HomeMy WebLinkAbout03/20/1989, 1 - MARCH 6, 1989 COUNCIL STUDY SESSION: PRESENTATION OF PHASE I OF THE CIRCULATION STUDY. ►;;�;����►������►!!�I II III II'illii����►,�����I !1111 city of sAn luoBispo
�— --- 990 Palm Street/Post Office Box 8100 • San Luis Obispo, CA 93403-8100
Meeting Date: 3/6/89 /
February 23, 1989 Item No.
TO: City Council
VIA: John Dunn, City Administrative Officer
Michael Multari, Community Development Director
FROM: Terry Sanville, Supervising Principal Plannert)
SUBJECT: March 6, 1989 Council Study Session: Presentation of Phase I of the
Circulation Study.
The Situation
In 1988, the city hired DKS Associates to update the general plan Circulation Element.
The consultant's work is divided into two phases:
Phase I includes the assessment of existing transportation conditions, traffic
studies of the Old Town and Murray/Broad Street neighborhoods and the downtown,
assessment of future circulation deficiencies, and the development of a citywide
computer forecasting model.
Phase II will involve identifying and testing various alternatives for meeting future
circulation needs, assessment of transportation management options, and the
preparation of a draft Circulation Element, EIR, and implementation plan. (An
excerpt from the consultant's contract that describes Phase II work is attached.)
The consultant has completed Phase I of the study and a report has been published and
distributed. The Community Development Department has received written comments on the
Phase I report. A copy of this correspondence is available for review in the council
office.
A study session has been set for March 6, 1989 in the Council Hearing Room beginning at 12:10
p.m. for the City Council to review the findings of Phase I and authorize the consultant
to proceed with Phase II of the work.
The March 6th Presentation
Staff envisions that this two-hour session be divided between staff/consultant
presentations and open discussion with the council about the next steps in updating the
Circulation Element. Our presentation will cover:
1. How the circulation studies fit in with our efforts to update the Land Use
Element.
2. Synopsis of the analysis that's been done to date.
3. Findings and Conclusions of Phase I including neighborhood studies.
4. Next Steps in the Process. �—
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Page 2 — March 6 Study Session
We see this study session as an opportunity for the City Council to provide emphasis and
direction for Phase II of the circulation studies.
Recommendation
Review with staff and consultants the Phase I report and authorize DKS Associates to
proceed with Phase II of the circulation studies.
TS:ts
ATtachments Excerpt from DKS Associates contract that presents Phase II of the
circulation study
Written Commeuts on The Phase I Circulation Study Report
** EXCERPT FROM' uKS ASSOCIATES CONTRACT (Phase It tasks)
o Incorporate regional travel: The model will be structured to
incorporate estimates of through-travel (i.e., trips that pass
through San Luis Obispo with either origins or destinations within
the City) and external travel (i.e., vehicles that have one trip end
within the city but the other end outside). This travel component
will be estimated by Consultant for existing and future conditions
based on ongoing work by the Regional Transportation Planning Agency.
4.2 Calibrate City Traffic Model
The traffic forecast model will be calibrated by operating it on existing
land use and network data and comparing model outputs (e.g., assigned
traffic volumes) to actual traffic counts along selected study area
screenlines. This may require the City to collect supplemental data to
the extent they wish to validate the model and determine intersection
.Levels of service. The various model parameters such as trip generation
rates and distribution factors will be successively refined until there is
reasonable consistency between modeled and observed traffic counts, trip
lengths and other travel patterns. For costing purposes we have assumed
that the model calibration process (daily and PM peak) will require no
more than 12 calibration runs. All data for model calibration shall be
collected and provided by City staff.
4.3 Baseline Traffic Projections
l The initial application of the model will test implications of build-out
of the current. General Plan land uses on the existing and programmed
circulation system, assuming no shift toward other modes. This "baseline"
application will provide directions for subsequent definition of
circulation alternatives, and also assist Community Development staff in
formulating changes to land use designations. City staff will provide the
necessary land use data for the build-out of the. current General Plan.
4.4 Alternatives Testing
DKS will prepare travel demand forecasts for future highway network
alternative scenarios to identify the most appropriate combination of
future improvements. This evaluation will include at least one network
that identifies relocated interchanges along US101. The number of model
runs necessary can be minimized by proper planning of the alternatives to
be evaluated. For costing purposes, it was assumed that no more than
three future network alternatives will require evaluation. Additional
model runs will be provided on a fixed cost basis as provided by in
Exhibit "B", Cost by Task.
A comprehensive needs and deficiencies analysis will be eanducted for each
of the alternative network forecasts to compare projected demand to
available or anticipated roadway capacity. This analysis will identify
areas of critical overload, locations and magnitude of potential problems,
and areas of neighborhood "intrusion," or overflow, into inappropriate
land usese.
( g., residential). The analysis will also include a
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comparative evaluation of the effectiveness of each of the network
alternatives and other measures such as increased transit ridership and a
collective system of transportation system management activities (as
described in Task 6) in solving anticipated traffic problems in the City.
4.5 Model Installation and Training
Consultant will install the model on an IBM-compatible PC computer at the
City's offices and provide training for city staff in the use of the City
Traffic Model. The Consultant will provide five days of training. The
initial day will be devoted to an overview of transportation forecasting
models in general and the City's model in particular. The remaining four
days will be set up as an exercise in producing and interpreting forecasts
from the model. The sessions will be phased in such a way as to allow
city staff time to absorb the material of each session before going on to
the next step. At the conclusion of the process, city staff should have a
complete working understanding of. the entire process..
Task 4. Work Products:
a. A working paper will be prepared that documents the model design,
calibration results and application process. This, in combination
with the Users' Guide for the software, will provide the necessary
supporting documentation for the City traffic model.
b. For each alternative, outputs of the model will include:
o Peak hour and daily traffic volumes by link (roadway segment)
and at intersections (turning volumes) Levels of service will
be calculated for all calibrated links and intersections.
o Summary plots that compare assigned volumes to roadway
capacities along all roadways and critical roadway links.
o Planning level estimates of intersection volume/capacity and
level of service at key intersections will be compared with
adopted City criteria.
TASK 5: ALTERNATIVES EVALUATION
The identification and analysis of alternatives is an iterative process in
which a broad range of improvement options areexamined and refined based
on Projected future needs. The modeling prooess will be used to measure
the effects of alternative network modification to add potential new
roadway links or to assess the impacts of improved corridor capacities
through adding lanes or creating one way pairs.
Since many alternatives have been proposed for the San Luis Obispo
transportation network and many have already been found to be either
unworkable or candidates for future study, DKS proposes a two phase
analysis that would include a sketch planning assessment to review with
City staff options before proceeding to a more detailed analysis of
alternative networks.
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C5.1 Alternative Identification
DKS Associates would work with city staff to identify alternative roadway
networks for evaluation in an early attempt to ferret out non-productive
alternatives or alternatives that have previously been studied and
dismissed. The Consultant will focus on opportunities for roadway system
improvements taking advantage of the City's expertise and experience in
prior community transportation studies.
The results of the sketch planning effort will allow for the
identification of three alternative roadway networks for detailed study
analysis.
5.2 Network Refinement.
.The identification of future roadway needs is an iterative process which
must balance the projected future traffic demand (a function of land use)
with the amount of capacity which can reasonably be provided in the
roadway network. This will involve eansideration of physical constraints
(such as right-of-way) as well as cost. Alternative roadway networks will
be evaluated for design year build out conditions.
Development of an effective Transportation Management program including
incentives for carpooling and flextime may lower peak hour demand
associated with employment centers, thereby reducing the need for capacity
increases. The effects of changes in auto demand will be reflected .in the
G° model evaluations of alternative roadway networks.,
If very heavy traffic demands are projected, it may ultimately be
necessary to consider the trade-offs between the amount of roadway
capacity which can be provided at certain points through the removal of
parking or street widenings, and the amount of delays to which motorists
are subjected.
DKS Associates will emphasiie* a balanced and reasonable circulation plan
for San Luis Obispo. This will be accomplished by selecting workable and
fundable street improvements on a basis which allows meaningful comparison
of alternatives.
5.3 Alternatives Analysis
The sketch planning element will allow for development of alternative
evaluation networks for comparative analysis, while the more formal
evaluation will allow for a more detailed analysis of alternative
transportation network impacts.
A detailed evaluation matrix and its background analysis will be
documented in the working paper. Given this technical background, DKS
Associates will formulate a simplified matrix for presenting the
trade-offs between alternatives to non-technical groups including Policy
bodies. This process will involve a simplified rating of each alternative
on a limited number of key objectives from the detailed evaluation matrix
in Task 1. DKS Associates will present this evaluation to the city staff
before finalizing the rating of alternatives..
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A more detailed environmental review will assist in the study through the ^!
identification of potential problem alternatives. This process will allow
for the screening of environmental sensitive issues as part of the
alternatives analysis.
Task 5 Work Products:
A future condition report which presents traffic volumes and levels of
service with alternative roadway networks will be provided. The report
will include a recommended circulation plan in conjunction with them and
will identify improvements required by the City under the design year
build out conditions. A preliminary environmental review will be provided
for key alternatives as a screening device for evaluation.
TASK 6: TRANSPORTATION MANAGEMENT ANALYSIS
In this task, we will identify and evaluate transportation system
management (TSM) and transportation demand management (TDM) measures for
application in San Luis Obispo. The Consultant will provide the City with
a practical TSM program that can make meaningful reductions in the need
for facility expansion while avoiding the pitfalls of overexpectation that
has marked a number of programs in the past.
6.1 Identify Options for TSM/TDM
DKS will review the existing TSM/TDM measures and delivery mechanisms in
the City and identify other options that could be applied. These may J
include parking management strategies, area-wide carpool matching
services, traffic signal management, incentives for bicycling,. transit
services and promotions and other ideas. Generally, these fall .into the
categories of either techniques to manage the supply or demand of
transportation services (e.g., flextime) or measures.to promote shifts to
alternative modes (e.g., carpool and transit incentives). The key here is
to package a variety of complementary measures cost-effectively so as to
have maximum impact These measures would be assembled into one or more
Policy alternatives. They would naturally focus on downtown application,
which is where greatest potential lies, but other activity centers,
especially Cal Poly, need to be included as well. Specific techniques for
consideration include:
o Extend City employee carpool matching services citywide.
o Meter regional traffic on Broad Street or other overloaded streets
through signal timing techniques or provide directional
progression on parallel streets to simulate one way operation.
o Identify and promote convenient peripheral parking facilities
around downtown or other commercial concentrations to intercept
long-term or employee parking.
o Provide incentives for employers to promote use of alternative
modes such as reduced on-site parking requirements or increase
intensity incentives.
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o Develop revised traffic sezvice standards for specific target
areas to allow greater delays on arterial streets.
6.2 Evaluate Policy Alternatives
Transportation policies have a major, long-term influence on where people
live and work. Transportation facilities such as roadways and rail lines
become virtually permanent features of the landscape. They continue to
influence development far into the future. Therefore, major
transportation decisions have very -long-range impacts.
Responsible transportation planning must, therefore, include consideration
of the impacts of decisions well into the future, beyond 20 years. There
are a number of specific overall policy issues which relate directly to
the development of a Lang-range cisculaticn plan that must be addressed..
Each of these issues identified for San Luis Obispo will be evaluated and
specific policy recommendations will be prepared for inclusion in the
Circulation Element Update. The following policy issues will be
evaluated:
o Parking with respect to future park-and-ride locations;
o On-street parking restrictions along arterial roadways;
o Highway Standards, to ensure compatibility and consistency with
011 other agencies and anticipated growth and development;
o Land Use Regulations, particularly with regards to protecting
right-of-way; and
o A revised Roadway/Street Classification System.
Task 6 Products The following work products will be incorporated into
the recommended circulation plan, Task 5:
a. Working paper identifying candidate TSM/TDM measures and their
potential impacts on future traffic as well as their costs and
other impacts.
b. Recommendations for TSM/TDM program for City adoption, including
supporting General Plan policy(ies).
TASK 7: GENERAL PLAN UPDATE IMPACTS
The evaluation of the General Plan land use element will be conducted by
city staff concurrent with the development of the circulation element.
This task provides for the examination of transportation system impacts
for land use options, regional and local population growth scenarios, and
alternative mode programs.
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7.1 Land Use Options
Various land use options will be provided as input into the modeling
process to determine roadway impacts. DKS Associates will work with the
Community Development Department to assess the sensitivity of major
density and land use type changes.
7.2 Population Trends
San Luis Obispo is affected by areas of development outside its
jurisdiction that are primarily residential based. San Luis Obisp o's
prior policies of discouraging population growth while not placing
restricting on job related industries has made it an importer of persons
for employment purposes. DKS Associates will work closely with city staff
and the county to determine the impacts of population base shifts on the
roadway network.
7.3 Evaluate Roadway Network Impacts
A comparative analysis of roadway impacts will be conducted based on
TSM/TDM assumptions from Task 6. Two alternative model runs have been
budgeted for this task. Model outputs would be examined to determine
impacts to the recommended transportation system.
Task 7 Work Products:
A working paper that presents an assessment of alternative land use _J
modifications and population growth factors will be provided listing the
potential impacts to the recommended transportation system.
TASK 8: ENVIRONMENTAL ASSESSMENT
8.1 Identification of Issues
An Environmental Impact Report will be provided for the adoption of the
proposed_ amendments to the Circulation Element of the City of San Luis
Obispo's General Plan. Our first step in analyzing and identifying the
impacts associated with the proposed amendments to the Circulation Element
would be to conduct field reconnaissances of the project area and identify
the conditions that presently exist throughout the project area in
Task 2.4. In connection with these field reconnaissances, we would review
and become familiar with the available relevant environmental documents.
Special attention will be given to the areas of concern that have been
previously expressed in evaluating alternative improvements for traffic in
residential areas; 2) traffic in the downtown area; and, 3) regional
traffic impacts on City roadways and neighborhoods created by the
proximity of U.S. Highway 101 and State Route 227. A screening of
alternatives has been established through both the existing conditions
review, Task 2 and alternative analysis section, Task 5.
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CAfter the identification of the existing conditions and the formulation of
the basic components of the Circulation Element amendment, a public
scoping session would be held. The purpose of this public scoping meeting
is to identify the concerns of the residents of the City and to verify
that all issues of concern have been considered for the preparation of the
Environmental Impact Report. We will attend and participate in the public.
scoping meeting, as necessary and appropriate.
8.2 Preparation of Draft Environmental Impact Report
After the formulation of the initial components of the amendments to the
Circulation Element, we will begin preparing the Administrative Draft EIR,
addressing the anticipated or expected impacts created by the
implementation of the proposed project. These impacts are expected to
include noise, air quality, existing land uses (including historic
structures) growth and other related issues. The issue of growth will be
analyzed from two perspectives. One perspective is the development
anticipated and planned for in the City's General Plan. The other
perspective is the growth that could -be accommodated by the roadway
caPacxty Planned for in the proposed amendment to the Circulation Element.
The secondary impacts associated with growth and development will be
. addressed.
we will analyze the impact of upgrading or modifying existing roadway
segments and compare these widening impacts to the congestion and other
impacts associated with leaving the roadway in their present condition.
Our analysis would identify and estimate the severity of the impacts
associated with roadway widening and right-of-way requirements and
acquisitions in the downtown area. The acquisitions are anticipated to be
significant in many eases as a result of the established development
pattern in the downtown area. Additionally, the elimination of on-street
parking would affect the already deficient parking situation in the
downtown and adjacent residential areas. Consideration will be given to
the benefits associated with possible improvements in these areas by
avoiding the adverse effects of roadway widening projects. The EIR will.
consider the impacts associated with the relocation of residences and
businesses as a result of proposed roadway widening.
The EIR will use the existing land use traffic model as a basis of
comparison for alternative transportation network improvements. The EIR
will address impacts in a level of detail commensurate with the level of
detail of the proposed amendments of the Circulation Element. Additional
environmental review may be necessary for actual approval of construction
of roadway improvement projects.
We will prepare five copies of the Administrative Draft EIR for an
"in-house" review by the city staff. we will prepare a Draft EIR by
incorporating the revisions to the Administrative Draft EIR and reproduce
75 copies for circulation to the public and public agencies.
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8.3 Public Review and Circulation of Environmental Impact Report
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The Draft EIR will be circulated to the public and public agencies for a
45 day review period. Either during or after the.public review period, we
will attend and participate in a public hearing on the Draft EIR. Our
participation will include responding to comments and presenting a short
synopsis of the Draft EIR.
8.4 Preparation of Final Environmental Impact Report
Following the public review period and public hearing, we will prepare a
Final EIR by responding to comments on the Draft EIR and making any
necessary additions or revisions to the EIR. We will reproduce ten copies
of the Final EIR. The Final EIR and all other work will be completed in
accordance with the California Environmental Quality Act (CEQA) and City
of San Luis Obispo guidelines and procedures.
TASK 9: IMPLEMENTATION PROGRAM
This task synthesizes the previous work into a comparison and selection
process for plan implementation. The evaluative, funding, cost, and
environmental information for each alternative will be assembled and
analyzed and a recommendation made as to the preferred development
alternative. To implement that recommendation, a master .strategy will be
developed that links traffic growth rates, traffic operation improvements,
transportation service needs, transportation facility improvements, and
funding actions.
The major efforts in this task will be the selection of a distinct
strategy, and the development of supporting rationale for each of the
following transportation elements:
o Transportation Network Improvements
o TSM/TDM Plan
o Funding Sources
o Scheduling of Priority Projects
The implementation strategy must be flexible enough to accommodate
alternative future funding levels. The alternative funding levels could
range from those based on secure sources, to those that include creative
financing techniques, some of which may ultimately be unfeasible. This
flexibility would be accomplished by a priority ranking system for
transportation improvements.
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9.1 Transportation Network Improvements
A workable roadway system will be presented that balances land use needs
with transportation system requirements. This task will rely on inputs
from Tasks 5, 6 and 7 for selected circulation improvements. Areas
requiring an upgrade or new roadways will be identified by comparing the
proposed future condition to the existing roadway network. A system
mapping of lane use needs, right-of-way acquisition, and street
classification systems will be provided.
9.2 Design Standards
This task will identify prototype cross sections for the proposed roadway
improvements. Recognizing that a balance must be achieved between
facility cost (both capital as well as maintenance) and the capacity and
convenience of the roadways, we will review existing design standards for
conformity to revised street classifications and current practice.
Specific aspects, to be looked at will include:.
o Lane widths,
o Right-of-way and set-back requirements
o Accommodation for parking, bicycles, pedestrians and transit.
Separate design standards will be developed as necessary for application
in new growth areas and in existing built out areas of the community
having constrained_right-of-ways.
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9.3 Funding Mechanisms
This task will identify the range of funding sources available to the City
for development of the circulation system. A review of current practices
and policies will be conducted to help assess the alternatives which are
currently used by a variety of jurisdictions. This work element will draw
on our recent experiences in Conoord, Pleasant Hill, Napa and Tracy, and a
nationwide survey of impact fees used by other cities recently conducted
by one of our staff members as part of an ongoing Institute of
Transportation Engineers Committee project. Consideration for funding
options will include:
o Bonds
o Benefit Assessment Districting
o Sales Tax Initiative Funding
o Developer Contributions (exactions)
As a part of the early evaluation of the current General Plan, we will
bracket the range of funding that can realistically be generated from all
sources and compare this to potential infrastructure costs associated with
the circulation plan. This preliminary analysis will help to define the
directions for reshaping the recommended plan as well as suggesting the
magnitude and role for public versus private expenditures.
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10.1 Draft Report
The Draft Report will summarize all working papers and prior task work
Products into a single unified document. The report will be written in
easily understood language and be implementation-oriented. In identifying
the necessary policies, programs, and their prioritization, the draft plan
will function as a master implementation strategy for the coordination of
land use alternatives and transportation systems. improvements.
The Plan recommendations will be both feasible and implementable with a
carefully designed balance between the major elements. The work related
to identifying the relationships between highway, TSM/TDM and transit will
allow the plan to maximize benefits of the transportation improvement
program.
Five copies of the Draft Report will be submitted to staff for review.
Upon acceptance by staff and amendment, The Consultant will submit "camera
ready" copy.
10.2 Presentation of Circulation Element
DKS Associates will present the final Circulation Element to the Planning
Commission and City Council for adoption. The DKS Project Manager will
attend the meetings, public hearings, and/or study sessions conducted for
this Purpose. A total of two policy level meetings has been assumed for
this task. DKS Associates would be available for additional meetings on a
time and materials or fixed fee basis as provided in Exhibit B, Payment
Schedule.
10.3 Final Report
The Final Report shall respond to written and oral comments received
regarding its content and will be revised to reflect the individual
concerns expressed. Five copies of the Final Report shall be submitted
for staff review upon acceptance by City staff and amendment. The
Consultant will submit a camera ready copy.
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WRITTEN COMMENTS
ON
THE PHASE I CIRCULATION STUDY REPORT
(February 1989)
AIR POLLUTION CONTROL DISTRICT
COUNTY OF SAN LUIS OBISPO
2156 Sumo WAY,SUITE B-SAN LUIS OBISPO,CALIFOBMA 93401 -(805) 549-5912
15 February , 1989
Terry Sanviiie RtLaFvtu
Community Development Department
City of San Luis Obispo FEB 16 1989
P .O. Box 8100
San Luis Obispo, Ca. 93403-8100 C,.,.b1&,-.Luis Obispo
—^ -••v GeveloPmem
Subject : Circulation Study : Phase I Report
Dear Mr . Sanviile :
We have reviewed the Phase I Report of the City' s
Circulation Study . It is a very thorough ana complete
eocument . with excellent organization in an easy to read
format . The tables and graphics facilitate understanding
the City, s road network and aid the evaluation of future
impacts from projected traffic growth . Unfortunately ,
the picture drawn by the report for future traffic
congestion is rather grim. The Report states that daily
trip generation is expected to double from the current
659,300 trigs to about 1 ,317,200 over the next 30 years .
in addition to the social , economic , and aesthetic
problems caused by this growth , substantial air quality
aegragation will result if traffic volumes double .
Presently , over one-half of the air pollution emitted in
the San Luis Obispo area is generated by motor vehicles .
Alznough state ana federal agencies are working to oevelop
alternative fuels and stricter vehicle emission standards.
:nese measures aione will not be sufficient to offset the
increasea emissions resulting from future growth . This
proectee increase in emissions is of concern to the
District , as the County of San Luis Obispo is about to be
aesignatec a non-attainment area for the state ozone
stantaare. The California Clean Air Act ( CCAA ) , adoptea
r September 1988, requires that the APCD develop a plan
to reauce emissions of non-attainment pollutants by 5<
each year until the State standard is acheivea: motor
vehicie emissions are one of the primary sources of ozone
precursors. Hence . it is essential that the District ane
local government work together to aevelop effective
strategies which can significantly reduce the projected
emissions and traffic impacts associated with future urban
development .
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�l The Phase I Report states that severe congestion on most
of the primary roads in the City will occur in coming
years. Congestion that results when Level of Service
( LOS) degrades to level D or below causes unacceptably
slow vehicle speeds, and greatly increased emission rates.
Most of the City' s arteries are predicted to reach LOS E
or LOS F in the next 30 years. The Table below shows the
relationship between slower vehicle speeds and. pollutant
emission rates:
AVERAGE SPEED
5 10 20 30 40 50 60
POLLUTANT ( grams/mile)
Carbon Monoxide 49 27 16 11 9 8 6
hycrocarbons 4.6 2.7 1 .6 i .2 1 0 .9 0 .9
Oxides of Nitrogen 1 . 7 1 .5 1 . 4 1 .6 1 .7 1 .9 2 . 6
Particulates 0 .3 0 .3 0 .3 0 .3 0 .3 0 .3 0 .3
As shown in the table , CO and HC emissions rise dramatically
as speed slows. During idle and stop-and-go conditions,
vehicle efficiency is severely reduced and emissions are
even higher . Thus, the air quality impacts resulting from
the LOS degradation alone provide further impetus to develop
ezfeczive mitigation of the projected traffic increase .
The goals and poiicies stated in the Phase I Report are very
commencaDle . It is evident that City planners have put a
considerable amount of work into developing workable.
alternatives to the single-occupant vehicle. In considering
suture planning and capital expenditures for San Luis
Obispo. we urge that emphasis be placed on the following
areas:
Peoestrian needs-The downtown area and many
neighborhoods already experience levels of
traffic which make walking unpleasant at certain
times of the day . We urge the City to aggressivly
pursue measures to make walking a safe and pleasant
alternative to driving.
Bicycles-The City has not yet soequa.tev achieved
the four goals of the 1985 Bicycle Facilities Pias,
as stated on page II=26 . The report notes that San
Luis Obispo has an excellent climate for bicycling.
We concur and believe that considerable opportunity
e:: ists to greatly enhance this alternative to the
motor vehicle . More is needed however, than simply
painting stripes on existing roads: Discussions
with bicycle commuters indicate that cyclists feel
unsafe in crowded rush-hour traffic or. City streets
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and are endangered oy poorly maintained bike lanes.
One suggestion is for staff to form an Ad Hoc
committee with leaders of the four local bicycle
clubs to improve and expand bicycle transit
planning and identify areas of immediate concern .
An important adjunct to this is a long-term
commitment by City government to fund construction
and maintenance of additional bicycle facilities.
3 . Transit-The City has done an excellent job
providing a safe and reliable bus system. The
current " no fare" program for Cal Poly students and
staff is fully supported by APCD. It is hoped that
the City will provide strong leadership to expand
this or similar programs to all areas of future
commercial and industrial development . The District
supports any and all programs that will reduce VMTs
and commensurate vehicle emissions.
A. Employer requirements for Transportation System
Management (TSM)-The City has a significant
opportunity to develop a first rate TSM program in
the Airport Specific Plan . We refer you to the
extensive comments APCD provided on this subject
during review of the proposed Southern Califrornia
Gas Company Annexation .
5 . jobs-housing oaiance-The Report indicates
that a jobs/housing imbalance currently exists in
the City of San Luis Obispo. The present ratio of
oianned housing to commercial and industrial areas
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is also unfavorable and may worsen the current
situation . Correcting this imbalance will help to
reduce unnecessary daily trips .and reduce vehicle
emissions. The APCD therefore supports lower
incomeiaffordacile housing development in San Luis
Obispo because it will serve the needs of current
workers who must now commute from outiying areas .
6. incentives and disincentives to single occupant
vehicle use-The City of San Luis Obispo can lead
the state by adopting strong and comprehensive
ordinances to reduce single-occupant vehicle use .
The Distric can assist in this effort by evaluating
the air quality improvements associated with the
Different strategies available . Specific
recommendations on this subject are contained in our
comments on the Southern California Gas Annexation ,
the Court Street Center project , the Irish Hills
aevelopment proposal and other projects.
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�ummary
The APCD is required by the California Clean Air Act to take
an active. role in developing alternatives to the single
occupant vehicle. This requirement cannot be met unless the
City taxes a leadership role to reduce the air quality
impacts of vehicle emissions that will result from projected
traffic increases. Almost every other urban area in the
state faces many of the same problems: thus, the Citywill,
oe able to araw upon experience gained in nearby areas.
We recommend that the Phase II ReportiEIR evaluate the air
quality impacts of each of the various- circulation
alternatives. The costs and benefits of such policies as
universal free transit in relation to severly restricted
rcac const.cuction should be analyzed. The negative effects
c increaser pollution on agriculture and human health is
also appropriate for discussion . A comprehensive traffic
planning eocument shoula evaluate all of the direct and
hidden costs and oenefits to society .
:he District commends the City and DKS Associates for their
foresight in anticipating future traffic problems and for
ceveiopment of a comprehensive circulation element . If you
have any questions or concerns regarding these comments,
please contact me or Larry Allen at 549-5912.
V truly yours.
�t; C4
David D . Morrow
Air Quality Specialist
cc e'cn DeCaril . hrea Council
C�
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RECEIVED CITIZEN'S PLANNING ALLIANCE
OF SAN'LUIS OBISPO COUNTY, CALIFORNIA
C FEB 1.51989 Post Office Bog 15247
Gtv of San Luis 001Sp0 San Luis Obispo California 93406
February 13, 1989
Mr.Terry Sanville
Community Development Department
P.O.Boa 8100
San Luis Obispo,CA 93403-8100
Dear Mr.Sanville:
With regard to the City's Circulation Study Phase I Report- December 1988, I Want to
underscore the need to consider enhancements to bicycle and pedestrian traffic (II-25
to 30)as Well as improvement of transit services(II-31 to II-36). Part of the solution to
traffic control relates to the City's ability to encourage nqn-auto travel within the city.
Additionally,the City may wish to consult with Cal Poly to arrange curtailment of
student parking on campus,expansion of student housing on campus and near campus,
and transit arrangements to ease use of transit close to campus as well as at a distance.
Further, the City my wish to ling the findings of the Circulation study with plans for
economic development and housing patterns to provide for a suitable mix of housing
close to employment and commercial centers to mitigate the effects of air pollution
caused by auto traffic.
Sincerely yours,.
Dianne N. Long
C
The problem locations for specific issues raised by the neighborhood are included in
Figure 3-10. A summary of specific issues raised during the study process provided detailed
information for further consideration. A list of specific concerns raised is provided as
follows:
OSpeed: Chorro, Santa Rosa, Johnson, Bikes
Santa Barbara, Pismo O Buchon one-way / Pismo 2-way
• Parking (General) Leff, High, Broad comments
• Difficult crossing on Johnson Avenue Osos/SB/Leff is dangerous
between Marsh & San Luis Drive 0, Enforcement
• Noise • Increase stop signs
• Morro/Pismo - accident sight distance Q Localized pollution (buses)
• Chorro/Pismo - sight distance Driveway access
•
Leff/Broad - sight distance New Santa Barbara / Johnson-Orcutt
• Sight obstructions at intersection connection (not Buchon)
(� Noise from trucks Limiting on-street parking
• County employee parking Sidewalks on South side of Buchon
Restrict parking at intersections
• Students living in single family
dwelling units
Through Traffic
The distribution of perceived through traffic varied by the location of the respondent with
respect to a major through traffic road. Almost two thirds of the residents surveyed believe
that half or more of the traffic on their streets is through traffic, while one third of the
residents believe that over 75% of the traffic is through traffic. Through traffic volumes
taken from the traffic model show a possible range of through traffic from 45 - 55 percent
on Pismo/Buchon to 65 - 75 percent on the OsosBroad corridors. Figure 3-11 summarizes
the results of the screen line analysis to determine the quantity and percentage of through
traffic.
Z:f,- C.Z�
OProblem Identification
The neighborhood was surveyed and a public meeting was held with residents of the
neighborhood to discuss issues and opportunities for improvements in the area. While the
issues involving this neighborhood have been known for some time, it is difficult to find a
solution that does not radically redistribute the traffic and the problem or severely limit the
community's capacity to serve crosstown traffic.
The alternatives that have been previously discussed to resolve through traffic problems in
this neighborhood also impact the community as a whole and should be tested as part of the
network options assessment in Phase II of the Citywide study.
The results of the neighborhood survey are included in Appendix C. The profile of the
neighborhood taken from this survey indicates that it is characterized by short term residents
(less than 5 years) and it is predominately renters. The neighborhood is large and diverse,
serving a variety of individuals and interest. The neighborhood housing has an historic
character as several period architectures are represented. The cohesiveness o_f the
neighborhood seems broken up by the arterial roadways bisecting the area.
The major concern of residents focused on the speed of vehicles in the neighborhood rather
than quantity or environmental consequences of high through traffic volumes. Concern was
expressed about the ability to enter or cross high volume streets from the side streets. Most
concerns expressed by this neighborhood were location specific or dealt with a special
problem. A summary of general comments from the survey and neighborhood meeting is
included as follows:
• Traffic. One or more of the following traffic problems were addressed by almost
half of the respondents: high traffic volumes, excessive through traffic on major
routes, pedestrian and bicycle safety, noise, pollution, residential driveway access,
speeding, and sight obstructions at intersections.
• Parking. Parking problems are felt to be due to excessive number of autos per
dwelling(due to Cal Poly students),under-utilization of the parking garage by City
& County staff and visitors, and permitted on-street parking near the corners of
intersections.
• Through Trairic. Estimations of the percent of commuter traffic passing through
the neighborhood averaged about 50 percent, indicating most individuals think a
high percentage of traffic on their streets is non-neighborhood generated.
• Tracks. Many respondents were concerned with the noise and pollution caused by
trucks utilizing the major routes in the neighborhood.
Most frequent comments, in order of priority, were associated with speeding, parking,
driveway access,through traffic,sight distance obstructions at intersections, and pedestrian
and bicycle crossings.
764 Murray Street
San Luis Obispo, CA 93401 �)
Terri Sanville
Community Development Dept
PO Box 8100
San Luis Obispo, CA
Dear Mr. Sanville
Thank you for notifying us of the meeting on February 23 ,
for discussing the results of the Circulation Study. We
appreciate the fairly prompt follow-up to last May' s meeting.
Since we are unable to attend the meeting, we would .like
to express our concerns to you in writing.
While we do see some potential benefits resulting from
the recommended changes shown on Figure 3 . 8 , the changes are
minor ones which do not address the reality of the current
traffic flow, let alone the large increases the consultant
projects .
We would certainly like to see added to the recommendations
for prompt implemetation some of the other ideas left for
"future study. " Two of the ideas would seem to be of negligible
cost , e .g. closing Meinecke east of Chorro, and restricting
left turns from Foothill onto Broad and Chorro.
We would appreciate even more seeing the city move
toward development of the link between Marsh Street and the
Foothill-O 'Conner Road area . That would go a long way toward
aiming the increasing traffic toward the areas of the city
that are the actual destinations . If the city were willing to
begin that process now, we might even see the project completed
before the neighborhoods between Foothill and the freeway are
totally uninhabitable.
Along with such a link should be parking at peripheral
lots where commuters could catch shuttles to their jobs in
the greater San Luis Obispo area, thus reducing (or at least ,
slowing the increase) of automobile traffic in the core area .
We anticipate some positive results from this process .
Sincerely
Mr . & Mrs . Ted Wheeler
cc: Richard Schmidt
February 13, 1989 _
Mr. Terry Sanville, Principal Planner
990 Palo Street
P.O. Box 8100
C' San Luis Obispo, CA 93403-8100
Deer Mr. Senville,
The below signed concerned San Luis Obispo residents have carefully studied the December'88
DKS Associates Circulation Study for the City of San Luis Obispo and would like to express their
views regarding the following items
1.We appreciate the fact that DKS Associates included the B IA 'schematic'(Fig. 4-5)for
disci ion purposes only,but are concerned that the inclusion of this'schematic'without
sufficient criticism of what we perceive to be its serious shortcomings coddle misconstrued as
an endorsement of its major is.We would feel more comfortable if the exhibit and the
brief text accompanying it be removed from the report altogether.
Weare particularly concerned with the BIA's proposed location of a parking garage an Nipomo
Street between Palm and Monterey Streets. In light of this,we would like to see two additional
disadvantages to wooncentrated parking(garages)' included an page IV-8: 'neighborhood
disruption'and"interrupts street character".As a general rule,parking garages should be
unobtrusively sited with an eye to the topography(e g ,not o1 the crest of a hill)and with
regard to the scale,architectural and historic significance of neighboring structures(a.;,not
adjacent to me-stay,adobe residences). We would like to reinforce the DKS recommendation
that parking and mess to parking be provided outside,not inside,the central core arm As is the
case with the Palm and Marsh Street parking structures, we would like to see ail future parking
structures sited outside the proposed Downtown Core bordered by Palm,Santa Rose,Marsh and
Nipomo Streets.
2. We take exception to the statement"The(B IA)plan has several positive aspects for downtown
circulation,and includes a Palm Marsh one-way pair with Higuere reverting to two-way flow.'
(pages IV-10& IV-11). The likely outcome of converting Palm to a me-way arterial would be a
significant increase in traffic volume,traffic velocity and the necesory elimination of curbside
parking(metered or otherwise). This outcohei appears to us unacceptable in light of the fact that
Palm Street is flanked by the San Luis Mission,the Mission School and two blocks of R-3 and
R-4 residential development.
3. We agree with the recommendation for ramp closures on page 11-24.We are particularly
eager to see the Broad Street North and South romps closed given the fact that(a)ramp volume
is currently low (note Table 2-5);(b)the proportion (SO& see Fig. 4.3)of through traffic
along Broad and Nipomo Streets(designated collector roads) is unacceptably high; (c)that
conditions here are hazardous(note enclosed newspaper article); (d)that the Broad Street
South Ramp enjoins the Mission&wmer School and proposed and existing high-density
residential development;and,(e) that'the location of intersections in close proximity to ramps
may present future capacity problems...'(page 11-45). This is compounded by the fact that
Broad Street traffic BCCeSSing and exiting Highway 101 consistently run the stop signs at the
Broad and Peach Street intersection (see the attached letters).
4. Finally,we are yffyconcerned that the area zoned R-2 ,R-3 and R-4, located between the
Murray/Broad Street and Downtown Neighborhoods has not been included in the public
C participation process. This is especially puzzling in light of the(lateral Plan Amendment
Sanville (cant.) page Z A
endorsement of the concept of preserving and enhancing viable residential neighborhoods in and
neer the Downtown Core.We would very much like a'Mission Orchards Neighborhood Survey"
conducted in much the same manner as was undertaken for the Old Town and Murray/Broad
Street Neighborhoods.
Thank you for allowing us this opportunity to submit to you our written comments. Should you
have any further questions,feel free to contact any one of us.
Sincerely,
azzaxpG
Allen Cooper
756 Broad Street
San Luis Obispo,CA 93401
cc. S.L.O. Business Improvement Association
Concer Resident Address
o �a s
k � r u s t Ore
rt�
�
f �'
n I Pa
3. �,�gad 51 ruis P
;r s. ��,.
Sanville (cont. page Z
Cr endorsement of the concept of preserving and enhancing viable residential neighborhoods in and
neer the Downtown Core.We would very much like a"Mission Orchards Neighborhood Survey"
conducted in much the same manner as was undertaken for the Old Town and Murray/Broad
Street Neighborhoods.
Thank you for allowing us this opportunity to submit to you our written comments. Should you
have any further questions,feel free to contact any one of us.
Sincerely,
Allen Cooper
756 Broad Street
San Luis Obispo,CA 93401
tx S.L.O. Business Improvement Association
Concerned Resident Address
2.
31
4• 70
s.
,[ c
ry\ @-U CYIA(JvV•�
SMY111e (coot) page 2,6
endorsement of the concept of preserving and enhancing viable residential neighborhoods in and
new the Downtown Core.We would very much like a'Mission Orchards Neighborhood Survey'
conducted in much the same manner as was undertaken for the Old Town and Murrey/Broad
Street Neighborhoods.
Thank you for allowing us this opportunity to submit to you our written comments. Should you
have any further questions,feel free to contact any one of us.
Sincerely,
Allen Cooper
756 Broad Street
San Luis Obispo,CA 93401
cc. S.L.O. Business Improvement Association
Concerned Resident Address (�
2.
•1��� ..,.; a
4.
5.
-------------
�
(� L
f
C�
Senvi l le (cent.) papa 2
O
endorsement of the concept of preservtnp and enhancing viable residential neighborhoods in and
near the Downtown(bre.We would very much like a"Mission Orchards Neighborhood Survey"
coed ted in much the same manner as was undertaken for the Old Town and Murray/Broad
Street,Neighborhoods.
Thank you for allowing us this opportunity to submit to you our written comments. Should you
have any further questions;feel free to contact any one of us.
Sincerely,
Allan Cooper
756 Broad Street
San Luis Obispo,CA 93401
cd. S.L.O. Business Improvement Association
Cancer. ed Rfmident Address.
3.
4.
5: -
Senville (cont.) page 2
endorsement of the concept of pros rvirq and enhancing viable residential neighborhoods in and
near the Downtown Core. We would very much like a"Mission Orchards Neighborhood Survey"
conducted in much the same manner as was undertaken far the Old Town and Murrey/Broad
Street Neighborhoods.
Thank you for allowing us this opportunity to submit to you our written comments. Should you
have any further questions,feel free to contact any one of us.
Sincerely,
Allen cooper
756 Broad Street
San Luis Obispo,CA 93401
cc. S.L.O. Business Improvement Association
Concerned Resident Address
2.
Gid.,: C /ZEA,,,
Sl.o
3. 42�
P.1,L , PtiaCIM 6 g.;- Pte • oL 1n%&4W- e •�C �,^ ,_
4.
5.
X33
SMY111e (cont) page 2
C
endorsement of the concept of preserving and enhancing viable residential neighborhoods In and
neer the Downtown Ctrs.We mould very much like a'Mfssion Orchards Neighborhood Survey'
aondjcted in much the some mmnner as was undertaken for the Old Town and Murrey/Breed
Street Neighborhoods.
Thank you for allowing us this opportunity'to submit to you our written comments.Should you
have any further questions,feel free to contact any one of us.
S11 off
Allan Cooper
756 Broad Street
San Luis Obispo,6193401
cc. S.L.O. Business improvement Association
Oo Resident Address
C -
3. - 5-7, 3d
Sce _yo/
4. 4-- 7 D
1-341
Semrille (cont) page 2
endorsement of the concept of preserving and enhancing viable residential neighborhoods in and
neer the Downtown Core.We would very much like a'Mission Orchards Neighborhood Survey'
conducted in much the some manner as was undertaken far the Old Town and Murray/Broad
Street Neighborhoods.
Thank you for allowing us this opportunity to submit to you our written comments.Should you
have any further questions,feel free to contact any one of us.
Sincerely,
Allen Cooper
756 Broad Street
San Luis Obispo,CA 93401
m S.L.O. Business Improvement Association
road silent Address
2
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• DISCUSSION DRAFT: 2/89
4.4 Besides being a safe place, downtown should provide a feeling of safety. Downtown
public places should have night lighting and a visible police presence, both
adequate for personal safety and prevention of vandalism.
4.5 Downtown should provide a wide variety of goods and professional and government
services, serving the region as well as the city.
4.6 City land-use and development regulations should recognize downtown's different
character; they should easily accommodate desired changes in use and provide
flexibility for trying new ideas, in conformance with city policies.
4.7 Cultural facilities, such as museums, galleries, and public theaters should be
downtown. Entertainment facilities, such as nightclubs and private theaters should
be in the downtown, too. The core is the preferred location for all these uses,
but the other parts of downtown may accommodate them, if opportunities. arise.
Locations outside downtown may be more appropriate for facilities that would be out
of character or too big for downtown to accommodate comfortably, such as the major
performing arts center contemplated for the Cal Poly campus..
4.8 Downtown should accommodate conferences, meetings, seminars, classes, and similar
activities.
4.9 Downtown should accommodate housing. The. city should protect existing places to
live within downtown and in residentially designated areas around downtown.
4.10 Downtown should provide exciting places for walking and pleasant places for
sitting. To invite exploration, mid-block walkways, courtyards, and interior malls
should be integrated with new and remodelled buildings, while preserving continuous
building faces on most blocks.
4.11 Public benches, drinking fountains, and restrooms should be available.
4.12 Downtown should include outdoor spaces where people are completely separated from
vehicle traffic, in addition to Mission Plaza. Opportunities include extensions of
Mission Plaza, a few new plazas, and closure of Broad Street between Monterey and
Palm streets. Other streets should not be permanently closed to provide open
spaces, though temporary street closures for special events are desirable.
4.13 Downtown should include many carefully located open places where people can rest
and enjoy views of the surrounding hills.
4.14 Sidewalks, plazas, and pathways should besafe and attractive. They should
reinforce downtown's sense of place through details such as materials, landscaping,
signs, and public art.
42
-3$
i
A i
development in relationship to scale and building massing. The impacts of future growth
downtown, when considered with the space demands of increased parking, will have
significant impacts on urban form and the character of development in the area.
The combined land use impacts of future development and parking are shown for each study
alternative in Figure 4-4. For 335 KSF of new development, 1,000 additional parking spaces
would be needed (see Table 4-2). Assuming 300 square feet per parking space, 300 KSF
of building area would be needed for parking. Total building mass would therefore be
increased by about 635 KSF. In other words, a relatively small increase in downtown land
use of 335 KSF along with the associated parking spaces built in, will result in a total
increase in building mass of 42% downtown.
With minor roadway capacity improvements,the developable area can increase by 695 KSF
over present levels. This increase,along with associated parking,would increase downtown
building mass by 88%.
Two additional scenarios in Figure 4-4 show that up to a 170% increase in the building mass '
would be possible downtown due to higher development limits if through traffic were held
at present level. f
^1
ALTERNATIVE STREET NETWORKS
Alternatives for circulation in the downtown area should consider the following:
• Focus on increased capacity to the downtown area by expanding the system of one
way streets and/or street extensions.
• Provide parking and access to parking outside the central core area. By
intercepting vehicles before they enter-The-core, this strategy will improve
pedestrian safety.
• Widen existing commercial arterials (i.e. Higuera Street) and/or restrict parking
during commute periods to increase peak period access capacity on such streets as
Broad, Chorro, and Osos.
i
• Monterey Street south and west of Santa Rosa,ind Broad Street between Higuera
and rey s ould be examined for special treatment or closure as pedestrian
oriented corridors within the downtown.
)P, YY',-
Alternative circulation plans have been discussed as part of the downtown advisory
committee studies. For example, Figure 4-5 provides a schematic of the plan presented by
The Business Improvement Association for consideration. Inc plan has several positive
rv-10
1- 39
i
•
aspects for downtown circulation, and includes a Palm-Marsh one-wa air with Hi uera
reverting to two-way flow. Additional alternatives.for circulation include the possible pairing
re ertenOsos, and Chorro, or Broad and Nipomo, as One
streets serving downtown north of.
South Street These and other alternatives should be identified and evaluated in Phase II..
CONCLUSIONS
Two constraints iadditional existing downtown devel roadway system has the reserve capacity
opment identified in this section were traft
to
capacity and parking. Th
handle an additional 335 KSF of mixed use development. With limited improvements to
vels. These
the roadways, an additional 695 b ticketing of future gmmoaated owth a can be acco els n the dover present owntown area
rough estimates will allow for
for more detailed traffic analysis with the traffic model in Phase IL
rking
of
Additional development 100 spaces
for1d require construction of 695 KSF of development This would in turn n have
spaces for 335 KSF, and 2100 spa
significant impacts on downtown urban form. If all additional parking would increase total
. structures,the additional development ere located in new
(commercial uses plus parking)
' lower level of growth and 88% for the higher level-
downtown
evel
downtown building mass by 42% for the San Luis
This could begin tahave is roof urban liform implications on the sracter of would be helpfudowntown
in assessing t hese
A more detail ys
impacts.
ti A variety of circulation and access patterns for the downtown will need to be considered in
lternatives will potentially involve difficult trade
Phase II to address future needs. These a
offs with other goals such as enhancing the pedestrian environment downtown.
4
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Interchanee Deficiency
General • Most structures are 30+ years old and will require future
maintenance and/or replacement.
• Existing traffic volumes support the need for six through
lanes on U.S. 101.
S. Higuera • Primary movements are northbound-off and southbound-on.
Existing ramps need to be extended. (Not in City.)
Los Osos Valley Road • Has intersection in close proximity to southbound on/off
ramps. The loop ramps have too tight a radius..
Prado Road • Test whether necessary in Phase II with airport build out.
Limited spacing (less than 2 miles)between Prado Road and
adjacent intersections.
Madonna • A recently constructed, 6-lane over crossing with northbound
dual left turn lanes has significantly improved access to the
L mall. Both signalized. intersections will requirefuture
improvements based on historic trend lane analysis. The new
traffic signals at the ramp termini are at the maximum level
of usage without additional improvements.
Marsh • Poor access is provided to area northwest of the interchange
serving the open space areas by Madonna Inn. This
intersection, tying into two one way streets,is non-standard.
Broad • Does not meet minimum space requirements between
interchanges and/or ramps. Should be tested for impacts of
removal or consolidatioawith Santa Rosa interchange. Ramp
urning ran and distances between consecutive on/off ramps
do not meet standards.
Osos/Olive/ Ramp tapers need extension to meet minimum Caltrans
Montalban/Toro standards. This interchange has been identified in the RTP
for special study with the Santa Rosa interchange.
Santa Rosa • Same as Osos Street.
California • Does not meet minimum 1,600 foot distance between
interchanges without auxiliary lane. Additional improvements
should be evaluated.
II-24
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• Page 2
Ken Bruce answered that no paving would be allowed in the creek
setback.
Esther Piper, 688 Broad Street, said she felt that changing the
setback to 7.5 feet would make the project too close to her property.
Felicia Baldwin, 682 Broad Street, was also opposed to the request.
Ed Conway, old Mission School Board President, said he was
representing several hundred parents who are concerned about the
development of this property. He felt the issue at hand is' safety.
He said the current intersection is already busy; vehicles using the
off-ramp from. the freeway do not see. the stop sign an frequently clo
noT. s o . Aaal-Clonar congestion anatrafflUis a concern. e-:
further emphasized concern with parking, especially after school when
parents pick up their children (between 2:20 to 3:30 p.m. ) . Hesaid
there is very limited parking, and, felt this development will make
the problem worse. He felt that allowing the reduced setback as
proposed would allow greater density on the property than perhaps was
planned for, thus increasing the parking problem, congestion, etc.
He again stressed the safety issue for the, children. He noted that
just prior to this meeting, he drove by the school and there were
very few parking spots available on the street. He felt the
additional overflow parking caused by this development would worsen
the. situation. He further stated his concerns of. the situation
during construction of the project, involving signage, speed limits,
etc. He felt the city should consider more on-site parking for
tenants of the proposed development.
Ken Bruce reminded those concerned that this hearing is dealing with
a street yard setback reduction only. The project itself is not the
issue at hand. He further stated that there will be a hearing at a
later date, before the Architectural Review Commission, where a final
action will-be taken for the project itself. At that time it would
be appropriate to state the concerns mentioned here.
Ed Conway asked if the reduced setback is approved, would that allow
for an increase in density on the property?
Ken Bruce responded that the setback reduction would not cause an
increase in density (the number of units) . It would allow the
development to be built closer to the street; in this particular
case, the parking lot would be closer to the street.
Bill Roalman, 546 Higuera Street #11, questioned why both items were
not variance requests. _
Ken Bruce explained that the Zoning Regulations allow reductions of
C street yard setbacks in all the residential zones down to 10 feet
from the required setback, by means of an administrative use permit.
For the street yard setback to be less than 10 feet, the process
would be by way of a variance request.
/ -�/V
010( inion of
761 BROAD STREET ,'
SAN LUIS OBISPO, CALIFORNIA 93401
(805) 543-6019
_Tanu ry �5 , 1 �$5 kttalVtL
JAN 301989
• i ;T i i c,n of San Lws obs,:-
i'icilae_ . sitar_
1:i recntor
_ -`dli JV�.�. J�.il�`:Q, Cil 2,3 A-L. 11 .
D_-_ s_r. ._'31tar1:
=_iii 1ctt2L '.dill i?roviGe �'Ou S.iit.i ir_ orriation COi:C?t=.3i1cJ
=.:._7eal of the Planning Cor."-- i scion ' s as i roval for re':uceU
=etl)acks on the Peach Street n arty:hent Deve_c-yzlent at �550
?each^. Street. i am the _.resident of tae 016 'ission School
:card and re:resent that --ooe-v aZ all as several :=Cue(:
parents who are concerned about the increased hazards that
tni= project will cause. i;y attached letter (Decer,,::er 20,
1983) details so,:te of our concerns.
I have c,et with the develc-err Hr. Pick Porter, aa(:
rel-.resentatives of C.1s architectural Lir:: in an atte:i''t to
G'eal with our concerns. At this point, I-_r. Porter is
ro_)osin: ser.:e r)odiiications to the site whic_'1 :could to
ail-viate the increased congestion and tae potential for
uriaa e arivir. . r"n-se modifications could include on-site
Zi;ht turn Onif' islands an6 s�eec jumps. Hope-ft:-11Y. you anis
tiie ::rc:hitectural i evieW Cor:u:.ission Will be a:Jle to assist
ai;.. in :caking those safety im rovements.
Des.ite these im rover.:ents We still have concerns aoout t_?_
overall licinact of t.ie LprojeCt on tiae surxcunciac_ streets.
.he project will eliminate sor:;a oz the e-istinc cn-street
jJar�i-inq now used oly our parents to safer: d'.ro'�: off ami(: Jic;•:
u t:-.eir c.h_1dren. ''a 1rE'ai;U clad serious concerns c:0ut
the '-otentlal :na.^,9ras C:ue to t a treeway t?2
IeaVS' trarric in rils area. it1E attached :D!CtUre zrcmu chs
al eCrara-irioune of Jant %7 14 illustrates the vali6iti of
our concerns !
"'e ask you to Wort; wits; the cit.' enc_ireer aa. ^t:her city
'enci2= ne.ce.ssary to Gave an in—dental stub Core o
evaluate t:ie eXisting traffic ilaZarG_a and. those a'nticioated
with the ::eveiop-ment. Some suc,gestions that come to our
,::1111]5 i:,Ci!_de:
r
• 1) Convert the parking along the curbing that adjoins
the school to 15 or 30 minute zones during school
hours. This would affect arking along, the Peach
and Broad Street curbs only. The regulation would
only limit parking during the school day -- it
would not- affect evening or weekend parking.
2) Add a stop sign at the corner of Broad and riill
Streets to slow traffic in the school area.
3) Post a. traffic officer on a regular basis in the
school area to control traffic and to act as a
deterent to those who would violate the city' s
traffic laws.
of course, a . comprehensive study by city experts could fire
otaer or better solutions to these hazards.
.Please contact me if you have any questions about our
suggestions and recommendations.
Edward I-i. Conwav sc
Pres-ident, Old Iiission School Board
cc: Greg Smith, Community Development Ge art:cent
City Council
Architectural Revie,w Committee
City Engineer
°ich Porter , owner
Cld Llissicn School Board Iieridbers and Administration
j L
•
/-y6
C;ty f1dnn;n9 C0'""1;<A;GA 4
January 24, 1989 RECEIVED
To: Terry Sanville, Principal Planner JAN 2 41989
City of San Luis Obispo
Crty of San Luis 0p1300
From: Clyde Hostetter, President ep , "ommunayDerelepmem
Board of Directors, Los Verdes Park Two Homeowners' Association
Subject: Your Request for Comments on Circulation Study: Phase I Report
The comments which follow are excerpted from a memo which I prepared for members of the
Board of Directors of the Los Verdes Park Two Homeowners' Association, with distribution
also to the President of the Los Verdes Park One Homeowners' Association. The two Associ-
ations may wish to respond more formally later. In view of your deadline of February 15
for comments (mentioned in your January 10 covering letter that accompanied distribution
of some copies of the Report) I thought it would be useful to pass along the comments as
soon as possible.
You already have a copy of the January 23 letter that was distributed to County Planning
Commissioners in behalf of the Board of the Los Verdes Park Two Homeowners' Association.
�HF�Icilr
January 23, 1989
. . .On Saturday I noticed in the T-T legal notices that the City Planning Commission
would be meeting this week (Thursday p.m. ) to review a new report on city traffic plan-
ning. Today I obtained a copy of the report, which was only made available on Jan. 10.
It has several statements and predictions which affect the Los Verdes Park neighborhood: O
1. The segment of Los Osos Valley Road which goes through Los Verdes is recommended for
designation as an "Arterial Street" rather than "Residential Arterial." The
difference is that arterial streets are characterised as "traffic-oriented,
with a primary purpose of moving traffic efficiently" While in the residential
arterial designation "Every effort should be made to protect the residential
character of these streets." Obviously it would be better for our neighbor-
hood to have the recommended classification changed to Residential Arterial.
2. Traffic volumes for the T-intersection at Higuera and Los Osos Valley Road are project-
ed to increase 230%, producing major traffic problems at the intersection.
this has a direct bearing on the previous traffic study which recommended
closing the Higuera Street entrances of the Los Verdes Business Park, and is
reflected in the attached letter that I have sent to the County Planning
Commission.
3. Vehicle speed measurements for the 35-mile-per-hour zone through Los Verdes Parks One
and Two show that more than 85% of the vehicles are traveling more than 44
miles per hour. This gives us documentation for urging more police surveil-
lance and ticketing of violaters. (The report says that "A program of special
speed studies coupled with an aggressive enforcement program may help allevi-
ate some of the community concerns for high end speeders.")
4. The study does not address the traffic congestion and hazards where the southbound on
and off- ramps and the northbound on- ramp of Highway 101 intersect with Los
Osos Valley Road, other than to comment that "Los Osos Valley Road has inter- '�
section in close proximity to southbound on/off ramps. The loop ramps have
too tight a radius." The study probably was made before stop-sign conditions
got so bad. This is something that should be brought to the attention of both
the City and the County Planning Commissions, urging that traffic signals be
installed to reduce the hazards and congestion.
MEMORANDUM
1/16/89
TO: Terry Sanville
VIA: Wayne Peterso,�n....,,nn
FROM: Barbara Lyncr '�
SUBJECT: Phase I Circulation Element Report
The following is a list of concerns I had regarding the content of the
report.
Pg II-5 The first paragraph indicating downtown signal timing varies
during the day is incorrect. We operate the same plan all the time.
The third paragraph has a minor mistake in that it lists four
intersections which are to receive an interconnect but states five are to
receive it.
Pg II-19. Fig 2. 17 Higuera/High/Pismo signal is missing.
Pg II-24, Table 2-3 vs Fig 2. 10 14iguera/Broad and Madonna/NB ramps do not
agree between the two, is it A. B, or C^
Pg II-21, Table 2-4 Posted speed on Foothill between Ferrini and
California is 35mph. Posted 45mph on LOVR ends at the. City limits. The
speed between the City limits an.d Foothill is unposted (assume 55mph) .
Regarding the Broad/Murray neighborhood:
No discussion was made of the neighborhood wants vs community needs and
effects. We have seen that in keeping traffic off of Broad street, the
way that we have, has effected the surrounding streets. Until we make a
determination of whether Broad street should be handled as strictly
residential or utilized for freeway access, and how much are we willing to
sacrifice other streets, no other determinations can be made.
Improvements to signal progression on Foothill is not going to have a
substantial effect on. Chorro street traffic. Too many trip generators are
downtown or out on So. Higuera or Broad for drivers to want to. use Santa
Rosa. Also, interconnection with the state intersections has shown to
give sluggish operation at the City owned intersections because the State
intersections must , accommodate so much more traffic thereby requiring
longer cycles. Localized delays at the Foothill /Chorro/Broad intersection
will only negatively effect the Chorro area.
Discouraging use of Broad street will certainly not help Chorro.
Regarding the oldtown neighborhood.
Pg III-• 7 I do riot understand what is meant under the conversion of Pismo
to 2-way . . . Pismo .is not needed for traffic carrying capacity downtown. . .
(7� F anything acts as a bypass for Higuera, Pismo does. Even if it is not
111s' ed for downtown, it surely links Johnson and Higuera and is needed for
that purpose.
If Higuera is extended across SPRR, are you not indicating it is to carry
- T0
traffic across town instead of Pismo? Who wants to take Higuera through
downtown? And how many businesses want to see additional through traffic
downtown?
IV-10 Widening Higuera street downtown seems too absurd to mention.
Regarding potential build out downtown:
The City has done a brief field capacity study on Higuera downtown after
becoming concerned over various consultants indication that there are
substantial capacity reserves there, which does not agree with our own
impressions of the existing situation.
We did an hour of observations at the intersection of Broad and Chorro on
Higuera. Taking separate lane counts we determined how many vehicles are
able to get through using all the available green in a single cycle.
Using the information acquired over the hours study time, we developed an
average lane capacity and from there a street capacity. The survey was
done in the mid afternoon. The data from Chorro and Broad streets
indicate a hourly capacity of 1200 and 1550 vehicles on Higuera street
respectively. This appears to be less than the ADT capacity indicated in
the report.
U
C
MEMORANDUM
TO: Terry Sanville
FROM Michael Dolder, Fire Chief
tV
DATE: February 14, 1989
SUBJECT: Comments on December, 1988 Circulation Study Phase I
On November 2, 1988 I submitted the Fire Department's comments on the draft
circulation study, Attachment #1. In reviewing the December, 1988 Circulation Study, I
found a number of Fire Department comments incorporated in the update. However,
other recommendations not included and additional comments are contained'in this
memorandum.
1. Page II-5, the inventory of pending signal pre-emption devices refers to five
intersections. However, only four are listed. Please add the intersection of Chorro
and Palm.
2. General comment, the Circulation Study does not include an analysis of the impacts
of signalization on traffic flow and.emergency equipment response impacts. A
traffic signal analysis was requested during the overview meeting which took place
O over one year ago and was again discussed in my November 2, 1988 memorandum: I
would recommend that the signalization impacts also address transit buses as well.
The current study spends more time analyzing bicycle traffic while no effort is
devoted to evaluating the impacts on emergency vehicle responses.
3. Pg. II-17, traffic service levels discussed in the study identifies "bottlenecks" for
traffic flows. Again, no discussion is included regarding the impacts of service
levels on emergency vehicle response or possible mitigation measures. The study
needs to prioritize alternatives for mitigating these bottlenecks for emergency
vehicles as well. One such alternative would be to establish a pre-emption device
retrofit program, based on traffic flow and frequency of Fire Department trips
through specific intersections. Accident potential and liability should also be
included.
4. Pg. II-45, the discussion of a centralized traffic signal system addresses funding
sources for a centralized computer system. How would this system address
emergency vehicle response needs? Can the same funding source(s) be used to
address the costs of installing pre-emption devices as part of the system upgrades?
5. Pg. III-8, the section on road bumps does not describe the operational impacts on
Fire Department vehicles. Both speed bumps and road bumps on city streets impact
emergency vehicle access and are not acceptable traffic control devices. The
reduced response times and damage to equipment negatively impacts a larger area of
the community than the area benefiting from the road bumps. Under the
disadLantages list include:
® Damages emergency vehicle equipment".
v25-(20)
/-50
6. Pg. III-10, in the discussion of bulbouts under the disadvantages list include:
Provides an obstacle to emergency vehicles."
Bulbouts have a far greater impact on fire vehicles than they do on bicycles.
7. Pg. III-I1, under the disadvantages of traffic circulation change "may" to "will" slow
emergency response time. This makes the statement consistent with Table 3.1.
8. Pg. III-14, the narrative discusses the impacts on emergency vehicle access
response. This statement should also be listed as a disadvantage:
".Will delay emergency vehicle response time."
9. Pg. III-24, any change to the Chorro/Foothill and Santa Rosa signals needs to
address Fire Station 2's access. The original signal controls at Chorro and Foothill
were hardwired to Station #2.
10. Pg. III-37, in the neighborhood discussion of one way and two way streets no
reference is made to Fire Department impacts. In fact, the statement is made
nothing would preclude the conversion." Meaning the conversion of Pismo to a two
way street.
One way streets when used as an emergency vehicle response route actually
improves response times and decreases accident potential. Converting Pismo Street
to a two way would reduce emergency vehicle access to old" town west of Broad
Street and all of the lower Higuera Street area. All street direction changes need
to include an analysis of the impacts on emergency vehicles.
11. Pg. IV-6, the tentative discussion on downtown parking and alternative street
networks (Fig. 4.5) fails to evaluate the impacts on emergency vehicles. Changing
Higuera to two way will increase emergency vehicle response time. Street parking
activities and left turn maneuvers will be the main causes of response delays. One
way street changes also need to address impacts and benefits on emergency vehicle
response and access. In all street change scenarios, emergency needs and impacts
must be evaluated.
12. Pg. IV-3, Program Development
H. The reference to improve downtown circulation needs to include impacts on
emergency vehicles as well.
I. As written, the program statement implies that emergency response time is
currently evaluated as part of vehicle circulation changes including
signalization. In actuality, little emphasis is placed on emergency vehicle
response time. The original request to "Install signal pre-emption devices on
all new signals and upgrade existing signals with signal pre-emption for
emergency vehicles" does provide direction to evaluate and improve emergency
response times. The program statement should be re-written to include
specific directions.
I would like to take this opportunity to voice my disappointment in the Circulation
Study. In preliminary discussions, I requested that emergency response needs be
addressed in the study. However, at no time other than during the two recent comment
periods has anyone contacted the Fire Department for input. I believe we missed
another opportunity to address and develop a comprehensive study. At the very least,
the contractor should have met with each City Department at least once-to address their
specific concerns and needs.
v25-(20) /� C�
ATTACHMENT #1
MEMORANDUM
TO: Terry Sanville
FROM: Michael Dolder, Fire Chief
DATE: November 2, 1988
SUBJECT: Circulation Element Amendments
I reviewed the draft San Luis Obispo Circulation Element Amendments dated September,
1988. This is the Fire Department's first opportunity to comment or provide input into
the draft circulation element. The Fire Department would like to participate in future
development and revisions of the circulation element.
Specific comments on the September, 1988 draft are as follows:
1. The existing inventory of traffic control devices does not include an inventory
of signal pre-emption devices for emergency vehicles. Attachment #1 identifies
the four existing signal pre-emption devices. Five additional signal pre-
emptions are scheduled to be installed at the following locations: Chorro and
Higuera; Chorro and Marsh; Chorro and Palm; Morro and Marsh; and Osos and
Marsh.
2. The circulation element should include an analysis of the impacts of signals on
traffic flow including impacts on emergency equipment response through
signalized intersections. Our experience has been that in some cases signals
have actually increased traffic back-up which caused emergency response
delays. Also, moving emergency equipment through red lights while opposing
traffic has a green light creates significant accident risk.
3. Figure 2.10 Intersection Level of Service, should be used to correlate the
prioritization of installing and retrofitting signal pre-emption devices. In
addition, the circulation element should include an analysis of the need to
install signal pre-emption on the main response routes leading from public
safety facilities.
4. The truck routes referenced in the report (Fig. 2.3) are out of date. A new
ordinance was adopted in 1988..
5. The analysis of alternate Neighborhood Control Devices pg. 111-5 and Table 3-1
does not accurately reflect the impacts on emergency access, response and
vehicle movement. The specific concerns are listed below.
a. Road Bumos - The report indicates "some problems" for emergency access.
The reality is that road bumps and road humps significantly reduce
emergency response time and cause damage to emergency equipment.
Experience on Broad Street shows that emergency equipment is actually
knocked off of vehicles and damaged. Emergency equipment will avoid
streets with road bumps/humps even if it is the most direct route. ,
b. Choker and Bulb-Out - The report indicates "no problem". This is
inaccurate. Chokers and bulb-outs narrow intersections preventing
v24-(36) /���
Cprivate vehicles from moving to the right when approached by emergency
vehicles. In addition., some designs hamper fire apparatus turning ability.
C. One Way Streets - The report indicates "no problem". Again, this is not
accurate depending on the location of one way streets emergency vehicles
can be delayed. For example, at Fire Station One emergency vehicles are
required to take a two block detour because the station Faces a one-way
street. In addition, combinations of one way streets in close proximity
will also cause delays.
6. Transportation Goals. Policies.and Programs - Under Vehicle Circulation the
following policy should be aAded:
"The roadway system shall provide for the efficient and safe movement of
emergency response vehicles."
Under Vehicle Circulation the following program should be added.
"Install signal pre-emption devices on all new signals and upgrade existing
signals with signal pre-emption for emergency vehicle."
7. Pg. A-7 Glossary - Public transit should not be included in the definition of Signal
Pre-Emption.
If you have any questions, please call me.
MD:vrd
•
v24-(36) /���
814NALIZED INTERSECTIONS
• City Maintained I Fixed Time Operation \
�Y
■ City Maintained/ Actuated Operation J
b, State Maintained/ Fixed Time Operation
�`. -r. -- rte •. ♦ State Maintained I Actuated Operation
1•.+tet. -; 1
tx aoLr POTENTIAL PVrURE SIGNALIZED INTERSECTIONS
s,_� Y---r• r `♦ •. ® Ciry Maintained
15 4
�_/•`:^—:.� �.t�_`� �?@ :� �C �}, is ..i �,
♦' s• I4J�---rte,'. 7
ti.
/HVL. /moi FiP1TQl
Ir
•ir..` rcto
i
Q ate wur uwe �•� / T ^`�```.:
Source. City of San Luis Obispo Public Worcs 1988 Figure 2.2
CItY of TRAFFIC CONTROL
Sari tU1S OBISPO DEVICEr--,,
990 Palm Street/Post Orrice Bos 5100•San Luis Obispo.CA 93403.8100
c
tuis oaspocro saw
son Gomd
955 Morro Street • San Luis Obispo, CA 93401
January 23, 1989
MEMORANDUM
TO: Terry Sonville, Planning
FROM: Wayne Peterson, City Engin
SUBJECT: RESPONSE TO DRAFT CIRCULATION - PHASE *1 REPORT
1 . Pg ii-5 - Most of the downtown signals will have the potential to have
various signal timing plans. It is unlikely that various signal
timing plans will be implemented until all of the signals are able to
be involved.
2. Fig. 2.4 - McChoppin-Buckley Road is ,just Buckley Road.
3. Fig. 2.5 - Chorro street dust north of the downtown seems to not be a
O valid street to use to show traffic growth.. This street is
constrained by intersections along it and has seen little growth of
demands or points of generation along it.
4. Fig. 2.6 - It is my experience that the streets in the downtown peak
near midday and begin to decline after 3:00 PM. More traditional
peaks become more noticable in the AM and PM as the location departs
from the downtown.
5. Pg. ii-17 •- Last paragraph should say "Sontc Rosa and Monterey", not.
"Santa Rosa and Higuera". Stacking on Monterey can be very
extensive. Stacking is minimal on Higuera.
6. Fig. 2.10 - We think the LOS is not as good as you describe on Higuera
Street in the CBD. This is due to reduced capacity much below the
traditional levels due to peds and side friction.
7. Table 2-3 - Higuera and Chorro is our most congested interestion in
the CBD and it is not even shown in the table.
8. Pg. ii-24. - Prado Road should be tested with and without ramps. .
9. Pg. ii-24 - 101 at California has auxiliary lanes at least to the west
on both sides of the freeway.
10. Fig. 2. 12 - I know that the bike plan had this map in it and explained
what a Class II-A to II-C .were. The reader of this report won't have
that information unless you explain it someplace in the written
document.
1-56
11 . Pg. ii-31 - The City does keep track of accidents at both the PD and
Engineering offices. We look for patterns and changes that may be
correctable.
U
12. Fig. 2. 14 - Several of the roads in the Edna-Islay projects are being
designed as collector streets. Patricia north of Highland is also o.
collector for the neighborhood. Broad Street .south of Foothill to the
Freeway acts as a collector for the streets to the west. Flora Street
acts as a collector for a whole series of local streets. The map
should be changed to reflect the usage.
13. Fig. 2. 15 - As already mentioned, Chorro and Higuera is a congested
intersection. Tank Farm and Higuera is congested in the AM and Tank
Farm and Broad is congested in the PM and AM.
13. Pg. 11-44 - Monterey Street presently has two lanes and a continuous
left turn lane.
14. Pg. ii-44 - All of the narrow cross streets between Marsh and Higuera
Street are constraint points, due to lack of stacking distance. Osos,
Chorro, Broad and Nipomo reqularly back up, and at times adversely
impact the adjacent cross streets.
15. Pg. 11-47 - Doesn't the City currently license all bikes kept in the
City?
16. Fig. 3.4 - This design will be a big problem for utility manholes,
valve wells and survey monuments.
17. Pg. 111-17 - I think mare emphasis needs to be made that existing
�)
streets will be what they are, not what they are called. A collector
street results because of the street layout. Just changing the
functional classification on a map will not change the usage.
Physical design changes must be made that will redirect the traffic to
some other street.
18. Fig. 3.5 - The map misses a significant office complex off the end of
Rougeot Place and a small expansion of retail on Chorro south of
Foothill.
19. Pg. iii-24 - Without doing physical o and d how can you come up with
solutions that address the problem. We did one for Murray Street
several years ago and, as I recall, most of the traffic was generated
in the City and came from the area south of Foothill. No improvement
of the signals on Foothill would change the direction of most of the
traffic entering the neighborhood because it never even got to
Foothill. There is a lot of traffic going between the student housing
on Ramona and Cal Poly. The design needs to consider this. We've
never had much luck with coordination of our signal with Caltrans.
The Foothill and Santa Rosa signal coordinated with Foothill and
Chorro. Broad would make our signal so sluggish that we would
probably be directing more traffic through the neighborhood.
20. Pg. iii-26 - What is the basis for saying that you will divert 700-900
vehicles from Broad Street by installing a no right turn on red? It
would be unenforceable and easily avoided.
21 . Pg. 111-28 - All of the suggestions are off the wall. Significant
study needs to be done to validate them. Improvements to Meinecke and
Cl Chorro to make it easier to cross Chorro street will likely encourage
traffic on Meinecke and increase the problems. Broad, Ramona, and
Meinecke are not close enough together to operate as one intersection,
and as two they would be a mess with stop signs at both. Besides the
cost of providing a right turn lane on Foothill at Santa Rosa, you
also have a problem of very few gaps in the Santa Rosa traffic. It
may not be cost effective. The connecting link should go all the way
to Highway 1 and not stop at O'Connor Way. An evaluation of this
alternative done in the 70's showed that it moved the problems from
Santa Rosa to Marsh Street.
22. Pg. 111-32 - Parking by City employees is not affecting old town. I
also question whether County employees can be having any impact over
in that area.
23. Fig. 3. 10 - How can parking be an issue in the 1200 and 1300 block of
Chorro Street for old town, since this block is almost all office?
Carmel and Pacific intersection is a commercial area. We have had no
indication of problems here?? We observe little traffic using Leff
Street between Osos and Santa Rosa.
24. Fig. 3. 11 - The arrows are misleading when shown on the one-way
streets and pointing in the direction the street does not go.
25. Pg.. 111-39 - I cannot see any advantage of extending Higuera to
G California with Marsh Street already going there and one block away.
Any bridge over the tracks would deny occess to many residential and
office properties. I'm assuming that phase 2 of the report might
pick up where this section leaves off and study and recommend some
realistic solutions to the problems identified. Is that true?
26. Fig 4-. 1 - Why are the only key intersections on Marsh Street?
27. Pg. iv-6 - The statement that "with minor improvements significant
improvements in traffic may be obtained" may be misleading and lead to
unmet expectations.
28. Table 4-1 - I do not believe the Higuera Street that this city has in
the downtown will ever be able to handle 17,000 vehicles a day. The
entire character of the C8D would require change.
29. Pg. v-5 - I agree with the statements that follow this page that the
City needs to look at reproportioning the relationship between
residential and non-residential. The chart shows a significant
imbalance.
30. Table 5-3 - What's the difference between the two columns?
31 . Pg. vi-4 - The program development section has high goals and will
require much wisdom to implement. Intersection improvements that are
most effective usually involve providing more lanes, and this usually
means widenings--particularly since we have already used up most of
the street area with lanes at the intersections.
-5g
32. Pg. vi-5 - I take exception with D. The level of maintenance is
exceptional in this, City. The only place I've noted problems is near
construction and along South Higuera Street where no curb exists.
i
33. The policy's reqarding parking might suggest how the City should go
about identifing and acquiring new parking structure sites. It might
also discuss the disparity between the in-lieu fee and the actual
provision of parking spaces. Parking permit areas already exist
around Cal Poly. They may be expanded and new ones established around
the CBD.
34. Pg.vi-8 - Doesn't TDM work best with high density projects? The
statement in 3. seems contradictory. In A. how will the City set such
and goal and than monitor it?
34. I'm looking forward to Phase 2.
n/wcircul4
�-59
Los Verdes Park Two H.omzowners' Association'
C_ January 23 , 1989
Dear County Planning Commissioner:
On January 11 I asked Diane Tingle to give you a copy of a
letter written to Ken Schwartz that expressed my concerns regard-
ing an application to increase the number of tenants in the Los
Verdes Business Park facility at the T-intersection of South
Higuera Street and Los Osos Valley Road. The letter suggested
shifting the Business Park entrances from Higuera Street to Va-
chell Lane as a condition of approval of the application, is order
to avoid both present and future traffic congestion at the inter-
section.
I now have been authorized by the Board of Directors of the
Los Verdes Park Two Homeowners' Association to express the same
views in behalf of the Association as its President.
I was unaware when I wrote the letter that on the previous
day (January 10) the City of San Luis Obispo had made available
to the public a publication, Circulation Study: Phase I Report,
completed in December 1988 by DRS Associates, a transportation
consulting firm which the City hired in February 1988 to help
prepare a new circulation plan for the community. The City's
Planning Commission will be holding a study session an the report
on Thursday afternoon, January 26 (the same day that you-meet to
consider the application to expand the Los Ver+es Business Park).
Several findings in the report are of concern to the 179
families who live in Los Verdes Parks One and Two. One in partic-
ular relates to our concerns about traffic congestion at the T-
intersection where Business Park entrances presently are located:
Figure 2.4 -- Existing Daily Traffic Volumes -- shows
present South Higuera Street volumes at 12,600 vehi-
cles and present Los Osos Valley Road vehicles (be—
tween Higuera Street and Highway 101) at 10,400.
Figure 5.4 -- Future Daily Traffic Demand Volumes --
shows a traffic volume of 29,000 vehicles on Higuera
Street at the. Los Osos Valley Road intersection, an
increase of 230% over present levels.
The report states that the resulting traffic conges-
tion at the T-intersection next to the Business Park
will be "clearly an unacceptable traffic condition.'
The condition is described as "jammed conditions with
excessive delal s of over 60 seconds per vehicle.
This condign often occurs with over-saturation, when
arrival flow rates exceed the capacity of the
intersection. Resulting queues may block upstream
intersections."
The report was unavailable to City planners last 3ctober when they / O
were asked by the County Planning Department to react to the 6
application to expand the Business Park. it can be anticipated
that their response to the Los Verdes Business Park application if
solicited today would reflect the concern over unacceptable traf-
fic conditions that is documented in the report.
In view of the preceding just-available information the Planning
Commission is again urged to take the action previously recommend-
ed, i.e. , to require closure of Higuera Street entrances to the
Los Verdes Business Park as a condition of approval of the 20%
increase in business tenants that has been requested.
Thank you for your consideration. If you have any questions I can
be reached at 544-3224.
Sincerely yours
Clyde Hostetter
President
Board of Directors
48 Los Palos Drive
San Luis Obispo, CA 93401
544-3224
cc• Terry Sanville, Frincipal Planner, City of San Luis Obispo
Pam gi.cci, City Engineering Department
Diane Tingle, County Planning Commission J
Board members, Los Verdes Park One Homeowners' Association
Board members, Los Verdes Park Two Homeowners' Association
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II
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Emcmd 955 Morro Street • San Luis Obispo, CA 93401
February 3, 1989
MEMORANDUM
TO: Terry Sanville, Community Development Department
FROM: Dave Romero, Public Works Director
SUBJECT: Comments on Phase 1 Report of Circulation Study
II-3, Figure 2. 1
The current streets master plan shows Prefumo Canyon Road westerly
of the bend as a collector street, and Santa Rosa Street
southeasterly of Buchon Street as an arterial. Map and report
should be corrected.
C, II-5, first paragraph
The current signal timing plan does not vary by time of day.
II-7, last paragraph*
Information which I compiled in 1985, regarding traffic increases
on various arterial streets within the City, shows a 4.8% compound
rate of growth (see attached) . Exhibit does not include streets in
heart of downtown which have a slower growth rate.
II-8, Figure 2.4
I believe the map shows excessive traffic volumes for Johnson
northwesterly of Monterey, and for Monterey northeasterly of Grand.
II-10, Figure 2.5
I believe this traffic growth figure should also show an
approximate city growth which would correspond with information I
am furnishing in the attachment.
II-20, Table 2-3
There should be an asterisk after Higuera and South, which is also
• being improved along with Higuera and Madonna Road.
1
Circulation
Page Two
II-40, Figure 2.14
Prefumo Canyon Road, westerly of the bend, should be shown as a
collector; California, northerly of Foothill, should be shown as a
collector; Marsh, northerly of Johnson, should be shown as an
arterial; and Buckley Road should be shown as an arterial.
II-42, first paragraph
If the author is going to discuss residential collectors, he should
define them first. The last sentence in the first paragraph is not
clear. Most new residential development which contributes
significant volumes of traffic is in currently undeveloped areas
and is subject to many City requirements regarding mitigation.
However after those houses are occupied, the City cannot require
the developer to make improvements relating to traffic impacts on
numerous residential streets throughout the community. The author
should clarify this first paragraph.
II-42, second paragraph
A key issue that must. be decided first is, "What is the criteria we
should use for residential collectors?" How can we control
residents and buyers in new developments from using these streets?
If they are used by excessive numbers of vehicles, do we really
want to exercise neighborhood traffic control measures which may
force motorists to use adjacent neighborhood streets? This
paragraph should be rewritten and expanded.
The question of residential collector streets is probably the most
critical and thorny issue which will be faced. I believe the
author should spend considerably more time on this subject.
II-43, Figure 2. 15
Included as congested areas should be Chorro, between Palm and
Pacific Street; and Higuera Street, between Santa Rosa and Nipomo
Street. I believe that Madonna Road, between Higuera Street and
Zozobra, should also be placed in this category.
II-44, paragraph seven - beginning "Santa Barbara and Broad . . . . .
I am curious to know as to how the author arrived at the conclusion
that, "This intersection has the potential for being the
controlling factor to developemnt in central San Luis Obispo. " ^
That comment certainly appears to be overstated. J
c
Circulation
Page Three
II-47 - bottom of page
The author should include an additional statement that the City
will continue to repair sidewalks and assure that they are safe
from hazards to pedestrians.
II-48, first paragraph
At one time; the City had a "Safe Route to School Program" carried
on primarily by the schools with City assistance. It finally fell
into disuse after a number of years. The wording should more
probably say, reimplement a "Safe Route to School Program" .
II-48, fourth paragraph
Add trees to the list.
II-48, sixth paragraph
In the last 10-15 years, the City has been following criteria
established in Southern California which discourages installation
of crosswalks at intersections controlled by a traffic control
device. Is the author unaware of these studies, or is he
recommending that we change our policy despite the information
shown in the studies?
III-24, fourth paragraph
Signal timing at Foothill Boulevard and Santa Rosa Street is
controlled by the State. The signal is fully activated and
responds to extremely heavy movements in all directions, with the
largest movement being on Santa Rosa Street. Were Chorro and Broad
Street signals interconnected with the Santa Rosa signal, the
Foothill Boulevard traffic would wind up being sacrificed to the
heavier volume on Santa Rosa Street. I believe the proposed
interconnection would greatly increase congestion on Foothill, both
at Chorro and Broad Street I recommend that we not consider this as
a viable option.
III-28, recommendation 2
If stop control is placed on Chorro at Meinecke, some of the
traffic now using Chorro will be diverted to neighboring streets
thus negating what we are trying to do here, that is to keep the
traffic on the arterial streets and off the neighborhood streets.
CIII-28, recommendation 4
Does the author recommend that we acquire property from the Texaco
service station and modify their improvements and public
improvements in order to achieve this right turn lane? Or does he
recommend that we sacrifice other through and left turn movements
u
Circulation
Page Four
III-28, recommendation 5
A discussion with a Caltrans maintenance representative indicates
that the maximum length of time that the signal can be held at
Foothill and Santa Rosa is 40-50 seconds, depending upon the leg of
traffic (110 second cycles is ncteven considered) . This would
occur only in peak demand periods. Shortening the cycle length to
less than 40-50 seconds might severely impede traffic flows during
peak periods. I recommend that the author rethink this
recommendation.
III-35, Figure 3.11
The existing through volume of 9,500 vehicles should be overlayed
on Osos Street, not on Morro Street.
III-36
I believe the existing ADT in the Old Town neighborhood of 13 ,500
on Santa Rosa Street and 3,400 on Osos Street are both incorrect
figures. The classification of Santa Rosa Street in the Old Town
neighborhood, as shown on Figure 2. 14, page II-40, is not proposed
as a residential arterial.
III-37, fourth paragraph
The author states that nothing would preclude the conversion of
Pismo to a two way street. much of Pismo is 34 feet curb to curb,
which allows for 9 foot travel lanes. This width of travel lane is
uncomfortable on a one way street, but unacceptable on a two way
street. This was one of the considerations when Pismo was madea
one way street initially. Does the author recommend that we use 9
foot travel lanes when we convert to a two way street, or that we
eliminate parking on one side?
Several years ago, City staff did prepare design criteria for speed
bump installations. All that is needed is for the Council to adopt
these regulations.
IV-7
I do not believe that the existing ADT on Osos (south) is 19, 000,
or on Chorro (north) is 15,000 cars.
Why has the author not included some traffic on Chorro (south) in
the upgraded column? Undoubtedly some traffic will traverse this
section.
a �
Circulation
Page Five
CThere are numerous addition errors in the subtotals, which makes
the totals in error and the conclusions suspect.
*V-12, Figure 5.4
I seriously doubt that there will be a future daily demand volume
on North Broad Street of 15,000 vehicles. Is this an error or does
the author expect this street which he proposes to be local to
handle this many cars?
.*V-14, Figure 5.5
I would think the following areas should also be included as being
level of service E or F within 30 years.
Foothill Boulevard, between Broad. and Santa Rosa Street; Los
Osos Valley Road, southeast of Madonna Road; Higuera Street,
between Johnson and Marsh Street; Marsh Street, between Nipomo
and California Boulevard; Broad Street, between Marsh and
Higuera; and San Luis Drive, between Johnson and California
Boulevard.
A number of these streets are now approaching level of service E.
I question whether the following will be at level of service F in
. 20 years.
1. Mill between Johnson and Grand.
2. Monterey northeast of Grand.
3 . Elks Lane.
4. Prado Road east of Aiguera.
VI-4, Bicycles and Pedestrians, Policy No. 2
I believe the word trails should be changed to walkways. The
sentence should read, "The City should continue to develop a
network of walkways and bikeways" . "Trails" implies an entirely
different concept.
VI-5, Program L
See my previous comments regarding crosswalks at signalized
intersections.
VI-6, Program Development - Recommendation C
Since we now have a parking permit program near Cal Poly, does the
author intend that we reevaluate it or that we evaluate it for
expansion? This should be clarified.
*Denotes item brought up in my memo of December 2 , 1988 .
C
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i POLICE DEPARTMENT
Post Office Box 1328— San Luis Obispo, CA 934061328— 8051549-7310
TO: Terry Sanville, Community Development Department
FROM: James M. Gardiner, Chief of Police
DATE: February 1 , 1989
SUBJECT: Circulation Study - Phase I Report
Members of the Department have reviewed the December 1988 report. We
are pleased to see Department and public safety input reflected in the
report. We would also note the following concerns.
1 . Page III-37
Although referenced as "speed bump" criteria, I believe the
consultant means "road bump" . In either case, the Department
would caution against a major increase in road bumps due to
increased emergency response times and the continual "wear and
tear" on Department vehicles.
2. Page V-13 and V-15 J/
If these projections are correct, the scenario poses serious
concerns in emergency response times. Consideration must be given
to personnel and equipment needs to maintain satisfactory service
levels.
3. Preliminary Goals, Policies, and Programs
Where recommendations rely on "enforcement" as a component,
consideration must be given to the increases in demand for service
an existing resources. Unfulfilled expectations of enforcement
will have a deleterious impact on community confidence and
satisfaction with City services. This is particularly true in
increased truck route and permit parking enforcement .
Thanks for the opportunity to provide this input into the process.
k Der" action by Lead Perw
ResWm oy: MEETING AGENDA /
RECEIVED e oDATE ITEM #
W6 10 clerk-orig.
GTYCIERK 4At./( iiz-1- IQ
SAN LUVS!KycP 3 Cn129 Broad Street
�� - � —1 San Luis Obispo
CA 93401
Terry Sanville, anner
Community Development Department
PO Box 8100
San Luis Obispo CA 93408-8100 lttL,tivtt
February 14, 1989 FEB 2 8 1969
RE: BROAD-MURRAY TRAFFIC ISSUES
Dear Mr. Sanville:
We will be unable to attend your meeting on February 23 regarding the
traffic problems in our neighborhood: North Broad Street near the corner of
Serrano Drive. We are very concerned, however, because we consider the
present traffic situation to be terribly unpleasant, and worse, extremely
unsafe, particularly for the neighborhood children.
We have owned our home on Broad Street, two doors south of Serrano Drive,
for about four years. In that short time the traffic problem has gotten
steadily worse, despite the speed bumps. At this point we cannot allow our
little girl to play even in the front yard, much less the sidewalk. Too many
of the cars going down Broad Street toward highway 101 are being driven
very fast and very erratically.
The speed bumps are a mixed blessing. About half of the cars and trucks
coming down Broad Street actually slow down for the bumps, as they should.
That's good. But another 25% do not slow down as they go over the bumps,
producing loud bangs. And the remaining 25% swerve so that their right
tires avoid the bumps, as if they were on an obstacle course rather than a
residential street. That's dangerous. And since no traffic police patrol
Broad Street, these "swervers" always get away with it. In fact, from the
looks on their faces when I yell at them from the relative safety of my
driveway, many of them don't even realize that they're doing something
wrong.
Just recently a four-wheel drive recreational vehicle, swerving to avoid one
of the bumps, actually jumped its front wheel up on to the sidewalk, just
when my wife and child were passing that spot. As a result of that incident.
my family no longer walks down Broad Street to shop at the stores on
Foothill. Broad Street simply is too dangerous for pedestrians. Now we
drive, even to go just two blocks.
Even many of the cars that do slow down as they go over the bumps speed
up between the bumps. The average speed on Broad Street is very fast,
RE: BROAD-MURRAY TRAFFIC PAGE 2
much faster than it should be on a residential street. That's because most
people who drive down Broad simply consider it a shortcut between Foothill
and highway 101, or between Foothill and downtown, instead of thinking
about it as a residential neighborhood. And if you allow the traffic problem
to continue getting worse, pretty soon that's all Broad Street will be: a
shortcut, not a neighborhood. Certainly, at this point, a family with children
would be foolish to move here.
Whatever solutions you try should have the effect of making the shortcut into
a Iongcut--that is, the solutions should make Broad Street a distinctly
undesirable way to drive a car or truck from Foothill to highway 101, or from
Foothill to downtown.
The solutions you propose (particularly, choking down the
Broad/Ramona/Meinecke intersection ) should help, but they are not
enough. The best solution is one you seem to have rejected: closing Broad
at Murray or Meinecke. That very desirable solution would change Broad
Street from an incipient student ghetto into a prime residential area. (You
say that only a third of the residents support street closure, but we must
have been out of town when you did the survey.) We urge you to reconsider.
Short of that, the next best solution would be to enforce the speed limit and
to enforce compliance with the purpose of the speed bumps. Signs would
help too--particularly ones that point out the presence of children. And
most importantly, more STOP signs. In a neighborhood like ours, there
should be all-way stop signs at every intersection.
Unfortunately, choking down the Broad/Ramona/Meinecke intersection will
probably have the unpleasant side-effect of sending more cars up Palomar
and down Serrano to Broad, thus making the Serrano/Broad intersection
more dangerous. Your proposal doesn't mention how you will prevent that.
Sincerely.
D. B. Smith. Ph.D.
3 March 89 kthtivtU
To: Mike Multari MAR 3 1989
Re: Circulation in Old Town
Fr: Old Town Neighborhood Association
The Phase I report of the circulation study is
unsatisfactory for the following reasons.
It continues to promote the degradation of the Old
Town neighborhood by attempting to create "freeway"
corridors through the neighborhood. This violates the
goals of the consultant on page III-4.
At the neighborhood meeting the consultant refused to
consider alternatives that would discourage the use of
residential streets by through traffic, and to talk
about routes that would bypass the neighborhood.
The consultant did not address concerns identified in
the. previous neighborhood_ meeting such as safety,
noise, and parking. The "protective" measures suggested
in the report would only be applied where they are
generally not needed and he refused to consider them at
locations where the residents and the study showed had
the most problems.
The area south of High street needs to be included in
Old Town because the problemsidentified there are not
addressed either.
This is not an exhaustive list but should give you a
general idea of the deficiencies in the report.
What the consultant should be doing is figuring out
ways to get people around town without jepordizing
safety, causing degradation of neighborhoods and with a
minimum of noise and air pollution. In short, he should
be applying his traffic management objectives.
Here are some suggestions which address the afore
mentioned problems.
The consultants ' own data show that most traffic on
Broad and Santa Barbara streets is not local. The
circulation plan needs to provide two connections to
Broad Street; one to Johnson and one to Higuera- 101 .
These will not only save the motorist time, but gas and
air pollution. The speed on the Johnson connector
should be 25 mph, the same as Broad, and Santa Barbara
since they are all residential areas. This is the
cheapest way to control the noise pollution. The other
connector, Prado Rd. should not pass through
residential areas if the circulation plan expects
traffic to move faster than 25mph.
The connector from South Broad to the freeway via
Prado should be designated St. 227. Presently, this
highway takes the northbound traffic on the freeway all
the way north to Marsh St. then south again on Broad to
the Airport environs. This connector will reduce
mileage and pollution. Similarly, those traveling north
on Broad will not have to go through the city to get on
the freeway.
The proposal for a grade separation on Higuera does
not seem to have much merit because it is a round about
way to get over the railroad. In the same way, the
proposal to use Buchon St. as a collector failsto
allie.vate the constriction at the underpass on Johnson.
In closing, we would like to say that if the consultant
is unwilling to apply the goals of traffic management
to the entire Old Town neighborhood, there seems little
reason to continue meeting.
r-si-ucerely,
E
A AZ