soil contamination. Notwithstanding, its location, the City will undertake a complete Phase I(records search) and Phase II Hazardous Materials Surveys for areas where excavation associated with this project is anticipated Based on the results of this analysis, a Corrective Action Plan will be prepared as needed and implemented in compliance with State and Federal regulations. The City of San Luis Obisno's Fire Department will be the lead agency for compliance insurance along with the California Regional Water Ouality Control Board(Central Coast Region). Determination: Does the project have potential hazardous waste involvement? Yes If there is known or potential hazardous waste involvement,is additional ISA work needed before task orders can be prepared for the Preliminary Site Investigation? Yes If"YES",then give an estimate of additional time require: All Phase I hazardous materials research will be completed and incorporated by reference into the proiect's environmental documents, along with all Phase II analvsis and corrective action planning where excavation areas are located across vacant ground Where project excavation work involves land under existing structures (e.g. the Continental Motor Works property or the Bullock House) any Phase II investigations will be integrated into the demolition of these structures and corrective action taken as needed, in compliance with State and Federal requirements Pre-project survey work should be completed within 60 days. Biolosical Resources Screening 1. Check federal, State, and local environmental records as necessary, to see if any known sensitive biological habitat or wetlands site is in or near the project area. If a known site is identified, show its location on the attached map and attach additional sheets, as needed, to provide pertinent information for the proposed project. 2. Conduct Field Inspection. Date _NA Use the attached map to locate potential or known endangered species,natural resource or wetland sites. 3. Other comments and/or observations: Orcutt Creek extends from Orcutt Road southwest to intersect Bullock Lane. This 115 meter reach of creek has visible riparian features and extends between urban development Depending on the final configuration of the project and the location of its slope banks (for overpass options) and the realignment or termination of Bullock lane, this creek could be impacted Specific studies will be undertaken to identify biological resources associated with this creek reach. The results of the survey work will be incorporated into the project's environmental documents and the project's impacts on these resources evaluated. Special attention will be paid to effects on rare, endangered, or threatened species included on lists maintained by the City. Federal and State agencies charged with biological Environmental Scoping Checklist Page 5 of 7 resource preservation. The description of impacts and specific mitigation measures will be incorporated into the vroiect's environmental documents Depending on the project's configuration mitigation strategies might involve avoidance, partial replacement within the project area, or off-site compensation and enhancement. Environmental Technical Reports or Studies Required or Anticipated Study/ Document Not Report Text Only Anticipated Community Impact Study ❑ J ❑ Farmland ❑ ❑ I/ Visual Resources J ❑ ❑ Water Quality ❑ ❑ J Floodplain Evaluation ❑ ❑ It Noise Study J ❑ ❑ Air Quality Study ❑ ❑ �/ Other ❑ ❑ ❑ Cultural ASR J ❑ ❑ HSR ❑ ❑ ❑ HASR J ❑ ❑ HPSR ❑ ❑ ❑ Section 106/SHPO ❑ ❑ �/ Section 4(f)Evaluation ❑ ❑ ❑ Other ❑ ❑ ❑ Environmental Scoping Checklist Page 6 of 7 Study/ Document Not Report Text Only Anticipated Hazardous Waste ISA (Additional) ✓ 0 ❑ PSI ❑ ❑ ❑ Other No.Of Biological Endangered Species (Federal) �/ ❑ ❑ Endangered Species (State) ❑ ❑ Biological Opinion/USFWS ❑ ❑ Wetlands ❑ ❑ ❑ 401 Permit Coordination ❑ ❑ ❑ 404 Permit Coordination ❑ ❑ ❑ 1601 Permit Coordination ❑ ❑ ❑ NPDES Coordination ❑ ❑ ❑ Natural Environment Study ❑ ❑ ❑ Biological Assessment �/ ❑ ❑ NEPA 404 Coordination ❑ ❑ ❑ Other ❑ ❑ ❑ Anticipated Project Mitigation Discuss any known likely mitigation requirements and coordination based on similar projects and experience with resource agencies within the project vicinity: Based on the above discussion, mitigation measures for the four impact areas above are briefly presented below. Specific mitigation, however, will be an important focus of the required or anticipated studies identified above. Therefore,the following are highly speculative at best,at this time. Impact Topic Mitigation Measures Costs Hazardous Excavation and removal of materials Phase I and II Studies: $25,000 Materials that exceed State and Federal Agency Site Cleanup: unknown;will depend on thresholds for contamination. quantities,class of materials,and disposal requirements. Traffic Noise Double glazing or replacement of Noise Impact Study: $15,000. windows; replacement of doors and/or Building Assessments: $15,000 seals for older dwellings south of Mitigation Costs:could approach$2,000 to project site to achieve interior noise $5,000 per dwelling effected by excessive standards. (1) noise levels. Environmental Scoping Checklist Page 7 of 7 Impact Topic Mitigation Measures Costs Biological Avoidance strategies will require local Resource Survey, Impact Analysis & Resources street circulation planning; on-site Mitigation Plan: $20,000. mitigation may include enhancement of Mitigation Measures: may range from $0 habitat for non-impacted sections of dollars for a total avoidance option to an creek segment; off-site mitigation unknown amount which will depend on would involve creation of riparian area strategy found acceptable to State and outside of project site. Federal resource agencies. Cultural Retention of significant materials in- Phase I Resource Survey: $5,000 Resources situ, (using various methods such as Phase II Subsurface Evaluation:$25,000 avoidance or capping) or excavation Excavation and Curation: Unknown and and curation when avoidance strategies will depend on the significance of any cannot be pursued. materials found, their location and quantity, the ability to preserve in-situ, and the cost of excavation and curation. (1) Raising the elevation of Orcutt Road from its current level could change noise exposure levels for nearby sensitive receptors — primarily dwellings. There are approximately 57 apartments fronting Bullock Lane south of Orcutt Road that were built in the mid-1970's and may need to be evaluated for their ability to achieve interior noise standards. The mobile home park east of Bullock Lane and fronting Orcutt Road may also warrant evaluation. Estimate of Project Mitigation Costs Are: $ See discussion above Hazardous Waste Scoping by Date Biological Scoping by Date Cultural Scoping by Date EXHIBIT H ea� Traffic Forecasting, Analysis and Operations Scoping Checklist Proiect Information District 05 County SLO Route Kilometer Post(Post Mile) EA Description: The City of San Luis Obispo plans to construct a grade separation of Orcutt Road at the Union Pacific Railroad. Currently motorists, emergency service vehicles City buses bicyclists and pedestrians cross the railroad on Orcutt Road "atgrade" and are delayed when frei ht or-i2assenger trains block this crossing.The nroiect is located entirely on City iurisdictional streets Project Manager Timothy Scott Bochum PE Phone#(805)781-7203 Project Engineer_Wayne Peterson.PE Phone#(805)781-7207 Traffic Forecasting Functional Manager_ Timothy Scott Bochum PE Phone#(805)781-7203 Traffic Operations Functional Manager Timoth Scott Bochum PE Phone#(805)781-7203 Traffic Forecasting, Traffic Analysis Scoring Describe and identify in the following sections a general description of the existing traffic and forecasted traffic (using existing data). Analyze traffic data and determine what traffic operational deficiencies are anticipated. Identify any additional studies needed to accurately forecast and fully analyze the traffic operations as part of the preparation of the environmental document. Traffic Operations Scoping Based on the traffic analysis, describe and identify in the following sections a general description of the traffic operational improvements required (auxiliary lanes, signalized intersections, etc.). The traffic operation improvements should be discussed in sufficient detail to identify the project's major geometric features and operations issues. Also discuss in detail traffic management system improvements (ramp metering, CMS, HOV lanes, etc.) to be incorporated. Discuss any components of the traffic management system that may be controversial during development of the environmental document. Traffic Scoping Checklist Page 2 of 6 Project Screening 1. Project Features: New R/W? Yes Excavation? Yes New Signilazation? Yes CMS work outside project limits? No 2. Project Setting Highways & Major Regional Proiect — Off State System within the City of San Luis Obispo. Rural or Urban Urban (City of San Luis Obispo) Current land uses Mixed use, residential, commercial Adjacent land uses Mixed use, residential, commercial (industrial, light industry, commercial, agricultural, residential, etc.) Existing Traffic Data Deficiencies Orcutt Road is a designated Arterial street, a Route of Regional Significance, an FA Route, and a primary emergency access route. Current traffic volumes exceed 13,700 vehicles per day (1997 counts) and are forecasted to increase to 16,500 with buildout of the land uses anticipated in the City's General Plan. This corresponds to a 20% increase in traffic volumes over current day conditions. This estimated increase does not include changes due to the completion of the South Street extension to Bishop Street. If the South/Bishop Street connection that is contained in the General Plan is made beneath the UPRR railroad,the estimated volume along Orcutt Road might change. Figure T-1. Existing Traffic Deficiencies '#yam j Congestion at f, . t It street r intersections when trains block tracks 3 ' .,',h. . Y+ l . `�' ;x,.` h .: :r Congestion az f Laurel Lane Extreme delay at occurs when railroad can back trains block traffic up to near crossing with Broad Street(SR 227)and threaten access to Bullock 5 Lane blocked operation of 1 intersection. Traffic Scoping Checklist Page 3 of 6 This issue has been identified as needing further analysis as part of the traffic analysis of the Orcutt Grade Separation project. There are four AMTRAK passenger trains (north and southbound Coast Starlight and north and southbound San Diegan) and an average of 3 freight trains that cross Orcutt Road during a 24-hour period. Within three years, passenger rail service is expected to increase to include north and southbound trains connecting the Los Angeles and San Francisco metropolitan areas. With increase in both rail and vehicular traffic, delay at the current at grade crossing will increase along with potential for collisions, traffic congestion and constrained emergency access. Mainline highway deficiencies: Severe congestion at peak hours and when railroad actuation disturbs mainline traffic flow along Orcutt Road Grade crossing of the rail line has severe safety issues regarding crashes with automobiles pedestrians and bicyclists Ramp intersection deficiencies N/A Merge/diverge deficiencies N/A Street intersection deficiencies Laurel Lane and Orcutt Road often experience congestion at Weak hours and when railroad actuation disturbs mainline traffic flow along Orcutt Road. During peak hours when Orcutt Road is stopped for train crossings Orcutt Road sometimes queues to the intersection of Broad Street which is State Route 227 Weaving/merging(spacing) deficiencies N/A Traffic Study and Analysis Anticipated Traffic Modeling Assumptions ✓ Use Local Model ✓ Update New Model ❑ New Model ✓ Existing Traffic Counts ✓ New Traffic Counts ❑ Historical Growth ✓ GP Buildout 0 Pro-Rate GP Growth Traffic Scoping Checklist Page 4 of 6 ✓ Existing Year(1997) ./ Design Year(2020) ❑ Interim Year( ) Other The City's traffic model will be used as a basis for conducting traffic impact analysis. An update of the model to reflect changes to conditions in the Orcutt area will be necessary to accurately forecast general plan buildout Existing and new traffic counts will be used to calibrate the modified model Traffic Analysis ❑ Mainline LOS ❑ Merge/Diverge LOS ❑ Ramp Int. LOS ✓ Adjacent IC LOS ❑ Ramp Metering (open) ❑ Ramp Metering (later) ✓ Left/Right Turn Storage ✓ Accident/Safety Analysis ✓ Intersection Queues ✓ Construction Staging ❑ Project Staging Other: The proiect constructs a grade separation between a City arterial (Orcutt Road) and existing Union Pacific railroad with the primary purpose of increasing_public safety and reducing automobile congestion and the potential for train/vehicle collisions A focused traffic study will need to be performed to determine if adequate LOS will be achieved at the local intersections and to forecast necessary lane requirements The analysis will include with and without conditions for the South Street/Bishop extension beneath the UPRR tracks to adequately forecast deficiencies in the future transportation system if that Project is not built. Traffic Operations Scoping Traffic Operational Improvements Attach the project location map to this checklist to show location of all traffic operations improvements anticipated. ❑ Auxiliary Lanes ✓ Intersection Improvements ❑ Truck Climbing Lane if New Signals ❑ Modify Signals ❑ Merging Improvements ❑ Weaving Improvements ❑ Deceleration/Acceleration Lanes Other: Figure T-2 depicts operational improvements anticipated as a result of this project Traffic Scoping Checklist Page 5 of 6 Figure T-2.Anticipated Traffic Operation Improvements - Congestion removed at local street intersections due to grade separation. y. Duncan signalized and s ►`•. o coordinated. �<• Congestion at Laurel Lane Potential for removed due to queue at SR a grade separation. 227 removed Intersection due to grade 01,C1111 Road signalized and separation. , coordinated. Signals 1111imare lane coordinated l �gt`.:.. vll 't" The project will construct a minimum of four through travel lanes along Orcutt Road and a center turn lane and median. Bullock Lane will be relocated or terminated at Orcutt Road to increase safety and improve congestion The Railroad Recreational Bike facility will be extended south of Orcutt Road via grade separation to provide adequate alternative transportation through the project area. The project will signalize two intersections - Orcutt Road at Duncan and at Laurel Lane These new signals will be coordinated using the City's traffic signal coordination system and will be serviced using vehicle video detection and surveillance systems Traffic Management Systems • ❑ Ramp Meters ❑ HOV Ramp Bypass ❑ Mainline HOV Lanes V Detector Loops ❑ Communication Networks(fiber optic, telephone, etc.) ❑ Closed Circuit Television ❑ Changeable Message Sign❑ Highway Advisory Radio Other: See Figure T-2. The project will signalize two intersections - Orcutt Road at Duncan and at Laurel Lane. These new signals will be coordinated using the City's Traffic Scoping Checklist Page 6 of 6 Recreational Bike-facility-will be extended south_of-Orcutt Road via grade_separation to provide adeduate.altemative transportation through the proieci area Discuss strategies (technical analysis; public outreach, etc.) to secure local agency and public support to implement HOV lanes and•ramp metering_ Not Anolicable. _ Preliminary Traffic Forecasting Evaluation provided by: Reviewed by: Traffic Engineer.___Timothy Scott Bochum .CARTE#1907 Date 08/25/2000 _ EXHIBIT Tkiewc Right of Way Scoping Checklist Project Information Project Information District 05 County SLO Route Kilometer Post(Post Mile) EA Description: The City of San Luis Obisl2o glans to construct a ade se aration of Orcutt Road at the Union Pacific Railroad. Currently. motorists emergency service vehicles City-buses, bicyclists and nedestrians cross the railroad on Orcutt Road "at grade" and are delayed when freight or passenger trains block this crossing.The oroiect is located entirely on City iurisdictional streets Project Manager Timothy Scott Bochum PE Phone#(805)781-7203 Project Engineer Wayne Peterson,PE Phone#(8051781-7207 Right of Way Functional Manager_Wayne Peterson,PE Phone#(805)781-7207 Right of Way Scoping Describe and identify in the following sections a general description of the right of way and excess lands required (zoning, use, major improvements, critical or sensitive parcels, access modifications, etc.). The right of way issues should be discussed in sufficient detail to determine a preliminary planing level cost of Right of Way and identify the project's sensitive acquisition issues. Any environmental mitigation that requires R/W cost should also be identified. Right-of-Way Scoping Checklist Page 2 of 5 Anticipated Right of Way Acquisition Minimum Right of Way Requirements (Alternative#3—Least impact): Anticipated number of Right of Way Parcels to be acquired: Preliminary Number of Estimated Full Take Partial Take Value* Parcels Square Footage Business/Non- 1 Yes Profit Single Family 2 Yes Residences Multi Family Residences Vacant Lot Farmland Totals $1,416,000 * Note: The above table represents the "least" impact alternative for ROW requirements—Alternative#3 Overpass 40KPH. The Value includes contingency figure for RAP, Damages, Goodwill, Demolition,Construction Contract Work & Fees Worst Case (Alternative#1): Anticipated number of Right of Way Parcels to be acquired: Preliminary Number of Estimated Full Take Partial Take Value* Parcels Square Footage Business/Non- 8 Yes Yes Profit Single Family 2 Yes Residences Multi Family 3 Yes Residences Vacant Lot Farmland Totals $2,356,000 13 30,OOOm 3 8 * Note: The above table represents the "most" impact alternative for ROW requirements — Alternative #1 Overpass 65KPH. Value includes contingency figure for RAP, Damages, Goodwill, Demolition, Construction Contract Work & Fees 1 1 I 1 1 • 1 ' 1 1 1 • • 1 1 • • • 11 1 •" " . / 1 1 1 1 1 • 1 1 . sR + du � �IlltntcP.AfFa•Ifir Sig 4 41W7 A a w,. 1j31f'a i�e7= s YL� S`L -� S .`ilk n / t L I"_-� .�' s � ik'•Olvc 1 't i"v rri t kk ��pppp pp L-�'��^�' �� '^�' � - = 1 ___ _'c.�_y.. � X7.11�_�'..a•-:� n +J w� �,� X11 -11 ,'nl:lilt '#� • �.a� properties currently, � ` > `G�.dcL'cloped 7\l o SFR .f �, '•"tn4 � :.house.s/prupcnccs to be C.'. acquired.structures In .. - , •` .. ._,� be demolished -. •...�-y _ .�F`. t e Right-of-Way Scoping Checklist Page 4 of 5 The map below identifies right-of-way and adjoining parcels currently controlled by the City and those needed to construct Alternative #3. Alternative B would have similar property acquisition needs. General Location of GExisting Class I :. Bike Path 1 ; y =Existing Street/Rail ROW F r =ROW/Property Already Acquired by City for project =To be acquired(2 single family dwellings+ commercial property) Note: ROW Figure R-2 ROW Status and Need requirements I I shown in the above map are estimated based upon Alt.#3 design for the grade separation project(25 MPH design speed).Additional ROW requirements might be required based upon specific needs of the final project design. Right of Way Screening Describe in detail and quantify any questions answered with a yes. 1) Are any utility facilities or rights of way affected? Yes ✓ No Orcutt Road and the UPRR ROW have existing utilities (above and below "mound) which will have to be relocated as part of the project. 2) Railroad facilities or right of way affected? Yes ✓ No The project is a grade separation of an existing railroad crossing and as such the UPRR will be a major partner in the design, permitting and construction of the project 3) Any known or potential sites with hazardous waste and/or material found? Yes None Evident✓ Right-of-Way Scoping Checklist Page 5 of 5 Visual inspections to date have not indicated the existence of hazardous material. However, the history of and close proximity to the railroad makes it likely that hazardous materials may be within the project limits. As. needed, Phase I and 11 investigations of the project area will be conducted as part of this project to determine if hazmat exists that will need to be addressed as part of project design and property acquisition. 4) Environmental Mitigation parcels anticipated? Yes No ✓ Environmental mitigation for parcel acquisition is unknown at this time. 5) Any parcels with access modifications? Yes ✓ No Depending on the final design chosen, a minimum of three parcels will require some sort of access restriction or removal. If the higher design speed alternative is selected as the final design, a number of existing businesses and residential units along Orcutt Road will need to be reconstructed or eliminated. 6) Any parcels with indirect access modifications? Yes ✓ No (example left tum pocket access eliminated) The project will widen Orcutt Road to include a center left turn and median the entire project length. Bullock Lane will either be relocated to align with Laurel Lane or will be terminated south of Orcutt if environmental conditions/costs of culverting the creek make the project infeasible. Preliminary Evaluation provided by: Consulting Engineer Richard Tanaka, P.E. (MTCO) Date 08/04/2000 Reviewed By: Project Manger Timothy Scott Bochum, PE Date 8/25/2000 IS O 1 vP o r„ 1 I 1 O I I S I � U Sg4Q.• 1 ~ 1st u• CO Z U O =¢o I W O a 8n Q Z y 0o I O O W I a LULLI 'r _ .. LLJ o V uj -C — 2 . . { ...�\ 1 OLLJ w U 4c c 1 0 .cr < CUNCAN LANE I Q O O Ix J I cc Z �'6 W W W •m. � - 0 • .� N F' z t" O H rIxcc Q N co m c • r G C e O c► M08 � �j McMILLAN AVE. I Q C `L to I v5 PpA 0