HomeMy WebLinkAbout04/11/1989, 1 - MANDATORY WATER CONSERVATION ORDINANCE AND POLICY DOCUMENT (IIIIn��'III�IIIIII�I��AI�III "J f _- MEETING DATE:
CI O SanLUIS OBISpO April 5, 1989
Wags COUNCIL AGENDA REPORT ITEM NUMBER:
FROM: VIA: � PREPARED BY:
William T. Hetlandj.�r'F-Allen Short Tina Metzger
Utilities Director" Water Div. Manager Water Cons. Coord.
SUBJECT:
Mandatory Water Conservation Ordinance and Policy Document
RECOMMENDATION•
Adopt the attached ordinance and policy resolution declaring
a water shortage emergency condition and imposing mandatory
water conservation using a percentage reduction with
seasonal allotment method with a life-line allowance.
BACKGROUND:
During the Council meeting of March 3, Council was familiarized
with possible mandatory water conservation methods for the City
and informed of programs other communities have, or will be
implementing. At the Council meeting of March 14, staff
recommended, after careful review, the implementation of the
percentage reduction with seasonal allotment method. Council,
at the March 15 meeting, directed staff to draft an ordinance
imposing mandatory water conservation using a percentage
reduction with seasonal allotment based upon the target
reductions indicated in the March 14 staff report. Council also
directed staff to provide a process for granting an exemption;
and to study the option of reducing the rate for those persons
who comply with the water target reduction.
Implementation of the Percentage Reduction with a Seasonal
Allotment Method
A combined effort by Residential, Commercial/Industrial, and
Institutional will be necessary to achieve an over-all twenty
percent reduction of water consumption citywide. The percentage
reduction with seasonal allotment method is designed to require
Residential customers to reduce water consumption by twenty-five
(25) percent, Commercial/Industrial by ten (10) percent, and
Institutional by thirty (30) percent. A base period of calendar
year 1987 will be used to establish the reduction amount. The
base year of 1987 was chosen because: a) it is considered to be
fair to those who conserved in 1988, b) it simplifies
administration of the program, c) it is clearly understandable
to the public, d) it is the best comparision year for most
customers. (There will be an exception process to use an
alternate base year period for those customers who can
demonstrate 1987 is not the most appropriate comparision year. )
The following seasonal target reductions for four different
classes of users are recommended:
1
$ TARGET REDUCTIONS
Summer Winter Overall
I. Residential
A. Single Meter 30 10 22
B. Multi-Family 15 10 13
II. Commercial/Industrial 10 10 10
III. Institutional 40 10 30
IV. Landscape 70 50 60
TOTALS: 26 12 20
This plan includes a "life-line allowance" of 15 units (11,220
gallons) per billing cycle. The 15 units establishes a floor
below which no excess use surcharge will occur. This value was
obtained by comparing the average consumption for both summer
and winter months. 15 units is considered reasonable inside
water use per billing cycle for an average residence.
Excess Water Use Surcharge Options
To encourage compliance with the mandatory conservation program,
an excess water use surcharge will be imposed if the customer's
allotment is exceeded. The excess water use surcharge applies
only to the water bill and does not involve the prohibitions
described later in this report. There are two separate issues
to decide when choosing the method for imposing an excess water
use surcharge: 1) at what point (when) , and 2) how much
($ charge) . As such, in evaluating options for the City of San
Luis Obispo, it is recommended that the Council first identify
which method to use (the "when") , and then consider the
appropriate level (the "how much") of the surcharge.
A broad range of alternatives exists in developing a surcharge
program. For discussion purposes, the following is a summary of
five conceptual alternatives:
Alternative 1. Two-Tier Percentage Surcharge (recommended for
the City of San Luis Obispo) . A 50% surcharge is applied when
there is an increase in usage above the target allocation: if
the customer exceeds the base year consumption, the surcharge
will be 200% of the total water bill. The following is the
recommended surcharge structure:
If Excess Consumption Is: Surcharge on Total Billing:
Greater than the allotment,
but less than base year usage . . . . . . . . . . . . . . . . . 50%
Greater than base year usage . . . . . . . . . . . . . . . . . . 200%
2
�
1
After two billing cycles (within a twelve month period) of
exceeding the allotment, in addition to the surcharge, a
flow-restrictor may be installed in the customer's water supply
line at cost to the customer, or the surcharge may be increased
to a higher value. If the customer exceeds his allotment on
three or more billing cycles within a twelve month period, the
City may reserve the right to terminate the water service, in
addition to the surcharge. Prior to the termination of water
service, the City will provide a due process hearing before the
Water Conservation Adjustment Board. This basic approach of
installing flow-restrictors to control excess use is recommended
for all Alternatives.
Alternative 2. Uniform Percentage (100%) Surcharge. If the
customer exceeds the allotment, the customer's entire water bill
will be doubled.
Alternative 3 . Multi-Tier Percentage Surcharge. Under this
approach, the level of surcharge would vary with the level that
the target reduction is exceeded. The following is an example
of this approach based on the surcharge structure used by the
City of San Francisco:
For all Water Used in
If Excess Excess of Allotment the
Water Consumption is: Excess Use Charge will be:
up to 5% over allotment No surcharge
5.01 to 10% over allotment 2 times unit rate
10.01-15% over allotment 4 times unit rate
15.01-20% over allotment 6 times unit rate
20.01-25% over allotment 8 times unit rate
25.01% or more over allotment 10 times unit rate
Alternative 4 Exponential Flat Rate Surcharge. With this
option, a flat rate (rather than percentage surcharge) is used
which increases exponentially as the customer exceeds the
target. The following is an example of this approach based on
the surcharge structure in use in the Monterey Peninsula:
If a customer exceeds the allocation, a fee of $25 for the first
100 cubic feet will be imposed if that customer exceeds the
ration amounts. For each 100 cubic feet (1 unit of water) of
water used over the allocation, the fee is increased by $25
exponentially. For example:
3 / z
Amount Surcharge per Cumulative
Over Target Excess Unit Surcharge
1 unit $25 $25
2 units $50 $75
3 units $75 $150
4 units $100 $250
5 units $125 $375
6 units $150 $525
Alternative 5 Base Year Two-Tier Percentage Surcharge. Under
this approach, a surcharge is imposed based on the level of use
in relation to the base year. The following is an example of
this approach based on the surcharge structure used by Marin
County. If the customer uses from 70% to 125% of their base
year usage, the surcharge is 100% of the standard unit charge
(currently $2.60 per 100 cubic feet) per unit of water. If the
customer uses over 125% of the 70% allocation, the surcharge
will be 400% of the standard unit charge. If 125% is still yet
exceeded for 2 billing cycles, a flow-restrictor will be
installed in the customer's water supply line at cost to the
customer.
In evaluating the merits of any specific surcharge method, it is
recommended that the ability to effectively communicate the
surcharge structure to the City's customers be the primary
consideration in the selection of the method; even the most
rational, fair, and equitable system will not assist the City in
achieving conservation goals if it cannot be readily understood
by our customers.
Prohibitions
In addition to water use surcharges, specific acts or uses of
water will be prohibited. The existing code provisions forbid
such things as "gutter flooding" and other wasteful practices.
This program adds several new prohibitions. Instances of
prohibited use will subject a violator to a number of possible
enforcement measures. Consistent with other City regulations,
violations of these prohibitions will be infractions, punishable.
by a fine imposed by the Municipal Court. Because compliance is
our primary goal, the following policy of enforcement is
recommended:
4 /
l — �
I
1. Issue a written "warning" for first offense;
2 . Issue a citation or complaint (fine) for second offense;
3 . Place a flow-restrictor in customer's water supply line at
customer's expense for the third offense; and
4. Terminate water service at customer's expense for a two day
period for a fourth offense within a twelve month period.
Prior to the termination of water service, the City will
provide a due process hearing before the Water Conservation
Adjustment Board.
Prohibited water uses are: a) Water from fire hydrants shall
not be used for any purpose other than to fight fires or for
other activities where such use is immediately necessary to
maintain the health, safety and welfare of the residents of San
Luis Obispo. b) Potable City water shall not be used to wash
down sidewalks, driveways, parking areas, except to alleviate
immediate fire or sanitation hazards. c) Restaurants may not
serve water to their customers except on specific request.
d) no person shall cause or allow any water received by such
person from the City water system to be wasted due to
substandard, leaky or faulty water fixtures or water-using
distribution devices. e) No person shall cause any water
delivered by the City water system to flow away from property
owned, occupied or controlled by such person in any gutter,
ditch, or in any other manner over the surface of the ground so
as to constitute water waste runoff.
Exemptions
The Water Conservation Adjustment Board (WCAB) , consisting of
the directors of the City's Utilities, Community Development,
and Finance Departments or their designees, may grant exemptions
("exceptions" in the Ordinance) for uses of water otherwise
prohibited by the regulations. Water customers who feel that
they need an increase or adjustment in their allocation will
fill out a simple application form for an exemption stating the
justification and circumstances. If the exemption is not
granted, customers may appeal to the Water Conservation
Adjustment Board in writing or in person. The City
Administrative Officer, or designee, shall be the next appeal
step and will have the final administrative decision-making
authority.
Effective Date
The regulations shall go into effect immediately as an urgency
measure with the financial surcharges being applied on all bills
issued on or after July 1, 1989. Customers will be notified in
advance of their targets for the ensuing year.
5
/-7
Incentives
The City's existing rate structure is designed to meet the
City's operational and capital needs under a 25% conservation
goal. Because of this, any rebate program would require an
overall rate increase in order to offset the cost of the rebate
program. Therefore, no rebates or reduced rates for those
people who comply with the mandatory water conservation plan are
recommended.
However, there are a variety of incentive and recognition
programs that are recommended, such as "saver of the week" in
the local paper; monthly award to businesses who save water;
idea contest for saving water; and other financial reward
incentives such as:
** Financial award for top water savers.
** Financial award for water conservation tips that are used
by the customer that demonstrate significant savings that
can be used by other customers.
** Award programs, such as T-shirts, cups, hats, watches,
pens, and certificates of achievement in order to recognize
significant water conservation efforts.
** Rebate programs to customers to assist in the purchase or ,
installation of water saving devices.
As an option, the City could increase the existing rate
structure in order to offset the cost of a possible reduced rate
or rebate program for those people who comply with the mandatory
water conservation plan.
Community Education Plan
The development of a community education plan is in progress and
includes:
A retrofit device distribution will be planned citywide, and
distributed door to door by community groups.
A banner across Higuera will be installed bi-weekly with water
conservation slogans.
A marketing research person will assist the City to develop a
public information program.
The City will work directly with the Chamber of Commerce in
their efforts to help Commercial/Industrial users to conserve.
6 /
A targeting of subgroups of water users (such as renters,
medical profession, landlords, etc. ) will be utilized to augment
an overall program.
(Please see attached Water Public Education Plan Outline. )
Authority and Concurrence. The City has the express authority to
take this action under Water Code Section 350 et seq. Public
notice and hearing requirements have been complied with. In
addition, the authority contained in the City Charter and State
Constitution permit this program in an effort to best meet the
general public needs. The City Administrative Officer, Finance
Director, and City Attorney have reviewed the policy resolution
and ordinance.
Financial Impacts
The following are proposed financial impacts necessary to
implement the mandatory water conservation program:
$ 10, 000 Software modifications
$ 45, 000 Four additional staff people (nine months) to
respond to community requests for information
$ 10, 000 Office/communication/data processing support
$ 5,000 Office supplies and furniture
$ 15, 000 Six months - year supply of new billing stock
$ 70,000 Three people on drought patrol in rented cars
(nine months)
$ 75, 000 Financial award programs
$230,000
Consequences of Not Taking Recommended Action
The consequences of not taking recommended action or of
substantial delay in implementing the mandatory conservation
program are:
1. The City will cross into the critical level, requiring 50%
mandatory conservation by September 1989 .
2. A greater negative impact on business and economic
activities would occur over the long term.
3 . We will run the risk over the long term of depleting the
City's water resources.
7
RECOMMENDATION:
Adopt the attached ordinance and policy resolution imposing
mandatory water conservation using a percentage reduction with
seasonal allotment method with a life-line allowance.
APPROVED:
City Adminstrative Officer
City Atlr;y �
Finance Dfrector
Utilities Director
8
/-8
Water Public Education Plan
Objective: Educate public about the necessity for water
conservation and win their active support for water conservation
goals.
Rey Messages:
1. Why water conservation is necessary
2 . What are the conservation goals
3. How to conserve
4. Don't Waste Water
5. The importance of each subgroup's role
6. Everyone has to be part of the effort.
Target Audiences:
1. Residential
A. Single family homes
(1) Owners
(2) Renters
(3) Neighborhood groups
(4) Condominium Associations
B. Multi Family
(1) Apartments
a. Families
b. Students
(2) Mobile Home Parks
C. Residential Landlords
(1) Property Owners
(2) Property Managers
2. Business
A. General Business
B. Commercial Landlords
C. Specific Business User Categories
D. Chamber
E. Business improvement Association
3 . Visitors/Tourists
A. Businesses catering to visitors
B. Tourist Facilities
4. City Employees
5. Commuters (people who work in SLO but live outside city)
6. Environmental and Conservation groups
r
7. Youth Groups
8. San Luis Coastal School District
A. Administration
B. Teachers
C. Students
D. Maintenance Staff
9. Cuesta College
A. Administration
B. Teachers
C. Students
D. Maintenance Staff
10. Cal Poly
A. Administration
B. Professors
C. Students
D. Maintenance Staff
E. Managers of Living Units
(1) Dorms
(2) Fraternities and Sororities
(� i
4
i
ATTACHMENT 01: Response to Staff Comments on the Phase I Circulation Report
The following was prepared by Mike Kennedy of DKS Associates. Each letter or memorandum
from key city department staff is followed by a written response to each of the comments.
city OT San lids 0-SIS-po
POLICE DEPARTMENT
Post Cffice Box 1328 — San Luis Obisoo. CA 93406-1328 — 805/549.7310
TO: Terry Sanville, Community Development Department
FROM: James M. Gardiner, Chief of Police .�,C,
DATE: February 1 , 19e9
SUBJECT: Circulation Study - Pha=_e I Report
Members of the Department have reviewed the December 1938 report. We
are pleased to see Department and public safety input reflected in the
report. We would also note the following concerns.
1 . Paoe 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
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 giver, 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.
SAN LUIS OBISPO PHASE I REPORT
Response to Staff Comments
Comments by James M. Gardiner, Chief of Police
February 1, 1989
1. Page III-37 - Comment noted. We have not recommended any new road bumps.
2. Page V-13, V-15 - We agree that emergency response times would be degraded with the
levels of congestion shown. The scenario was tested as a "worst case" condition and is not
considered an acceptable scenario for future circulation Phase II will consider ways to avoid
those conditions. It is beyond the scope of a Circulation Element to estimate
personnel/equipment needs; however, effects on emergency response should be qualitatively
included in the evaluation process based on staff inputs.
3. Preliminary Goals, Policies and Programs. Comment noted.
We are pleased that the Police Chief has expressed a desire to participate in Phase II of
the study. The Police Department will be given the opportunity to review the development
and evaluation of alternatives in Phase II, to ensure that emergency response and
enforcement issues are considered in the selection process. We anticipate formation of a
technical advisory group to facilitate this input by the Police Department and other
interested departments.
P88011-031A
MEMORANDUM
TO: Terry Sanville /
FROM Michael Dolder, Fire Chief '
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
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
disadvantages list include:
". Damages emergency vehicle equipment".
v25-(20)
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-11, under the disadvantages of traffic circulation change "may" to "will" slow
emergency response time. This makes the statement consistent with Table 3.1.
S. 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 alsoneed 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.
v25-(20)
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.
_ J
v25-(20)
San Luis Obispo
Page 2
Comments by Michael Dolder, Fire Chief
February 14, 1989
1. The fifth intersection was inadvertently omitted from the text; it will be added in any
future documentation.
2. An analysis of the requested is beyond the current scope of this study, which is.
addressing broader questions of overall, citywide transportation improvement needs in the
long range. Concerns about traffic signalization would be better addressed on a case-by-
case basis at such time that signals are proposed for installation.
3. See preceding response.
4. The FETSIM program will not fund preemption devices.
5. Comment noted. We have not recommended any additional road bumps be installed.
6. Comment noted.
7. Comment noted.
8. Comment noted.
9. This could be done as part of the traffic signal timing study (see respone to D..
Romero comment regarding p. lII-24).
10. Comment noted.
11. No attempt was made to evaluate or recommend downtown street network changes in
this report. As alternatives are evaluated in Phase II, we will seek Fire Department and
Police Department input on emergency response..
12. H. As noted above, we will seek Fire and Police Department comments in the
identification and evaluation of downtown circulation improvements.
I. In our judgement, the proposed program statement is more appropriate than the
original request in that it directs the City to evaluate the need for preemptive
devices any time a traffic signal is being planned. (If the city is not now doing
this, the phrase "continue to" should be removed.) The original statement
requested for inclusion directs the city to install such devices regardless of
whether they are warranted. If this is the City's intent, the statement will be
changed as requested.
We have noted, and welcome, the Fire Chief's desire to participate more fully in the study;
we will seek his department's participation and input to the evaluation of alternatives during
Phase II of the study, particularly as regards possible impacts on emergency vehicle access.
We anticipate formation of a technical advisory group to facilitate this input by the Fire
Department and other interested departments.
` 1
I iI I III III I'ii�'li' 'j li I Ili 11111 i"I
II�II i I� I I II lilll Illi i I ���� ISI I(Il I
i.I'lllil IMI II illi�i ylli I I II�I iIIIII II I�I IIII Il lil 11
uliu,II,�I`li lily I�i I I �Illl � �
cit ! sad oBso
-- = _-- 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.
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
�? s
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.
l�
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.
III-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
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 noreven 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 made a
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.
Circulation
Page Five
There are numerous addition errors in the subtotals, which makes 1
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 Higuera.
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.
circ/dfr415
�.
San Luis Obispo
Page 3
Comments by Dave Romero, Public Works Director
February 3, 1989
II-3, Figure 2.1. The classifications shown on the Figure are consistent with the current
Streets Master Plan Map, which shows both Prefumo Canyon Road west of the bend and
Santa Rosa Street southeasterly of Buchon as local streets.
II-5, first paragraph. Comment noted. The text should say that "most signals have the
capability of running on a timing plan that varies by time of day although the city is not
currently using this capability".
II-7, last paragraph. The information cited was not included with other historical traffic
data provided to use during Phase I. We agree that this data is likely to be more indicative
of overall traffic growth trends within the city.
II-8, Figure.2.4. The comment appears correct, although no data was provided as to the
exact traffic volumes in those street segments. The tape widths on the diagram are only
intended to give a visual sense of traffic intensities; volumes were not available at enough
locations to give a precise picture. The tape widths will be reduced at those locations in
any future use of the figure.
II-10, Figure 2.5. No attempt is being made here to correlate population growth to traffic
growth. To properly correlate the two growth rates would require a more detailed statistical
analysis which was not done as part of this study.
H-20, Table 2-3. Comment noted.
II40, Figure 2.14. Please see response for II-3, Figure 2.1 above.
We concur that California's designation as a collector should extend north of Foothill. The
functional classification of Marsh northeasterly of Johnson and of Buchon should be
reviewed in Phase IL.
It is emphasized that all the proposals on Figure 2.14 are preliminary and should be
reviewed in Phase II when future city-wide circulation needs are better known.
II-42, First Paragraph. We do not propose "residential collectors" as a separate functional
category. We do, however, propose specific policies where collectors are directly fronted
by residences; these policies are outlined in the paragraph. To help clarify the last sentence
of the paragraph, we suggest the wording by changed to "Any new development should be
designed so that it does not result in traffic volumes exceeding 3,000 vehicles per day on
collector streets that are directly fronted by residences."
H42, Second Paragraph. Our proposal is that any new development (residential or
otherwise) be designed in such a manner to avoid traffic increases on existing collector
1 \
Response to:
Comments by Dave Romero, Public Works Director San Luis Obispo
February 3, 1989 Page 4
streets carrying 3,000 vehicles per day or more. The intent here is to avoid, through
appropriate design of site access and circulation routes, making an existing problem worse.
Neighborhood traffic control measures should only be a last resort should traffic growth
occur even after appropriate design measures have been taken.
II-43, Figure 2.15. The figure indicates "congestion areas" that were subjectively identified
by city staff and policy makers during Phase I; the new areas cited were not mentioned at
the time. They will be added to the figure for purposes of Phase II analysis.
It should be noted that these locations of congestion are subjective -- they are not based
on quantitative level of service measures or the like. As indicated on Figure 2.10, several
of the identified areas do not appear as PM commute period level of service problems.
Phase II analysis will necessarily focus on quantitative level of service analysis. It may be
necessary to consider different level of service standards or roadway capacity assumptions
in different kinds of areas (e.g., the downtown area).
II-44, Paragraph Seven. It is a potential controlling factor because all traffic approaching
or leaving central San Luis Obispo from the southcentral area must pass through this
intersection. North of the intersection, there are several alternative streets to use for
downtown access. To the south, traffic volumes along Broad are likely to gradually decline
as traffic dissipates; hence intersections to the south are not as critical as the one at Santa
Barbara.
II47, Bottom of page. We concur and believe the text already includes this statement.
1148, First Paragraph. Given that there once was a program, we concur that "reimplement"
would be an appropriate word to use, although the choice of words does not alter the
intent. In any case, the former program should be reviewed as to why it fell into disuse and
what is needed to strengthen it in the future.
1148, fifth paragraph. The list is not all-inclusive; it would be appropriate to add trees.
II48, Sixth paragraph. The proposed marking of pedestrian crosswalks at downtown
signalized intersections is consistent with the current Circulation Element which calls for
"provision of crosswalk stripes at signalized intersections where pedestrian traffic is heavy"
(page 14).
The Southern California studies referenced are, we believe, San Diego area studies that
recommended against crosswalks at uncontrolled intersections. We are not aware of any
studies that recommend against crosswalks at signalized intersections, particularly where
pedestrian volumes are high, nor do we know of any other cities that follow such a policy.
III-24, Fourth paragraph. We have proposed changing the signal timing in order to help
reduce neighborhood traffic. While there are serious questions about impacts and
acceptability of signal timing changes, this alternative should not be discarded out-of-hand. ;
Given.the concerns expressed about effects on Foothill and Santa Rosa traffic, the city
� I
Response to.
�—' Comments by Dave Romero, Public Works Director San Luis Obispo
February 3, 1989 Page 5
should undertake a signal timing/coordination study to identify and evaluate effects of
alternative timings and to provide input to Caltrans regarding the effects of reducing cycle
lengths at the Santa Rosa/Foothill intersection.
III-28,Recommendation 2. The intent of the stop controls is to address the existing problem
of speed and volume of traffic along Chorro : much of which is through-traffic. Combined
with the other proposed traffic measures, any traffic diversion would primarily be to Foothill
and Santa Rosa, not other neighborhood streets.
III-28,Recommendation 4. The improvements should be accomplished through intersection
approach widening. We do not recommend sacrificing other traffic movements at the
intersection.
III-28, Recommendation 5. See response above (III-24, fourth paragraph).
There appears to be some misunderstanding here regarding the proposal. We have
proposed shortening the cycle length to 110 seconds or less, not 40-50 seconds. Given the
misunderstanding, the comments by Caltrans may or may not be relevant. In any case , as
previously indicated, a detailed traffic signal coordination study should be undertaken to
address the concerns expressed, rather than simply dismissing the recommendations.
III-35, Figure 3.11. The comment is correct. This was a graphics error and does not affect
the analysis or conclusions.
III-36. The comments are correct. The existing ADT on Santa Rosa Street should be 4,700,
while the ADT on Osos Street should be 12,700. The current and proposed classification
of Santa Rosa Street south of Buchon is local, not residential arterial. The general finding
here that all streets in the table are traffic dominated is unaffected by the changes. A
revised Table 3-5 is attached.
III-37, Fourth Paragraph. We concur that Pismo travel lanes are presently too narrow to
convert to two-way operation; either parking would have to be removed from one side or,
alternatively, the roadway would have to be widened by up to 6 feet (possibly by setting
sidewalks back as we understand was done on portions of Buchon when it was converted to
two way operation). The Fire Chief has also commented the conversion of Pismo to two-
way would potentially reduce emergency vehicle access.
While these factors would not preclude conversion of Pismo to two-way, we agree that they
need to be considered should two-way conversion be proposed by neighborhood residents.
To date no proposals have been made for this.
With reference to road bump design criteria, it is our understanding that no such criteria
have been adopted by the city; therefore our statement is valid. Should the city wish to
establish such criteria, we would suggest that the previously prepared criteria be reviewed
as a starting point.
Response to. 1
Comments by Dave Romero, Public Works Director San Luis Obispo J
February 3, 1989 Page 6
IV-7. Several figures in the table were transposed or placed in the wrong columns during
final typing; the totals were correct. A revised Table 3-5 is attached.
Since the typing errors were made after the analysis was completed, the conclusions drawn
from the table are unaffected.
V-12, Figure 5.4. The figures shown are reasonable given that they reflect potential demand
volumes when the city is built out completely, and with no new roadways or shifts to
alternative modes. Demand volumes are the number of trips that desire to use the route
due to its location; capacity limitations of individual roadways are not reflected in these
projections.
We do not expect or propose that Broad Street carry this much traffic. The purpose of the
Phase II study is to investigate alternatives to avoid these excessive traffic demands.
More important than the individual roadway demand volumes are the total volumes in
general travel corridors. For example, considering Broad, Chorro, Santa Rosa, and
California together, it is apparent that there is a potential large increase in total traffic
volumes across the entire corridor;hence simply diverting traffic from one street to another
will not solve the problem.
V-14,Figure 5.5. The figure presents level of service projections using generalized estimates
of roadway capacity. During Phase II, assumed capacities of the roadways cited will be
reviewed to ensure that appropriate values are used for further testing.
It should be noted that this is a preliminary projection reflecting the unrealistic scenario of
maximum land use build-out, no significant roadway improvements and no shifts to
alternative modes of travel. Conclusions should not be drawn about adequacy of individual
roadways or roadway segments at this point. Of more significance and use here is the
general extent of potential traffic overloading on this "worst case" scenario.
VI4, Bicycles and Pedestrians, Policy No..2. The term "trails" was used for consistency with
terminology used in the city's ongoing effort to develop an urban trail plan. We would be
happy to use the term "walkway" or "urban trail
VI-5, Program L.. See previous response (11-48, sixth paragraph).
VI-6, Program Development - Recommendation C. The intention is to evaluate the existing
parking permit program for expansion into other areas.
_1
ty of Sluis OBISPO
_= 955 Morro Street • San Luis Obispo, CA 93401
January 23, 1989
MEMORANDUM
TO: Terry Sanville, 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 Rood.
3. Fig. 2.5 - Chorro street ,just north of the downtown seems to not be a
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. 11-17 - Last paragraph should say "Santo 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. - Prodo Road should be tested wile and without ramps.
9. Pg. 11-24 - 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 tlis 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.
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.
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 a
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. ii-44 - Monterey Street presently has two lanes and a continuous
left turn lane.
14. Pg. 11-44 - 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. ii-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. iii-17 - I think more 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. 111-24 - 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
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. iii-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
California with Marsh Street already going there and one block away.
Any bridge over the tracks would deny access 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 CBD 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.
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.
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/wcircul9
i
I �
San Luis Obispo
Page 7
Comments by Wayne Peterson, City Engineer
January 23, 1989
1. Page II-5. See response to D. Romero comment on page II-5.
2. Figure 2.4. Comment noted. The name was copied from an official city map that is
apparently no longer valid.
3. Figure 2.5. Chorro Street was the only one that we were provided long-term historical
data at the time the report was prepared. See also our response to D. Romero comment
re page II-7.
4. Figure 2.6. Comment noted. The data shown is based on traffic data provided by the
city. The data show peaks at noon and during the P.M. commute period.
5. Page II-17 Comment noted.
6. Figure 2.10. The PM peak hour level of service estimates are based on generalized
typical intersection lane capacities, and do not reflect high pedestrian volumes and side
friction. It is not possible or appropriate within the framework of this study to undertake
detailed operational analysis of each intersection in the downtown to reflect these
conditions. However,we will discuss with staff the use of uniformly reduced capacities for
downtown intersections or, alternatively, use of higher level of service thresholds for
downtown intersections for the Phase II analysis.
7. Table 2-3. Based on the existing volumes (provided by the city) and roadway geometrics,
no PM peak hour level of service problem was identified at this location. As noted above,
it was not possible to reflect high pedestrian volumes or side friction in these planning level
estimates; these conditions could account for reduced level of service from that shown.
Inefficient signal timing could also increase the apparent level of congestion.
& Page II-24. Testing of Prado Road with and without ramps is intended in Phase II.
9. Page II-24. Weaving distances between on and off ramps at the California interchange
are shorter than desirable with or without auxiliary lanes. For clarity, the first sentence
should be revised to read "does not meet minimum weaving distance between on and off
ramps."
10. Figure 2.12. We agree that it would be desirable to add these descriptions to the final
report for the study.
11. Page II-31. It is our understanding that pin maps are used for identifying high accident
} locations. More detailed analysis, including analysis of accident rates, are recommended if
not already done.
Response to:
Comments by Wayne Peterson, City Engineer San Luis Obispo
January 23, 1989 Page 8
12. Figure 2.14. We generally concur with the changes noted. The proposed classifications
shown in this figure are preliminary and will be finalized in Phase II.
13. Figure 2.15. See response to D. Romero comment regarding Figure 2.15.
13. Page 11-44. Comment noted.
14. Page II-44. Comment noted.
15. Page 1147. The text.notes that bicycle licensing is an existing program. It is suggested
the program be re-evaluated to determine whether it should be continued.
16. Figure 3.4. Utility manholes,valve wells-and survey monument locations as well as other
factors need to be considered during design of traffic circles. We do not believe they are
major problems in general.
17. Page III-17. We agree that changing functional classification on a map will not change
the usage of a street. Physical design changes have been proposed in some locations in
order to redirect traffic and thereby affect usage.
18. Figure 3.5. These uses were inadvertently omitted from the map, but were known of
at the time of the analysis. The study findings are therefore not affected by the minor —�
omission.
19. Page 111-24. Origin-destination surveys would have provided a more precise picture of
through trip patterns in each community,but were omitted from the scope of work because
of the costs of conducting and analyzing them. Instead, theoretical estimates from the city
wide traffic model were used to scale the through trip patterns. It is not likely that the
availability of more precise origin-destination survey data would have resulted in different
solutions, and such surveys would still not predict traffic shifts associated with installing
additional neighborhood traffic controls.
20. Page III-26. This is the maximum number of vehicles potentially diverted if the "no-
right-turn-on-red" were well enforced; it is essentially the number of vehicles making that
movement.
In actuality, the diversion would be less than this since the control would be difficult to
enforce. This control measure is not recommended for application.
—J
1
Response to:
U Comments by Wayne Peterson, City Engineer San Luis Obispo
January 23, 1989 Page 9
21. Page III-28. We do not agree that the suggestions are "off the wall" and are surprised
by the comment since the proposal had already been reviewed previously.
The near-term proposals are based on consideration of a broad array of measures (see
Chapter III) and on surveys and meetings in the impacted neighborhood. They are the least
restrictive measures that we believe could be effective. We agree that a signal timing study
should be undertaken as a part of Recommendation No. 5. For the other recommendations,
further study will not validate the proposals. Rather, the suggestion is for public hearings
to be held,with all residents informed of them. If the recommendations are approved, the
improvements could be installed on a trial basis using temporary materials. We believe this
is the only practical way to validate the proposals.
The long-term improvements are not proposals. The are intended to be tested in Phase II
of the study.
22. Page III-32. The concerns listed are those expressed by neighborhood meeting
attendees. While they may have misconceptions about the cause of the parking problem,
the significant factor is that a parking problem is perceived in the area by some residents.
23. Figure 3.10. Again, these are concerns expressed to us at the time; it would appear that
the particular blocks were misrepresented, or that the parking problem is more localized
than indicated. Our proposals/alternatives for Old Town do not address this particular
concern.
24. Figure 3.11. The arrows were intended to emphasize that volumes are totals for both
directions of travel. We agree that the arrows on one-way streets could be confusing, and
will remove them in any future updates to the figure.
25. Page III-39. The Higuera extension to the east is not a proposal; it is simply an
alternative that has been raised in the past and which has the support of a significant
number of Old Town residents. Some of its disadvantagesarenoted in the report. We
propose that it be tested in Phase II along with other alternatives to reduce traffic in the
Old Town area.
26. Figure 4.1 A cordon line was defined along Marsh Street because it defines a
reasonable southern edge to the intensive downtown commercial area and because traffic
data was available for most of the intersections along Marsh St.
27. Page IV-6. We have not said that significant improvements in traffic may be obtained
with minor roadway improvements. Rather,we have said that minor roadway improvements
would increase the capacity for downtown growth. Significant improvements in traffic could
only be obtained by making the same minor improvements while disallowing any downtown
growth and providing alternative routes for downtown through-traffic.
Response to.
Comments by Wayne Peterson, City Engineer San Luis Obispo
January 23, 1989 Page 10
As noted elsewhere,the purpose of the cordon analysis is to define the approximate reserve
capacity for auto access to the downtown, for use in scaling approximate levels of
downtown growth that can be accommodated. This was intended as one factor for city staff
to consider in refining land use inputs for Phase II analysis. It is recognized that other
factors such as building mass, parking adequacy, downtown circulation, etc., need to be
considered in defining the maximum development limits. Hence, no conclusions should be
drawn about downtown growth potential based solely on the Phase I analysis..
28. Table 4.1. The 17,000 figure is an estimated capacity for Higuera, and is measured at
the edge of downtown (intersection with Marsh). The capacity would be lower in the center
of downtown. It is true that loading Higuera up to its capacity would increase traffic
congestion in the corridor. We have already noted that the maximum levels of downtown
development cited in the Phase I report could have significant impacts on the downtown
environment.
29. Page V-5. Comment noted.
30. Table 5-3. The column headings were inadvertently removed during final typing of the
table. The left columns refer to existing daily trips; the right columns refer to the
preliminary build-out scenario (see Table 5-2).
i3
31. Page VI4. Comment noted.
32. Page VI-5. Recognizing the subjectiveness of maintenance levels, we suggest that the
wording be changed to read "The city will ensure adequate maintenance . . ."
33. Parking Policies. The implementation issues regarding parking are valid issues, but are
not within the current scope of the citywide circulation study, Additional program
statements will be included to cover these areas, if desired. A program statement is already
included regarding parking permit areas.
34. Page VI-8. It is correct that the TDM works best with high-density projects, but the
statement is not contradictory. In terms of reducing traffic congestion, it will be of no
benefit to the city to use TDM as a means of allowing increased development intensity.
34. Phase EL Comment noted.
,'Ei10RANDUM
1/16/89
T0: Terry Sanville
VIA: Wayne Peterson
FROM: Barbara Lync# j
SUBJECT: Phase I Circulation Element Report
The following is a list of concerns I had regarding tie 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-191 Fig 2. 10 Higuera/High/Pismo signal is missing.
Pg II-20, Table 2 vs Fig 2. 10 Higuera/Broad and Madonna/IVB 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 LOUR ends at the City limits. The
speed between the City limits and Foothill is unposted (assume 55mph) .
Regarding the Broad/Murray n'eighborhood:
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 not understand what is meant under the conversion of Pismo
to 2-way . . . Pismo is not needed for traffic carrying capacity downtown. . .
If anything acts as a bypass for Higuera, Pismo does. Even if it is not
i
used for downtown, it surely links Johnson and Higuera and is needed for
'that purpose.
If Higuera is axtended across SPRR, are you not indicating it is to carry
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 sepirate 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 ti.meq 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.
San Luis Obispo
Page 11
Comments by Barbara Lynchm, Engineering Dept.
January 16, 1989
Page 13-5. See response to D. Romero's comment regarding p. II-5.
Page II-19. Comment noted.
Page II-20. Figure 2-10. The calculated level of service for Higuera/Broad is "A"; therefore,
the table entry should be removed. The Madonna/NB ramps are correct in the table and
should be added to the figure as a level of service "C" intersection.
Page 11-21. Regarding Foothill, the information on the table is consistent with data provided
to us by the City. Since the data provided is from 1986 and 1987, it is possible that the
posted speed limits have been changed. Regarding LOVR, the segment limits should be
changed to read "Diablo-City Limits."
Broad/Murray Neighborhood. We concur that the Phase II studies, which will consider
community-wide traffic needs, will better define the long-term role and alternatives for
Broad, particularly with respect to freeway access. Planning for implementation of near-
term improvements in the Broad/Murray neighborhood could proceed on the basis of existing
information, however.
See also response to D. Romero and W. Peterson comments.
Old Town Neighborhood: Page III-37. At issue here is the need for Pismo to be retained
as a one-way street for traffic capacity purposes. The role and alternatives for Pismo will
be clearer as the Phase II analysis is undertaken.
Extension of Higuera across the SPRR has been suggested in the pastas a means to reduce
traffic in Old Town. It is probably true that more traffic would be attracted to Higuera
through downtown. These effects would be tested during Phase II.
Page IV-10 Widening Higuera Street. Widening of Higuera Street was only mentioned as
an example, and will not necessarily even be considered as an alternative. It is important
to recognize, however, that all possible alternatives should be considered (including non-
roadway alternatives) given the potential magnitude of the problem identified in Chapter V.
Downtown Build-Out Potential. The capacity analysis done by the city was not available to
us at the time of our Phase I study, and not enough data has been provided to compare it
to the estimates previously made. It is important to understand, however, that the
downtown corridor analysis is a broad-brush analysis that was intended to "scale" the limits
of downtown growth capacity. Within the planning study framework, it is not possible to
conduct detailed operational/capacity studies as done by the city. We welcome the new data;
though, and will consider in Phase II whether reduced roadway capacities would be
appropriate for downtown based on this data.
Table 3-5
TIRE Index for Residential Streets
in the Old Town Neighborhood
Proposed
Functional. Existing Functional TIRE
Street Designation ADT ADT a Index
Broad Arterial 10,400b > 3,000 4.0
Chorro Collector 2,700 800 - 3,000 3S
Buchon Collector/Res. Arterial 4,200 800 - 3,000 3.6
Pismo Res. Arterial 4,300 > 3,000 3.6
Santa Rosa Collector/Local 4,700 800 - 3,000 3.7
Johnson Ave. Res. Arterial 14,800 > 3,000 4.2
Osos Arterial 12,700 > 3,000 4.1
a. Functional ADT is the expected traffic volume based on ULI standards in Table 3.2.
b. Exceeds established standard for residential street classification.
The problem with this analysis is that all listed streets are traffic-dominated. The closure J
of any one street on this list would have a far reaching impact on the remaining streets, as
any closure will result in a perceived difference on the TIRE index of 0.1 to 0.3 for
transferred traffic impacts.
Table 2-2 in Chapter II lists the traffic volumes on crosstown arterials. The total screenline
volumes of these roadways require that all north-south arterials remain open to serve traffic
demands. The closure of either Broad, Chorro or Osos will not leave sufficient capacity
to meet existing and future demands. While it may be possible to retain the existing
character of some of the arterial streets with residential frontage, the capacity of Broad
Street would likely need to be increased if future traffic demands are to be met.
The extent of improvements to capacity along the Broad Street corridor will be examined
in Phase II of the study. Assuming that capacity improvements are necessary along Broad
Street to serve future community growth, a variety of techniques can be used to soften the
effects of changes along this corridor. These include restriction of parking by time of day
in order to provide directional travel lanes, restriction of left turns by time of day, adding
selective left turn lanes at critical intersections, or adding reverse flow travel lanes by time
of day.
III-36
C
Table 4-1
Downtown Perimeter Capacity Evaluation
1988 Roadway Capacity (ADT)
Roadway ADT Fasting Upgraded
Higuera 13,000 17,000 21,000
Marsh 14,000 18,000 22,000
Subtotal West 27,000 35,000 43,000
Broad 10,000 14,000 16,000
Chorro 3,000 4,000 5,000
Osos 14,000 16,000 19,000
Santa Rosa 5,000 5,000 6,000
Subtotal South 32,000 39,000 46,000
Mill 3,000 4,000 5,000
Monterey 9,000 12,000 13,000
Higuera 3,000 4,000 5,000
r"
-- Marsh 3,000 2,000 4,000
Subtotal East 18,000 22,000 27,000
Broad 3,000 3,000 3,000
Chorro 15,000 18,000 24,000
Osos 5,000 7,000 7,000
Santa Rosa 21,000 24,000 27,000
Subtotal Notch 449000 52,000 619000
TOTAL PERIMEM 1219000 148,000 1779000
Reserve Capacity
for New CBD Trips 27,000 56,000
(No increase in thru traffic)
Reserve Capacity
for New CBD Trips 14,000 29,000
(With Proportional Increase in thro traffic)
IV-7
1
Table 5-3
Potential Changes in Regional Travel Distribution
Based on Preliminary San Luis Obispo Build-Out Land Usesi
-------- Daily Vehicle Trip Ends -----
Existing Maximum Buildout
Number % Number %
External Trips Produced 63,400 9.6 215,500 16.4
External Trips Attracted 25,600 3.9 66,000 5.0
Subtotal Extemal Trips 2 89,000 13.5 281,500 21.4
Through Trips 3 36,000 5.5 66,900 5.1
Total Gateway Volumes 125,000 19.0 348,500 26.5
Internal Trips 4 534,300 81.0 968,800 73.5
TOTAL STUDY AREA TRIPS 659,300 100.0 1,317,200 100.0
1. Preliminary land use scenario for initial Phase I testing
2. Trips between City of San Luis Obispo and other areas
3. Trips passing through the City without stopping.
4. Trips wholly within the City. ^
in 30 years, as indicated on the table. Based on this analysis, gateway trips would account /
for almost 27 percent of all study area trips in the long-range future as compared to only
19 percent at present.
The projected gateway volumes were split among external and through trips as shown in the
table. The large imbalance toward internal trip attractions (i.e., generated by non-residential
uses) in the City's build-out scenario (see Table 5-2) would require a disproportionately
large increase in external trips produced at gateways (i.e., generated at homes outside the
city and commuting into the area) to offset the imbalance; more than a tripling, from 63,000
to 215,000 daily trips is projected. Overall, external trips are projected to account for over
21% in the future vs. 13% at present under these regional travel growth assumptions. The
large increase in in-commuting may or may not be regionally consistent with growth trends
outside the City of San Luis Obispo.
In light of these implications, the overall growth assumptions should be reviewed further
and discussed with County staff, and build-out traffic projections should be modified
accordingly during Phase II of this study.
V-9
ATTACHMENT #2
SUMMARY OF COUNCIL CONCERNS: March 6, 1989 City Council Study Session
Review of Phase I of the Circulation Studies
1. The assumptions about future circulation planning need to be clearly understood.
2. The impact of transportation on community noise levels and on air quality needs to be
a major study component of the general plan update and circulation studies and EIR.
3. The impacts of regional growth and economic development on transportation in the city
should be carefully considered.
4. The consultants should provide independent analysis of the city's problems and the
evaluation of neighborhood problems might be expanded.
5. Planning the downtown civic center needs to be coordinated with the circulation
studies in the downtown. The proposal to use Palm Street as a one-way downtown
bypass route may conflict with developing a pedestrian civic center on Palm Street.
6. The focus of Phase II should be to evaluate alternative solutions. The city's review
of solutions should be a focal point of updating the Circulation Element.
7. We should proceed with Phase II. The EIR is an important part of that work.
S. Noise and air pollution in the� downtown is a specific concern. Options for getting traffic to bypass the downtown need to be evaluated.
.J
9. Extending South Street to connect with Bishop Street should be considered.
10. In general, we need to find a way of reducing the speed of traffic throughout the
community to improve safety.
11. In developing new goals and objectives, the analysis should first look at existing
goals, policies and programs.
12. The Circulation EIR should include feasible mitigation measures to significant
impacts.
13. The impact of future traffic levels on Highway 101 is very important and should be
carefully studied.
14. Providing bike lanes to improve safety and complete linkages between activity areas
is important.
15. Mixing automobiles and pedestrians in the community continues to be a significant
problem. An expanded non-auto system to move people -- especially in the downtown --
should be considered.
16. Neighborhood impacts are a substantial problem. We shouldn't approve wholesale
changes to the character of San Luis Obispo to accommodate the automobile.
17. Routing of through traffic on Highway 1 and 227 is a significant concern.
carx*2/ts/13
city ®1 sAn luis o
990 Palm Street/Post Office Box 8100 • San Luis Obispo, CA 93403-8100
ATTACHMENT #3
March 30, 1989
TO: City Council
VIA; John Dunn, City Administrative Officer
Michael Multari, Community Development Director
FROM Terry •Sanville, Supervising Principal Planner
SUBJECT: History of City Action on Circulation Projects and Programs
In response to a concern raised by Councilmember Rappa at the March 6th study session,
staff has prepared the following outline for use by the circulation consultant. We have
tried to identify city actions that are at variance with or do not support the current -�
Circulation Element's policies or programs.
It should be emphasized that there have been numerous actions taken in support of the
Circulation Element programs. There are also other actions needed to implement the
Circulation Element that have yet to be pursued.
A. Street Plannine
• City did not to adopt plan lines for the upper Monterey Street area (from Santa
Rosa north to the freeway). The widening of Monterey Street is listed as a possible
street project in the Circulation Element.
' The City tentatively approved the Court Street Project without widening of Osos
Street. This widening project would have improved traffic flow through the Monterey
and Marsh Street intersections. The through lane isn't wide enough to accommodate a
bus. Buses are forced to straddle the two lanes which prohibits vehicles from
turning right. (The Circulation Element calls for improvements that facilitate
turning movements at key downtown intersections.)
B. Bicycles
City approved a Class II-A bike path (bike path on the outside of a parking lane on
the north side of South Street. The Bicycle Facilities Plan (1985) called for a
Class II-B path (path adjacent to curb with no parking).
J
Page 2 -- Attachment #3: Circulation Actions
' City reconstruction of the South Higuera - Madonna Road Intersection did not
include a continuous Class II-B bike path on the east side of Higuera called for by
the Bicycle Facilities Plan. The design of the auto travel lanes make it dangerous
for a bicyclist to travel south on Higuera between South Street and Madonna Road.
' City construction of a sidewalk on the west side of Higuera Street, just north of
Elks Lane eliminated part of the bike path. (The Bicycle Facilities Plan shows a
Class II-B path along this segment.)
' City did not to require bike lockers as part of the French Pavilion Project
downtown.
' The city constructed a bike path on South Higuera Street fronting Higuera Commerce
Park that requires cyclists to ride on a sidewalk instead of on the street.
C. Other Actions
' City did not to include a sidewalk on the north side of the Madonna Road freeway
bridge. People now walk alongside the roadway rather then wait for the long signal
to cross to the south side. (The Circulation Element says that the city will provide
sidewalks along public streets as part of city street projects.)
• City Hall parking permit policy used to preclude employees who lived within a half
mile of City Hall from getting a permit. (This policy supported Circulation Element
j policies that encouraged downtown employees who live close to work to try walking and
leave their cars at home.) This policy has been dropped although it affected few
people.
' The city relaxed it residential growth management standards and enabled actual
population growth to exceed 2% per year. (The Circulation Element states that the
city should carefully guide and control growth and development.)
The staff will pass this information onto the circulation consultant as input into Phase
II of the work. If the council feels it appropriate, the staff can prepare a
comprehensive progress report on the implementation status of the current Circulation
Element-.
cAV2-S,'r5 l3_�
ATTACHMENT #4 _J
GOALS AND OBJECTIVES"
1982 Circulation Element
OVERALL TRANSPORTATION GOALS...
San Luis Obispo should keep its rural, small-city character. It is the community's
SLO-paced lifestyle that makes it an enjoyable place to live. City government should
carefully guide and control growth and development so these important qualities are not
lost. The community's appearance, the character of its neighborhoods, and the economic
vitality of its commercial centers are all affected by the types of transportation we
use. Therefore, transportation planning should be guided by the community's broader
goals and should be used to help attain them.
Top achieve those broader aims, the city will pursue the following goals in
transportation planning:
1. To reduce people's use of their cars by supporting and promoting alternatives such
as walking, riding buses and bicycles, and using car pools.
2. To provide a system of streets that are well maintained and safe for all forms of
transportation.
3. To reduce noise and pedestrian safety problems caused by heavy automobile traffic
and trucks in residential areas.
4. To widen and extend streets only when there is a demonstrated need and when the
projects will cause no significant, long-term environmental problems.
5. To make the downtown more functional and enjoyable for pedestrians.
6. To promote the safe operation of all modes of transportation.
7. To coordinate its planning of transportation with other affected agencies such as
San Luis Obispo County, Cal Trans, and Cal Poly.
TRAFFIC REDUCTION PROGRAM OBJECTIVES...
To achieve the goal of reducing people's use of automobiles in San Luis Obispo, the city
government will encourage:
1. More people to use the in-town and regional bus systems on a regular basis.
2. More people to ride bicycles, and mopeds or walk to work and school -- especially
those who live within a 30-minute walk or ride.
3. More people to form car or van pools -- especially those who commute daily from
outlying areas. �.
r
" Note: the Circulation Element includes over 80 policy and program statements that
support these goals and objectives.
Page 2 -- Circulation Element Goals and Objectives (1982)
THE STREETS MASTER PLAN OBJECTIVES...
To achieve the goal of providing a safe and well maintained street system and reducing
safety and noise problems in residential areas, the city government will:.
1. Ensure that existing streets are fully used before it considers widening them or
building new ones (see Appendix "B", page B-1).
2. Manage traffic so that it is concentrated on arterial streets and thoroughfares
and is not disbursed throughout residential areas.
3. Undertake street projects only when they improve safety and traffic flow for all
types of transportation and do not cause significant environmental problems.
4. Establish a system of truck routes that avoid residential areas, and enforce the
use of this system.
5. Ensure that any circulation project solution, major or minor, must provide for the
mitigation of adverse impacts on all residential neighborhoods.
TRUCK, AIR AND RAIL TRANSPORTATION OBJECTIVES...
y\� 1. Truck Transportation: provision of effective delivery service in San Luis Obispo
without causing downtown traffic congestion or noise problems in residential
areas.
2. Air Transportation: provision of safe and convenient air travel for San Luis
Obispo residents and other people living in the Central Cost. Air transportation
using the county airport should not create safety or noise problems in surrounding
areas.
3. Rail Transportation: use of the train as an alternative means of transportation.
CARS/TS/5-6
RESOLUTION NO. (1989 SERIES)
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF
SAN LUIS OBISPO ADOPTING THE MANDATORY WATER
CONSERVATION IMPLEMENTATION POLICY STATEMENT
WHEREAS, the City of San Luis Obispo has experienced three (3) consecutive years with
lower than normal rainfall, which has resulted in lower than normal reservoir storage
levels. Using historic water hydrology and demand information, the.City developed and
adopted its Annual Water Operational Plan of 1985 under which reductions in demand are
required when predetermined reservoir storage levels are reached.
WHEREAS, the City Council acknowledges that water is a limited resource and therefore
desires to improve the effectiveness of water use within the City's service area and
encourages citizens to use water wisely. To accomplish this, the City will introduce a
mandatory water conservation program using the following elements:
NOW THEREFORE BE IT RESOLVED by the Council of the City of San Luis Obispo as
follows:
SECTION 1. This Council finds that:
L Water use classifications are determined and established by the Director of
Finance.
2. The address resident is the customer in control of the premises and is in
control and responsible for the water service.
(� ! 3. The City will establish a life-line water usage allowance of 15 units per
billing cycle. In the event the billing cycle is reduced to a monthly billing
cycle, the life-line water usage allowance will be 7 units.
4. The City will establish a mandatory water conservation percentage reduction
with seasonal allotment program. The following targets are established by
class of customer for the summer and winter seasons:
% TARGET REDUCTIONS
Summer Winter
Residential
Single Meter 30 10
Multi-Family 15 10
Commercial/Industrial 10 10
InssipiHonal 40 . 10
Landscape 70 50
TOTALS 26 12
1
y i
Resolution No. (1989 Series)
Page Two ^\'
5. To encourage compliance with the mandatory water conservation percentage
reduction with seasonal allotment program, there will be a surcharge added to
the water bill if the customer exceeds the required reduction amount. The
surcharge will be 50 percent of the total water bill on which the target
allocation is exceeded. In the event that the customer's consumption exceeds
the base year usage, the surcharge will be 200 percent of the total water
bill. If the customer exceeds his allotment on two billing cycles within a
twelve month period, a flow-restrictor may be installed in the customer's
water supply line at cost to the customer, or the surcharge may be increased
to a higher value: If the customer exceeds his allotment on three or more
billing cycles within a twelve month period, the City may reserve the right to
terminate the water service. Prior to the termination of water service, the
City will provide a due process hearing before the Water Conservation
Adjustment Board.
6. The City, pursuant to Chapter 13.07 of the San Luis Obispo Municipal Code
which prohibits wasting of water, will impose the following penalties to
consumers in violation. The City may:
• Issue a written "warning" for the first offense;
' Issue a written citation or complaint for the second offense,
' Install a flow-restrictor at the cost of the customer for the third offense,
and;
• Terminate water service for a fourth offense. Prior to the termination of
water service, the City will provide a due process hearing before the Water
Conservation Adjustment Board. The charge for water service termination and
restoration shall be 100 dollars.
7. The City shall establish a Water Conservation Adjustment Board, which may
grant exceptions for uses of water otherwise prohibited by Section 13.07.070.
The procedure for filing a request for exception is:
' Completely fill out an application form which will be evaluated in accordance
with established criteria as approved by the City Administrative Officer.
' The first review will be by the Director of Utilities or designees. The
customer will be notified of the decision by letter.
If the water customer is not satisfied with the decision, it may be appealed
to the Water Conservation Adjustment Board.
* If the customer is not satisfied with the decision of the Water Conservation
Adjustment Board, it may be appealed to the City Administrative Officer whose
decision shall be final.
8. Requests for exemptions and any subsequent appeals can only be made by the
service customer or property owner.
9. The mandatory water conservation percentage reduction with seasonal allotment
program will be reviewed annually by the City Council in connection with the
Annual Water Operational Plan. Depending on levels of reservoir storage,
restrictions will be reduced, increased, or eliminated.
��/CZ
/1
On motion of seconded" by and on
the following roll call vote: .
AYES:
NOES:
ABSENT:
the foregoing Resolution was passed and adopted this day of ,
1989.
MAYOR RON DUNIN
ATTEST:
CITY CLERK PAMELA VOGES
APPROVED:
CITY MINI T1VE OFFICER
OR
'Fl\NAN E DIRECTOR
W
UTILITIES DIRECTOR
policyst/short*4
`3
ORDINANCE NO. (1989 Series)
AN URGENCY ORDINANCE OF THE CITY OF SAN LUIS —,
OBISPO AND ADDING SECTIONS 13.07.060 THROUGH
13.07.110 RELATING TO WATER CONSERVATION
Section 1. Findings
The City has experienced three (3) consecutive years with lower than normal rainfall,
which has resulted in the inability to store essential volumes of water in existing
reservoirs. Using historic water hydrology and demand information, the City developed
and adopted its Annual Water Operational Plan of 1985 under which reductions in demand
are required when predetermined reservoir storage levels are reached.
The City Council acknowledges that water is a limited resource and therefore desires to
improve the effectiveness of water use within the City's service area and encourages
citizens to use water wisely. The City Council hereby finds and determines that:
A. The City has experienced three successive dry winters.
B. As of March 1, 1989 reservoir storage was 31.4 percent of capacity.
C. Voluntary restrictions in use have not achieved the required goal of 25
percent use reduction.
D. Unrestricted water use for nonessential needs may endanger the adequacy of the
City's supply of water for essential needs.
E. Based on findings and related actions established in the City's Annual Water
Operational Plan, the following restrictions are hereby adopted.
F. An emergency condition of water shortage in the City exists; and requirements
of water consumers cannot be satisfied without depleting the water supply to �)
the extent there would be insufficient water for human consumption,
sanitation, and fire protection.
Section Z. That the San Luis Obispo Municipal Code is hereby amended by adding
Sections 13.07.060 through 13.07.110 to read as follows:
Sec. 13.07.060 Definitions. The following words and phrases, whenever used in this
Chapter, shall be construed as defined in this section unless from the context a
different meaning is intended or unless a different meaning is specifically defined
within individual sections of this Chapter.
a. "Base Period" means that period of time over which the base water use is
computed.
Sec. 13.07.070 Water Use.Reduction. No customer of the City shall make, cause, use
or permit the use of potable water from the City for residential, commercial, industrial,
agricultural, governmental, or any other purpose in a manner contrary to any provision of
this Chapter.
(1) Mandatory Water Conservation Percentage Reduction With Seasonal Allotment: The
City will establish by resolution target reduction amounts for each customer class.
These target amounts will be adjusted for the winter and summer seasons, taking into
account each customer's user class ability to conserve water.
(2) Residential Life-line Allowance: Notwithstanding any reduction of water use
which would otherwise be required of water use pursuant to the percentage reduction
requirement set forth above, no customer shall be surcharged or otherwise be penalized
for failure to reduce water consumption below a life-line rate as established by the
City.
Ordinance No. (1989, Series)
Page Two
(3) Prohibited Water Uses In addition to any other requirements of this code, all
consumers are deemed to have under their control at all times any and all water
distribution lines and facilities serving the property benefited by the water service and
to know the manner and extent of their water use and any runoff. The following specific
aces of water are prohibited and constitute a violation of this code.
A. Use of water from fire hydrants shall not be used for any purpose other than to
fight fires or for other activities where such use is immediately necessary to maintain
the health, safety and welfare of the residents of San Luis Obispo.
B. Restaurants may not serve water to their customers except on specific request.
C. Potable City water shall not be used to wash down sidewalks, driveways, parking
areas, except to alleviate immediate fire or sanitation ha?ards.
Sec. 13.07:080 Excess Water Use Surcharge, To encourage compliance with mandatory
water conservation percentage reduction, there shall be a surcharge added to the water
bill if a customer exceeds the required reduction amount. The City will establish by
resolution the surcharge method and amount.
Sec. 13.07.090 Additional Authority The City has the authority to install a flow
restrictor or terminate water service to any customer who is in violation of this code
(including the failure to meet water conservation percentage reduction requirements).
Prior to the termination of a water service, the City will provide a due process hearing
before the Water Conservation Adjustment Board. The criteria to install a flow
restrictor or terminate water service will be established by resolution.
Sec. 13.07.100 Hearing for Exceptions. The Water Conservation Adjustment Board,
consisting of the directors of the City's Finance, Utilities, and Community Development
Departments or their designees, may grant exceptions for uses of water otherwise
prohibited by Section 13.07.070. Rules and procedures for filing and hearing requests
for exemptions shall be adopted by resolution of the Council. Appeals may be taken from
decisions of the board in the manner set forth in said resolution.
Sec. 13.07.110 Reservation of Rights. The rights of the City hereunder shall be
cumulative to any other right of the City to discontinue service. All monies collected
by the City pursuant to the provisions of this Chapter shall be deposited in the Water
Fund as reimbursement for the City's costs and expenses of administering and enforcing
this Chapter.
Section 3. Seiverability. If any provision, section, subsection sentence, clause or
phrase of this ordinance, or the application of same to any person or set of
circumstances if for any reason is held to be unconstitutional, void or invalid, the
invalidity of the remaining portions of this Ordinance shall not be affected thereby, it
being the intent of the City Council in adopting this Ordinance that no portion thereof,
or provisions, or regulations contained herein; shall become inoperative, or fail by
reason of any unconstitutionally of any other portion hereof, and all provisions of this
Ordinance are declared to be severable for that purpose.
J
ko/�
Ordinance No. (1989.P^ries)
Page Three
Section 4. Effective Date. The ordinance shall go into effect immediately with the
financial surcharges being applied on all bills issued on or after July 1, 1989.
Section 5. That given the clear and significant need and urgency relating to this -
issue, the Council does hereby adopt this as an Urgency Ordinance which shall take effect
immediately upon adoption, and shall be advertised within five (5) days of passage,
however, failure to advertise will not affect its validity.
INTRODUCED AND ADOPTED by the Council of the City of San Luis Obispo, at its meeting
held on the day of , 1989, on motion of ,
seconded by and on the following roll call vote:
AYES:
NOES:
ABSENT:
MAYOR RON DUNIN
ATTEST:
CITY CLERK PAMELA VODES
ra • a a a ♦ a a a a a a • a s a '�
ordinance/short#4
. FtEC: t Ikp
t MEETING DATE:
mi�I��I�lpal � city of San LUIS OBISPO APR 5 Q 7M. April 5, 1989
MiN COUNCIL AGENDA IRT ITEM NUMBER:
FROM: William T. Hetland Prepared By: Allen Short
Utilities Director Water Division Manager
SUBJECT: Consideration of Calgon Corporation proposal to
remove Tetrachloroethylene from the Dalidio
groundwater basin.
RECOMMENDATION: Adopt resolution authorizing CAO to negotiate a
contract with Calgon Corporation to remove
Tetrachloroethylene from the Dalidio ground water
basin at a cost not to exceed $400,000
SUMMARY
The Dalidio groundwater has been found to be contaminated with known
carcenogenic compounds Tetrachloroethylene (PCE) and
Trichloroethylene (TCE) . These chemicals can be effectively and
safely removed using existing technology. Carbon absorption and air
stripping are the most common methods of removal. Based on an
evaluation of alternatives, staff recommends the two permanent
carbon absorption units be selected at a cost of $384, 500.
Estimated delivery and installation time is 60 days. Staff
recommends Council adopt a resolution authorizing the CAO to
negotiate a contract with Calgon Corporation for removal of
contaminants.
BACKGROUND
At the March 3 , 1989 City Council meeting, Andrew Merriam
(representing the Dalidio family) presented the City Council with an
offer to use groundwater located beneath the Dalidio property. The
offer was made to assist the City through its present water
shortage.
The first step taken after the offer, was to arrange for and collect
water samples at all well locations on the Dalidio property. The
collection of samples was required to determine existing water
quality characteristics and establish that if the water met current
water quality standards established by both the State and Federal
governments.
The laboratory selected to perform the sample collection and
analysis was Central Coast Laboratory located in San Luis Obispo.
The laboratory analysis has been completed and the results have
arrived. The analysis identified two Volatile Organic Compounds
(VOCs) ; Tetrachloroethylene (PCE) and Trichloroethylene (TCE) . The
Tetrachloroethylene was the primary contaminant, with only a trace
of Trichloroethylene.
Tetrachloroethylene is used primarily as a solvent, as a heat
transfer medium, and in the manufacture of fluorocarbons. According
to available literature, PCE is a potent depressant of the nervous
Q%lflrljjj city or San LUIS OBISPO
COUNCIL AGENDA REPORT
Tetrachloroethylene
Page 2
system. Studies published in 1980 suggest that the carcinogenicity
of tetrachloroethylene is unclear. However, new toxicological data
obtained from the EPA suggests that tetrachloroethylene is a
potential human carcinogen.
In 1986 the Safe Drinking Water Act (SDWA) enacted in 1974 was
amended to include a number of new substances that water suppliers
must identify and monitor. One of the new areas is VOCs, of which
PCE is included. fn trying to quantify the health effects of the
various chemicals the EPA divided VOCs into the following three
categories:
I Known or probable human carcinogen.
II Equivocal evidence of carcinogenicity.
III Noncarcinogen.
PCE is listed in category I. The proposed maximum contaminant level
(MCL) for this chemical is 5 ug/1. Central Coast Laboratory found
one well with a level of 20 ug/1, one at 14 ug/1, and one at 7
ug/1. The value of 20 ug/l represents 4 times the current MCL. A
number of communities have experienced groundwater concentrations of
100-300 ug/l. The State of California began requiring monitoring
of this chemical in March of 1989.
OCCURRENCE OF VOCs
VOC concentrations are more likely to be found in groundwater
supplies than in surface water supplies. This probably is due to
two factors. First, since much of the contamination has been due to
poor storage and disposal practices on or under the ground, shallow
aquifers are much more vulnerable to contamination than surface
waters. Secondly, surface waters have the advantage of dilution and
natural aeration. Since groundwater moves slowly, there is less
opportunity to reduce concentrations due to dilution or aeration. A
concentration contaminant plume tends to stay that way as it moves
with the groundwater flow.
The likelihood for contamination and the concentrations of
contaminants increases as the population served by a water system
grows. More densely populated areas are more likely to produce and
use VOCs and, as such, the water system in these areas are more
vulnerable to contamination. Additionally, the proximity of a water
system to industrial or commercial use of VOCs increases the
potential for contamination. Although important, this factor alone
should not be used to predict contamination.
I
TREATMENT TECHNOLOGIES:
Proven technology exists to remove these contaminants from the water
in order to meet health standards and make it safe for human ! -�/ a
N' �HIIIInIi� �� city of San Luis 081spo
MIMGM COUNCIL AGENDA REPORT
Tetrachloroethylene
Page 3
consumption. The two most commonly used technologies are air
stripping using packed-tower aeration and carbon absorption.
1. Packed-tower Aeration - Packed-tower aeration uses a vessel
filled with special packing material that provides good contact
between water and air. Water is introduced at the top of the tower
and trickles down through the packing. Air is forced or drawn
upward through the packing by a blower. The VOCs are transferred
from the water to the air during their contact in the packing, then
exhausted with the air to the atmosphere at the top of the tower.
A key issue with this type of treatment is whether VOCs in the air
leaving the tower constitute a health risk. This decision is site
specific and based upon the tower's location to people, wind
patterns, VOC concentrations, and the amount of air required for
use.
The cost of this technology can be as much as 50 percent less than
the cost of granulated activated carbon. However, the primary
disadvantage to this technology is the lead time required for
permits, design, construction and installation. In addition, the
facilities are also larger and higher than the granulated activated
carbon units.
2. Granulated Activated Carbon (GAC) absorption - GAC absorption
takes place in a closed vessel where the water passes through a bed
of activated carbon. The VOCs are absorbed onto the carbon's pore
structure. Contact time is very important, usually requiring 10-15
minutes.
Under this technology there are two methods of operation, the first
is called parallel operation. Parallel operation places two
filtration tanks side by side. The total flow from the well is
divided approximately in half with each filter bed removing equal
amounts of material. The advantage is the lower initial capital
costs. The primary disadvantages are when the carbon is exhausted
and must be exchanged. Both units will undergo this operation at
the same time. The amount of carbon used per year is greater when
compared to series operation (see below) . Finally, there is no back
up bed in case contaminant break through occurs as compared to
series operation.
The second method of operation is called series. Series operation
places two filtration tanks side by side. The total flow from the
well flows through the first filtration tank and then through a
second before entering the distribution system. The primary
advantages are lower carbon replacement costs. The first bed
removes the contaminants, the second bed acts as a polishing bed.
The second bed acts as a back up in case problems occur with the
first bed and acts as additional insurance against pass-through of
contaminants. _
��� ► i� i��I�� city of san Luis oBi spo
COUNCIL AGENDA REPORT
Tetrachloroethylene
Page 4
Because of time constraints and the urgency facing the City of San
Luis Obispo, staff is recommending the use of GAC to remove TCE and
PCE. In addition, staff is recommending that GAC filtration beds be
placed in series operation.
CALGON OPTIONS
The Calgon Corporation has been involved in water and wastewater
treatment for over 50 years. They are one of the major companies
involved in carbon absorption technology.
Staff met with Calgon Corporation representatives to review options
available to the City for treating the Dalidio groundwater. The
following is a summary of the viable carbon treatment option.
The Calgon Corporation can either furnish units for permanent
installation or rent units on a monthly basis. Staff developed four
options based on either permanent units or rental units. The
primary advantage of the rental units is that they are available
about 30 days sooner than the permanent units. Both units will
safely treat the groundwater to remove contaminants.
The table below summarizes these options.
i
Summary of Carbon Treatment Options
Option Description Flow Rate Total Cost Delivery Time
(AF/Y) ($) (Days)
1 Purchase 2 permanent
units 1300 384 , 500 60
2 Rent 2 units for
one year 725 238 , 000 30
3 Rent 1 unit for year 30 (rental)
Purchase 1 unit 1300 317 , 000 60 (permanent)
4 Rent 1 unit for 4 months 30 (rental)
Purchase 2 units 1250 466, 200 60 (permanent)
Staff is recommending Option #1 be pursued.
� O
�I� �hlll���laul1� city of san Lacs osispo
j COUNCIL AGENDA REPORT
Tetrachloroethylene
Page 5
NON-TREATMENT OPTIONS
In light of the above information, the City may wish to consider
other alternatives. Instead of accepting the Dalidio groundwater
offer, it may be more cost effective for the City to drill their own
wells in aquifers that do not contain contamination by VOCs. Based
upon the Calgon proposal of $384,500 and the estimate derived from
the recent Whale Rock well bid of $60,000, the City could fully
construct and develop six (6) wells for domestic use. At an
assumed flow rate of 110 gpm (City wells have ranged from 80 gpm to
140 gpm) , the six wells could generate 660 gpm or a little over 1000
AF/y.
A second option is to blend the contaminated well water with non-
contaminated water prior to entering the distribution system. The
State of California Department of Health Services requires water be
taken from a noncontaminated source and mixed with the contaminated
well water at such a ratio to reduce the contaminant concentrations
to below the health standards. Presently, the City does not have a
readily accessible non-contaminated source to blend with the
contaminated source. As a result, this option is not available at
this time.
STATE HEALTH SERVICES
1
The State of California, Department of Health Services (State)
recognizes both air stripping and use of granulated activated carbon
as viable technologies to remove PCE and TCE. However, the State
does have three requirements prior to the installation of a
treatment unit. (1) The recommended system must be reviewed and
approved by a registered engineer in the field of water treatment
prior to installation. (2) If the recommended option is GAC
treatment, they prefer the units be operated in series. (3) The
Department of Health Services will require that the City establish a
sampling schedule. This schedule would require approval prior to
start up. In addition, monthly reports indicating level of system
operation will be required.
CONSEQUENCES OF NOT TARING ACTION:
If treatment and removal of PCE is not provided;
* The City would not be in compliance with the State and Federal
Water Quality Regulations.
I
* The State would not grant the City an operations permit and we
would not be able to use the water from the Dalidio wells for
domestic consumption. /
�u i i�NIII�I�P ���ll city o� San LUIS osispo
COUNCIL AGENDA REPORT
Tetrachloroethylene
Page 6
FINANCIAL IMPACT•
The recommended treatment option costs $384,500 which includes
$80, 000 in carbon. Annual carbon replacement is estimated at
$40, 000 per year. Power costs for the wells and treatment is
estimated at $49,000 per year for 1300 AF of water. Labor costs are
also estimated to be one half person full time equivalent position
at a cost of $17,200 per year. Summary of costs are as follows:
Total I Unit $/AF
Capital $304,500 $ 34.90*
Material (Carbon) 40, 000 30.76
Power 49, 000 37.69
Labor 17, 200 13 .23
$410,700 $ 116.58
* Amortized over 10 years at 8%.
This cost does not include any fees paid to the Dalidios.
This compares favorably to the City's current unit cost of producing
water, including source of supply and treatment, of $215/AF.
i
There are adequate funds in the water fund to cover this project.
This expenditure may require an evaluation of priorities for new CIP
projects and projects which have been approved but not completed.
Those projects with a low priority will be eliminated and the money
will then be used to fund this project.
RECOMMENDATION•
Adopt resolution approving the proposal with Calgon Corporation to
remove Tetrachloroethylene from the Dalidio ground water basin.
APPROVED:
City Administrative Officer
City A rney
I
Finance erector
RESOLUTION NO. (1989 SERIES)
A RESOLUTION OF THE COUNCIL OF THE
CITY OF SAN LUIS OBISPO AUTHORIZING THE
CITY ADMINISTRATIVE OFFICER TO NEGOTIATE
TREATMENT FOR THE REMOVAL OF
TETRACHLOROETHYLENE FROM THE DALIDIO
GROUNDWATER BASIN
WHEREAS, the City of San Luis Obispo is in the process of
negotiating an agreement to use the groundwater under Dalidio land
for an emergency supply; and
WHEREAS, the laboratory analysis have found levels of
tetrachloroethylene above the State maximum contaminate levels; and
WHEREAS, tetrachloroethylene is classified as a know or
probable human carcinogen by the Environmental Protection Agency
(EPA) ; and
WHEREAS, the technology exist to effectively_ remove
tetrachloroethylene from contaminated water;
NOW, THEREFORE, BE IT RESOLVED that the Council authorizes
the City Administrative Officer to enter into contract for the
treatment and removal of contaminants from the Dalidio groundwater
basin, in an amount not to exceed $400, 000.
On motion of seconded by ,
and on the following roll call vote:
AYES:
NOES:
ABSENT:
the following resolution was passed this day of
1989.
MAYOR RON DUNIN
ATTEST:
CITY CLERK PAMELA VOGES
�- �23
2
Resolution No.No. Series
Approved:
G
City Administrative officer
City A rney
finance Director
Utilities Director
tce/casmemo3
A
MEETING GATE:
�I I ItIHIIIn„I �I� - �n April 5, 1
city
/ �f SA! 1 1Ui5 Q��Sp� ITEM NUMBER:/
A COUNCIL AGENDA REPORT
RECEIVED
FROM: William T. Hetland, Utilities Director L 1- APR 51989 OTYCLERK
SAN LuISO&SPO.CA
SUBJECT: Supplemental Report on Additional Financial Incentives
RECOMMENDATION:
Review additional financial incentive alternatives and take action as
necessary.
BACKGROUND
The Mandatory Water Conservation Ordinance and Policy Document agenda report addresses
options for financial incentives for those customers which meet or exceed their
conservation goal. An incentive program is a positive way to encourage conservation.
These incentives would be in addition to the surcharges being recommended. The report
presented a financial incentive program but it did not specifically address a rebate.
This report presents two alternative financial incentive alternatives that involve
rebates.
For a financial incentive program involving some type of customer rebate to be effective
it should meet the following criteria.
* Be easy for the customer to understand
* Be funded from revenue from an identifiable and predictable source
* Be of an amount that is truly an incentive that will get customer response
* Be returned to the customer quickly
ALTERNATIVE FINANCIAL INCENTIVES
Flat Rate Rebate
A flat rate rebate program would designate a flat amount of money to be distributed to
those customers which met or exceeded their water conservation goals. Under this method
the City could establish how much money would be needed to fund this program.
Without any experience using the proposed rate structure, a rebate program presents a high
degree of uncertainty. Any rebate amount likely to be an effective incentive would be a
significant cost if all customers met their conservation targets.
Annual costs are estimated between $100 thousand and $700 thousand. The higher end of the
range would require a rate increase to fund the program which may be viewed as
counter-productive. The chart below illustrates a range of rebates, their potential
annual costs and how that would convert to a rate increase.
'm�7i���IVNIIIHHpD ul �11 city of San LaIS OBISpo
COUNCIL AGENDA DEPORT
Financial Incentives
Page 2
Annual Cost Rate Increase
if all Customers if fully Funded
Amount of Rebate Reach Targets from Rates
$5.00 per month $700,000 20%
$5.00 per billing $350,000 10%
$2.00 per month $260,000 7.5%
$2.00 per billing $130,000 3.7%
The proposed mandatory conservation rate structure is designed to conserve water not to
generate additional revenue. However, it is reasonable to assume that some customers will
not meet their conservation goals and will pay a surcharge. Staff anticipates that these
surcharges would support a $100-200 thousand rebate program.
For example, if a $2.50 per billing cycle rebate was selected for all those customers who
met their percentage allocations, $180,000 in additional revenue would be required to fund
the program. It is estimated that this amount of revenue could be generated if 10 percent
of the City's customers consistently exceeded their target allocations by 5 percent
throughout the year.
i
This approach would be easy for the customer to understand and allow for timely rebates. j
Without rate increases, funding is uncertain and rebate amounts may not be a significant
incentive. i
Rebate as Percentage Surcharges Received
A second way to establish a rebate is to base it on the amount of money the city receives
because of the surcharge paid by customers who exceed their conservation goal. Under this
method those people who exceed their percentage allotments would be subsidizing those who
conserved water. The system can be set up using any percent of the surcharge revenue up
to 100%. A lesser percentage would be appropriate to accommodate administrative costs and
program uncertainty due to billing lag times. At some point, like each billing cycle or
annually, the revenue received from surcharges would be divided by the number of customers
who meet their allocations to determine the actual rebate per customer. This method also
may not provide a very timely response to the customer if the longer time periods are
selected for issuing the rebate.
Under this method, it is impossible to predict what the actual rebate amount per customer
will be since it is impossible to estimate the amount of money that would be received from
surcharges or the number of customers entitled to a rebate. However, a minimum amount,
(such as the $2.50 per cycle noted above) could be established with the commitment to
provide an additional rebate based on a percentage of the surcharge revenues.
RECOMMENDATION I
Staff recommends the financial incentives outlined in the mandatory water conservation
agenda report. /
1�+�»�>IiIVIIIIIN�II ��� city of san Lais osispo
COUNCIL AGENDA REPORT
Financial Incentives
Page 3
APPROVED:
Eit A kninistrative Officer
CityAttorney
Fin ce Director
Utilities Director
I
I
I
fininc/wth
i