HomeMy WebLinkAbout21. ScreencheckFEIR312Transpor 3.12 TRANSPORTATION AND TRAFFIC
Avila Ranch Development Project 3.12-1
Final EIR
3.12 TRANSPORTATION AND TRAFFIC
This section describes transportation facilities and operations and analyzes the potential
environmental effects of the proposed Avila Ranch Development Project (Project) on
transportation and traffic as defined by the California Environmental Quality Act (CEQA)
and the City of San Luis Obispo’s (City) regulations and policies.
This section is based on the Transportation Impact Study (TIS) prepared by Central Coast
Transportation Consulting for the proposed Project (see Appendix P; Central Coast
Transportation Consulting 2016). The scope of the TIS was developed to be in
conformance with the standards set forth in the City General Plan, Circulation Element
(2014). Careful consideration was given to which intersections and transportation facilities
could be substantially impacted by the Project and the likely outer boundary of such
impacts. Additional data for this section was derived from the review of the City General
Plan, Circulation Element; Land Use and Circulation Elements Update Environmental
Impact Report (LUCE Update EIR); numerous Project site visits; and review of the Project
Design Guidelines Development Plan (Appendix F D).
3.12.1 LUCE Update EIR
The 2014 LUCE Update EIR analyzed citywide transportation impacts related to future
development permitted under the 2014 LUCE. The LUCE Update EIR identified
significant impacts to transportation as a result of traffic and demand for transportation
facilities associated with development of planned citywide land uses allowed under the
LUCE, including potential development of the Project site. The LUCE EIR addressed the
impacts of development of the Project site with up to 700 housing units and 15,000 to
25,000 square feet (sf) of commercial space. The EIR found that additional traffic
congestion from projected full buildout of the land use plan under the 2014 LUCE Update
would result in unacceptable levels of service (LOS) at several roadways and intersections
and, as a result, would have significant impacts. Specifically, Broad Street and Prado Road
would experience a significant increase in traffic volume, and intersections in the Project
vicinity would experience significant delays, including Higuera Street/Tank Farm Road,
Broad Street/Tank Farm Road, and Broad Street/Airport intersections. The LUCE Update
EIR found that although implementation of City policies would reduce traffic volumes and
intersection delay, impacts would remain significant. Additionally, the LUCE Update EIR
found that increases in traffic would create significant impacts by further degrading
operations on U.S. Highway 101.
3.12 TRANSPORTATION AND TRAFFIC
3.12-2 Avila Ranch Development Project
Final EIR
3.12.2 Environmental Setting
3.12.2.1 Area Roadway Network
Regional access to southern areas of the City is provided via U.S. Highway 101 and State
Route (SR) 227, both of which are north-south regional highways (see Figure 3.12-1).
Regional access into the Project site is via the interchanges of U.S. Highway 101 with Los
Osos Valley Road and South Higuera Street, as well as SR 227 and its intersection with
Buckley Road. Local arterial access to the Project site is provided via Los Osos Valley
Road, Tank Farm Road, and Buckley Road, which are east-west arterial roadways. Local
north-south access is provided only by South Higuera Street and SR 227/Broad Street.
The Project site is currently undeveloped with limited access via unimproved agricultural
roads. Existing vehicle access to the Project site is limited to the western and southern site
boundaries, with road access unavailable from the north or east. Access is currently
available off of Buckley Road, which traverses the southern site boundary; Vachell Lane
which borders the western boundary of the southern end of the site; and Venture Drive,
which stubs out at the western site boundary. From the north of the site, Earthwood Lane
and Horizon Lane both provide access off of Suburban Road, but currently terminate north
of the Project site property line and do not provide improved access.
Key streets and highways that provide vehicle access to the Project site and vicinity are
described below. Pedestrian, bicycle, and transit facilities along these roadways are
described below in Section 3.12.2.4, Alternative Transportation.
Buckley Road is a two-lane rural roadway
providing east-west access into the southern
region of the City. Buckley Road provides
primary southern access to the Project site.
South Higuera Street/Vachell Lane intersection.
Vachell Lane is a two-lane road bordering the site
and South Higuera Street, to the west of the site, is
a four-lane road with a center turn-lane and
sidewalk on the west side of the road.
3.12 TRANSPORTATION AND TRAFFIC
Avila Ranch Development Project 3.12-3
Final EIR
• U.S. Highway 101, located 0.5 mile west of the Project site, is a multiple-lane
divided interstate highway that extends through the City of San Luis Obispo, south
to City of Los Angeles, and north to City of San Francisco and beyond. Within the
Project vicinity, U.S. Highway 101 is relatively level and contains four lanes.
Primary access to the Project vicinity is provided via full-access interchanges at
South Higuera Street and Los Osos Valley Road, a partial interchange with
northbound on/off ramps at Prado Road, and further north at the Madonna Road
interchange. Currently U.S. Highway 101 experiences moderate levels of
congestion in the vicnity of Los Osos Valley Road.
• SR 227 (Broad Street), located 1.5 miles to the east of the Project site, is a north-
south regional road connecting the Cities of San Luis Obispo and Arroyo Grande.
Within the City, SR 227 (Broad Street) has been relinquished to City control; in the
vicinity and south of the Airport, SR 227 is under the California Department of
Transportation (Caltrans) jurisdiction. SR 227 is a two-lane highway that connects
to Buckley Road as Broad Street with a two-way left-turn lane where it connects to
Higuera Street as South Broad Street. SR 227 serves residential, commercial, and
agricultural areas, as well as the Airport. SR 227 has varying grades and at-grade
intersections.
• Los Osos Valley Road, located 0.25 mile northwest of the Project site, is a two- to
six-lane arterial roadway with a roughly east-west alignment extending between
South Higuera Street in the City and the unincorporated coastal communities of Los
Osos and Morro Bay. Los Osos Valley Road serves as both a state highway carrying
through traffic to Los Osos and beyond and provides access to residential
neighborhoods and commercial centers at the City’s southern end, particularly the
regional shopping center at Irish Hills Plaza. Los Osos Valley Road is four lanes
west of U.S. Highway 101 and two lanes east of U.S. Highway 101 towards South
Higuera Street. Recently completed improvements to the Los Osos Valley
Road/U.S. Highway 101 interchange expanded the facility to four lanes; however,
these interchange improvements were completed after the TIS was completed.
• South Higuera Street, located 0.25 mile west of the Project site, is a four-lane north-
south arterial to the north of Los Osos Valley Road with a speed limit of 45 miles
per hour (mph), which narrows to two lanes to the south. South Higuera Street
extends north from its interchange with U.S. Highway 101 to the City’s Downtown.
South Higuera Street serves retail, commercial, and industrial use areas in the
Project vicinity.
• Madonna Road, located 1.5 miles north of the Project site, is an east-west, four-
lane arterial roadway with a speed limit of 35 mph. Madonna Road connects
Higuera Street to U.S. Highway 101 and Los Osos Valley Road serving mostly
residential and retail land uses. Madonna Road includes an interchange with U.S.
Highway 101 and provides access to the Madonna Plaza and San Luis Obispo
Promenade retail centers.
• Prado Road, located 1.0 mile north of the Project site, is a two lane east-west road
with a speed limit of 40 mph. Prado Road currently has a limited connection to U.S.
Highway 101 via a northbound on/off ramp, although a full interchange including
3.12 TRANSPORTATION AND TRAFFIC
3.12-4 Avila Ranch Development Project
Final EIR
southbound access is planned for this location. Prado Road currently extends for
approximately one mile from U.S. Highway 101 east to a partially developed light
industrial area and serves residential and commercial uses.
• Tank Farm Road, located 0.75 mile to the north of the Project site, is an east-west
arterial with of four-lanes near South Higuera Street, narrowing to two lanes near
Long Street, and has a posted speed limit of 45 mph. Tank Farm Road connects
South Higuera Street to SR 227 and continues west to Orcutt Road, serving
commercial, retail, and residential areas.
• Buckley Road, bordering the Project site to the south, is a two-lane east-west
arterial, under the County’s jurisdiction, that extends from Vachell Lane almost 3
miles east to SR 227 with a speed limit of 40 55 mph. Buckley Road serves
residential, commercial, and agricultural areas, as well as the Airport. Access to the
site is currently available off Buckley Road via a dirt driveway.
• Vachell Lane, bordering the Project site to the west, is a two-lane north-south 0.5-
mile long local roadway with a speed limit of 40 mph. Vachell Lane connects
Buckley Road to South Higuera Street serving commercial areas.
• Suburban Road, located to the north of the Project site, is a two-lane local street
that serves commercial and industrial uses and runs for 0.5 mile east from South
Higuera Street to Horizon Lane. West of Earthwood Lane, Suburban Road is
generally developed as with a paved width of 36 to 40 feet. East of Earthwood Lane,
paved road widths become more variable, diminishing to nearly 20 feet at the far
eastern end at Horizon Lane.
• Venture Drive runs for 600 feet east from Vachell Lane where it stubs out at a
barricade at the Project site’s western boundary. Venture Drive is developed as a
38-foot wide two-lane street with continuous curb, gutter and sidewalks along the
south side, and a curb on the north. Venture Drive currently serves industrial
properties.
Venture Drive (aspect west), is currently
stubbed out to the west of the Project site, but is
proposed to be extended to provide access west
to Vachell Lane.
Horizon Lane, north of the site, is generally limited
to a paved width of 20 feet in poor paving
conditions and sidewalks limited to roughly 400 feet
along the east side of the southern end of this
roadway.
3.12 TRANSPORTATION AND TRAFFIC
Avila Ranch Development Project 3.12-5
Final EIR
• Horizon Lane and Earthwood Lane are small local roads. Earthwood Lane extends
from Suburban Road south approximately 420 feet where it terminates 580 feet
north of the Project site. Horizon Lane is a degraded paved narrow roadway with
approximately 20 feet of paved width and dirt shoulders in places. This road
extends 1,000 feet between the Project site and Suburban Road.
Circulation and traffic flow in the Project vicinity is constrained due to the limited number
of north-south arterials parallel to U.S. Highway 101, which funnels traffic onto a limited
number of major streets. Additionally, the non-standard design and spacing of some
intersections also constrains the transportation network. Intersection operation and
congestion is discussed in further detail below in Section 3.12.2.2.
Los Osos Valley Road Interchange Project
The TIS was conducted prior to
completion of the Los Osos Valley
Road/U.S. Highway 101 interchange
project. Therefore “existing conditions”
as evaluated in the TIS represent the
configuration of the interchange prior to
the recent interchange expansion project.
The improved operations associated with
the interchange are represented in the
identified mitigation measures and where
interchange improvements have corrected
deficiencies, they are noted in this
discussion.
3.12.2.2 Traffic Operations at Intersections
Existing conditions for the following 14 intersections within the Project vicinity were
evaluated to determine potential impacts associated with Project-generated and cumulative
traffic (see Figure 3.12-1 for existing conditions). Traffic counts were collected at each of
these intersections during weekday mornings (7:00 AM to 9:00 AM) and evenings (4:00
PM to 6:00 PM) in March, June, and July of 2015 and January and February of 2016 (see
Appendix P):
The recently completed improvements to the Los
Osos Valley Road/U.S. Highway 101 interchange
project, including widening of the interchange,
have substantially improved traffic flows in the
vicinity.
3.12 TRANSPORTATION AND TRAFFIC
3.12-6 Avila Ranch Development Project
Final EIR
1. Los Osos Valley Road/U.S. Highway 101 Southbound (SB) Ramps (Caltrans)
2. Los Osos Valley Road/U.S. Highway 101 Northbound (NB) Ramps (Caltrans)
3. South Street/Higuera Street (City)
4. Madonna Road/Higuera Street (City)
5. Prado Road/South Higuera Street (City)
6. Tank Farm Road/South Higuera Street (City)
7. Tank Farm Road/Horizon Lane (City)
8. Suburban Road/South Higuera Street (City)
9. Vachell Lane/South Higuera Street (City)
10. Los Osos Valley Road/South Higuera Street (City)
11. Buckley Road/South Higuera Street (Future Intersections, County)
12. Buckley Road/Vachell Lane (City)
13. Buckley Road/Project Entrance (Future Intersection, County)
14. Buckley Road/SR 227 (San Luis Obispo County)1
Because traffic flow on arterials is most constrained at intersections, traffic analyses
focuses on operation of critical intersections during peak travel periods, typically the AM
and PM peak hours. Intersection operations can be described by measuring the LOS, a
quantitative method for describing operational conditions within a traffic stream or at an
intersection. The Transportation Research Board (TRB) 2010 Highway Capacity Manual
(HCM) is the standard used for evaluating all types of LOS (e.g., signalized, unsignalized,
freeway intersections). LOS is generally described in terms such as speed and travel time,
freedom to maneuver, traffic interruptions, and comfort and convenience. In rating
intersection operations, LOS A through LOS F are used, where LOS A indicates free-flow
operations and LOS F indicates congested operations (see Table 3.12-1). The City’s
Circulation Element identifies LOS D as the minimum acceptable operating standard for
signalized and unsignalized intersections in the City during peak hour traffic (City of San
Luis Obispo 2014a). For a more detailed discussion of thresholds of significance, see
Section 3.12.4.1.
The LOS criteria for stop sign-controlled intersections have different threshold values than
those for signalized intersections primarily because drivers expect different levels of
performance from different types of transportation facilities. A signalized intersection is
designed to carry higher traffic volumes than a stop sign-controlled intersection. Thus, a
higher level of control-related delay is acceptable at a signalized intersection for the same
LOS.
1 The signal at the Buckley Road/SR 227 intersection is controlled by Caltrans (Central Coast
Transportation Consulting 2016).
3.12 TRANSPORTATION AND TRAFFIC
Avila Ranch Development Project 3.12-7
Final EIR
Table 3.12-1. LOS Criteria for Signalized and Unsignalized Intersections
LOS Description
Control Delay Per Vehicle
(seconds)
Signalized Unsignalized
A Uncongested operations; all vehicles clear in a single cycle. ≤ 10 ≤ 10
B Uncongested operations; all vehicles clear in a single cycle. 10.1 – 20 10.1 – 15
C Light congestion; occasional backups on critical approaches. 20.1 – 35 15.1 – 25
D Congestion on critical approaches, but intersection functional.
Vehicles wait through more than one cycle during short peaks.
No long-standing lines formed.
35.1 – 55 25.1 – 35
E Severe congestion with some long-standing lines on critical
approaches. Blockage of intersection may occur if traffic signal
does not provide for protected turning movements.
55.1 – 80 35.1 – 50
F Total breakdown with stop-and-go operations. > 80 > 50
Source: TRB 2010.
LOS was calculated for the 14 intersections using the SYNCHRO 9 LOS analysis software
program, which implements the HCM methodology. The methodology accounts for
geometry, traffic controls, signal timing, and the mix of traffic using the facility, including
autos, trucks, buses, bicycles, and pedestrians. Existing traffic signal timing information
was provided by the City and Caltrans and was then input into a traffic model by Central
Coast Transportation Consulting to represent the existing conditions at the signalized
intersections (see Table 3.12-2). It should be noted that improvements to the Los Osos
Valley Road/U.S. Highway 101 interchange were completed after the TIS and therefore
LOS depicted below represents pre-improvement conditions.
Based on this modeling, the majority of existing signalized intersections in the Project
vicinity operate at acceptable conditions of LOS D or better. The intersection of Buckley
Road/SR 227 is the only signalized intersection that currently operates at LOS D during
the PM peak hour. Caltrans thresholds for state facilities establishes this as an unacceptable
LOS. All other intersections, with the exception of Vachell Lane/South Higuera Street
operate at LOS C or better. Although this unsignalized intersection operates at an overall
LOS C, the approach delay off Vachell Lane to South Higuera Street in both AM and PM
peak hours is an unacceptable LOS F for this leg of the intersection. Specifically, high
traffic volumes along South Higuera Street with minimal gaps in traffic causes significant
delay for left turns in and out of Vachell Lane. The close proximity of this intersection to
South Higuera Street with Los Osos Valley Road limits the ability to effectively signalize
this intersection.
3.12 TRANSPORTATION AND TRAFFIC
3.12-8 Avila Ranch Development Project
Final EIR
Table 3.12-2. Existing Peak Hour Intersection LOS
Intersection
Number Intersection Peak
Hour V/C1 Delay2 LOS3
1 Los Osos Valley Road/
U.S. Highway 101 SB4
AM
PM
0.81
0.91
18.1
29.0
B
C
2 Los Osos Valley Road/
U.S. Highway 101 NB4
AM
PM
0.83
0.72
12.5
11.9
B
B
3 South Street/
Higuera Street
AM
PM
0.59
0.75
20.9
24.9
C
C
4 Madonna Road/
Higuera Street
AM
PM
0.59
0.81
12.9
21.4
B
C
5 Prado Road/
South Higuera Street
AM
PM
0.55
0.73
16.7
21.3
B
C
6 Tank Farm Road/
South Higuera Street
AM
PM
0.62
0.70
25.8
23.9
C
C
7 Tank Farm Road/
Horizon Lane5
AM
PM
0.49
0.46
0.4 (16.3)
0.6 (18.3)
A (C)
A (C)
8 Suburban Road/
South Higuera Street
AM
PM
0.50
0.70
5.6
11.1
A
B
9 Vachell Lane/
South Higuera Street
AM
PM
1.41
1.44
24.9 (>200)
21.5 (>200)
C (F)
C (F)
10 Los Osos Valley Road/
South Higuera Street
AM
PM
0.74
0.83
16.8
17.6
B
B
11 Buckley Road/
South Higuera Street
AM
PM Future Intersection
12 Buckley Road/
Vachell Lane
AM
PM
0.38
0.27
0.0
0.0
A
A
13 Buckley Road/
Project Entrance
AM
PM Future Intersection
14 Buckley Road/
SR 227
AM
PM
0.76
0.88
19.1
35.7
B
D
Note: Unacceptable operations shown in bold.
1 Volume-to-capacity (V/C) ratio reported for worst movement.
2 HCM 2010 average control delay in seconds per vehicle.
3 For side-street-stop controlled intersections the worst approach’s delay is reported in parenthesis next to the overall
intersection delay.
4 These LOS are pre-improvements to the Los Osos Valley Road/U.S. Highway 101 interchange.
5 This is currently a driveway that is planned to be upgraded to an intersection.
Source: Central Coast Transportation Consulting 2016; see Appendix P.
1211137681021534914SAN LUIS OBISPOSAN LUIS OBISPOCOUNTY REGIONALCOUNTY REGIONALAIRPORTAIRPORT101101101227227SAN LUIS OBISPOCOUNTY REGIONALAIRPORTHIGUERA STREETHIGUERA STREETVACHELL LAVACHELL LANEVENTUREVENTUREDR.DR.HORIZONHORIZON
LANELANE
ELKS LANEELKS LANEORCUTT ROADORCUTT ROADSOUTH STREETSOUTH STREETPRADO ROADPRADO ROADSUBURBAN ROADSUBURBAN ROADLOS OSOS VALLEY ROADLOS OSOS VALLEY ROADMADONNA ROADMADONNA ROADJESPERSON ROADJESPERSON ROADBUCKLEY ROADBUCKLEY ROADDAVENPORT CREEK DAVENPORT CREEK
ROADROADORCUTT ROAD
BUCKLEY ROADHIGUERA STREETSUBURBAN ROADLOS OSOS VALLEY ROADMADONNA ROADVACHELL LANE
HORIZON
LANE
VENTUREDR.DAVENPORT CREEK
ROAD
SANTA FE ROAD
JESPERSON ROADTANK FARM ROADSOUTH STREETORCUTT ROADPRADO ROADELKS LANEORCUTT ROAD
San LuisObispo CreekTank Farm CreekEast Fork San Luis Obispo CreekLagunaLakeCHEVRONSAN LUIS OBISPOTANK FARMU.S. 101Operates atLOS D4444552222255#LEGENDAvila Ranch Specific Plan AreaStudy Intersection and NumberIntersection Exceeds Queuing CapacityBus Route and NumberBus Stop near the Project SiteCity of San Luis ObispoSan Luis Obispo CountyStudy Intersection P.M. Peak Hour Level of ServiceExcellent/Good (A-C)Poor/Failure: (D) Caltrans Roadways;(E-F) City RoadwaysAnalyzed Road Segments*Poor/Failure*All other roadway segments in the Project vicinity operate at acceptable levels.#3.12-1FIGURE02,500SCALE IN FEETNExisting Traffic Conditions3.12-9
3.12 TRANSPORTATION AND TRAFFIC
3.12-10 Avila Ranch Development Project
Final EIR
Aside from LOS, vehicle queuing, or the stacking of vehicles at an intersection, particularly
in turn-lanes, is another metric that is used to evaluate the intersection operations. Vehicle
queues indicate the storage capacity for turn lanes and determine if traffic from those lanes
spills into other roadway facilities, which can result in safety issues. Queue impacts are
based on the 95th percentile queue (i.e., queues meeting or exceeding the 95th percentile
queue could potentially result in unstable conditions at the intersection). The 95th percentile
peak hour queues were evaluated for the signalized study intersections using the
SYNCHRO 9 software, which implements HCM operations procedures (see Table 3.12-3).
A review of the 95th percentile queue at each of the signalized study intersections indicates
that several intersections currently exceed capacity and/or 95th percentile queues, resulting
in unstable conditions, including the following:
•The westbound left-turn and southbound through queues at intersection of Los Osos
Valley Road/U.S. Highway 101 southbound ramp exceeded capacity, however,
recently completed improvements to the Los Osos Valley Road/U.S. Highway 101
interchange have improved conditions to acceptable levels.
•The northbound right-turn lane queues at the intersection of South Street/Higuera
Street currently exceed storage during PM peak hour.
•The northbound left-turn lane queues at the intersection of Madonna Road/Higuera
Street exceed storage during PM peak hour.
•The northbound left-turn queues at the intersection of Prado Road/South Higuera
Street exceed storage during PM peak hour and results in spillbacks into the two-
way left-turn lane.
•The southbound left-turn lane queues and the westbound left-turn approach (PM
peak hour) at the intersection of Tank Farm Road/South Higuera Street currently
exceed capacity.
•The eastbound left-turn lane movement (AM peak hour) and the southbound right-
turn lane (PM peak hour) at the intersection of Los Osos Valley Road/South
Higuera Street exceed capacity.
•The northbound left-turn lane (PM peak hour), northbound through movement (AM
peak hour), and southbound through movement (PM peak hour) currently exceed
capacity at the intersection of Buckley Road/SR 227.
3.12 TRANSPORTATION AND TRAFFIC
Avila Ranch Development Project 3.12-11
Final EIR
Table 3.12-3. Existing Queues at Intersections in the Project Vicinity
Intersection
Number Intersection Movement3 Storage
Length 2
Peak
Hour
Existing 95th
Percentile Queues
(feet) 1
1 Los Osos Valley Road/
U.S. Highway 101 SB4
WBL 150 AM
PM
381
195
SBT Trap AM
PM
413
648
2 Los Osos Valley Road/
U.S. Highway 101 NB4 NBL 200 AM
PM
34
54
3 South Street/
Higuera Street NBR 130 AM
PM
28
169
4 Madonna Road/
Higuera Street NBL 160 AM
PM
109
338
5 Prado Road/
South Higuera Street NBL 250 AM
PM
142
363
6 Tank Farm Road/
South Higuera Street
WBL Trap AM
PM
196
430
SBL 250 AM
PM
279
319
8 Suburban Road/
South Higuera Street
WBL / R 170 AM
PM
61
185
SBL 160 AM
PM
24
27
10 Los Osos Valley Road/
South Higuera Street
EBL Trap AM
PM
398
221
SBR Trap AM
PM
82
331
14 Buckley Road/
SR 227
NBL 360 AM
PM
227
144
NBT Trap AM
PM
1,092
207
SBT Trap AM
PM
299
1,014
Note: Bold represents intersections where 95th percentile volume exceeds capacity, queue may be longer.
1 Queue length that would not be exceeded 95 percent of the time. Queues are reported only for turning movements
where queues exceed storage capacity.
2 ‘Trap’ denotes design where the thru-lane terminates in a turn-lane.
3 Westbound thru-lane (WBL); Westbound right-turn lane (WBR); Eastbound thru-lane (EBL); Northbound thru-lane
(NBL); Northbound right-turn lane (NBR); Northbound trap (NBT); Southbound thru-lane (SBL); Southbound trap
(SBT); Southbound right-turn lane (SBR).
4 These existing queues are pre-improvement of Los Osos Valley Road/U.S. Highway 101 interchange project.
Source: Central Coast Transportation Consulting 2016; see Appendix P.
3.12 TRANSPORTATION AND TRAFFIC
3.12-12 Avila Ranch Development Project
Final EIR
3.12.2.3 Traffic Operations Along Roadway Segments
Existing conditions for the following six roadway segments within the Project vicinity were
evaluated to determine potential Project specific and cumulative impacts associated with
potential increases in traffic congestion. In order to determine existing operational
characteristics and levels of congestion, traffic counts were collected at each of these
roadway segments during weekday mornings (7:00 AM to 9:00 AM) and evenings (4:00
AM to 6:00 PM) in March, June, and July of 2015 and January and February of 2016 (see
Appendix P):
1. South Higuera Street – Buckley Road to Los Osos Valley Road
2. South Higuera Street – Los Osos Valley Road to Suburban Road
3. South Higuera Street – Suburban Road to Tank Farm Road
4.Los Osos Valley Road – South Higuera Street to 450 feet north of Los Verdes Drive
5.Los Osos Valley Road – 450 feet north of Los Verdes Drive to U.S. Highway 101
NB Ramps
6. Buckley Road – South Higuera Street to Project Site Entrance
Currently, all roadway segments in the Project vicinity generally operate at acceptable
LOS. However, the northbound lane of Los Osos Valley Road operates at LOS F from
South Higuera Street to 450 feet north of Los Verdes Drive during the PM peak hour. This
condition is due to volumes exceeding calculated capacity along this single-lane segment
(see Table 3.12-4) because it is currently striped for one northbound lane and operations
exceed the one-lane capacity volumes. The current one-lane configuration is intended to
facilitate turning movement access to Los Verdes Drive for residents of the Los Verdes
neighborhood as recognized in a settlement agreement between the City and the Los Verdes
Condominiums Parks homeowners association.2 This segment can be restriped for a second
lane at any time that would remove the calculate deficiency of the segment. However, it is
proposed to be retained for the foreseeable future until a second lane is needed either due
to the addition of a second right-turn lane from Higuera Street or a second northbound left-
turn lane is need at this intersection.
In addition, the segment of Los Osos Valley Road from 450 feet north of Los Verdes Drive
to U.S. Highway 101 northbound ramp operated at LOS F during both AM and PM peak
hours prior to completion of the Los Osos Valley Road/U.S. Highway 101 interchange
2 The Los Verdes Parks 1 & 2 neighborhoods represent two Planned Unit Development subdivisions to the
north and south of Los Osos Valley Road and consisting of over 175 individual parcels.
3.12 TRANSPORTATION AND TRAFFIC
Avila Ranch Development Project 3.12-13
Final EIR
project; however, completion of these improvements rectified this congestion through road
widening and this segment now operates at acceptable LOS.
Table 3.12-4. Existing Peak Hour Segment LOS
Segment Peak Hour Direction V/C LOS
South Higuera Street – Buckley Road to Los Osos
Valley Road
AM NB
SB
0.49
0.41
B
B
PM NB
SB
0.29
0.75
B
B
South Higuera Street – Los Osos Valley Road to
Suburban Road
AM NB
SB
0.44
0.24
C
C
PM NB
SB
0.33
0.52
C
C
South Higuera Street – Suburban Road to Tank
Farm Road
AM NB
SB
0.34
0.20
C
C
PM NB
SB
0.32
0.38
C
C
Los Osos Valley Road – South Higuera Street to
450 feet north of Los Verdes Drive 1
AM NB
SB
0.68
0.80
C
C
PM NB
SB
1.32
0.58
F
C
Los Osos Valley Road – 450 feet north of Los
Verdes Drive to U.S. Highway 101 NB Ramps 1
AM NB
SB
0.68
1.59
C
F
PM NB
SB
1.32
1.17
F
F
Buckley Road – South Higuera Street to Project
Entrance
AM NB
SB
0.26
0.47
B
B
PM NB
SB
0.26
0.33
B
B
Source: Central Coast Transportation Consulting 2016; see Appendix P.
1 The existing LOS represent conditions prior to completion of the improvements for the Los Osos Valley Road/U.S.
Highway 101 interchange project.
3.12.2.4 Alternative Transportation
Transit Services
San Luis Obispo Regional Transit Authority (SLORTA) operates bus service within the
City and throughout the County of San Luis Obispo, with limited service to the Project site
via SLORTA Route 10. SLORTA Route 10 is the only regional transit route with service
to Project vicinity. SLORTA Route 10 travels north-south along U.S. Highway 101 from
the City of San Luis Obispo to the City of Santa Maria in Santa Barbara County. The bus
makes minimal stops each way, including the stop at South Higuera Street and Suburban
3.12 TRANSPORTATION AND TRAFFIC
3.12-14 Avila Ranch Development Project
Final EIR
Road. Weekday service has 1-hour headways, Saturday service has near 3-hour headways,
and Sunday service has near 4-hour headways (see Table 3.12-5). SLORTA also operates
Runabout, the County-wide Americans with Disabilities Act (ADA) transportation service,
and Dial-A-Ride, an affordable curb-to-curb transportation service.
The City of San Luis Obispo Transit Division (SLO Transit) provides bus services within
the City. SLO Transit Routes 2, 4, and 5 (three of the seven fixed SLO Transit routes) serve
the Project vicinity; however, only SLO Transit Route 2 is proximate to the Project site.
SLO Transit Route 2 provides service from Downtown San Luis Obispo to Suburban Road,
with stops along South Higuera Street at Suburban Road and Tank Farm Road in the Project
vicinity. SLO Transit Route 2 provides service with 40-minute headways, as well as 1-hour
headways in the weekday evenings from Labor Day to mid-June (see Table 3.12-5).
The nearest transit stop to the Project site lies north of the Project site at South Higuera
Street/Suburban Road, which provides a shelter and bench for riders. This stop is a
minimum 0.25-mile walk from the closest northwest corner of the Project site, which
minimally meets the generally recognized standard of 0.25 mile for reasonable access to
transit since a majority of the site does not have access to transit stops within walking
distance. Further, there is no direct transit service to the Project site and there are no fully
developed sidewalks between the Project site and this location.
Table 3.12-5. Existing Transit Service
Route Service To Project Site Day of
Week Service Span Headway 1
(minutes)
SLO Transit
2 From Downtown along South
Higuera Street2
Mon – Fri
Mon – Fri 3
Sat & Sun
6:03 AM – 5:40 PM
6:50 PM – 9:18 PM
8:03 AM – 5:40 PM
40
60
40
4 From Downtown along Madonna
Road and Los Osos Valley Road
Mon – Fri
Mon – Fri 3
Sat & Sun
6:34 AM – 6:08 PM
6:20 PM – 10:44 PM
8:10 AM – 6:05 PM
30
60
60
5 From Downtown along Madonna
Road and Los Osos Valley Road
Mon – Fri
Sat & Sun
6:20 AM –7:17 PM
8:20 AM – 6:17 PM
30
60
SLORTA
10 San Luis Obispo – Santa Maria Mon – Fri
Sat
Sun
6:33 AM – 9:43 PM
8:33 AM – 8:43 PM
9:33 AM – 6:43 PM
60
180
240
1 Headway is the amount of time elapsed between pick-ups at any given transit stop.
2 This service ends approximately 0.4 mile from the proposed Project Site.
3 This service does not operate from June 11th to Labor Day.
Sources: SLORTA 2016; City of San Luis Obispo 2016.
3.12 TRANSPORTATION AND TRAFFIC
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Hours of operation and service frequencies for SLORTA and SLO Transit routes in the
Project vicinity are not well suited to transit-dependent individuals or of sufficient
frequency to encourage non-transit dependent individuals to utilize transit. As described
above for SLORTA Route 10 and SLO Transit Route 2, transit service frequency (also
known as headway) in the Project vicinity is limited. Extended headways can cause long
delays for transit-dependent individuals and do not make public transportation an attractive
option for non-transit-dependent individuals.
Transit Operations
SLORTA Route 10 and SLO Transit Route 2, which serve Project vicinity, provide service
to the Downtown Transit Center. SLO Transit Route 2 operates at acceptable loading
levels, and does not exceed 45 passengers (25 percent standees) at any time. The average
passenger loading at the South Higuera Street/Suburban Road stop is 8 passengers with a
peak of 17 passengers. A total of 89 daily boardings are reported for this stop. SLORTA
Route 10 occasionally has standing load trips due to heavier service demand. The average
passenger load at the South Higuera Street/Suburban Road stop is 17 passengers, with a
peak of 30 passengers. A total of 36 daily boardings are reported for this route.
Regional Rail and Bus Services
Amtrak provides intercity rail and bus service at the San Luis Obispo Amtrak Train and
Thruway Bus Station located at 1011 Railroad Avenue, approximately 4.0 miles north of
the Project site. The station can be reached using SLO Transit Route 5. Amtrak’s Coast
Starlight line operates one train daily from the station to points south and north of the City.
Amtrak Pacific Surfliner line operates two trains daily from the station to destinations south
of San Luis Obispo and Amtrak Thruway bus service provides four additional trips daily
to destinations south and five additional trips daily to destinations north (Amtrak 2016).
SLO Transit Route 5 (which encompasses portions of the Project vicinity) provides bus
service between the Downtown Transit Center and the Amtrak station.
Existing regional rail and bus services mainly provide regional long-distance or through
travel and are not necessarily designed or scheduled to address growing intercity commuter
traffic within the Five Cities area, northern Santa Barbara County to the south, and San
Luis Obispo County communities to the north.
3.12 TRANSPORTATION AND TRAFFIC
3.12-16 Avila Ranch Development Project
Final EIR
Bicycle Facilities
The City of San Luis Obispo is the only jurisdiction in the County that has adopted bicycle
LOS thresholds for environmental review. For this analysis, bicycle LOS is reported for
applicable County and State facilities to identify potential deficiencies in the bike system.
In general, bicycle facilities can include Class I – physically separated bicycle paths; Class
II – on-street striped bicycle lanes; and Class III – on-street routes. Currently Vachell Lane
and Buckley Road, which border the Project site, have no bicycle paths or lanes adjacent
to the Project site. The nearest Class I bicycle path to the Project site is the Bob Jones Trail,
which runs for approximately 1.0 mile from the Prado Road south to Los Osos Valley
Road, roughly 0.5 mile northwest of the Project site. Class II bicycle lanes generally north
of the Project site are provided along all or part of Los Osos Valley Road, South Higuera
Street, Madonna Road, Tank Farm Road, and SR 227. South Higuera Street supports Class
II bicycle lanes from Los Osos Valley Road to Nipomo Street in the Downtown. Los Osos
Valley Road supports Class II bicycle lanes from the western City limits to South Higuera
Street. Madonna Road supports Class II bicycle lanes from Los Osos Valley Road to South
Higuera Street and Tank Farm Road from South Higuera Street to the eastern City limits.
The entire reach of SR 227 in the Project vicinity supports Class II bicycle lanes. The
nearest Class III bicycle route is along Margarita Avenue, north of the Project site.
The City’s Bicycle Transportation Plan (BTP) and the Airport Area Specific Plan (AASP)
propose Class I bicycle paths along Buckley Road and across the Project site along Tank
Farm Creek. Class II bicycle lanes are proposed along the Vachell Lane, Buckley Road,
and along the proposed Buckley Road extension. The BTP also proposes bicycle path
connections to the Bob Jones Trail.
Bicycle Facility Operations
All studied intersections and segments in the Project vicinity operate at acceptable LOS for
bicycle facilities except the southbound approach at the Los Osos Valley Road/U.S.
Highway 101 southbound ramp intersection, which operates at LOS E. However,
completion of the Los Osos Valley Road interchange project since the TIS was completed
has improved operations to an acceptable LOS C.
Pedestrian Facilities
The City of San Luis Obispo is the only jurisdiction in the County that has adopted
pedestrian LOS thresholds for environmental review. Pedestrian LOS is, however, reported
for applicable County and State facilities to identify potential deficiencies. Pedestrian
3.12 TRANSPORTATION AND TRAFFIC
Avila Ranch Development Project 3.12-17
Final EIR
facilities include sidewalks, crosswalks, multi-use paths, and pedestrian signals at
signalized intersections that are intended to provide safe and convenient routes for
pedestrians. Neither Buckley Road or Vachell Lane, which border the Project site, have
developed sidewalks, nor does the southern end of Vachell Lane, Horizon Lane, and much
of South Higuera Street. The only sidewalks near the site are along Vachell Lane and
Venture Drive bordering the Lockheed Martin Corporate Office property to the west and
along the northern end of Vachell Lane. Other major roadways north of the Project site
vicinity have paved sidewalks on all or part of the roadway, as well as pedestrian signals
and/or crosswalk facilities at signalized study intersections..
In general, the Project vicinity is relatively undeveloped. Most uses in the area consist of
commercial, industrial, and agricultural buildings set back from the street and fronted by
landscape buffers or parking areas with very limited street side commercial uses. As a
result, pedestrian volumes around the site are low.
Pedestrian Facility Operations
Two intersections currently operate in unacceptable levels of pedestrian service; Vachell
Lane/South Higuera Street and Tank Farm Road/Horizon Lane. The intersection of Vachell
Lane/South Higuera Street is stop sign-controlled on the Vachell Lane approach only, lacks
crosswalks, and lacks sidewalks on the east side of South Higuera Street, between Vachell
Lane and Los Osos Valley Road. As a result, pedestrians seeking to cross South Higuera
Street are diverted to the intersection of South Higuera Street/Suburban Road. The
intersection of Tank Farm Road/Horizon Lane is currently a driveway serving industrial
uses with sidewalks limited to the south side of Tank Farm Road, with no crosswalk across
Tank Farm Road. The north side of Tank Farm Road is currently fenced-off farmland and
pedestrian activity east of this location along Tank Farm Road is minimal; therefore, there
is very limited pedestrian demand for crossing facilities.
Three pedestrian segments along existing roads in the Project vicinity currently operate at
unacceptable LOS primarily due to lack of sidewalk connectivity. Because South Higuera
Street from Buckley Road to Los Osos Valley Road lacks continuous sidewalks, this
segment operates at LOS D in both directions during the AM peak hour and in the
southbound during the PM peak hour. Buckley Road from Vachell Lane to SR 227 operates
at unacceptable LOS D and LOS E due to lack of, and separated sidewalks along Buckley
Road and lack of pedestrian connectivity through to South Higuera Street.
3.12 TRANSPORTATION AND TRAFFIC
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Final EIR
3.12.3 Regulatory Setting
3.12.3.1 Federal
Americans with Disabilities Act (1990)
Title III of the ADA (codified in Title 42 of the U.S. Code [USC]), prohibits discrimination
on the basis of disability in places of public accommodation (i.e., businesses and non-profit
agencies that serve the public) and commercial facilities (i.e., other businesses). This
regulation includes Appendix A to Part 36, Standards for Accessible Design, which
establishes minimum standards for ensuring accessibility when designing and constructing
a new facility or altering an existing facility. Examples of key guidelines include detectable
warning for pedestrians entering traffic where there is no curb, a clear zone of 48 inches
for the pedestrian travel way, and a vibration-free zone for pedestrians.
3.12.3.2 State
California Department of Transportation (Caltrans)
Caltrans manages the operation of state highways, including the U.S. Highway 101 and SR
277, which pass through the San Luis Obispo area and the Project vicinity.
Senate Bill (SB) 743
To further the state’s commitment to the goals of SB 375, Assembly Bill (AB) 32, and AB
1358, SB 743 adds Chapter 2.7, Modernization of Transportation Analysis for Transit-
Oriented Infill Projects, to Division 13 (Section 21099) of the Public Resources Code. Key
provisions of SB 743 include reforming aesthetics and parking CEQA analysis for urban
infill projects and eliminating the measurement of automobile delay, including LOS, as a
metric that can be used for measuring traffic impacts in transit priority areas. Under SB
743, the focus of transportation analysis will shift from driver delay to reduction of
greenhouse gas (GHG) emissions, creation of multi-modal networks, and promotion of a
mix of land uses.
Pursuant to SB 743, the Office of Planning Research (OPR) released a Revised Proposal
on Updates to the CEQA Guidelines on Evaluating Transportation Impacts in January
2016. OPR’s Draft of Updates proposes vehicle miles traveled (VMT) as the replacement
metric for LOS in the context of CEQA. While OPR emphasizes that a lead agency has the
discretionary authority to establish thresholds of significance, the Draft of Updates suggest
criteria that indicate when a project may have a significant, or less than significant,
3.12 TRANSPORTATION AND TRAFFIC
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Final EIR
transportation impact on the environment. For instance, a project that results in VMTs
greater than the regional average for the land use type (e.g., residential, employment,
commercial) may indicate a significant impact. Alternatively, a project may have a less
than significant impact if it is located within 0.5 mile of an existing major transit stop, or
results in a net decrease in VMTs compared to existing conditions. At this time OPR has
not officially adopted VMT thresholds and measures under SB 743 are still in draft form,
therefore VMT is only reported in the TIS and no findings of significance are made.
3.12.3.3 Local
City of San Luis Obispo General Plan
The City General Plan sets objectives and policies for all City resources. Those associated
with the standards of streets and highways incorporated within the City are managed
through the Circulation Element of the General Plan.
Circulation Element
The City adopted a Circulation Element in 1994, and it was updated and amended in 2014.
The following policies are relevant to the proposed Project.
Policy 2.1.1 Multi-level Programs. The City shall support County-wide and community-
based efforts aimed at substantially reducing the number of vehicle trips and parking
demand.
Policy 2.1.2 Flexible Work Schedules. The City shall support flex time programs and
alternative work schedules to reduce peak hour traffic demand.
Policy 2.1.3 Work-based Trip Reduction. The City shall encourage employers within the
City limits and work with the county to work with employers outside of the City limits to
participate in trip reduction programs.
Policy 2.1.5 Long-term Measure. The City shall support programs that reduce traffic
congestion and maintain air quality. If air quality degrades below legal standards or LOS
standards are exceeded, the City will pursue more stringent measures to achieve its
transportation goals.
Policy 4.1.4 New Development. The City shall require that new development provide
bikeways, secure bicycle storage, parking facilities and showers consistent with City plans
and development standards. When evaluating transportation impacts, the City shall use a
Multi-Modal Level of Service (MMLOS) analysis.
3.12 TRANSPORTATION AND TRAFFIC
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Policy 6.1.1 Complete Streets. The City shall design and operate City streets to enable safe,
comfortable, and convenient access and travel for users of all abilities including
pedestrians, bicyclists, transit users, and motorists.
Policy 6.1.2 Multi-Modal LOS Objectives, Service Standards, and Significance Criteria.
The City shall strive to achieve LOS objectives and shall maintain LOS minimums for all
four modes of travel; pedestrians, bicyclists, transit, and vehicles.
Policy 6.1.3 Multi-Modal Priorities. In addition to maintaining minimum LOS, MMLOS
should be prioritized in accordance with the established modal priorities, such that
construction, expansion, or alteration for one mode should not degrade the service level of
a higher priority mode.
Policy 6.1.4 Defining Significant Circulation Impact. Any degradation of the LOS shall
be minimized to the extent feasible in accordance with the modal priorities established. If
the LOS degrades below thresholds established in Policy 6.1.2, it shall be determined a
significant impact for purposes of environmental review under the CEQA. For roadways
already operating below the established MMLOS standards, any further degradation to the
MMLOS score will be considered a significant impact under CEQA.
Where a potential impact is identified, the City in accordance with the modal priorities
established, can determine if the modal impact in question is adequately served through
other means e.g., another parallel facility or like service. Based on this determination, a
finding of no significant impact may be determined by the City.
Policy 6.1.5 Mitigation. For significant impacts, developments shall be responsible for
their fair share of any improvements required. Potential improvements for alternative mode
may include, but are not limited to:
Pedestrian: Provision of sidewalk, providing or increasing a buffer from vehicular travel
lanes, increased sidewalk clear width, providing a continuous barrier between pedestrians
and vehicle traffic, improved crossings, reduced signal delay, traffic calming, no right turn
on red, reducing intersection crossing distance.
Bicycle: Addition of a bicycle lane, traffic calming, provision of a buffer between bicycle
and vehicle traffic, pavement resurfacing, reduced number of access points, or provision
of an exclusive bicycle path, reducing intersection crossing distance.
Transit: For transit-related impacts, developments shall be responsible for their fair share
of any infrastructural improvements required. This may involve provision of street
3.12 TRANSPORTATION AND TRAFFIC
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Final EIR
furniture at transit stops, transit shelters, and/or transit shelter amenities, pullouts for transit
vehicles, transit signal prioritization, provision of additional transit vehicles, or exclusive
transit lanes.
Policy 6.1.6 City Review. When new projects impact the existing circulation system, the
City shall review the effectiveness and desirability of “direct fix” mitigation improvements
to address MMLOS impacts. Where a significant impact is found, alternative system-wide
project mitigations may be submitted for consideration to the City in accordance with the
modal priorities established in Policy 6.1.2. Exceptions shall be based on the physical
conditions of the right-of-way to support additional improvements. If the right-of-way in
question cannot address on-site mitigation, appropriate off-site improvements that have
direct nexus to and effectively address the specific impacts created by the project may be
considered.
Policy 7.1.1 Peak Hour and Daily Traffic. The City shall cooperate with County and State
government to institute programs that reduce the levels of peak-hour and daily vehicle
traffic.
Policy 7.1.2 Street Network. The City shall manage to the extent feasible the street network
so that the standards are not exceeded. This will require new development to mitigate the
traffic impacts it causes or the City to limit development that affects streets where
congestion levels may be exceeded. The standards may be met by strengthening alternative
modes over the single occupant motor vehicle. Where feasible, roundabouts shall be the
City’s preferred intersection control alternative due to the vehicle speed reduction, safety,
and operational benefits of roundabouts.
Policy 7.1.3 Growth Management & Roadway Expansion. The City shall manage the
expansion of roadways to keep pace with only the level of increased vehicular traffic
associated with development planned for in the Land Use Element and under the City’s
growth management policies and regional transportation plans.
Policy 7.1.4: Transportation Funding. In order to increase support for non-automobile
travel, the City shall strive to allocate transportation funding across various modes
approximately proportional to the modal split objectives for 2035.
Policy 7.1.5 Vehicle Speeds. To the extent permitted under the California Vehicle Code
(CVC), the City shall endeavor to maintain and reduce speeds where possible in residential
neighborhoods.
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Policy 7.2.7 Traffic Access Management. The City shall adopt an access management
policy to control location, spacing, design and operation of driveways, median openings,
crosswalks, interchanges and street connections to a particular roadway including
navigation routes to direct traffic in a manner that preserves the safety and efficiency of the
transportation system. Navigation routing and other smart access technologies should be
considered as part of the update to the Access and Parking Management Plan.
Policy 8.1.1 Through Traffic. The City shall design its circulation network to encourage
through traffic to use regional routes, highways, arterials, parkway arterials, and residential
arterial streets and to discourage through traffic use of collectors and local streets.
Policy 8.1.2 Residential Streets. The City should not approve commercial development
that encourages customers, employees or deliveries to use residential local or residential
collector streets.
Policy 8.1.3 Neighborhood Traffic Speeds. To the extent permitted under the CVC, the
City shall endeavor to reduce and maintain vehicular speeds in residential neighborhoods.
Policy 8.1.4 Neighborhood Traffic Management. The City shall ensure that neighborhood
traffic management projects:
•Provide for the mitigation of adverse impacts on all residential neighborhoods.
•Provide for adequate response conditions for emergency vehicles.
•Provide for convenient and safe through bicycle and pedestrian traffic.
Policy 8.1.5 Neighborhood Traffic Management Guidelines. The City shall update its
Neighborhood Traffic Management Guidelines to address voting, funding, and
implementation procedures and develop an outreach program on the availability of the
program.
Policy 8.1.6 Non-Infill Development. In new, non-infill developments, dwellings shall be
set back from regional routes and highways, parkway arterials, arterials, residential
arterials, and collector streets so that interior and exterior noise standards can be met
without the use of noise walls.
Policy 11.1.1 Interstate Air Service. The City shall support and encourage expansion of
air transportation services, as forecasted in the Airport Master Plan and approved by the
Federal Aviation Administration (FAA).
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Final EIR
Policy 11.1.2 County Aircraft Operations. The City shall work with the County to continue
to address aircraft operations so that noise and safety problems are not created in developed
areas or areas targeted for future development by the City's Land Use Element.
Policy 11.1.3 Public Transit Service. The City shall encourage improved public transit
service to the County airport soon as practical.
Airport Area Specific Plan
Chapter 6 of the AASP, Circulation and Transportation, includes the classifications of
major roadways within the AASP Plan Area (Table 6.1 of the AASP), identifies proposed
improvements consistent with the City of San Luis Obispo General Plan Circulation
Element (Figure 6-1, 6-2, and Table 6.2 of the AASP), describes circulation plan
improvement programs and outlines design guidelines and standards for roadways. The
following are proposed circulation improvements identified within the AASP within the
Project vicinity:
•Prado Road/South Higuera Street intersection improvements;
•Tank Farm Road/South Higuera Street intersection improvements;
•Buckley Road Extension from Vachell Lane to South Higuera Street; and
•Widening of Tank Farm Road to four lanes from South Higuera to Broad Street.
The following are programs, goals, and policies within the AASP applicable to the Project:
Program 6.3.G Development Review Requirements. In order to mitigate air, noise and
traffic impacts associated with development of the AASP, ensure private development
participation in the implementation of the plan by requiring the construction of on-street
bicycle lanes as part of development street frontage improvements, and require
development to dedicate and construct off-street paths where their alignments are within
private property. Require development adjacent to bus stops to construct turnouts and bus
stops (including shelters) conforming to the bus stop standards in SLO Transit’s Short
Range Transit Plan. Project may be required to construct intersection and other street
improvements in proportion to their development size and location.
Program 6.3.I Class I and Class II Bicycle Lanes. Class I bicycle paths and Class II
bicycle lanes shall be constructed, signed and marked to meet or exceed the minimum
standards established by the Caltrans Highway Design Manual and the City of San Luis
Obispo design standards. Class I paths should be a minimum of 12 feet in width with 2-
foot shoulders, except in hillside areas where grading would cause visual impacts or along
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Final EIR
creeks where space is limited. Class II bicycle lanes shall be designed in accordance with
the City Bicycle Plan and should be 6 to 7 feet in width.
Program 6.3.L Transit Facility Requirements. As part of the development review process,
the City will require new development to provide for transit facilities along or adjacent to
the project frontage.
Goal 6.4.3. Improve Buckley Road to arterial standards while maintaining a street character
consistent with the area’s rural setting.
Standard 6.4.3.1. Buckley Road shall be extended as a two-lane rural arterial from
its currently western terminus at Vachell Lane to South Higuera Street. Timing of
extension will be based on achieving traffic volumes and conditions that justify the
improvements or when the intervening properties between Vachell Lane and South
Higuera Street are redeveloped. Setbacks shall be provided on both sides of the road
to allow for expansion to a four-lane roadway if future traffic volumes and
conditions justify additional lanes.
Standard 6.4.3.2. The roadway shall be design to minimize impact to adjacent
creeks and open space where possible. Setbacks shall be provided on both sides of
the road to allow for expansion to a four-lane roadway if future traffic volumes and
conditions justify additional lanes.
Standard 6.4.3.3. On the north side of Buckley Road in undeveloped areas, outside
of the 20-foot graded shoulder, there shall be a 12-foot wide multi-use path.
Standard 6.4.4.1. Commercial and industrial collectors without center turn lanes
shall have a minimum of two 13-foot travel lanes and two 6-foot bicycle lanes.
Each side of the road will have 7-foot tree-lined parkways between the curb and a
5-foot wide sidewalk unless an alternative cross section is approved by the Director
of Public Works.
City of San Luis Obispo Bicycle Transportation Plan (2013)
The BTP was prepared and adopted by the City in 1985 and it was updated in 2013 to
improve and encourage bicycle and pedestrian transportation within the City. This plan
works to establish a comprehensive design and development of bikeway facilities in
compliance with State, County, and City regulations and policies.
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3.12.4 Environmental Impact Analysis
3.12.4.1 Thresholds of Significance
In accordance with Appendix G of the 2016 CEQA Guidelines, the proposed Project would
result in a significant effect under CEQA if it were to:
a)Conflict with an applicable plan, ordinance or policy establishing a measure of
effectiveness for the performance of the circulation system, taking into account all
modes of transportation including mass transit and non-motorized travel and relevant
components of the circulation system, including but not limited to intersections, streets,
highways and freeways, pedestrian and bicycle paths, and mass transit;
b)Conflict with an applicable congestion management program (CMP), including but not
limited to LOS standards and travel demand measures, or other standards established
by the county congestion management agency for designated roads or highways;
c)Result in a change in air traffic patterns, including either an increase in traffic levels or
a change in location that results in substantial safety risk;
d)Substantially increase hazards due to a design feature (e.g., sharp curves or dangerous
intersections) or incompatible uses (e.g., farm equipment);
e) Result in inadequate emergency access; or
f)Conflict with adopted policies, plans, or programs regarding public transit, bicycle, or
pedestrian facilities, or otherwise decrease the performance or safety of such facilities.
City of San Luis Obispo Thresholds:
Signalized intersections:
•Project traffic causes an intersection operating at LOS A, B, C, or D to degrade to
LOS E or F for bicycles or autos or causes an intersection operating at LOS A, B,
or C to degrade to LOS D, E, or F for pedestrians;
•Project traffic increases auto volume-to-capacity (V/C) ratio by 0.01 or more at an
intersection currently operating at LOS E or F;
•Project traffic degrades bicycle or pedestrian LOS at an intersection currently
operating at an unacceptable level (LOS E or F for bicycles, LOS D, E, or F for
pedestrians); or
•Project causes or exacerbates existing conditions where the 95th percentile turning
movement queues exceeding available turn pocket capacity.
Unsignalized intersections:
•Project traffic causes an intersection operating at LOS A, B, C, or D to degrade to
unacceptable traffic conditions of LOS E or F; and V/C ratio is increased by .01 or
more and signal warrants are met; or
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•Project causes or exacerbates 95th percentile turning movement queues exceeding
available turn pocket capacity.
Segments:
Project traffic causes a segment operating at LOS A, B, C, or D to degrade to LOS E or F
for bicycles or causes an intersection operating at LOS A, B, or C to degrade to LOS D, E,
or F for pedestrians.
Pedestrian and Bicycle Facilities:
The 2010 HCM’s Bicycle and Pedestrian LOS is a measure of comfort based on many
different factors. The model used to calculate the LOS score, under certain conditions, be
very sensitive to minor changes that would otherwise not be noticed by pedestrians or
cyclists. Professional engineering judgement is used to determine the significance
threshold of a bicycle and pedestrian LOS impact based on the context and perceptibility
of that impact. Therefore, while a LOS deficiency may be calculated for bicycle or
pedestrian LOS, the Project’s direct contribution to that deficiency may require qualitative
discussions and conclusions. Required Project mitigations for these deficiencies may be
whole or only part depending upon the individual characteristics of each location.
Caltrans Facilities Thresholds
Operations degrade from LOS C or better to LOS D, E, or F; or the addition of project
traffic increases delay at an intersection or segment operating at LOS D, E, or F.
County Facilities Thresholds
The County’s Traffic Impact Study policies provide guidelines for identifying
transportation impacts, with different standards for urban and rural areas. The Project is
located within the San Luis Obispo Urban Reserve Line, where LOS D is acceptable but
LOS E or F is not.
3.12.4.2 Impact Assessment Methodology
As described in Section 2.0, Project Description, the proposed Project would require
development of a substantial network of onsite roads, bicycle paths, sidewalks and
integration of this remote site into the transit network; a number of offsite road, bicycle,
and pedestrian improvements are also included as part of the Project. The timing of
completion of these improvement, their coordination with Project phasing, and ability to
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accommodate increased traffic flows and demand for pedestrian and bike facilities and
transit service are key to both successful Project completion and accurate impact analysis.
Based on the City’s adopted thresholds and those of other agencies where appropriate, the
TIS addressed and analyzed the following scenarios to describe the impacts associated with
implementation of the proposed Project (see Appendix P):
•Existing Conditions reflect traffic counts for March, June, and July of 2015, and
January and February of 2016 and the existing transportation network;
•Existing plus Projects Conditions add Project-generated traffic to Existing
Conditions volumes;
•Near-term Conditions reflect 2014 traffic counts and the existing transportation
network plus roadway improvements and approved and pending projects in the
Project vicinity;
•Near-term plus Project Conditions add Project-generated traffic to the Near-term
Conditions volumes;
•Cumulative Conditions represent future traffic conditions reflective of the
buildout of land uses in the area, not including the proposed Project; and
•Cumulative plus Project Conditions represent future traffic conditions reflective
of the buildout of land uses in the area, including the proposed Project.
The impacts of the proposed Project related to traffic were estimated in the TIS using trip
generation, trip distribution, and trip assignment. Trip generation estimates the amount of
added traffic to the roadway network. Trip distribution estimates the direction of travel to
and from the Project site. Trip assignment allocates trips to specific street segments and
intersection turning movements.
Project Vehicle Trip Generation
The amount of traffic added to the surrounding roadway system by the proposed Project
was estimated by applying the applicable trip generation rates to the development proposal.
Project trip generation estimates were calculated based on data presented in the Institute of
Transportation Engineers (ITE) Trip Generation Report (9th Edition). The trip generation
accounts for internal capture rate reductions (i.e., trips that are internal within the
development and will complement each other).
1211137681021534914SAN LUIS OBISPOSAN LUIS OBISPOCOUNTY REGIONALCOUNTY REGIONALAIRPORTAIRPORT101101101227227SAN LUIS OBISPOCOUNTY REGIONALAIRPORTHIGUERA STREETHIGUERA STREETVACHELL LAVACHELL LANEVENTUREVENTUREDR.DR.HORIZONHORIZON
LANELANE
ELKS LANEELKS LANEORCUTT ROADSOUTHSOUTHSTREETSTREETPRADO ROADPRADO ROADSUBURBAN ROADSUBURBAN ROADMADONNA ROADMADONNA ROADJESPERSON ROADJESPERSON ROAD
LOS OSOS VALLEY ROADOSOS VALLEY ROADBUCKLEY ROADBUCKLEY ROADDAVENPORT CREEK DAVENPORT CREEK
ROADROADORCUTT ROAD
EARTHWOOD LANEWOOD LANE BUCKLEY ROADHIGUERA STREETSUBURBAN ROADLOS OSOS VALLEY ROADMADONNA ROADVACHELL LANEVENTUREDR.HORIZONLANE
EARTHWOOD LANE
DAVENPORT CREEK
ROAD
SANTA FE ROAD
JESPERSON ROADTANK FARM ROADSOUTHSTREETORCUTT ROADPRADO ROADELKS LANEORCUTT RO AD
San LuisObispo CreekTank Farm CreekEast Fork San Luis Obispo CreekLagunaLakeCHEVRONSAN LUIS OBISPOTANK FARMU.S. 101Operates atLOS DSEE INSET ABOVESEE INSET ABOVEFOR DETAILFOR DETAILSEE INSET ABOVEFOR DETAILBuckley RoadExtensionVENTURE DRIVEVENTURE DRIVEBUCKLEY ROADBUCKLEY ROADVACHELL LANEVACHELL LANEVENTURE DRIVEBUCKLEY ROADVACHELL LANETank Farm CreekAerial Source: Google 2015.0425FEETNProject Site Trip Distribution20% (12%)15% (15%)2% (5%)10% (10%)12% (14%)2% (2%)15% (15%)2% (2%)2% (2%)43% (25%)49% (27%)0% (23%)0% (27%)18% (20%)15% (17%)19% (15%)34% (26%)14% (11%)8% (9%)15% (15%)3% (6%)##% (#%)LEGENDAvila Ranch Specific Plan AreaFuture RoadStudy Intersection and NumberIntersection Exceeds Queuing CapacityPayment of Fees as Mitigation IntersectionCity of San Luis ObispoSan Luis Obispo CountyProject Trip Distribution – Existing% (Cumulative %)Study Intersection P.M. Peak Hour Level of ServiceExcellent/Good (A-C)Poor/Failure: (D) Caltrans Roadways;(E-F) City RoadwaysAnalyzed Road Segments*Poor/Failure*All other roadway segments in the Project vicinity operate at acceptable levels.3.12-2FIGURE02,500SCALE IN FEETNExisting Plus Project Traffic Impacts3.12-28
3.12 TRANSPORTATION AND TRAFFIC
Avila Ranch Development Project 3.12-29
Final EIR
Table 3.12-6. Proposed Project Trip Generation
Land Use Size
Number of Trips
Daily Trip
Rate Daily
Peak Hour
AM PM
Low Density Housing 105 units 10.46 1,098 83 110
Medium Density Housing 305 units 5.56 1,697 126 150
High Density Housing 310 units 6.46 2,002 156 188
Neighborhood Commercial 15,000 sf 0.13 1,979 49 168
Net New Trips -- 6,776 414 616
Internal Capture Trips 1
Trips added to adjacent streets -- -872
5,904
-8
406
-62
554
1 Internal capture estimates use ITE method for Daily trips and NCHRP method for AM and PM trips.
Source: Central Coast Transportation Consulting 2016; see Appendix P.
Project Vehicle Trip Distribution and Assignment
The City developed and maintains a citywide travel demand model (TDM) for use in
forecasting travel demand. The TDM was used to estimate the directions of approach and
departure for Project trips using a select zone analysis, which tracks trips to and from a
specific Traffic Analysis Zone (TAZ) in the TDM. The volumes attributable to each land use
type proposed by the Project were estimated using the select zone analysis within the TDM.3
Segment and Intersection Operations
Using vehicle trip generation and distribution data, the TIS analyzed the multi-modal
transportation effects of the Project on roadway segments and intersections. The LOS and
queuing results are provided in Tables 3.12-7, 3.12-8, and 3.12-9 below. Existing
conditions were compared with Existing plus Project conditions to determine the degree of
change projected for each of the intersections and roadway segments. The Existing plus
Project LOS was also compared with City thresholds to determine where significant
impacts may occur as a result of Project implementation. A description of the LOS and
queuing results is provided below.
Intersections
The TIS analyzed 14 intersections within the Project vicinity. As shown in Table 3.12-8,
with implementation of the proposed Project, 9 of the 14 study intersections are anticipated
to be adversely affected, two with forecasted overall intersection deficiencies and eight
with deficiencies on individual turning lanes or approaches.
3 A select zone analysis follows traffic volumes from a single selected zone to all other zones.
3.12 TRANSPORTATION AND TRAFFIC
3.12-30 Avila Ranch Development Project
Final EIR
Table 3.12-7. Existing Plus Project Intersection Impact Summary
Intersection
Number Intersection Peak
Hour
Existing No Project Existing + Project
V/C1 Delay2 LOS3 V/C1 V/C
Delta Delay2 LOS3
1
Los Osos Valley
Road/U.S. Highway
101 SB
AM
PM
0.81
0.91
18.1
29.0
B
C
0.82
0.95
0.01
0.04
18.8
33.8
B
C
2
Los Osos Valley
Road/U.S. Highway
101 NB
AM
PM
0.83
0.72
12.5
11.9
B
B
0.94
0.87
0.11
0.15
21.3
14.1
C
B
3 South Street/ Higuera
Street
AM
PM
0.59
0.75
20.9
24.9
C
C
0.59
0.76
0.00
0.01
21.4
25.0
C
C
4 Madonna Road/
Higuera Street
AM
PM
0.59
0.81
12.9
21.4
B
C
0.59
0.82
0.01
0.02
12.9
21.5
B
C
5 Prado Road/
South Higuera Street
AM
PM
0.55
0.73
16.7
21.3
B
C
0.56
0.75
0.01
0.01
17.2
18.3
B
B
6 Tank Farm Road/
South Higuera Street
AM
PM
0.62
0.70
25.8
23.9
C
C
0.63
0.71
0.02
0.02
25.9
29.6
C
C
7 Tank Farm Road/
Horizon Lane
AM
PM
0.49
0.46
0.4 (16.3)
0.6 (18.3)
A (C)
A (C)
0.51
0.48
0.05
0.25
0.4 (16.7)
0.6 (18.8)
A (C)
A (C)
8 Suburban Road/
South Higuera Street
AM
PM
0.50
0.70
5.6
11.1
A
B
0.55
0.95
-0.97
-0.99
0.9 (17.3)
0.5 (14.7)
B
B
9 Vachell Lane/ South
Higuera Street4
AM
PM
1.41
1.44
24.9
(>200)
21.5
(>200)
C (F)
C (F)
0.44
0.45
-0.97
-0.99
50.0
(>200)
30.4
(>200)
A (C)
A (B)
10
Los Osos Valley
Road/South Higuera
Street
AM
PM
0.74
0.83
16.8
17.6
B
B
0.88
0.85
0.14
0.02
21.8
20.1
C
C
11 Buckley Road/ South
Higuera Street
AM
PM Future Intersection 0.34
0.90
0.34
0.90
5.7
7.1
A
A
12 Buckley Road/
Vachell Lane
AM
PM
0.38
0.27
0.0
0.0
A
A
0.57
0.49
0.08
0.15
9.8 (15.7)
8.3 (15.2)
A (C)
A (C)
13 Buckley Road/
Project Entrance
AM
PM Future Intersection 0.08
0.15
0.08
0.15
7.6 (8.8)
1.3 (11.0)
A
A (B)
14 Buckley Road/
SR 227
AM
PM
0.76
0.88
19.1
35.7
B
D
0.76
0.88
0.00
0.00
19.5
36.5
B
D
1 Volume-to-capacity ratio reported for worst movement.
2 HCM 2010 average control delay in seconds per vehicle.
3 For side-street-stop controlled intersections the worst approach’s delay is reported in parenthesis next to the overall
intersection delay. Unacceptable operations shown in bold.
4 Improvements for the Vachell Lane/South Higuera Street intersection are included as part of the Project.
Source: Central Coast Transportation Consulting 2016; see Appendix P.
3.12 TRANSPORTATION AND TRAFFIC
Avila Ranch Development Project 3.12-31
Final EIR
Table 3.12-8. Existing plus Project Intersection Queueing Impact Summary
Intersection
Number Intersection Movement3 Storage
Length2
Peak
Hour
Existing 95th Percentile
Queues (feet) 1
Existing Existing +
Project
1 Los Osos Valley Road/
U.S. Highway 101 SB
WBL 150 AM
PM
381
195
411
236
SBT Trap AM
PM
413
648
429
717
2 Los Osos Valley Road/
U.S. Highway 101 NB NBL 200 AM
PM
34
54
53
75
3 South Street/
Higuera Street NBR 130 AM
PM
28
169
40
177
4 Madonna Road/
Higuera Street NBL 160 AM
PM
109
338
109
338
5 Prado Road/
South Higuera Street NBL 250 AM
PM
142
363
158
367
6 Tank Farm Road/
South Higuera Street
WBL Trap AM
PM
196
430
202
463
SBL 250 AM
PM
279
319
299
319
8 Suburban Road/
South Higuera Street
WBL / R 170 AM
PM
61
185
55
222
SBL 160 AM
PM
24
27
90
159
10 Los Osos Valley Road/
South Higuera Street4
EBL Trap AM
PM
398
221
409
263
SBR Trap AM
PM
82
331
73
343
14 Buckley Road/SR 227
NBL 360 AM
PM
227
144
225
161
NBT Trap AM
PM
1,092
207
1,099
208
SBT Trap AM
PM
299
1,014
315
1,017
1.Queue length that would not be exceeded 95 percent of the time. Queues are reported only for turning movements
where queues exceed storage capacity.
2. ‘Trap’ denotes design where the thru-lane terminates in a turn-lane.
3.Westbound thru-lane (WBL); Westbound right-turn lane (WBR); Eastbound thru-lane (EBL); Northbound thru-lane
(NBL); Northbound right-turn lane (NBR); Northbound trap (NBT); Southbound thru-lane (SBL); Southbound trap
(SBT); Southbound right-turn lane (SBR).
4. These projected queues do not include the recently completed improvements of Los Osos Valley Road/U.S. Highway
101 interchange project.
Bold: 95th percentile volume exceeds capacity, queue may be longer.
Source: Central Coast Transportation Consulting 2016; see Appendix P.
3.12 TRANSPORTATION AND TRAFFIC
3.12-32 Avila Ranch Development Project
Final EIR
Table 3.12-9. Existing Plus Project Roadway Segment Impact Summary
Segment Peak
Hour Direction Existing Existing + Project
V/C LOS V/C LOS
South Higuera Street –
Buckley Road to Los
Osos Valley Road
AM NB
SB
0.49
0.41
B
B
0.70
0.40
B
B
PM NB
SB
0.29
0.75
B
B
0.35
0.83
B
B
South Higuera Street –
Los Osos Valley Road to
Suburban Road
AM NB
SB
0.44
0.24
C
C
0.46
0.24
C
C
PM NB
SB
0.33
0.52
C
C
0.34
0.53
C
C
South Higuera Street –
Suburban Road to Tank
Farm Road
AM NB
SB
0.34
0.20
C
C
0.38
0.21
C
C
PM NB
SB
0.32
0.38
C
C
0.35
0.43
C
C
Los Osos Valley Road –
South Higuera Street
to 450 feet north of Los
Verdes Drive 1
AM NB
SB
0.68
0.80
C
C
0.83
0.82
C
C
PM NB
SB
1.32
0.58
F
C
1.42
0.67
F
C
Los Osos Valley Road –
450 feet north of Los
Verdes Drive to U.S.
Highway 101 NB
Ramps 1
AM NB
SB
0.68
1.59
C
F
0.83
1.65
C
F
PM NB
SB
1.32
1.17
F
F
1.42
1.35
F
F
Buckley Road – South
Higuera Street to Project
Entrance
AM NB
SB
0.26
0.47
B
B
0.42
0.54
B
B
PM NB
SB
0.26
0.33
B
B
0.11
0.15
B
B
Source: Central Coast Transportation Consulting 2016; see Appendix P.
1 These projected LOS do not include the recently completed improvements of the Los Osos Valley
Road/U.S. Highway 101 interchange project.
Roadway Segments
The TIS analyzed six road segments within the Project vicinity. As described above in
Section 3.12.2, Environmental Setting, currently two of the six road segments analyzed
operate at unacceptable LOS F. As shown in Table 3.12-9, implementation of the proposed
Project would increase the V/C ratio on most of all road segments, but would only result
in significant impacts at two of the six segments. The segments of Los Osos Valley Road
from South Higuera Street to 450 feet north of Los Verdes Drive, and from 450 feet north
of Los Verdes Drive to U.S. Highway 101 northbound ramps currently operate and would
continue to operate under the Project at LOS F. The Project would further degrade the V/C
ratio of the northbound segment from South Higuera Street to 450 feet north of Los Verdes
3.12 TRANSPORTATION AND TRAFFIC
Avila Ranch Development Project 3.12-33
Final EIR
Drive during PM peak hour; and to the southbound and northbound segments from 450
feet north of Los Verdes Drive to U.S. Highway 101 northbound ramps during both AM
and PM peak hour. As previously mentioned, the TIS analysis was conducted prior to
recently completed improvements as part of the Los Osos Valley Road/U.S. Highway 101
interchange project.
With regards to U.S. Highway 101 mainline facilities, the Project would result in less than
100 peak hour trips to any merge/diverge or mainline direction. Project additional trip
distribution to U.S. Highway 101 facilities would be below Caltrans thresholds established
in the Traffic Study Impact Guidelines, and therefore, the Project’s effect on U.S. Highway
101 mainlines facilities is not further analyzed in this EIR.
Buckley Road
Implementation of the Project would result in generation of additional vehicle trips along
Buckley Road, both east and west of the Project entrance on Jesperson Road. As previously
discussed, Buckley Road is a 55-mph arterial under County jurisdiction. Buckley Road is
approximately 3 miles long and provides primary access to several rural residential
communities accessed by local streets or collector roads intersecting Buckley Road. These
include the communities and businesses along Jespersen Road, Esperanza Lane, Hoover
Avenue, Davenport Creek Road, and Hidden Spring Road. Many of these communities
consist of large rural estates or agricultural uses. Many of these residents engage in
activities involving the use of livestock trailers or large equipment often transported along
Buckley Road.
It is anticipated that approximately 18 percent of Project traffic would be distributed along
Buckley Road with 9 percent of the trips assigned east of Jesperson and 9 percent of the
trips assigned west of Jesperson, resulting in an approximate increase in existing Buckley
Road traffic volumes by an additional 490 ADT (converting the 49 PM Peak Hour trips in
Figure 5 of the TIS to ADT) east of Jespersen Road and the 51 PM Peak Hour trips in
Figure 5) 500 ADT west of Jesperson. Based upon review by Central Coast Transportation
Consultants and the City Public Works Department, this increase is approximately 10.6
percent of existing traffic on Buckley Road is not expected to substantially affect operation
of or access to side streets along Buckley Road. Safety hazards associated with turning
movements of large equipment or trailers onto side streets on Buckley Road may exist and
become exacerbated under Project conditions as traffic volumes increase; however,
Buckley Road is a relatively straight road with adequate line-of-sight at each intersection
along its corridor. Further, the anticipated increase in traffic volumes along Buckley Road
3.12 TRANSPORTATION AND TRAFFIC
3.12-34 Avila Ranch Development Project
Final EIR
are expected to only incrementally increase traffic flow along this road segment, with
Buckley Road continuing to operate at acceptable LOS. As such, the Project is not
anticipated to significantly adversely affect traffic capacity, operation, or safety of vehicles
along Buckley Road, and such effects are not further analyzed.
Relationship of SB 743 to Project Vehicular Analysis
A key provision of SB 743, passed in September 2013, is the elimination of vehicle delay
and LOS as CEQA significance criterion in urban areas. However, since the proposed
Project is not within a transit priority area and OPR has not yet adopted new CEQA
Guidelines for replacement criteria to LOS thresholds, the Project is not subject to VMT
impact thresholds. However this section does report VMT analysis for the Project below.
Vehicle Miles Traveled
In respect to SB 743, the TIS evaluated the forecasted VMT for the Project using the TDM.
According to the City’s TDM, the forecasted 2035 VMT for the County is approximately
12 million miles with an average VMT per household of 80, and for the City it is
approximately 1.5 million miles with an average VMT per household of 54. For the Project,
the TIS forecasted that the Project would add a total of approximately 65,000 daily VMT,
with an average VMT per household of 72 within the Project site (see Table 3.12-10
below). These additional VMT would result in an increase of only approximately 4 percent
within the City and 0.5 percent within the County. Although the Project would have a VMT
below the regional average, the VMT per household for the Project is forecasted to be
approximately 33 percent higher than the average for the City sphere of influence.
Table 3.12-10. Average estimated VMT for the City, County, and Project
Descriptions Daily VMT VMT per HH1
San Luis Obispo County (County) 12,000,000 80
City of San Luis Obispo (City) 1,500,000 54
Avila Ranch Project (Project) 65,000 72
1 Reported VMT per household.
Source: Central Coast Transportation Consulting 2016; see Appendix P.
Bicycle, Pedestrian, and Transit Operations
Bicycle, pedestrian, and transit facilities were evaluated using the 2010 HCM methodology
and multi-modal thresholds established in the City’s Circulation Element. For bicycle and
pedestrian facilities, trip generation and distribution calculations were modeled to evaluate
the operational conditions. LOS for these facilities was primarily evaluated based on
3.12 TRANSPORTATION AND TRAFFIC
Avila Ranch Development Project 3.12-35
Final EIR
operational conditions, gaps in circulation, safety, and City design criteria. Transit service
was analyzed based on the service standards listed in the City’s current Short Range Transit
Plan, which states that in residential areas 90 percent of the population should be within
0.25 mile of a bus stop. In accordance with the City’s Multi-Modal Transportation
Guidelines, transit LOS was primarily predicated on the presence of shelters and benches
at bus stops, as well as the frequency and on-time performance of each route.
Relation to the Airport Area Specific Plan
Any development within the AASP area will be required to pay the Citywide
Transportation Impact Fees (TIF). In addition, projects located in the AASP area are
required to participate in the AASP Public Facilities Financing Plan, which collects AASP
Sub Area fees to help fund improvements. Since the Project site is within the adopted
AASP boundaries, it is subject to these fees.
Transportation fees under the current AASP Sub Area fee program do not include fees for
residential or retail land uses. These uses were allowed in the AASP as part of the LUCE
Update, and the AASP Sub Area fee program is being revised to include these uses. As
stated in the AASP, the rate and exact development patterns within the AASP area cannot
be predicted, thus there is no fixed implementation schedule of overall traffic mitigation
measures. The AASP states that any development within the AASP will need to construct
adjacent street, bicycle, and transit improvements as part of their development to advance
the necessary improvements and seek a reimbursement agreement, as necessary. Therefore,
the Applicant is responsible for the construction of all mitigations measures for
transportation improvements associated with the Project.
School-based Trip Distribution
As anticipated in the TIS, the proposed Project is expected to result in an increase of
approximately 5,904 ADT on local roads. Of these trips, it is expected that a portion of
these trips would be associated with personal vehicles traveling to and from local schools.
Due to the Projects distance from public schools within the area and the unknown extent
and availability of school bus services to the Project site, for CEQA analysis it is anticipated
that the preferred mode of travel for school-based trips would be made by personal vehicles
and car pools. This represents a conservative approach and the TIS prepared for this EIR
has captured and incorporates these trips in the analysis of Project impacts to local road
segments and intersections.
3.12 TRANSPORTATION AND TRAFFIC
3.12-36 Avila Ranch Development Project
Final EIR
3.12.4.3 Project Impacts and Mitigation Measures
The TIS compared existing, near-term, and cumulative (buildout) traffic conditions to those
with the added effects of Project-generated traffic to determine Project-specific and
contributing impacts on multi-modal infrastructure within the Project area. The
transportation related impacts associated with the proposed Project are summarized in
Table 3.12-11.
Table 3.12-11. Summary of Project Impacts
Transportation and Traffic Impacts Mitigation
Measures
Residual
Significance
TIS Impact #
(see Appendix P)1
TRANS-1. Project construction activities
would potentially create traffic impacts due to
congestion from construction vehicles (e.g.,
construction trucks, construction worker
vehicles, equipment, etc.) as well as temporary
traffic lane and sidewalk closures.
MM TRANS-1 Significant but
Mitigable
--
TRANS-2. Phased Project development
combined with limited site access and related
increases in congestion on surrounding
roadways would have the potential to cause
transportation deficiencies throughout the
Project vicinity.
MM TRANS-2a
MM TRANS-2b
MM TRANS-2c
MM TRANS-2d
MM TRANS-2e
MM TRANS-2f
Significant but
Mitigable
30, 31, 32
TRANS-3. Project-generated traffic would
potentially create turning movement conflicts at
driveways and intersections on the Project site.
MM TRANS-3a
MM TRANS-3b
Significant but
Mitigable
21
TRANS-4. Project-generated traffic could
exceed Circulation Element maximum volume
thresholds at Vachell Lane, Earthwood Lane,
Horizon Lane, and Suburban Road.
MM TRANS-2a-f
MM TRANS-3b
MM TRANS-4
Significant but
Mitigable
22, 23, 24, 25
TRANS-5. Project-generated traffic would
cause increase delays and cause exceedance of
intersection capacity at the Buckley Road/SR
227 intersection in both the AM and PM peak
hours.
MM TRANS-5 Significant and
Unavoidable
9, 10, 11
TRANS-6. Project-generated traffic would
exacerbate existing queuing at the South
Street/Higuera Street intersection northbound
right-turn lane, resulting in significant impacts.
MM TRANS-6 Significant but
Mitigable
2
TRANS-7. Project-generated traffic would
cause exceedance of storage capacities at
several intersections along South Higuera
Street.
MM TRANS-7a
MM TRANS-7b
MM TRANS-7c
MM TRANS-7d
Significant but
Mitigable
4, 5, 6, 12
TRANS-8. Project-generated traffic would
cause delays and exceedance of intersection
capacities at several intersections along Los
Osos Valley Road.
MM TRANS-8a
MM TRANS-8b
Significant but
Mitigable
1, 7, 8, 13
3.12 TRANSPORTATION AND TRAFFIC
Avila Ranch Development Project 3.12-37
Final EIR
Table 3.12-11. Summary of Project Impacts (Continued)
Transportation and Traffic Impacts Mitigation
Measures
Residual
Significance
TIS Impact #
(see Appendix P)1
TRANS-9. The proposed Project would
generate and attract trips to and from U.S.
Highway 101, incrementally increasing
congestion of the region’s main highway.
None required Less than
Significant
--
TRANS-10. The proposed Project would
potentially degrade level of service for various
pedestrian facilities serving the Project vicinity.
MM TRANS-3b
MM TRANS-4
MM TRANS-8a
MM TRANS-10a
MM TRANS-10b
MM TRANS-10c
Significant but
Mitigable
14, 15, 17, 18, 19,
20, 27
TRANS-11. Project development would
increase demand for bicycle facilities in an
underserved area and would potentially conflict
with the City’s Bicycle Transportation Plan
regulations and General Plan thresholds.
MM TRANS-2d
MM TRANS-8a
MM TRANS-11
Significant but
Mitigable
16, 26, 29
TRANS-12. The proposed Project would
increase demand for transit services in an
underserved area, presenting a barrier to both
transit dependent and non-transit dependent
households for using transit.
MM TRANS-12 Significant but
Mitigable
--
TRANS-13. Under near-term plus Project
conditions, Project-generated traffic would
cause contribute to delays and exceedance of
storage capacities at Buckley/SR 227
(Significant and Unavoidable). The Project
would also contribute to exceedance of storage
capacities along Los Osos Valley Road/South
Higuera Street and contribute to road segment
congestion; however, impacts to Los Osos
Valley Road would be mitigated to a less than
significant level.
MM TRANS-5
MM TRANS-13
Significant but
Mitigable
Significant and
Unavoidable
33
TRANS-14. Under near-term conditions, the
proposed Project would cumulatively
contribute incrementally to increased demand
for bicycle and pedestrian facilities, potentially
conflicting with the City’s BTP regulations and
General Plan thresholds.
MM TRANS-10b
MM TRANS-14
Significant but
Mitigable
35, 37, 38, 39
TRANS-15. Under long-term cumulative plus
Project conditions, Project-generated traffic
would result in a cumulatively considerable
contribution to potentially significant impacts
to the operational conditions at four
intersections.
MM TRANS-5
MM TRANS-7a
MM TRANS-15a
MM TRANS-15b
MM TRANS-15c
MM TRANS-15d
Significant and
Unavoidable
Significant but
Mitigable
40, 41, 42, 43
Note: Impacts #34, #36, #44, and #45 from the TIS have not been included per communications with Central Coast
Transportation Consulting and the City in April 2016. See Memorandum within Appendix P.
3.12 TRANSPORTATION AND TRAFFIC
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Final EIR
Impact TRANS-1 Project construction activities would potentially create traffic
impacts due to congestion from construction vehicles (e.g.,
construction trucks, construction worker vehicles, equipment,
etc.) as well as temporary traffic lane and sidewalk closures
(Significant but Mitigable).
The location and intensity of construction-related increases in traffic would vary by
construction phase (refer to Section 2.7, Project Construction for a detailed description of
construction activities occurring within each phase); however, each phase would
incrementally contribute to road or intersection congestion over the planning horizon (2019
to 2028). Construction is divided into six phases that range between one to three years each,
for a total construction period of approximately 10 years.
Increased construction traffic, particularly large haul trucks and other heavy equipment,
may disrupt local traffic flows, congest limited turn lane capacities, and generally slow
traffic movement. Construction activity during site preparation typically includes use of
cement trucks, material and equipment delivery trucks, and worker vehicles. These
vehicles would likely use U.S. Highway 101 to travel to and from the site. Further,
construction activities would require parking onsite for construction workers. While
construction-related traffic would be ongoing for approximately 10 years, construction
traffic could create potentially significant impacts. The Project’s grading plan details that
all excavated soils would be leveled onsite and there would be no soils export or import
haul trips.
Other potential construction-related impacts include idling, parked, or queued heavy trucks
that could potentially obstruct visibility, traffic flows, and interfere with pedestrian and
bicycle flows. Construction may also require the temporary or extended closure of traffic
lanes to accommodate parked vehicles, operation of construction equipment, installation
of Project improvements, including offsite trenching for utilities along Earthwood Lane,
Suburban Road, Tank Farm Road, Vachell Lane, etc. Depending on final construction plan
details, such lane and sidewalk closures could extend from a single day to several weeks.
However, intensity of construction-related traffic issues would vary by phase, with highest
intensity occurring during Phase 1 and 2; this would possibly result in periodic road
closures for construction of onsite and offsite development, such as road improvements on
Buckley Road and Vachell Lane, and the Buckley Road extension. This would cause delays
and disrupt cyclist and pedestrian flows, requiring travelers of the area to utilize alternative
routes.
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Final EIR
However, with preparation of a management plan to control construction transportation,
impacts could be minimized. Therefore, with implementation of the mitigation measure
listed below, construction traffic impacts would be considered significant but mitigable.
Mitigation Measure
MM TRANS-1 The Applicant shall prepare a Construction Transportation
Management Plan for all phases of the proposed Project for review and
approval by the City prior to issuance of grading or building permits to
address and manage traffic during construction. The Plan shall be
designed to:
•Prevent traffic impacts on the surrounding roadway network;
•Restrict construction staging to within the Project site;
•Minimize parking impacts both to public parking and access to
private parking to the greatest extent practicable;
•Ensure safety for both those construction vehicles and works and
the surrounding community; and
•Prevent substantial truck traffic through residential neighborhoods.
The Construction Transportation Management Plan shall be subject to
review and approval by the Public Works Director to ensure that the
Plan has been designed in accordance with this mitigation measure.
This review shall occur prior to issuance of grading or building permits.
It shall, at a minimum, include the following:
Ongoing Requirements throughout the Duration of Construction:
•A detailed Construction Transportation Management Plan for work
zones shall be maintained. At a minimum, this shall include parking
and travel lane configurations; warning, regulatory, guide, and
directional signage; and area sidewalks, bicycle lanes, and parking
lanes. The Plan shall include specific information regarding the
Project’s construction activities that may disrupt normal pedestrian
and traffic flow and the measures to address these disruptions. Such
Plan shall be reviewed and approved by the Community
Development Department and implemented in accordance with this
approval.
•Work within the public right-of-way shall be reviewed and approved
by the City on a case by case basis based on the magnitude and type
of construction activity. Generally work shall be performed between
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3.12-40 Avila Ranch Development Project
Final EIR
8:30 AM and 4:00 PM. This work includes dirt hauling and
construction material delivery. Work within the public right-of-way
outside of these hours shall only be allowed after the issuance of an
after-hours construction permit administered by the Building and
Safety Division. Additionally restrictions may be put in place by
Public Works Department depending on particular construction
activities and conditions.
• Streets and equipment shall be cleaned in accordance with
established Public Works requirements.
• Trucks shall only travel on a City-approved construction route.
Limited queuing may occur on the construction site itself.
• Materials and equipment shall be minimally visible to the public;
the preferred location for materials is to be onsite, with a minimum
amount of materials within a work area in the public right-of-way,
subject to a current Use of Public Property Permit.
• Provision of off-street parking for construction workers, which may
include the use of a remote location with shuttle transport to the site,
if determined necessary by the City.
Project Coordination Elements That Shall Be Implemented Prior to
Commencement of Construction:
• The traveling public shall be advised of impending construction
activities that may substantially affect key roadways or other
facilities (e.g., information signs, portable message signs, media
listing/notification, and implementation of an approved
Construction Impact Mitigation Plan).
• A Use of Public Property Permit, Excavation Permit, Sewer Permit,
or Oversize Load Permit, as well as any Caltrans permits required
for any construction work requiring encroachment into public
rights-of-way, detours, or any other work within the public right-of-
way shall be obtained.
• Timely notification of construction schedules shall be provided to
all affected agencies (e.g., Police Department, Fire Department,
Public Works Department, and Community Development
Department) and to all owners and residential and commercial
tenants of property within a radius of ¼ mile.
• Construction work shall be coordinated with affected agencies in
advance of start of work. Approvals may take up to two weeks per
each submittal.
3.12 TRANSPORTATION AND TRAFFIC
Avila Ranch Development Project 3.12-41
Final EIR
•Public Works Department approval of any haul routes for
construction materials and equipment deliveries shall be obtained.
Plan Requirements and Timing. The Applicant shall submit the
Construction Transportation Management Plan to the City for review
and approval prior to issuance of grading or building permits. The
Construction Transportation Management Plan shall be updated as
needed to reflect changing conditions over the Project’s 10-year
construction schedule. The Applicant shall conduct necessary
construction employee training prior to the commencement of
construction. The City Public Works Department, Community
Development Department, Police Department, and Fire Department,
and nearby residences and businesses shall be notified of the
construction schedule prior to initiation of construction. The Applicant
shall submit individual traffic control plans and part of encroachment
permits for work within the public right-of-way.
Monitoring. The City shall ensure compliance with the Construction
Transportation Management Plan with periodic inspections of the
Project site during construction. Complaints related to construction
traffic at the site shall be directed to the City Public Works Department.
Residual Impact
Preparation of a Construction Transportation Management Plan as part of MM TRANS-1
would reduce construction-related traffic impacts to the maximum extent feasible by
establishing truck routes and parking locations for construction workers. Residual impacts
would be less than significant.
Impact TRANS-2 Phased Project development combined with limited site access
and related increases in congestion on surrounding roadways
would have the potential to cause transportation deficiencies
throughout the Project vicinity (Significant but Mitigable).
Project development would occur in six phases over approximately 10 years. Each phase
would involve construction of the proposed Project’s internal streets and connections to
the existing road network (refer to Section 2.0, Project Description). Increased traffic
congestion on existing roads and neighborhood volumes in excess of General Plan
thresholds is forecasted during Phases 1, 2, and 4 as described below.
3.12 TRANSPORTATION AND TRAFFIC
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Final EIR
Table 3.12-12. Trip Generation per Proposed Development Phase
Phase Number Average Daily Trips (ADT)
1 1,029
2 161
3 1,314
4 1,195
5 1,098
6 1,979
Internal Capture Trips -872
Trips added to Adjacent Streets 5,904
Note: These ADT are planning level estimates displayed in Appendix G of the TIS.
Source: Central Coast Transportation Consulting 2016; see Appendix P.
Phase 1 Project Improvements (On- and Offsite)
The following transportation improvements are proposed as part of Phase 1 of the Project:
•Extension of Earthwood Lane to connect from Suburban Road to Vachell Lane
(refer to Figure 2-14).
•Extension of Venture Drive to the proposed Earthwood Lane/Venture Drive
roundabout intersection within the site.
•Class II bicycle lanes along both sides of Venture Drive and Earthwood Lane.
•A portion of the Class I bicycle path from the southwest corner of the site through
the Phase 1 development area and 800 feet of the Tank Farm Creek Class I bicycle
path, including construction of the Class I bicycle path bridge over Tank Farm
Creek (Class I Tank Farm Bridge No. 1).
•Completion of internal residential roads within Phase 1 development area.
•Left turn restrictions at the South Higuera Street/Vachell Lane intersection.
•Restriping the Suburban Road/South Higuera Street intersection to make the
westbound right turn-lane into a shared right/left turn-lane.
•Approximately 1,000 feet of frontage improvements along Buckley Road, and 650
feet of frontage improvements along Vachell Lane.
Phase 1 development is estimated to generate approximately 1,030 ADT. With Project-
generated traffic under Phase 1, all intersections would operate at acceptable overall LOS
except the Buckley Road/SR 227 intersection. This Project which has current deficiencies
3.12 TRANSPORTATION AND TRAFFIC
Avila Ranch Development Project 3.12-43
Final EIR
which would continue to operate at unacceptable LOS D (Project change in v/c of 0.1) as
discussed further in Impact TRANS-5 and mitigation measure MM TRANS-5. It is
important to note that the Caltrans threshold of significant impact is a full LOS below City
requirements. If City thresholds were used at this location the Project would not have a
significance impact finding. The addition of Project traffic starting in Phase 1 and
continuing thru phase 6 would incrementally exacerbate queue capacities at 9 intersections
as discussed further in Impact TRANS-6, 7, and 8. The combination of Project trip
generation, existing volumes, and the proposed street network under Phase 1 would result
in neighborhood traffic volumes on Venture Drive and Earthwood Lane that may exceed
General Plan volumes thresholds for residential streets. This would also cause commercial
trucks, trailers, and other heavy vehicles to route through new residential streets which
would be undesirable from a livability standpoint and not consistent with the structural
section residential collector roads are designed to accommodate.
In addition, bicycle facilities along the extension of Venture Drive and Earthwood Lane
proposed as part of Phase 1 would lack connectivity with the regional network as no bicycle
facilities exist on Vachell Lane, Buckley Road, or Suburban Road. This would force
Project-generated cyclists to travel along sometimes narrow or unimproved road shoulders
to reach the regional network and result in inconsistencies with the BTP.
Phase 2 Project Improvements (On- and Offsite)
The following transportation improvements are proposed as part of Phase 2 of the Project:
•Buckley Road Extension from Vachell Lane to South Higuera Street, with a Class
I bicycle path to the north of the road and Class II bicycle lanes on both sides of the
road.
•Class II bicycle lanes along Vachell Lane from Buckley Road north to
approximately 250 feet north of the Earthwood Lane/Vachell Lane intersection.
•Continuation of the Tank Farm Creek Class I bicycle path through the Phase 2
development area.
Phase 2 development is estimated to generate approximately 161 ADT, resulting in an
estimated total of 1,190 ADT for Phases 1 and 2. With completion of the Buckley Road
Extension as part of Phase 2, no traffic is forecasted to reroute through the site; as such,
internal roadways would adequately serve the Project. In addition, Phase 1 and 2
development would generate bicycle trips using vicinity roads, including Buckley Road.
3.12 TRANSPORTATION AND TRAFFIC
3.12-44 Avila Ranch Development Project
Final EIR
The Class I bicycle path and Class II bicycle lanes along the Buckley Road Extension
would provide connection to the regional system, in accordance with the BTP.
Phase 3 Project Improvements (On- and Offsite)
The following transportation improvements are proposed as part of Phase 3 of the Project:
•Completion of internal residential roads within Phase 3 development, including the
extension of Venture Drive from the roundabout east about 1,500 feet to the end of
the Phase 3 development area.
Phase 3 development is estimated to generate approximately 1,314 ADT, resulting in a
total of approximately 2,500 ADT between Phases 1 to 3. This amount of trips would be
distributed through the residential collector roads and adjacent street network, which are
expected to remain under Circulation Element thresholds through this phase, adequately
serving the site.
Phase 4 Project Improvements (On- and Offsite)
The following transportation improvements are proposed as part of Phase 4 of the Project:
•Completion of the Jespersen Road Extension from Buckley Road to the northern
boundary with Class II bicycle lanes on both sides of the roadway.
•Buckley Road entrance improvements.
•Construction of the vehicle and pedestrian bridge from Venture Drive to Jespersen
Road.
Phase 4 development is estimated to generate 1,195 ADT, and total Project trip generation
would increase to approximately 3,700 ADT. With Earthwood Lane being the only access
to Suburban Road, traffic volumes using this road are forecast to exceed Circulation
Element thresholds with the addition of Phase 4 traffic.
In addition, with the primary Project entry on Buckley Road being constructed as part of
Phase 4, pedestrian and bicycle facilities would be constructed along the internal collector
road. However, since Buckley Road does not contain any pedestrian or bicycle facilities,
the construction of this entry would result in discontinuity between pedestrian and bicycle
facilities, with Project-generated pedestrian and cyclists having to utilize unimproved and
narrow road shoulders along the relatively high speed Buckley Road.
3.12 TRANSPORTATION AND TRAFFIC
Avila Ranch Development Project 3.12-45
Final EIR
To address potential impacts, a phasing plan for transportation improvements would
specify timing and location of improvements to ensure vehicle, bicycle, and pedestrian trips
generated by the Project can be accommodated consistent with City standards. Overall,
transportation impacts during Project Phases 1 through 4 would be significant but
mitigable.
Mitigation Measures
MM TRANS-2a The Applicant shall create and submit a Transportation Improvement
Phasing Plan to the City for review and approval, and shall ensure that
construction of the Project follows the sequential phasing order utilized
in the TIS for such improvements. The Plan shall address the timing and
general design of all on and offsite transportation improvements.
Plan Requirements and Timing. The Applicant shall submit a final
Transportation Improvement Phasing Plan for each final map
development phase of the Project for to the City for review and approval
prior to acceptance of the final Development Plan and recordation of
the first final Vesting Tract Map (VTM). The City shall review grading
and development plans and offsite transportation improvements for each
phase prior approval of permits for each phase.
Monitoring. The City shall ensure that construction per phase occurs
sequentially through periodic construction monitoring.
MM TRANS-2b The Applicant shall defer installation of turn restrictions on Vachell
Lane/South Higuera Street until the Buckley Road Extension is
completed and operational under Phase 2. This measure shall be
completed simultaneously with the removal measures of temporary
NTM closures discussed in MM TRANS-2c.
Plan Requirements and Timing. The Transportation Improvement
Phasing Plan shall include requirements for the turn restriction to be
installed following completion of Buckley Road Extension.
Monitoring. The City shall verify that the Applicant installs the turn
restriction upon completion of the Buckley Road Extension.
MM TRANS-2c As part of Phase 1 development, the Applicant shall initially restrict
ingress and egress to only emergency vehicles, transit, bicycles, and
pedestrians at the border of the Project site on Venture Drive and at the
intersection of Vachell Lane and Earthwood Lane.
These measures shall be removed upon the completion of the Buckley
Road Extension in Phase 2 and implemented concurrently with those
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3.12-46 Avila Ranch Development Project
Final EIR
measures required in MM TRANS-2b to allow full access into the
subdivision.
The Applicant City shall work with SLO Transit to establish an interim
route in the Project vicinity during Phase 1. The Applicant shall install
an interim turn-around location within the Project site or other
measures as deemed appropriate by the City to accommodate this
interim transit access due to required site access limitations noted
above.
Plan Requirements and Timing. Prior to approval of grading and
building permits for Phase 1, the Applicant shall submit an Ingress and
Egress Management Plan for Prior to recordation of the VTM the
Applicant shall submit Public Improvement Plans for review and
approval by the City for Phase 1 development that design and
incorporate restrictions at Venture Drive and at the intersection of
Vachell Lane/Earthwood Lane for review and approval by the City.
Construction of circulation improvements shall be completed and
operational prior to occupancy of Phase 1 development but may also
need to be completed during construction periods if vehicle intrusion is
encountered. The interim transit route and bus turn around location or
other measures acceptable by the City shall be installed by the Applicant
prior to issuance of the occupancy permit for the first residential unit of
Phase 1 development.
Monitoring. The City shall verify that the Applicant installs the
circulation improvements and that would allow for interim transit
routeservice prior to occupancy of Phase 1 development, and removes
them upon completion of Buckley Road Extension in Phase 2.
MM TRANS-2d To remain consistent with proposed bicycle facilities listed in the BTP,
the Applicant shall design and construct Class II bicycle lanes that
connect to the regional bicycle network along the entire stretch of
Vachell Lane, between Buckley Road and South Higuera Street, as part
of Phase 1. The City Public Works Department shall ensure
improvements meet design standards.
Plan Requirements and Timing. Prior to acceptance of the final
Development Plan and recordation of the final VTM, the Applicant shall
submit public improvement plans a Bicycle Facility Improvement Plan
for review and approval by the City (and as necessary, the County) to
install Class II bicycle facilities along Venture Drive from Buckley
Road to Higuera Street. Construction of bicycle facilities shall be
3.12 TRANSPORTATION AND TRAFFIC
Avila Ranch Development Project 3.12-47
Final EIR
completed and operational prior to issuance of occupancy permits for
the first residential unit of Phase 1 development.
Monitoring. The City shall verify that the Applicant installs the
improvements in accordance to the approved design plans.
MM TRANS-2e The Applicant shall design and construct the Jespersen Road/Horizon
Lane connection as part of Phase 4 between Suburban Road and the
Project boundary. The City Public Works Department shall ensure
improvements meet safety design criteria.
Plan Requirements and Timing. Prior to acceptance of the final
Development Plan and recordation of the final VTM for Phase 4, the
Applicant shall submit a Public Street Improvement Plan public
improvement plan for review and approval by the City. Construction of
roadway connections to the Project site shall be completed and open to
travel prior to no later than the issuance of an occupancy permit for the
100th residential unit of Phase 4 development.
Monitoring. The City shall verify that the Applicant installs the
improvements in accordance to the approved phase and design plans.
MM TRANS-2f To remain consistent with the BTP and City policies, the Applicant shall
design and construct all Buckley Road improvements along the Project
frontage, from the Tank Farm Creek Bridge to the eastern site
boundary, including but not limited to, the proposed Class I bicycle
path, and Class II bicycle lanes on the Buckley Road frontage as part of
Phase 4.
Plan Requirements and Timing. Prior to recordation of the final map
for Phase 4, the Applicant shall submit an improvement plan for the
Buckley frontage Class II bicycle lanes and the Buckley Road frontage
Class I bicycle path for review and approval by the City and as
necessary, the County. These bicycle lanes and the bicycle path shall be
completed prior to the issuance of the occupancy permit for the 50th unit
of Phase 4 Development. issuance of occupancy permits for Phase 4,
the Applicant shall submit the updated Development Plan and
Transportation Improvement Phasing Plan for review and approval by
the City. Construction of the entire Buckley Road frontage shall be
completed and operational prior to occupancy of Phase 4 development.
Monitoring. The City shall verify that the Applicant installs the
improvements in accordance to the approved design plans.
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3.12-48 Avila Ranch Development Project
Final EIR
Residual Impact
Implementation of MM TRANS-2a would require the Applicant to follow the sequencing
of the approved phasing construction plan, which would ensure that any potential impacts
during Phase 1, 2, and 4 are mitigated, as also described below.
Phase 1
As the Applicant proposes to install left-turn restrictions at the intersection of Vachell
Lane/South Higuera Street, MM TRANS-2b would require the Applicant to defer the
installation of turning restrictions on Vachell Lane/South Higuera Street intersection until
the completion of the Buckley Road Extension. MM TRANS-2c would restrict private
vehicular access to the site through Venture Drive and at the intersection of Vachell
Lane/Earthwood Lane, with access limited to emergency vehicles, pedestrians, and
cyclists. These mitigations would prevent outside traffic from being rerouted into the
Project, and allowing site access on Earthwood Lane to adequately serve the development
in Phase 1. MM TRANS-2d would require installations of Class II bicycle lanes along the
entire stretch of Vachell Lane, this would provide connectivity between the bicycle
facilities proposed as part of Phase 1 with the regional bicycle network.
Phase 2
Completion of the Buckley Road Extension would provide an additional access way
through to South Higuera Street and U.S. Highway 101, as well as bicycle route
connectivity to the regional network. Therefore, upon completion of the extension, left-
turn restrictions proposed for the Vachell Lane/South Higuera Street intersection shall be
implemented to maintain the operation of this intersection at acceptable levels.
Phase 4
With the completion of the Jespersen Road/Horizon Lane Extension to the site, and the
completion of the primary site access on Buckley Road as part of Phase 4, Mitigation
Measure TRANS-2f would require the entire frontage along Buckley Road to be
constructed as part of Phase 4. This would provide completion of a Class I bicycle path no
later than Phase 4 that would ensure connectivity of pedestrian and bicycle facilities with
regional facilities. Mitigation Measure TRANS-2e would require the connection of
Jespersen Road/Horizon Lane to occur in Phase 4; however, as described in further detail
in Impact TRANS-4 below, existing conditions for the entire stretch of Horizon Lane and
the eastern end of Suburban Road do not meet City standards for either residential
3.12 TRANSPORTATION AND TRAFFIC
Avila Ranch Development Project 3.12-49
Final EIR
collectors (Horizon Lane) or commercial collectors (Suburban Road), which typically
require 44 to 60 feet of paved width with curbs, gutters and sidewalks. Horizon Lane is of
substandard width (approximately 20 feet of paving), with paving in poor condition, as
well as supporting only dirt shoulders and lacking curb, gutters, sidewalks and street trees,
which are inadequate to support estimated Project-generated traffic. The eastern segment
of Suburban Road is also of substandard width, with approximately 20 feet of paved width
and intermittent sidewalks. With implementation of these mitigations the residual impact
would be less than significant.
Impact TRANS-3 Project-generated traffic would potentially create turning
movement conflicts at driveways and intersections on the
Project site (Significant but Mitigable).
Due to the closely spaced intersections along collector roadways at Venture
Drive/Earthwood Lane and Venture Drive/Horizon Lane, potential safety impacts
associated with vehicular speeds, line of sight, and vehicular pedestrian or cyclist conflicts
could potentially occur. In particular, the geometry and road alignment of both Earthwood
Lane and Venture Drive are conducive to higher speed traffic. These two factors could
create potentially adverse safety impacts for future residents living along these streets as
higher speed traffic passes through these residential neighborhoods. With a redesign of the
proposed street network to comply with the City’s engineering standards as well as
restricting access and providing adequate access spacing so as not to conflict with
functional areas of intersections, impacts associated with conflicts at internal roadways
would be significant but mitigable.
Mitigation Measures
MM TRANS-3a Project roadway and driveway design shall be reviewed and approved
by the City to ensure compliance with City engineering standards and
not conflict with intersection functional areas (e.g., aligning driveways
on opposite sides of the roadway, position driveways as far upstream
from intersections as possible).
Plan Requirements and Timing. Prior to recordation of the final VTM
the Applicant shall submit a final roadway design plan to the City for
review and approval prior to acceptance of the final Development Plan
and recordation of the final VTM that demonstrates compliance with
City roadway design standards and access management requirements.
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Final EIR
Monitoring. The City shall review Project plans to ensure that they
meet City roadway design and safety standards. The City shall review
development and grading plans for each phase of the Project to ensure
compliance with City design standards. The City shall conduct periodic
inspections of the Project site during construction to ensure compliance.
MM TRANS-3b The Applicant shall install traffic calming measures (e.g., speed bumps,
pedestrian bulb-outs, etc.) to control speed levels along internal
roadways of the Project site, including the extensions of Venture Drive,
Horizon Lane, and Jespersen Road as required by Policy 8.1.3.
Plan Requirements and Timing. The Applicant shall modify the
Development Plan and VTM to incorporate traffic calming measures to
maintain a speed level consistent with City General Plan thresholds
along internal roadways. The Applicant shall submit public
improvement plans a final roadway design plan to the City for review
and approval prior to acceptance of the final Development Plan and
recordation of the final VTM, to ensure roadway design meets City
standards and adequate traffic calming features are installed to meet
City requirements.
Monitoring. The City shall review and approve the final Development
Plan and final VTM and public improvement plans to ensure these plans
are consistent with City standards. The City shall ensure compliance
with the design plan with periodic inspections of the Project site during
construction.
Residual Impact
Mitigation measure MM TRANS-3a would require City review to ensure that roadway
design meets City engineering standards and does not conflict with intersection functional
areas. This would require adequate spacing of intersections and driveways within the
Project site, such as placing driveways on lower volume roadways and aligning driveways
on opposite sides of the roadway. To reduce the tendency of travelers from proceeding at
high speeds along these roads, MM TRANS-3b would require incorporation of traffic
calming measures (e.g., bulb outs, speed bumps) prior to occupancy of each phase of the
proposed development in compliance with Policy 8.1.3, Neighborhood Traffic Speeds.
Implementation of MM TRANS-3a and -3b, would ensure that the design and operation of
these roads are consistent with safety regulations on residential roads and this impact would
be less than significant.
3.12 TRANSPORTATION AND TRAFFIC
Avila Ranch Development Project 3.12-51
Final EIR
Impact TRANS-4 Project-generated traffic could exceed Circulation Element
maximum volume thresholds at Vachell Lane, Earthwood Lane,
Horizon Lane, and Suburban Road (Significant but Mitigable).
Project development would generate an increase of approximately 5,904 ADT on area
roads over a 10-year period. Because of its location at the far southern end of the City,
Primary Project access would be via completion of several partially developed roads,
including Venture Drive, Earthwood Lane, and eventually Horizon Lane. At buildout,
based on the TIS, 23 to 27 percent of Project-generated traffic would utilize Horizon Lane
(1,358 to 1,594 ADT), 25 to 43 percent would utilize Earthwood Lane (1,476 to 2,539
ADT), and 15 to 34 percent would utilize Venture Drive (887 to 2,007 ADT). This would
be a significant increase in traffic volumes along each of these roadways and could be in
excess of General Plan maximum volume thresholds for existing roadway classifications.
This would result in potentially significant impacts to roadway operations under General
Plan criteria.
Horizon Lane currently extends from Suburban Road south for roughly 1,000 feet to its
terminus about 100 feet north of the Project site. This roadway is not designed to support
up to 1,595 ADT of Project-generated traffic as it provides only about 20 feet of paved
width. The paving is in poor condition and does not support pedestrian or bicycle facilities.
With Project-generated traffic, the roadway would operate at unacceptable LOS for all
forms of transportation. The roadway would need to be widened to approximately a 40-
foot section, repaved, and improved to include continuous sidewalk to adequately serve the
Project. Road widening may be constrained due to potentially limited right-of-way,
although there do not appear to be major structures that would physically impede widening
or require demolition. Acquisition of the property is feasible by the Applicant or, if needed,
the City could lend power of eminent domain to acquire land and widen the road. Due to
the increase in traffic volumes, the intersection of Horizon Lane/Suburban Road will need
to be improved to City standards when the connection is made. Further, segments of
Suburban Road, proximate to Horizon Lane, are limited to approximately 20 feet of paved
width and lack sidewalks or bicycle paths.
Currently, Earthwood Lane only extends approximately 420 feet south from Suburban
Road to its terminus more than 500 feet north of the Project site. It is proposed to be
extended south into the Project site. This existing segment is relatively new and constructed
to modern standards with roughly 40 feet of paved width and sidewalks along both sides.
Earthwood Lane is expected to be the most heavily used access route in and out of the
3.12 TRANSPORTATION AND TRAFFIC
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Final EIR
Project site. With the increase in traffic from the proposed Project, this roadway is expected
to exceed the threshold for its designation as a Local Road. As such, the roadway will need
to be reclassified to properly service the Project. The amount of traffic expected to use this
roadway would also potentially cause impacts at the intersection of Earthwood
Lane/Suburban Road.
Although sidewalks are present along the north end of Earthwood Lane and Horizon Lane,
they are intermittent along Suburban Road and therefore do not provide adequate paths
connectivity for future Project residents to access pedestrian destinations, such as adjacent
employment and commercial centers.
Residential trips to and from the Project site utilizing Suburban Road would intermingle
with existing commercial-industrial traffic such as heavy trucks. While commercial-
industrial traffic from businesses along Suburban Road would not utilize the Project site
transportation network, intermingling of personal vehicles and large commercial or
construction vehicles would be typical of roadways in the southern areas of the City where
substantial business park and commercial development exists. As such, this is not expected
to result in compatibility issues along this link in the transportation network, even
accounting for often slower moving trucks and pauses in the movement of vehicles to allow
for turning movements of larger vehicles.
Increased traffic of up to approximately 1,594 ADT along the eastern reach of Suburban
Road may cause deficiencies due to narrow paved widths in places and the lack of
sidewalks on this reach of roadway. In addition, although the roadway is fully developed
west of Horizon Road, the addition of up to 4,100 ADT would significantly increase traffic
volumes. Therefore, impacts would be significant but mitigable.
Mitigation Measures
MM TRANS-2a through 2f shall apply.
MM TRANS-3b shall apply.
MM TRANS-4 The Applicant shall prepare an improvement plan for Horizon Lane,
Earthwood Lane, and Suburban Road, including roadway, bicycle, and
pedestrian improvements. Improvements shall be constructed by the
Applicant in coordination with the phasing plan required by MM
TRANS-2a, to ensure the Applicant constructs all offsite roadway
improvements in a timely manner consistent with Project phasing. The
Project Applicant shall:
3.12 TRANSPORTATION AND TRAFFIC
Avila Ranch Development Project 3.12-53
Final EIR
•Prepare a detailed improvement plan for Horizon Lane to
bring this road into conformance with City standards for a
commercial collector of width between 44 to 60 feet from
Suburban Road to the Project boundary. This plan shall be
developed in coordination with adjacent property owners and
the City Public Works Department. Horizon Lane shall not be
connected to the Project site until such a plan has been
completed and improvements are completed in accordance
with the phasing plan, as part of Phase 4. The section of
Horizon Lane/Jespersen Road from the Project boundary to
Buckley Road shall be designated as a residential collector
with a width of roadway between 40 and 60 feet. Per MM
TRANS 2e, construction of Horizon Road from Suburban Road
to Phase 4 of the Project shall be completed and open to travel
prior to the issuance of an occupancy permit for the 100th
residential unit of Phase 4 development.
•Design and improve the intersection of Horizon Lane/Suburban
Road to be consistent with Engineering Standards and
Specification - Uniform Design Criteria City Engineering
Design Standards City Uniform Design Criteria and Municipal
Code Standards.
•Coordinate with the property owners along Earthwood Lane
and City staff to complete the Earthwood Lane Extension to the
Project site as part Phase 1. Earthwood Lane shall be developed
to full City standards for a residential collector. Residential
collectors shall be 44 to 60 feet wide as required by the City’s
Engineering Standards and Specification - Uniform Design
Criteria.
•Coordinate with the property owners along Suburban Road and
City staff to prepare a detailed improvement plan for Suburban
Road to bring this road into conformance with City standards.
This plan shall address widening of substandard sections near
the east end of this roadway, completion of missing sidewalk
segments, installation of street trees, pedestrian crossings (e.g.,
Suburban Road at Earthwood Lane) and other improvements
required to bring this road into compliance with City standards
for a commercial collector road. In accordance to the City’s
Engineering Standards and Specification - Uniform Design
Criteria, a commercial collector road shall be 44 to 68 feet wide
to effectively serve commercial and industrial uses.
3.12 TRANSPORTATION AND TRAFFIC
3.12-54 Avila Ranch Development Project
Final EIR
Improvements from Earthwood Lane to Higuera Street shall be
done as part of Phase 1. Improvements from Earthwood Lane to
Horizon Lane shall be done as part of Phase 4 development,
prior to the connection of Horizon Lane with the Project site.
• Prepare a detailed phasing plan that identifies reasonable
timing of such improvements for Suburban Road, Horizon Lane,
and Earthwood Lane. The phasing plan shall be developed in
close coordination with City staff. Per MM TRANS 2e,
construction of the Suburban Road improvements from Horizon
Road from Earthwood shall be completed and open to travel
prior to the issuance of an occupancy permit for the 100th
residential unit of Phase 4 development. The Suburban Road
improvement from Earthwood to Higuera and the Earthwood
improvements on the Project site and between the Project and
Suburban shall be completed prior to the issuance of the
occupancy permit for the 1st dwelling unit.
Plan Requirements and Timing. The Applicant shall submit public
improvement plans a Public Street Improvement Plan for Horizon Lane,
Earthwood Lane, and Suburban Road, including a phasing plan, to the
City for review and approval prior to the recordation of the final map
for each of the respective phase as required in the mitigation measure.
Development Plan approval and recordation of the final VTM. The plan
shall be subject to review and approval by the City with improvements
required to be completed to occupancy in each phase.
Monitoring. The City shall ensure compliance with the design plan
with periodic inspections of the Project site during construction.
Residual Impact
Implementation of MM TRANS-3b and MM TRANS-4 would reduce or eliminate Project
impacts. MM TRANS-3b would require speed calming measures on internal roadways to
ensure speed limits do not exceed thresholds. The construction of these roadways is
described in Impact TRANS-2 and associated mitigation measures address phasing impacts
on these roadways. To assure Suburban Road operates at acceptable levels, MM TRANS-
4 would require widening of the roadway. These measures may require minor right-of-way
acquisitions but are considered to be feasible. In addition, MM TRANS-4 would require
improvements of these roadways to be designed to City Engineering Standards and
3.12 TRANSPORTATION AND TRAFFIC
Avila Ranch Development Project 3.12-55
Final EIR
Specification - Uniform Design Criteria, with improvements linked to respective phases.
Therefore, residual impacts would be less than significant.
Impact TRANS-5 Project-generated traffic would cause increase delays and cause
exceedance of intersection capacity at the Buckley Road/SR 227
intersection in both the AM and PM peak hours (Significant and
Unavoidable).
The intersection of Buckley Road/HWY 227 currently operates at LOS D in the PM Peak
Hour which is above the Caltrans threshold of significance for environmental analysis.
Project-generated traffic would be incrementally added to the intersection and cause
increased delays at the signalized intersection of Buckley Road/SR 227, which would
continue to operate at an unacceptable LOS D during the PM peak hour. Under CEQA this
results resulting in a potentially significant impact (refer to Table 3.12-7). Project-
generated traffic would also exacerbate existing queuing capacity on problematic
approaches to problems multiple lanes at this intersection. With the addition of Project-
generated traffic deficient queues include: exceed northbound left-turn lane, northbound
thru-lane, and the southbound thru-lanes capacity. The northbound left-turn lane volume
currently exceeds capacity and added Project-related traffic would exacerbate existing
queues. Project-generated traffic would exacerbate queues heading northbound during the
AM peak hour and the southbound during the PM peak hour, with queues exceeding 1,000
feet for both movements. These are considered The northbound (AM) and southbound
(PM) through movements exceeds capacity during peak hours and exceeds 1000 feet both
with, and without the project. The addition of project traffic would exacerbate the existing
queues resulting in potentially significant impacts.
The San Luis Obispo Council of Governments (SLOCOG) 2014 Regional Transportation
Plan (RTP) proposes adding a second southbound and northbound thru-lane on SR 227 to
eliminate the queuing deficiencies at the intersection. A project study report was prepared
in 2006 to evaluate the potential widening of SR 227. Additionally, the SR 227 Operational
Analysis Operations Study currently under way is being led by SLOCOG in coordination
with the County, City, and Caltrans. The study is focused on analyzing short- and long-
term improvements along SR 227 to improve traffic congestion and safety, including
improvements to this intersection. Planned improvements to thru- and turn-lane capacity
at this intersection would address Project-created congestion issues. Even with additional
mitigation for monetary contribution to the improvements, impacts at this intersection
would be significant and unavoidable.
3.12 TRANSPORTATION AND TRAFFIC
3.12-56 Avila Ranch Development Project
Final EIR
Mitigation Measure
MM TRANS-5 The AASP shall be amended to include a fee program for improvements
to the Buckley Road/SR 227 intersection. Upon establishment of a fee
program for improvements to this intersection within the AASP, the The
Applicant shall pay a pro-rata fair share fee to fund the installation of
additional northbound and southbound lanes a roundabout at the
Buckley Road/SR 227 intersection as identified in the SLOCOG SR 227
Operations Study. The City shall collect the fair share fee and
coordinate payment of Project fair share fees to help fund improvements
with the County and/ or Caltrans. Alternatively, the City should
consider an amendment of the AASP impact fee program to establish a
new areawide fee to help fund improvements to the intersection to offset
cumulative development impacts. If an amended AASP fee is created by
the City it will suffice as appropriate mitigation for the Project’s
participation in these improvements.
Plan Requirements and Timing. A fair share mitigation fee for
improvements shall be paid by the project prior to final VTM
recordation. If the City amends the AASP impact fee program to include
improvements to the intersection of Buckley Road/SR 227, the
Applicant shall pay the impact fees prior to issuance of a building permit
for each unit. A proposed fee program shall be included in the amended
AASP for City review and approval. Prior to issuance of occupancy
permits for each phase of the Project, the Applicant shall contribute fair
share fees to the City for improvements at this intersection.
Monitoring. The City shall verify the inclusion of the fee program
within the AASP shall collect the pro-rated fee.
Residual Impacts
MM TRANS-5 would require the Applicant to pay a pro-rata fair share fee to fund
improvements at this intersection as identified in the SLOCOG SR 227 Operations Study
(Figure 3.12-3). While this mitigation would offset the Project’s relatively minor
contribution to impacts at the Buckley Road/SR 227 intersection, the Project would still
contribute to an exceedance of thresholds at this intersection in the short-term as
development of Phase 1, and potentially other phases, may occur in advance of completion
of any improvements. Therefore, residual impact would be significant.
EXTENSION OF NORTHBOUNDEXTENSION OF NORTHBOUND
RIGHT-TURN LANE, INSTALLATIONRIGHT-TURN LANE, INSTALLATION
OF “PORK CHOP ISLAND, AND WIDENINGOF “PORK CHOP ISLAND, AND WIDENING
ON SOUTH SIDE OF TANK FARM ROADON SOUTH SIDE OF TANK FARM ROAD
TO PROVIDE A SLIP LANE FOR RIGHTTO PROVIDE A SLIP LANE FOR RIGHT
TURNING TRAFFICTURNING TRAFFIC
SOUTH HIGUERASOUTH HIGUERASTREETSTREETTANK FARM ROADTANK FARM ROAD
SOUTH HIGUERASTREETTANK FARM ROAD
INTERSECTIONINTERSECTION
6
INTERSECTION
6
EXTENSION OF NORTHBOUND
RIGHT-TURN LANE, INSTALLATION
OF “PORK CHOP ISLAND, AND WIDENING
ON SOUTH SIDE OF TANK FARM ROAD
TO PROVIDE A SLIP LANE FOR RIGHT
TURNING TRAFFIC
ROAD WIDENING TO ACCOMMODATEROAD WIDENING TO ACCOMMODATE
DUAL LEFT-TURN, DUAL THROUGH, ANDDUAL LEFT-TURN, DUAL THROUGH, AND
RIGHT TURN LANES ON ALL APPROACHESRIGHT TURN LANES ON ALL APPROACHES
PR
A
D
O
R
O
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D
PR
A
D
O
R
O
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D
SOUTH HIGUERA STREETSOUTH HIGUERA STREETPR
A
D
O
R
O
A
D
SOUTH HIGUERA STREETINTERSECTIONINTERSECTION
5
INTERSECTION
5
ROAD WIDENING TO ACCOMMODATE
DUAL LEFT-TURN, DUAL THROUGH, AND
RIGHT TURN LANES ON ALL APPROACHES
ADD SECONDADD SECOND
SOUTHBOUNDSOUTHBOUND
RIGHT TURN LANERIGHT TURN LANE
SOUTH HIGUERA STREETSOUTH HIGUERA STREETLOS OSOS VALLEY ROAD
SOUTH HIGUERA STREETLOS OSOS VALLEY ROAD
INTERSECTIONINTERSECTION
1010
INTERSECTION
10
ADD SECOND
SOUTHBOUND
RIGHT TURN LANE
ROUNDABOUTROUNDABOUT
IMPROVEMENTIMPROVEMENT
BUCKLEY
R
O
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D
BUCKLEY
R
O
A
D STATE HIGHWAY 227STATE HIGHWAY 227BUCKLEY
R
O
A
D STATE HIGHWAY 227INTERSECTIONINTERSECTION
1414
INTERSECTION
14
ROUNDABOUT
IMPROVEMENT
0 100
SCALE IN FEET
N
Refer to MM TRANS-15a.
Aerial Source: Google 2017.
0 100
SCALE IN FEET
N
0 100
SCALE IN FEET
N
Applicant Funded City Improvements
to Transportation Network
[depicted improvements are not representative of final design plans]3.12-3
FIGURE
Refer to MM TRANS-5.
Aerial Source: Google 2017.
0 100
SCALE IN FEET
N
Refer to MM TRANS-13.
Aerial Source: Google 2017.
Refer to MM TRANS-15b.
Aerial Source: Google 2017.
3.12-57
3.12 TRANSPORTATION AND TRAFFIC
3.12-58 Avila Ranch Development Project
Final EIR
Impact TRANS-6 Project-generated traffic would exacerbate existing queuing at
the South Street/Higuera Street intersection northbound right-
turn lane, resulting in significant impacts (Significant but
Mitigable).
The northbound right-turn lane queues currently exceed storage capacity during the PM
peak hour. The addition of Project traffic worsens right turn queue spillback but does not
extend the queue to reach the Madonna Road/S Higuera Street intersection. The addition
of Project-generated traffic of up to 750 ADT would substantially While additional project
traffic to this approach is small it exacerbates this deficient condition, and is considered
significant. Improvement to increase storage capacity would address this issue. Therefore,
this impact is considered significant but mitigable.
Mitigation Measure
MM TRANS-6 The Applicant shall design and construct the extension of the
northbound right turn-lane at the South Street/Higuera Street
intersection, to provide more storage capacity.
Plan Requirements and Timing. Prior to acceptance of the final
Development Plan and recordation of the final VTM for Phase 1, the
Applicant shall submit a Public Street Improvement Plan public
improvement plans for review and approval by the City for the extension
of the northbound right turn lane from Higuera to South as illustrated in
Figure 3.12-4. These improvements may be eligible for credits for
Project payments of the Citywide TIF program. Construction of
roadway improvements shall be completed and operational prior to the
issuance of occupancy permits for the first residential unit for Phase 1
development.
Monitoring. The City shall verify that the Applicant installs the
improvements in accordance to the approved design plans.
Residual Impact
MM TRANS-6 would require the Applicant to construct the extension of the northbound
turn-lane at South Street/Higuera Street (Figure 3.12-4). Adequate right-of-way across the
property on 157 Higuera Street has been dedicated to the City to facilitate completion of
this improvement. Extending the northbound turn-lane would mitigate this impact to an
acceptable level by providing more storage capacity. Although additional right-of-way has
been offered for dedication, it would be in close proximately to an existing gas station,
3.12 TRANSPORTATION AND TRAFFIC
Avila Ranch Development Project 3.12-59
Final EIR
which is approximately 20 to 30 feet from the road/sidewalk. Due to the infrastructure of
the gas station, including underground fuel storage tanks, implementing this mitigation
could result in indirect adverse impacts associated with past contamination or required
clean up. However, such impacts could be addressed through standard regulatory measures
for hazards and hazardous materials management and, therefore, this option is feasible
mitigation (see also, Section 3.6, Hazards and Hazardous Materials). With implementation
of this mitigation, residual impacts would be less than significant.
Figure 3.12-4. Intersection 3 Impact TRANS-6 (Phase 1)
(Half-page)
Impact TRANS-7 Project-generated traffic would cause exceedance of storage
capacities at several intersections along South Higuera Street
(Significant but Mitigable).
Project development would increase traffic along South Higuera Street as South Higuera
Street parallels U.S. Highway 101 and provides regional and local access within the City.
This increase in traffic would cause exceedance of turn-lane storage capacities at several
intersections along South Higuera Street, which are considered potentially significant
impacts.
3.12 TRANSPORTATION AND TRAFFIC
3.12-60 Avila Ranch Development Project
Final EIR
Prado Road/South Higuera Street
The Project would add 13 PM Peak hour trips at buildout to northbound left-turn
movements at Prado Road and South Higuera Street, and would addition of Project-
generated traffic would substantially exacerbate existing excess queues at the northbound
left-turn lane, which currently exceeds capacity. The AASP standards and AASP fee
program include the addition of a second northbound left-turn lane at South Higuera
Street/Prado Road intersection to provide for adequate queuing capacity. The City’s
Transportation Fee Program includes the widening of Prado Road Creek Bridge west of
South Higuera Street to facilitate these improvements and further improve traffic flows at
this location.
Tank Farm Road/South Higuera Street
The southbound left-turn queue currently exceeds storage capacity. According to the TIS,
the Project would not add any trips to the southbound left turn queue, but the existing
excessive queue lengths affect the operational capacity of the intersection to accommodate
Project northbound and southbound through trips. and the additional Project-related traffic
would exacerbate the existing queue, exceeding the 95th percentile queue for both AM and
PM peak hours. The Project would add 31 left turns to the westbound left-turn lane which
currently exceeds maximum queue, and with the addition of Project-generated traffic is
projected to further exceed, the 95th percentile queues during the PM peak hour.
South Higuera Street/Suburban Road
The addition of Project traffic would exacerbate existing queues at the westbound right-
turn lane exceeding capacity.
Vachell Lane/South Higuera
The addition of traffic would substantially exacerbate existing approach delays on Vachell
Lane in both AM and PM peak hours, with this approach operating at LOS F. This deficient
condition is due to high traffic volumes along South Higuera Street that interfere with
turning movements to and from Vachell Lane, leading to unacceptable delays. The Project
proposes to implement left-turn restrictions into and out of Vachell Lane in advance of
Phase 2 of project development.
With turn-lane improvements to address queuing issues, this impact is considered
significant but mitigable.
3.12 TRANSPORTATION AND TRAFFIC
Avila Ranch Development Project 3.12-61
Final EIR
Mitigation Measures
MM TRANS-7a The Applicant shall design and construct a second northbound left-turn
lane at the intersection of South Higuera Street/Prado Road. The
Applicant shall also pay a fair share fee for the widening of Prado Road
Creek Bridge west of South Higuera Street by participating in the
citywide transportation impact fee program.
Plan Requirements and Timing. As part of Phase 1 development, the
Applicant shall submit a Public Street Improvement Plan public
improvement plans that details improvement to South Higuera
Street/Prado Road intersection for review and approval by the City.
These improvements are part of the AASP financing plan and may be
eligible for fee credits or reimbursements. Construction of these
improvements shall occur only after completion of the City widening of
the Prado Road Creek Bridge. Construction of roadway improvements
shall be completed and operational prior to the issuance of an occupancy
permit for the first residential unit of Phase 1 development. However, if
the SLO Creek Bridge widening project is delayed, the Public Works
Director shall have the authority to defer these improvements until that
work can be completed. The City may also undertake this intersection
improvement as a capital improvement Project. In that event, the
mitigation measure shall be satisfied when the improvement is
programmed in the City’s multi-year Capital Improvement Plan and
Financial Plan.
Monitoring. The City shall verify that the Applicant installs the
improvements in accordance to the approved design plans and pays its
fair share fee for the widening of Prado Road Creek Bridge.
MM TRANS-7b The Applicant shall design and construct a second southbound left-turn
lane at the Tank Farm Road/South Higuera Street intersection.
Plan Requirements and Timing. As part of Phase 1 development, the
Applicant shall submit a Public Street Improvement Plan public
improvement plans for construction of a second southbound left-turn
lane at the Tank Farm Road/South Higuera Street intersection for review
and approval by the City. These improvements are part of the AASP
financing plan and may be eligible for fee credits or reimbursements.
Construction of roadway improvements shall be completed and
operational prior to the issuance of an occupancy permit for the first
residential unit of Phase 1 development.
3.12 TRANSPORTATION AND TRAFFIC
3.12-62 Avila Ranch Development Project
Final EIR
Monitoring. The City shall verify that the Applicant installs the
improvements in accordance with approved design plans.
MM TRANS-7c The Applicant shall design and install the restriping of Suburban Road
to extend the length of the westbound left- and right-turn lane at the
Suburban Road/South Higuera Street intersection.
Plan Requirements and Timing. Prior to acceptance of the final
Development Plan and recordation of the final VTM for Phase 1, the
Applicant shall submit a Public Street Improvement Plan public
improvement plans to address improvements to the Suburban Road and
South Higuera Street intersection for review and approval by the City.
Construction of roadway improvements shall be completed and
operational prior to the issuance of occupancy permits the first unit of
Phase 1 development.
Monitoring. The City shall verify that the Applicant installs the
improvements in accordance to the approved design plans.
MM TRANS-7d In coordination with the opening of the Buckley Road Extension as part
of Phase 2, the Applicant shall design and install measures to restrict
left turns into and out of the Vachell Lane/South Higuera Street
intersection.
Plan Requirements and Timing. Prior to acceptance of the final
Development Plan and recordation of the final VTM, the Applicant shall
submit a Public Street Improvement Plan public improvement plans to
address improvements to the Vachell Lane and South Higuera Street
intersection for review and approval by the City. Construction of
roadway improvements shall be completed and operational prior to
issuance of the occupancy permit for the first residential unit of Phase 2
Project development.
Monitoring. The City shall verify that the Applicant installs the
improvements in accordance to the approved design plans.
Residual Impact
Implementation of MM TRANS-7a, -7b, -7c, and -7d would require the Applicant to install
roadway improvements at multiple intersections along South Higuera Street. MM TRAN-
7a would require the Applicant to construct a second northbound left-turn lane at the
intersection of South Higuera Street/Prado Road (Figure 3.12-5). Adding a second
northbound left-turn lane in addition to the currently ongoing widening Prado Road Creek
RESTRICTRESTRICT
LEFT TURNSLEFT TURNS
INTO AND OUT OFINTO AND OUT OF
INTERSECTIONINTERSECTION
SOUTH HIGUERA STREETSOUTH HIGUERA STREETVACHELL LANEVACHELL LANESOUTH HIGUERA STREETVACHELL LANEINTERSECTIONINTERSECTION
9
INTERSECTION
9
RESTRICT
LEFT TURNS
INTO AND OUT OF
INTERSECTION
RESTRIPE LEFT ANDRESTRIPE LEFT AND
RIGHT TURN LANESRIGHT TURN LANES
SUBURBAN ROADSUBURBAN ROADSUBURBAN ROADINTERSECTIONINTERSECTION
8
INTERSECTION
8
RESTRIPE LEFT AND
RIGHT TURN LANES
ADD SECONDADD SECOND
SOUTHBOUNDSOUTHBOUND
LEFT TURN LANELEFT TURN LANE
SOUTH HIGUERA STREETSOUTH HIGUERA STREETTANK FARM ROADTANK FARM ROAD
SOUTH HIGUERA STREETTANK FARM ROAD
INTERSECTIONINTERSECTION
6
INTERSECTION
6
ADD SECOND
SOUTHBOUND
LEFT TURN LANEADD SECONDADD SECOND
NORTHBOUNDNORTHBOUND
LEFT TURN LANELEFT TURN LANE
SOUTH HIGUERA STREETSOUTH HIGUERA STREETP
R
A
D
O
R
O
A
D
P
R
A
D
O
R
O
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SOUTH HIGUERA STREETP
R
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INTERSECTIONINTERSECTION
5
INTERSECTION
5 ADD SECOND
NORTHBOUND
LEFT TURN LANE
0 100
SCALE IN FEET
N
Refer to MM TRANS-7c, Phase 1.
Aerial Source: Google 2017.
0 100
SCALE IN FEET
N
0 100
SCALE IN FEET
N
Impact TRANS-7(Phase 1 and 2)
[depicted improvements are not representative of final design plans]3.12-5
FIGURE
Refer to MM TRANS-7a, Phase 1.
Aerial Source: Google 2017.
0 100
SCALE IN FEET
N
Refer to MM TRANS-7b, Phase 1.
Aerial Source: Google 2017.
Refer to MM TRANS-7d, Phase 2.
Aerial Source: Google 2017.
3.12-63
3.12 TRANSPORTATION AND TRAFFIC
3.12-64 Avila Ranch Development Project
Final EIR
Bridge west of South Higuera Street would accommodate forecasted Project traffic. These
measures are feasible as the City owns property on the southwest corner; however,
acquisition of some landscape area may be needed from the property at the southeast
corner. Residual impacts would be less than significant.
Impact TRANS-8 Project-generated traffic would cause delays and exceedance of
intersection capacities at several intersections along Los Osos
Valley Road (Significant but Mitigable).
Project-generated traffic would increase congestion along Los Osos Valley Road, the major
access to U.S. Highway 101 in the southern part of the City. Recent improvements
completed as part of the Los Osos Valley Road interchange improvements have improved
conditions to an acceptable LOS; however, Project-generated traffic would impact roadway
segment capacity of Los Osos Valley Road between South Higuera Street and the U.S.
Highway 101 interchange.
Los Osos Valley Road/U.S. Highway 101 southbound ramps
Although the TIS identified deficiencies along this corridor, the TIS was completed prior
to completion of the Los Osos Valley Road interchange. These improvements have
improved conditions to acceptable policy thresholds.
Los Osos Valley Road from South Higuera Street to U.S. Highway 101
The reconstruction of the Los Osos Valley Road/U.S. Highway 101 interchange included
widening of the entire segment, which mitigated deficient LOS which alleviated conditions
along this segment of LOVR, subsequently alleviating conditions at the private driveways
to the Los Verdes neighborhoods. While the segment from 450 feet north of Los Verdes
Drive to South Higuera Street was widened, it remains striped for one lane in the westbound
direction. This current one-lane configuration was committed to by Council as part of the
design and construction of the interchange project, at the request of neighborhood
representatives, in an attempt to facilitate turning movements to the private driveway
access at Los Verdes Drive. Further, this section of roadway and adjacent Higuera/LOVR
intersection were part of a settlement agreement between the City and the Los Verdes Parks
homeowner’s association resulting from the interchange Project. That agreement requires
post-interchange project traffic and noise monitoring by the City.
Although the westbound section has been widened enough to accommodate two westbound
lanes, the one lane configuration results in the exceedance of calculated one-lane capacity
3.12 TRANSPORTATION AND TRAFFIC
Avila Ranch Development Project 3.12-65
Final EIR
volumes for this short section of Los Osos Valley Road. Operational conditions are
acceptable with relatively free flowing traffic along Los Osos Valley Road in this direction.
Sufficient road width exists for the City to restripe this segment for two lanes in the future,
if necessary that additional lane is not necessary unless additional receiving lanes are
needed for secondary turn lanes that are constructed at the Higuera/LOVR intersection.
Project traffic through this intersection is not anticipated to substantially affect
ingress/egress from either of the Los Verdes Parks communities and the connection of
Buckley Road as part of the project will redirect traffic away from the intersection for
traffic heading south and east of the area.
Los Osos Valley Road/South Higuera Street
The addition of Project-generated traffic would exacerbate existing queues at the eastbound
left-turn lane and the southbound right-turn lane, exceeding capacity in the AM peak hour
for the eastbound left-turn lane and in the PM peak hour for the southbound right-turn lane.
Retiming the traffic signal at this intersection and installing directional signage at the South
Higuera Street/Buckley Road intersection to inform drivers of additional U.S. Highway
101 access at Ontario Road, as part of the Buckley Road extension, would alleviate existing
queues by diverting traffic away from this intersection.
Mitigation Measures
MM TRANS-8a The Project is located within the Los Osos Valley Road interchange Sub
Area fee program, and, as such, the Applicant shall pay the Los Osos
Valley Road subarea fee, for the cost of reconstructing the Los Osos
Valley Road/U.S. Highway 101 interchange project and improvements
along Los Osos Valley Road. The fee shall be associated with the
number of dwelling units and the square footage of commercial
development in the Project site and shall be paid the time of building
permit issuance.
Plan Requirements and Timing. The Los Osos Valley Road fee
program requires payment of fees prior to each building permit
issuance. The Applicants shall pay the Los Osos Valley Road subarea
fee prior to issuance of permits for all units.
Monitoring. The City shall verify the Applicant has contributed its fair
share payment and ensure adequate funding is collected for the
improvements.
3.12 TRANSPORTATION AND TRAFFIC
3.12-66 Avila Ranch Development Project
Final EIR
MM TRANS-8b In coordination with the Applicant, the City shall retime the traffic
signal at Los Osos Valley Road/South Higuera Street intersection and
installation of signage at the South Higuera Street/Buckley Road
intersection (terminus of the Buckley Road Extension) to inform drivers
of additional access to U.S. Highway 101 at Ontario Road. The City
Public Works Department shall ensure the improvements and signage
meet safety criteria.
Plan Requirements and Timing. Prior to acceptance of the final
Development Plan and recordation of the final VTM for Phase 2, the
Applicant shall submit a Public Street Improvement Plan public
improvement plans for review and approval by the City, which
addresses retiming of the traffic signal. Construction of roadway
improvements and signage installations at Buckley Road shall be
completed and operational prior to the issuance of occupancy permits
for the first residence of Phase 2 development.
Monitoring. The City shall verify that the Applicant installs the
improvements in accordance to the approved design plans.
Residual Impact
Mitigation measure MM TRANS-8a would require the Applicant to pay its fair share fee
to the City as part of the Los Osos Valley Road Sub Area fee to offset the Project’s
contribution of traffic along Los Osos Valley Road. The recently completed Los Osos
Valley Road/U.S. Highway 101 interchange project has improved interchange operations
to an acceptable LOS that the Project is substantially benefitting from and residual impacts
associated with Project traffic would be less than significant.
Although the current one-lane configuration of Los Osos Valley Road from South Higuera
Street to 450 feet north of Los Verdes Drive exceeds calculated capacity, operational
conditions are acceptable, with relatively free traffic flows along Los Osos Valley Road.
Further, this configuration facilitates turning movement access to Los Verdes Drive for
residents of the Los Verdes neighborhood and is recognized in a settlement agreement
between the City and the Los Verdes Condominiums Parks homeowners association, and
as such no mitigation is required at this time. Finally, should operational conditions
warrant, the City has sufficient road width and right-of-way to restripe this segment to two
lanes and is actively monitoring conditions to ensure operations remain acceptable.
Retiming of the traffic signal at the intersection of South Higuera Street/Buckley Road and
installing directional signage to inform drivers of additional U.S. Highway 101 access at
3.12 TRANSPORTATION AND TRAFFIC
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Final EIR
Ontario Road, as part of the Buckley Road Extension, would alleviate existing queues by
diverting traffic away from this intersection. All improvements would mitigate impacts to
acceptable levels, resulting in a less than significant impact.
Impact TRANS-9 The proposed Project would generate and attract trips to and
from U.S. Highway 101, incrementally increasing congestion of
the region’s main highway (Less than Significant).
Project-generated traffic is projected to add approximately 590 ADT along U.S. Highway
101 southbound and up to 1,200 ADT to U.S. Highway 101 northbound, incrementally
contributing to congestion along this reach of freeway. U.S. Highway 101 through the City
was estimated to carry approximately 62,000 ADT in 2010, with overall operations at LOS
C and peak hour conditions of LOS E (SLOCOG 2014a). According to the LUCE Update
EIR, U.S. Highway 101 was operating at LOS D in the Project vicinity in 2014. Project-
generated traffic would contribute to an incremental increase in volumes along U.S.
Highway 101 in this segment. However, with the jobs to housing imbalance in the City,
the addition of project housing would partially offset effects by allowing employees to
reside closer to the City, potentially somewhat reducing long distance commuting.
The U.S. Highway 101 Corridor Mobility Management Plan confirmed that U.S. Highway
101 will eventually need to be widened for additional capacity. Based on future funding
projections, this is beyond the ability of the region to address (SLOCOG 2014b). Although
the Project would contribute up to about 1,180 ADTs to the increasing traffic along U.S.
Highway 101 over the long-term, only 10 percent of these trips would occur during more
congested peak hour periods, a negligible increase based on the current and projected
traffic volumes along U.S. Highway 101. Therefore, Project-generated traffic impacts to
U.S. Highway 101 would be less than significant.
Impact TRANS-10 The proposed Project would potentially degrade level of service
for various pedestrian facilities serving the Project vicinity
(Significant but Mitigable).
Project development would increase population in the vicinity, which would increase
demand for adequate pedestrian facilities. The increase in pedestrian traffic would degrade
the LOS for several pedestrian facilities below the General Plan LOS C threshold,
particularly due to the lack of connectivity between pedestrian facilities in the Project
vicinity.
3.12 TRANSPORTATION AND TRAFFIC
3.12-68 Avila Ranch Development Project
Final EIR
Buckley Road from South Higuera Street to Project Entrance
Project development would increase demand for pedestrian facilities along Buckley Road,
which lacks developed sidewalks and is projected to operate at LOS D or E during both
AM and PM peak hours with the addition of Project-generated pedestrians. Although
Buckley Road is outside the City limits and not subject to the City’s multi-modal threshold
of significance for pedestrians, Project development would include a Class I path/multiple
use trail along this entire segment, consistent with the City’s BTP, which would address
this deficiency. Therefore, pedestrian facilities along this segment would operate at
acceptable levels once the Class I facility is completed.
South Higuera from Buckley Road to Los Osos Valley Road
Completion of the Buckley Road Extension and associated pedestrian facilities as part of
Phase 2 would increase pedestrian traffic along both Buckley Road. Increased pedestrian
demand would degrade pedestrian facilities to LOS D or E along South Higuera Street from
Buckley Road to Los Osos Valley Road, which currently operates at LOS D. This is due
to the lack of continuous sidewalks along this segment, which forces pedestrians to use the
paved shoulder. Installation of continuous sidewalks and ADA ramps on the east side of
South Higuera Street are needed to address this deficiency.
Vachell Lane/South Higuera Street
Project-generated pedestrians would increase demand for pedestrian facilities at the
Vachell Lane and South Higuera Street intersection, which currently operates at LOS F
due to the lack of crosswalks and pedestrian controls at this intersection. In order to cross
South Higuera Street, pedestrians are diverted to the Suburban Road or Los Osos Valley
Road intersection; however, the segment of South Higuera Street from Vachell Lane to Los
Osos Valley Road lacks sidewalk connectivity, resulting in potentially significant impacts
to pedestrian LOS at this location. This impact is considered a Project-specific impact.
Installation of continuous sidewalks and ADA ramps on the east side of South Higuera
Street are needed to address this deficiency.
Suburban Road from South Higuera Street to Earthwood Lane
Project-generated pedestrians would increase demand for pedestrian facilities along
Suburban Road. Suburban Road does not support continuous or fully developed sidewalks,
which would further degrade the LOS along this segment. Installation of continuous
3.12 TRANSPORTATION AND TRAFFIC
Avila Ranch Development Project 3.12-69
Final EIR
sidewalks and ADA ramps on the south side of Suburban Road would address impacts to
pedestrian facilities that would otherwise be significant but mitigable.
Mitigation Measures
MM TRANS-3b, MM TRANS-4, and MM TRANS-8a shall apply.
MM TRANS-10a The Applicant shall design and construct ADA-compliant sidewalks and
ADA ramps on the east side of South Higuera Street to provide
continuous paths of travel from the City limit line to Los Osos Valley
Road.
Plan Requirements and Timing. Prior to acceptance of the final
Development Plan and recordation of the final VTM, the Applicant shall
submit a Public Street Improvement Plan public improvement plans for
sidewalk improvements along South Higuera Street for review and
approval by the City. Construction of pedestrian improvements shall be
completed and operational prior to the issuance of an occupancy permits
for Phase 2 development.
Monitoring. The City shall verify that the Applicant installs the
improvements in accordance to the approved design plans.
MM TRANS-10b The Applicant shall design and construct continuous sidewalks along
the east side of South Higuera Street from Vachell Lane to Los Osos
Valley Road including ADA ramps at the Vachell Lane and South
Higuera Street intersection, as illustrated in Figure 3.12-6.
Plan Requirements and Timing. Prior to acceptance of the final
Development Plan and recordation of the final VTM for Phase 1, the
Applicant shall submit a Public Street Improvement Planpublic
improvement plans for review and approval by the City. Construction
of pedestrian improvements shall be completed and operational prior to
the issuance of an occupancy permit for the first residence of Phase 1
development.
Monitoring. The City shall verify that the Applicant installs the
improvements in accordance to the approved design plans.
MM TRANS-10c The Applicant shall design and construct continuous ADA-compliant
sidewalks and ADA ramps along the south side segment of Suburban
Road from South Higuera Street to Earthwood Lane. A receiving ramp
shall be installed on the north side of Suburban Road at Earthwood
Lane.
3.12 TRANSPORTATION AND TRAFFIC
3.12-70 Avila Ranch Development Project
Final EIR
Plan Requirements and Timing. Prior to acceptance of the final
Development Plan and recordation of the final VTM for Phase 1, the
Applicant shall submit a Public Street Improvement Plan public
improvement plans for review and approval by the City. Construction
of pedestrian improvements shall be completed and operational prior to
the issuance of an occupancy permit for the first residence of Phase 1
development.
Monitoring. The City shall verify that the Applicant installs the
improvements in accordance to the approved design plans.
Residual Impact
Implementation of MM TRANS-3b, 4, -8a, and -10a, through -10c would require the
Applicant to install pedestrian improvements. MM TRANS-10a through 10c requires the
Applicant to development continuous sideways along this segment as needed
Figure 3.12-6). Installation of continuous sidewalks and ADA ramps, where needed, would
ensure that pedestrian facilities in the Project vicinity operate at acceptable levels.
Although some improvements may require the City to lend power of condemnation, all
improvements are feasible and would reduce pedestrian facilities’ LOS to acceptable
levels, resulting in less than significant impacts.
Figure 3.12-6. South Higuera Pedestrian Improvements Impact TRANS-10
(Half-page)
3.12 TRANSPORTATION AND TRAFFIC
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Final EIR
Impact TRANS-11 Project development would increase demand for bicycle
facilities in an underserved area and would conflict with the
City’s Bicycle Transportation Plan regulations and General
Plan thresholds (Significant but Mitigable).
Project development would increase demand for bicycle facilities in the Project vicinity,
which is an area on the southern edge of the City with limited bicycle facilities and
connectivity access to all local services (e.g., schools, businesses, shopping centers, etc.)
by bicycle. Many arterial include Class II bikeways but some, such as Buckley have narrow
shoulders and little excess pavement for bike passage. Policy 4.1.4 of the City’s Circulation
Element requires new developments to provide bikeway connections to the greater
transportation network; however, bicycle network connections between the Project and the
greater network are incomplete.
Los Osos Valley Road/U.S. Highway 101
Project development would incrementally increase demand for bicycle facilities on Los
Osos Valley Road to connect to the Bob Jones Trail where it intersects Los Osos Valley
Road near the U.S. Highway 101 northbound ramps; however, the recently completed Los
Osos Valley Road/U.S. Highway 101 interchange project have improved operations to
acceptable levels.
Buckley Road
The Project proposes significant improvements to bikeway along the Buckley Road
corridor however full completion of all connections will be phased with development.
Iinstallation of eastbound Class II bicycle lanes on Buckley Road from Vachell Lane to the
eastern boundary of the Project site as part of Phase 6. Significant constraints exist along
the corridor including the bridge. The westbound Class II bicycle lane on the north side of
Buckley Road would terminate approximately 200 feet short of the Tank Farm Creek
Bridge and be rerouted to a separate bridge across the creek. Westbound cyclists would be
diverted onto the proposed Class I path. This aspect of the Project is inconsistent with the
AASP and the BTP, which propose Class II lanes across the bridge. Additionally, the
bridge would require widening in order to accommodate the Class II bicycle lanes. In the
long-term, the bridge widening to accommodate the bicycle lanes would be consistent with
the BTP and AASP, but the cost may be high and the potential impacts to the creek could
be significant. MM TRANS-11 requires construction of single bridges for bicycles instead
of the roadway widening, which would ensure consistency with the BTP and AASP (see
3.12 TRANSPORTATION AND TRAFFIC
3.12-72 Avila Ranch Development Project
Final EIR
Figure 3.12-7). Widening of Buckley Road with Class II bike lanes would still be required
between the Tank Farm Creek bridge and the single bridge for bicycles, but this mitigation
would have fewer construction effects within the creek and would, as a result, reduce the
potential secondary impacts to adjacent creek resources.
Proposed bicycle facilities fronting the Project site would cease at the Project’s eastern
boundary. As no bicycle facilities currently exist along Buckley Road even with the
Project’s completion of one mile of Class II bicycle lane improvements along the Project
site there would remain an approximately 1.9-mile gap in the regional bicycle network that
is beyond the responsibility of the development to complete. As identified in the BTP, this
length of Buckley Road is planned for completion of both Class I bike paths and Class II
bike lanes by the City and County. Project improvements to the regional system include
directly constructing approximately 33 percent of bicycle facilities on Buckley Road
between South Higuera Street and Broad Street/SR 227. Project implementation would not
result in completing this regional bicycle link, leaving BTP goals for achieving this
improvement incomplete. However, while gaps in the bicycle transportation network may
exist outside the area impacted by the Project, the Project is not required to remedy this
deficiency, as this gap along Buckley Road would not be substantially affected by
incremental increases in demand for bicycle facilities created by the Project. As specified
in the AASP, improvements in the bicycle transportation network east of the Project site
would require coordination and planning between the City and County to address
deficiencies and gaps.
Vachell Lane/Buckley Road
Project development would generate increased demand for bicycle facilities along Vachell
Lane. The Project would include installation of a Class II bicycle lane along the Project
site frontage from the Buckley Road/Vachell Lane intersection north to the southern
boundary of the Lockheed Martin Corporate Office property. However, this would not
complete the connection to the larger network which is inconsistent with the City’s BTP
and therefore considered a significant impact. MM TRANS-2d would require the Applicant
to complete the Class II bike lanes along Vachell Lane from Buckley Road north to South
Higuera Street.
With improvements to connect with the regional bicycle system, this impact would be
considered significant but mitigable.
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Final EIR
Mitigations Measures
MM TRANS-2d and MM TRANS-8a shall apply.
MM TRANS-11 The Applicant shall construct two (2) separated bicycle bridges on each
side of Buckley Road at Tank Farm Creek and provide connections to
Buckley Road so as to provide continuous and safe bicycle routing
along Buckley Road. These sections of roadway and creek crossings are
under the jurisdiction of the County and would need to meet both City
and County design standards to the greatest extent feasible and are
subject to approval of the City’s Public Works Director.
Plan Requirements and Timing. Prior to acceptance of the final
Development Plan and recordation of the final VTM for Phase 2, the
Applicant shall submit a Public Improvement Plan for the Buckley Road
Class II bicycle lanes and the separated bicycle bridges across Tank
Farm Creek. These improvements shall occur concurrently with the
extension of Buckley Road to South Higuera Street during Phase 2.
Monitoring. The City shall verify that the Applicant has modified the
Project design to be in accordance with the BTP and the AASP.
Residual Impact
Implementation of MM TRANS-2d, -8a, and -11 would require that all proposed bicycle
lanes are design to meet BTP requirements and ensure consistency with General Plan
thresholds and the BTP goals and guidelines. Although MM TRANS-11 would ensure
consistency with the BTP by providing connectivity with the regional bicycle system, this
mitigation could result in secondary impacts. Construction of the bicycles bridges to
accommodate bicycle riders along Buckley Road could result in the loss of or damage to
approximately 700 feet riparian vegetation along the northern side of Buckley Road,
including potential mature willow trees, associated with Tank Farm Creek. In addition, in-
stream pool habitats which have been identified in proximity to this segment, provide
potentially suitable habitat for the western pond turtle. Further, during wet winter
conditions or major rainfall events, the pool habitat may also be suitable for the California
red-legged frog and steelhead trout. Secondary impacts would be addressed in coordination
with County standards for resource protection. Bridge footings would be designed and sited
outside the top of the bank of the invert and no activities would occur within the in-stream
channel.
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3.12-74 Avila Ranch Development Project
Final EIR
Figure 3.12-7. Buckley Road Bicycle Improvements Impact TRANS-11
Impact TRANS-12 The proposed Project would increase demand for transit
services in an underserved area, presenting a barrier to both
transit dependent and non-transit dependent households for
using transit (Significant but Mitigable).
The proposed Project would increase transit demand in the area and introduce new
residential areas that are not within 0.25 mile of a bus route, Circulation Element Policy
3.1.6 Service Standards, which would be considered a significant impact. The Project
proposes to construct two bus stops onsite; one at the Town Center and the other along the
Venture Drive Extension, within the residential neighborhood north of Tank Farm Creek.
With implementation of MM TRANS-12, the Applicant would be required to coordinate
with SLO Transit, prior to occupancy of the site, to ensure that the new bus stops are
adequately served to be in accordance with Policy 3.1.6, Service Standards. Therefore, this
impact would be significant but mitigable.
Mitigation Measures
MM TRANS-12 The Applicant shall coordinate with SLO Transit to ensure that
adequate service would be provided to the two proposed bus stops and
Project area. The bus stops shall be constructed by the Applicant within
the respective phase’s development area. To assure adequate service is
provided to the two new bus stops onsite, the Applicant shall pay for and
install a fair share to fund any physical improvements to Earthwood
Lane and Suburban Road needed to accommodate future service to the
3.12 TRANSPORTATION AND TRAFFIC
Avila Ranch Development Project 3.12-75
Final EIR
site. In addition, the proposed transit service onsite shall meet standards
stated in Policy 3.1.6, Service Standards.
Plan Requirements and Timing. Prior to issuance of an occupancy
permit for the 50th residence of Phase 1 development, the Applicant shall
ensure adequate transit service would be available for the Project site.
Monitoring. The City shall verify that the Applicant ensures adequate
transit service for the Project site.
Residual Impact
With the two proposed bus stops onsite and implementation of MM TRANS-12, the
increased demand for relatively convenient transit service would be met and impacts to
transit services would be less than significant.
3.12.4.4 Cumulative Impacts
Near-term Cumulative Impacts
Near-term conditions represent conditions with approved and pending development and
roadway improvement projects in place. Based on a list of approved, pending, and
reasonably foreseeable projects, future traffic was estimated. The following road
improvements are assumed to be in place under near-term conditions:
•Los Osos Valley Road/U.S. Highway 101 interchange improvements in place
with a widened overcrossing. This project was recently completed.
•A new north/south connector will be in place between Prado Road and Tank
Farm Road.
•The southbound left-turn pocket at the Prado Road/South Higuera Street will
be extended to 250 feet and pedestrian countdown heads with audible/tactile
pushbuttons will be added. These improvements are a part of the conditions of
approval for Tract 2353.
Near-term traffic forecasts were developed using the traffic model to determine near-term
cumulative impacts. Project trips were added to the network using the methods described
in Section 3.12.4.2, Impact Assessment Methodology. The Project trip assignment was
modified slightly to reflect changes to traffic patterns expected with the Horizon Lane
connector to Tank Farm Road. A summary of the impacts is provided in Table 3.12-13 and
3.12-14; for complete data, refer to Appendix P.
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Final EIR
Table 3.12-13. Near-term Plus Project Intersection Impact Summary
Intersection
Number Intersection Peak
Hour
Existing No Project Near
Term
Existing + Project Near Term +
Project
V/C1 Delay2 LOS3 V/C1 V/C
Delta Delay2 LOS3
14 Buckley Road
/SR 227
AM
PM
0.80
0.91
22.2
45.1
C
D
0.80
0.91
0.00
0.00
22.8
46.6
C
D
Notes:
1.Volume-to-capacity ratio reported for worst movement.
2.HCM 2010 average control delay in seconds per vehicle.
3.For side-street-stop controlled intersections the worst approach’s delay is reported in parenthesis next to the overall
intersection delay. Unacceptable operations shown in bold.
Source: Central Coast Transportation Consulting 2016; see Appendix P.
Table 3.12-14. Near-term plus Project Segment Impact Summary
Segment Peak
Hour Direction Existing Near Term Existing + Project
Near Term + Project
V/C LOS V/C LOS
LOVR – South Higuera
Street to 450 feet north
of Los Verdes Drive
AM NB
SB
0.86
0.91
C
C
1.01
0.94
F
C
PM NB
SB
1.58
0.67
F
C
1.68
0.76
F
C
Source: Central Coast Transportation Consulting 2016; see Appendix P.
Additionally, under near-term forecasts, most pedestrian and transit service impacts would
not substantially change from those forecast for the Project. Implementation of the
mitigation discussed in Section 3.12.5 3.12.4.3, Project Impacts and Mitigation Measures
would ensure acceptable levels of service. However, the Project would have a considerable
cumulative contribution to deficiencies on operating conditions at the Buckley Road/SR
227 intersection and the Tank Farm Road/Horizon Lane intersection. In addition, it was
determined that the Project would contribute to near-term cumulative deficiencies to
bicycle facilities at two intersections along South Higuera Street (intersections with Tank
Farm Road and Buckley Road) and deficiencies to pedestrian facilities along the segments
of South Higuera Street from Los Osos Valley Road to Suburban Road and Los Osos
Valley Road from South Higuera Street to 450 feet north of Los Verdes Drive (Central
Coast Transportation Consulting 2016). Impact TRANS-13 and Impact TRANS-14
address near-term cumulative impacts.
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Impact TRANS-13 Under near-term plus Project conditions, Project-generated
traffic would cause contribute to delays and exceedance of
storage capacities at Buckley/SR 227 (Significant and
Unavoidable). The Project would also contribute to exceedance
of storage capacities along Los Osos Valley Road/South Higuera
Street and contribute to road segment congestion; however,
impacts to Los Osos Valley Road would be mitigated to a less
than significant level. (Significant but Mitigable).
Under the near-term plus Project conditions, the Project would contribute to increases in
delays to the Buckley Road/SR 227 intersection. This intersection would continue to
operate at LOS D during the PM peak hour under the near-term plus Project conditions,
which is an unacceptable level under Caltrans standards but not under City thresholds. MM
TRANS-5 would require the Applicant to participate in a countywide fee program or pay
a fair share fee to the City (likely potentially as part of a modified AASP fee program) to
improve this intersection to acceptable levels or fund the future improvements at this
intersection. However, improvements to this intersection to address existing delays and
Project traffic contributions have not yet been planned, and it is unknown how long this
intersection would remain operating at deficient levels of service. Therefore, cumulative
near-term impacts to Buckley Road/SR 227 are considered significant and unavoidable.
The vehicle queuing conditions under the near-term plus Project conditions are all similar
to the Project-specific impacts addressed above in Section 3.12.5 3.12.4.3, Project Impacts
and Mitigation Measures. All mitigation measures required for the Project above would
apply to the impacts in the near-term plus Project conditions, improving conditions to
acceptable levels. A new cumulative impact would occur at the Los Osos Valley
Road/South Higuera Street intersection, where Project-generated traffic and that from near-
term growth would exacerbate queues at the southbound right-turn lane during the PM peak
hour. Installing a second southbound right-turn lane at the Los Osos Valley Road/South
Higuera Street intersection would improve conditions; however, this could impact
driveways along Los Osos Valley Road that serve the Los Verdes residential developments.
Due to the Project’s cumulatively considerable contribution, MM TRANS-13 would
require the City to include this improvement in the updated TIF and require the Applicant
to contribute its fair share fee to fund these improvements (Figure 3.12-3).
Under the near-term plus Project conditions the segment of Los Osos Valley Road from
South Higuera Street to 450 feet north of Los Verdes Drive would operate at an
3.12 TRANSPORTATION AND TRAFFIC
3.12-78 Avila Ranch Development Project
Final EIR
unacceptable LOS. As addressed in Impact TRANS-8, the reconstruction of the Los Osos
Valley Road/U.S. Highway 101 interchange alleviated the conditions along this segment;
however, the segment from 450 feet north of Los Verdes Drive to South Higuera Street
remained as one lane in the westbound direction, which results in capacity issues. As
discussed in Impact TRANS-8, the City confirms that this segment continues to operate
adequately, but could be feasibly restriped if required to provide two northbound lanes.
However, at this time, the City finds such improvements are unneeded and undesirable due
to multiple factors discussed in the residual impact section in Impact TRANS-8. Therefore,
with implementation of all mitigations, all roadway impacts along Los Osos Valley Road
would be significant but mitigable.
Mitigation Measures
MM TRANS-5 shall apply.
MM TRANS-13 The City shall amend the Citywide TIF to include a fee program for the
installation of a second southbound right-turn lane at the Los Osos
Valley Road/South Higuera Street intersection, or create a separate
mitigation fee for this purpose. The Applicant shall pay its fair share of
the improvement costs through the payment of the Citywide TIF or the
ad hoc mitigation fees, as appropriate, to the City prior to issuance
building permits of an occupancy permit for the first residential unit of
each phase of development.
Plan Requirements and Timing. If at the time of building permit
issuance the City has not amended the Citywide Project into the TIF to
include the extension of the southbound right turn lane from Higuera to
Los Osos Valley Road, the City shall establish an ad hoc or other fee
program for that purpose. Tthe Applicant will be required to pay its fair
share of the improvement by payment of the amended Citywide TIF or
the ad hoc fee. funding for the project as established by the City prior to
receiving permit issuance.
Monitoring. The City shall verify that the Project has paid its fees at
the time of building permit issuance.adequate fees are collect to fund
the improvements at this intersection.
Residual Impact
As discussed above in the residual impact section for Impact TRANS-5, the Applicant shall
participate in a fee program to fund improvements; this contribution would also address
the Project’s cumulative impact contribution. However, as described in Impact TRANS-5,
the Project’s contribution to delays at the Buckley Road/SR 227 intersection would result
in a cumulatively considerable impact until improvements are completed; therefore,
3.12 TRANSPORTATION AND TRAFFIC
Avila Ranch Development Project 3.12-79
Final EIR
impacts to this intersection would remain significant and unavoidable. MM TRANS-13
would require the TIF to be amended to include a fee program for this improvement and
would require the Applicant to pay its fair share fees to fund the improvements when
necessary (Figure 3.12-3). MM TRANS-5 and MM TRANS-13, along with all mitigation
measures addressed in the Project-specific impacts would ensure that all study intersections
and segments continue to operate at acceptable levels or are programmed at a future time
when needed. Therefore, with mitigation, impacts to all other intersections would be less
than significant.
Impact TRANS-14 Under near-term conditions, the proposed Project would
cumulatively contribute incrementally to increased demand for
bicycle and pedestrian facilities, potentially conflicting with the
City’s BTP regulations and General Plan thresholds (Significant
but Mitigable).
The proposed Project would contribute to cumulative degradation of operational conditions
of bicycle and pedestrian facilities under the near-term plus Project conditions. Project-
generated pedestrian and bicycle traffic would contribute to declines in LOS for bicycle
facilities at the intersections of South Higuera Street/Tank Farm Road, and Buckley
Road/South Higuera Street, and for pedestrian facilities on the segment of South Higuera
Street from Los Osos Valley Road to Suburban Road and the segment of Los Osos Valley
Road from South Higuera Street to 450 feet north of Los Verdes Drive, which would
operate at unacceptable LOS with the Project plus near-term cumulative increases in traffic.
South Higuera Street/Tank Farm Road
Project development of Class I bike paths through the Project site and connections to the
BTP’s regional network would improve conditions to acceptable level. This new bike path
would connect to a planned Class I path parallel to Tank Farm Road that would provide
cyclists with an alternative route that would allow them to bypass the South Higuera
Street/Tank Farm Road intersection, reducing the usage of the intersection and improving
conditions to acceptable levels.
Buckley Road/South Higuera Street
With the addition of Project traffic, bicycle LOS at the Buckley Road and South Higuera
Street intersection would exceed City General Plan thresholds; however, this intersection
is under County jurisdiction, which has no thresholds for bicycle facilities. The BTP
proposes bicycle facilities at this intersection and the planned installation of a Class I bike
3.12 TRANSPORTATION AND TRAFFIC
3.12-80 Avila Ranch Development Project
Final EIR
path from Los Osos Valley Road to South Higuera Street and from Higuera Street to Broad
Street would alleviate bicycle LOS impacts at Buckley Road/South Higuera Street.
South Higuera Street from Los Osos Valley Road to Suburban Road
With the exception of the east side from Vachell Lane to Los Osos Valley Road, pedestrian
facilities are present on both sides of the roadway along this segment of South Higuera
Street. The discontinuous sidewalks results in LOS D/E in the northbound direction during
the AM/PM peak hour. The poor LOS is due to high vehicle volumes on South Higuera
Street. However, Class I bicycle/pedestrian paths proposed within the Project site and along
Vachell Lane would offer pedestrians an alternative parallel route to travel and offset the
LOS impact along South Higuera Street.
Los Osos Valley Road from South Higuera Street to 450 feet north of Los Verdes Drive
When traffic analysis was conducted in 2015, this segment of Los Osos Valley Road
operated at LOS E, but with the recently completed Los Osos Valley Road/U.S. Highway
101 interchange project, which widened this segment, LOS conditions for pedestrian
facilities substantially improved. As a result, the addition of Project-generated traffic is not
expected to result in a noticeable degradation of LOS within this segment.
With funding and improvements to address pedestrian and bicycle LOS, near-term plus
Project impacts to bicycle and pedestrian facilities would be significant but mitigable.
Mitigation Measures
MM TRANS-10b shall apply.
MM TRANS-14 If approved by City Council, the City shall amend the TIF, or some other
fee program, to include a fee program for the installation of a Class I
bicycle path from Buckley Road/South Higuera Street intersection to
Los Osos Valley Road/U.S. Highway 101 southbound ramps
intersection, connecting to the Bob Jones Trail. The Applicant shall pay
its fair share fee to fund the improvement through the adopted fee
program. Alternatively, the City may establish a special or ad hoc
mitigation fee program to fund the Project’s share of these
improvements.
Plan Requirements and Timing. The City shall include this
improvement in the updated Citywide TIF. The Applicant shall pay its
fair share fees to the City prior to issuance of an occupancy permit for
the first residential unit of each phase of development. If at the time of
3.12 TRANSPORTATION AND TRAFFIC
Avila Ranch Development Project 3.12-81
Final EIR
building permit issuance the City has not amended the Project into the
TIF program, the Applicant will be required to pay fare share funding
for the project through an ad hoc fee as established by the Cityto be paid
prior to receiving building permits issuance.
Monitoring. The City shall verify payment of fair share fees to install
the improvement in accordance with the BTP and City requirements.
Residual Impact
Implementation of MM-TRANS-10b would require the Applicant to install continuous
sidewalks to improve pedestrian LOS on Higuera Street from LOVR to Vachell Lane. In
addition, MM TRANS-14 would require the Applicant to pay its fair share fee to fund the
design and installation of a Class I bike path connection from Buckley Road/South Higuera
Street intersection to the Los Osos Valley Road/U.S. Highway 101 southbound ramps
intersection if approved by Council. The Class I bicycle path would provide a parallel route
to South Higuera Street and avoid intersections along that segment. Therefore, with the
installation of Class I bicycle paths and continuous pedestrian facilities, cumulative
impacts would be less than significant.
Long-term Cumulative Impacts
Cumulative conditions represent future build-out of the land uses in the region. In addition
to network changes assumed under near-term conditions, the following roadway network
changes are assumed to be in place under cumulative conditions consistent with the City’s
Circulation Element:
• A full access freeway interchange will be constructed at Prado Road/U.S. Highway
101.
• Prado Road will be extended to connect Madonna Road to Broad Street. Prado
Road and South Higuera Street will be expanded to provide second east and
westbound thru-lanes, new north and southbound right-turn lanes, and dual left-
turn lanes on all approaches.
• Buckley Road will be extended to South Higuera Street and turn restrictions will
be implemented at Vachell Lane/South Higuera Street prohibiting left turns in and
out of Vachell Lane.
• Los Osos Valley Road bypass may be an alternative improvement that could be
implemented, that will involve an extension dependent on a final feasibility study
to be conducted as part of development of the parcels it would cross. The difference
between the two scenarios only affects the intersections of Los Osos Valley Road
at South Higuera Street and Buckley at South Higuera Street. An operational
assessment of both those scenarios is provided in the TIS (see Appendix P).
3.12 TRANSPORTATION AND TRAFFIC
3.12-82 Avila Ranch Development Project
Final EIR
• Tank Farm Road will be widened to four lanes between South Higuera Street and
Broad Street.
• Broad Street will be widened to four lanes between Aero Drive and Los Ranchos
Drive.
No other roadway network changes affecting the Project vicinity were assumed to be in
place under cumulative conditions. Cumulative traffic forecasts were developed using the
TDM. Project trips were added to the network using the methods described in Section
3.12.4.2, Impact Assessment Methodology.
For vehicle traffic, the Project would contribute to cumulatively significant operational
deficiencies at the following intersections; Tank Farm Road/South Higuera Street, Tank
Farm Road/Horizon Lane, Prado Road/South Higuera Street, Buckley/Vachell Lane, and
Buckley Road/SR 227. A summary of the impacts is provided in Table 3.12-15; for
complete data, refer to Appendix P.
Table 3.12-15. Long-term Cumulative Impact Summary
Intersection
Number Intersection Peak
Hour
Existing No Project Existing + Project
V/C1 Delay2 LOS3 V/C1 V/C
Delta Delay2 LOS3
6 Tank Farm Road/
South Higuera Street
AM
PM
1.15
0.77
98.4
27.0
F
C
1.19
0.80
0.04
0.03
97.2
27.5
F
C
7 Tank Farm Road/
Horizon Lane
AM
PM
0.51
0.47
1.8 (34.1)
1.5
(19.7)
A (D)
A (C)
0.53
0.47
0.02
0.00
2.2 (35.7)
1.9 (20.7)
A (E)
A (C)
12 Buckley Road/
Vachell Lane
AM
PM
0.41
0.66
4.8 (21.2)
6.7 (34.9)
A (C)
A (D)
0.56
1.00
0.15
0.34
6.6 (24.8)
17.8 (84.2)
A (D)
B (F)
14 Buckley Road/
SR 227
AM
PM
0.70
0.92
16.3
35.3
B
D
0.66
0.99
-0.04
0.07
19.3
39.8
B
D
Notes:
1. Volume-to-capacity ratio reported for worst movement.
2. HCM 2010 average control delay in seconds per vehicle.
3. For side-street-stop controlled intersections the worst approach’s delay is reported in parenthesis next to the overall
intersection delay. Unacceptable operations shown in bold.
Source: Central Coast Transportation Consulting 2016; see Appendix P.
In addition, the Project would also contribute to cumulative deficiencies to bicycle facilities
at the intersections of South Higuera Street with Prado Road and Los Osos Valley Road.
Under long-term cumulative conditions, pedestrian and transit services LOS would not
change with the addition of Project-generated traffic. Implementation of the mitigations in
Section 3.12.5 3.12.4.3, Project Impacts and Mitigation Measures would ensure acceptable
LOS, as further described below. Impact TRANS-15 and Impact TRANS-16 address long-
term cumulative impacts.
3.12 TRANSPORTATION AND TRAFFIC
Avila Ranch Development Project 3.12-83
Final EIR
Impact TRANS-15 Under long-term cumulative plus Project conditions, Project-
generated traffic would result in a cumulatively considerable
contribution to traffic at four intersections (Significant and
Unavoidable Significant but Mitigable).
The Project would contribute to the cumulatively considerable degradation of the following
intersections:
Prado Road/South Higuera Street
This intersection would operate at acceptable LOS D under the cumulative plus Project
conditions; further, the north, south, and westbound left-turn lanes would exceed capacity.
The increase in traffic generated by the Project in combination with cumulative
development would exacerbate existing queues.
Tank Farm Road/South Higuera Street
This intersection would operate at unacceptable LOS F under the cumulative plus Project
conditions. In addition, the southbound left-turn lane and the westbound left-turn approach
exceed capacities. Project-related traffic would contribute considerably to further
exceeding cumulative capacity issues for the southbound left-turn lane (AM/PM peak
hours) and the westbound left-turn lane (PM peak hour). The AASP standards and fee
program include the addition of a second southbound left-turn lane, a second westbound
right-turn lane, and an extension of the northbound right-turn lane to provide for adequate
queuing capacity. The TIS identified an additional mitigation strategy of providing an
additional northbound right-turn lane to improve intersection operations. Additional
analysis of this location conducted as part of the Traffic Impact Study for the San Luis
Ranch Project has identified a more appropriate improvement to meet intersection LOS
objectives. This improvement includes maintaining the AASP improvement of lengthening
the NB right turn lane but also include a channelized “slip” at the intersection to allow the
movement to overlap with the WB left run movement of Tank Farm Road. This
improvement would require the installation of a pork chop island to assist pedestrian
crossings and widening of the south side of Tank Farm Road from Higuera to the existing
bus stop.4
4 A “pork chop island” refers to a channelized island that directs traffic through angling of the turn entry
and exit, typically creating a raised-curb island which provides refugee for pedestrians while they wait to
continue crossing travel lanes.
3.12 TRANSPORTATION AND TRAFFIC
3.12-84 Avila Ranch Development Project
Final EIR
Tank Farm Road/Horizon Lane
This section would operate at LOS E during the worst approach delay in the AM peak hour
under the cumulative plus Project conditions. The AASP standards and fee program include
an additional northbound right-turn lane, which would improve the intersection to
acceptable LOS.
Vachell Lane
Vachell Lane extends from Buckley Road to South Higuera Street, and is designated a local
commercial street serving commercial areas. The Circulation Element threshold for this
road is 5,000 ADT. The TIS forecasted that cumulative plus Project generated traffic of
approximately 7,000 ADT is expected on Vachell Lane. This would substantially exceed
the thresholds for its road designation; however, the design of this roadway is optimal to
adequately serve this amount of trip with no deficiencies. Therefore, no improvements are
require for this road. The Applicant would apply to reclassify the road as a commercial
collector within the General Plan to accommodate the higher traffic volumes that would
occur under cumulative conditions.
Buckley Road/Vachell Lane
This intersection would operate at unacceptable LOS F in the worst approach delays during
PM peak hour under the cumulative plus Project conditions and would meet the peak hour
signal warrant. The intersection would have to be controlled by a traffic signal or a single-
lane roundabout to ensure the intersection operates at acceptable levels.
Buckley Road/SR 227
This intersection is under the jurisdiction of San Luis Obispo County; however, the signal
is operated by Caltrans. The intersections would operate at LOS B in the AM peak hour,
but would operate at LOS D in the PM peak hour under the cumulative plus Project
conditions. With the cumulative increase in traffic from the Project, the Buckley Road/SR
227 intersection would experience an increase in delays and continue to operate at LOS D,
which is an unacceptable level under Caltrans standards.
Even with measures to address long-term effects of Project-generated traffic, cumulative
Cumulative impacts for the above intersections would be significant but mitigable and
unavoidable.
3.12 TRANSPORTATION AND TRAFFIC
Avila Ranch Development Project 3.12-85
Final EIR
Mitigation Measures
MM TRANS-5 shall apply.
MM TRANS-7a shall apply.
MM TRANS-15a The Applicant shall pay its fair share mitigation fee to the City to fund
the widening of the Prado Road/South Higuera Street intersection to
accommodate a dual left-turn lane, dual thru-lanes, and a right-turn
lane on all approaches. Part of this share may be contained within
existing fee programs or ultimately incorporated into the Citywide TIF
program.Due to its size and complexity, individual components of these
improvements are contained in various fee programs. The City should
consider amending this improvement into one of the City’s impact fee
programs. If amended into the Citywide TIF an impact fee program,
payment of those fees will address project impacts. the Project shall pay
impact fees prior to issuance of an occupancy permit for the first
residential unit of each phase of development in accordance with the
amended fee program.
Plan Requirements and Timing. Unless incorporated into the
Citywide TIF program the The Applicant shall pay its fair share
mitigation fees to the City prior to issuance of an building
permitsoccupancy permit for the first residential unit of each phase of
development. The mitigation fee shall be determined by the City prior
to VTM recordation and will be adjusted annually for CPI until final
building permits are complete. Alternatively, the Applicant could pay
the full fee as part of final map recordation for each phase of
development. The City shall evaluate a fee program for the
improvement that may be included within the TIF. This improvement is
not included in the City’s TIF or the AASP or MASP impact fee
programs.
Monitoring. The City shall verify that adequate funding is collected to
install these improvements.
MM TRANS-15b The Applicant shall pay its fair share mitigation fees to fund
improvements to the intersection of Higuera/Tank Farm Road to
provide:the 1) extension of the northbound right-turn lane, 2) the
installation of a “pork chop” island to assist pedestrian crossings and
3)widening on the south side of Tank Farm to provide a slip lane for
right turning traffic. The City should consider incorporating this
improvement into the AASP Fee program. Improvements would also
3.12 TRANSPORTATION AND TRAFFIC
3.12-86 Avila Ranch Development Project
Final EIR
include second westbound right-turn lane at the Tank Farm Road/South
Higuera Street intersection prior to issuance of building permits.
Plan Requirements and Timing. The mitigation fee shall be
determined by the City prior to VTM recordation and will be adjusted
annually for CPI until final building permits are complete.
Alternatively, the Applicant could pay the full fee as part of final map
recordation for each phase of development.Prior to issuance of an
occupancy permit for the first residential unit of each phase of
development, the If the City amends the AASP program to include this
improvement, the Applicant shall pay its fair share fee to the City,
specified in the AASP subarea fee program to mitigate this impact.
Monitoring. The City shall verify that adequate funding is collect to
install these improvements.
MM TRANS-15c The City shall review the cross sections for improvements to Tank Farm
Road/Horizon Lane intersection as proposed within AASP to ensure
long-term geometrics meet the objectives of the General Plan. The
Applicant shall pay its fair share mitigation fees to fund the installation
of an additional northbound right-turn lane or a roundabout at the Tank
Farm Road/Horizon Lane intersection. The City should consider
incorporating this improvement into the AASP fee program.
Plan Requirements and Timing. The mitigation fee shall be
determined by the City prior to VTM recordation and will be adjusted
annually for CPI until final building permits are complete.
Alternatively, the Applicant could pay the full fee as part of final map
recordation for each phase of development. If the City amends the
AASP program to include this improvement, the Applicant shall pay the
AASP subarea fee program to mitigate this impact. Prior to issuance of
an occupancy permit for the first residential unit of each phase, the City
shall review the AASP to determine the appropriate improvement and
the Applicant shall pay its fair share fees to the City, specifically the
AASP subarea fee program.
Monitoring. The City shall verify that adequate funding is collected for
these improvements.
MM TRANS-15d The Applicant shall pay its fair share mitigation fees to fund the
installation of a traffic signal or a single-lane roundabout at the Buckley
Road/Vachell Lane intersection. While not required, this work may be
implemented as part of the Buckley Road extension being installed as
3.12 TRANSPORTATION AND TRAFFIC
Avila Ranch Development Project 3.12-87
Final EIR
part of Phase 2 of the Project. The City should consider incorporating
this improvement into the AASP fee program.
Plan Requirements and Timing. The mitigation fee shall be
determined by the City prior to VTM recordation and will be adjusted
annually for CPI until final building permits are complete.
Alternatively, the Applicant could pay the full fee as part of final map
recordation for each phase of development. If the City amends the
AASP program to include this improvement, the Applicant shall pay the
AASP subarea fee program to mitigate this impact. Prior to issuance of
an occupancy permit for the first residential unit of each phase of
development, the Applicant shall pay its fair share fees to the City.
Monitoring. The City shall verify that adequate funding is collected for
the improvement.
Residual Impacts
Implementation of MM TRANS-5, -13, -15a, -15b, and -15c would require the Applicant
to pay fair share fees for the construction of improvements that would improve the
operational conditions at all impacted intersections (refer to Figure 3.12-3 for depiction of
MM TRANS-15a and MM TRANS-15b improvements). MM TRANS-15a would require
the Applicant to pay its fair share fee to fund the addition of a second southbound turn-lane
at the Prado Road/South Higuera Street intersection to accommodate a dual left-turn lane,
dual thru-lane, and a right-turn lane at all approaches. In order to achieve acceptable LOS,
all four approaches would need to be widened. This measure would require additional
right-of-way not currently under the City’s jurisdiction and potential relocation of
residences within the northeast corner of the intersection. This measure is not currently
fully funded in any fee program. This measure would slightly worsen the pedestrian LOS
at this intersection, but would remain at acceptable LOS C. If the City is not able to obtain
additional right-of-way or include the measure within a fee program, residual Residual
impacts would be significant but mitigable and unavoidable.
Likewise, as identified by the Project’s TIS, the Project would contribute traffic to regional
congestion at Los Osos Valley Road, although the Project’s contribution to this regional
congestion is not considered cumulatively considerable (Appendix P). With regional
traffic, the intersection of Los Osos Valley Road/South Higuera Street would operate at an
unacceptable LOS only if a new roadway connection from Los Osos Valley Road to South
Higuera Street south of the Octagon Barn near the southwestern corner of the Project site
is not constructed in the future. Known as the Los Osos Valley Road Bypass, this
3.12 TRANSPORTATION AND TRAFFIC
3.12-88 Avila Ranch Development Project
Final EIR
conceptual improvement by the City would address regional congestion generated at Los
Osos Valley Road. If the City does not construct the Los Osos Valley Road Bypass,
installation of a second northbound turn lane in addition to the Project-specific mitigation
measures would ensure intersection operations at Los Osos Valley Road/South Higuera
Street would maintain acceptable levels under the General Plan.
MM TRANS-15b through -15d, along with mitigation measures addressed in the Project
specific impacts (MM TRANS-5 and MM TRANS-7a) would ensure that all other study
intersections continue to operate at acceptable levels. Therefore, impacts to roadways under
the cumulative plus Project conditions for Tank Farm Road/South Higuera Street, Tank
Farm Road/Horizon Lane, and Buckley Road/Vachell Lane would be less than significant
after mitigation.