HomeMy WebLinkAbout07-16-2020 ATC Agenda PacketCity of San Luis Obispo, Agenda, Planning Commission
Agenda
ACTIVE TRANSPORTATION COMMITTEE
Thursday, July 16, 2020
6:00 p.m. REGULAR MEETING Teleconference
Based on the threat of COVID-19 as reflected in the Proclamations of Emergency issued by both the Governor
of the State of California, the San Luis Obispo County Emergency Services Director and the City Council of the
City of San Luis Obispo as well as the Governor’s Executive Order N-29-20 issued on March 17, 2020, relating
to the convening of public meetings in response to the COVID-19 pandemic, the City of San Luis Obispo will
be holding all public meetings via teleconference. There will be no physical location for the Public to view
the meeting. Below are instructions on how to view the meeting remotely and how to leave public comment.
Additionally, members of the Active Transportation Committee are allowed to attend the meeting via
teleconference and to participate in the meeting to the same extent as if they were present.
Using the most rapid means of communication available at this time, members of the public are
encouraged to participate in Council meetings in the following ways:
1.Remote Viewing - Members of the public who wish to watch the meeting can view:
➢View the Webinar:
➢Registration URL: https://attendee.gotowebinar.com/register/6454527288375917837
➢Webinar ID: 915-314-723
2.Public Comment - The Active Transportation Committee will still be accepting public comment. Public
comment can be submitted in the following ways:
•Mail or Email Public Comment
➢Received by 3:00 PM on the day of meeting - Can be submitted via email to advisorybodies@slocity.org or
U.S. Mail to City Clerk at 990 Palm St. San Luis Obispo, CA 93401
➢Emails sent after 3:00 PM and up until public comment is opened on the item – will be archived and
distributed to Advisory Body members the day after the meeting. Emails will not be read aloud during meetings.
•Verbal Public Comment
o Received by 3:00 PM on the day of the meeting - Call (805) 781-7164; state and spell your name, the
agenda item number you are calling about and leave your comment. The verbal comments must be limited
to 3 minutes. All voicemails will be forwarded to the Committee Members and saved as Agenda
Correspondence. Voicemails will not be played during the meeting
o During the meeting – Verbal comments may be made by joining the webinar (instructions above).
Verbal comments are limited to three minutes.
Active Transportation Committee Agenda July 16, 2020 Page 2
All comments submitted will be placed into the administrative record of the meeting.
MISSION: The purpose of the Active Transportation Committee (ATC) is to provide oversight
and policy direction on matters related to bicycle and pedestrian transportation in San Luis Obispo
and its relationship to bicycling and walking outside the City.
CALL TO ORDER: Chair Jonathan Roberts
ROLL CALL : Committee Members Thomas Arndt, Lea Brooks (vice chair), Donette
Dunaway, Timothy Jouet, Briana Martenies, Russell Mills, Jonathan Roberts
(chair)
PUBLIC COMMENT: At this time, people may address the Committee about items not on the
agenda. Persons wishing to speak should come forward and state their name and address.
Comments are limited to three minutes per person. Items raised at this time are generally referred
to staff and, if action by the Committee is necessary, may be scheduled for a future meeting.
CONSIDERATION OF MINUTES
1. Minutes of the June 11, 2020 Special Meeting
ACTION ITEM
2. 600 TANK FARM ROAD ACTIVE TRANSPORTATION FACILITIES
(BELL – 60 MINUTES)
1) BACKGROUND
A project at 600 Tank Farm Road has been initiated to redevelop 11.1 acres at the northeast corner
of Tank Farm Road and the designated location for realignment of Santa Fe Rd. The applicant has
submitted a conceptual application as an early review of the project prior to the formal application
submission process. Given the early stage of the approval process, this meeting is intended to
receive comments on active transportation issues that should be considered as the application
develops further and work begins on the environmental study.
2) PROJECT INFORMATION
The 600 Tank Farm site is comprised of two separate parcels: APN: 053-421-06 and APN: 053-
421-02. The project site is currently zoned Business Park within the Airport Area Specific Plan
(AASP). The AASP prohibits residential uses at this location and the project application proposes
to amend the AASP and rezone the property to Commercial Services zone to allow for a mixed
use project, similar to what has been proposed on the adjacent property at 650 Tank Farm. The
mixed-use project consists of 280 residential units and approximately 15,000 square feet of
Active Transportation Committee Agenda July 16, 2020 Page 3
commercial space. The residential units are provided within three different housing types: 140
townhomes, 100 stacked flat units, and 40 studio and one-bedroom units over the commercial
structures.
3) PROPOSED BICYCLE AND PEDESTRIAN FACILITIES
As described in the Conceptual Application submitted by the applicant (See Attachment 2), the
bicycle and pedestrian facilities proposed as part of the development project are summarized as
follows:
• Tank Farm Road Widening
o Widen westbound direction along the project frontage per Airport Area Specific
Plan (AASP) to provide:
▪ 2 westbound auto lanes
▪ Width for center median/turn lane
▪ Sidewalk with parkway
▪ Class IV sidewalk-level cycle track (Modified from AASP, which
proposed Class II bike lanes)
▪ Class I path between north-south creek path and Tank Farm/Santa Fe
intersection
• Santa Fe Road Extension to the North
o New extension of Santa Fe Road north of Tank Farm, aligned west of the existing
Santa Fe Road alignment south of Tank Farm. Will ultimately connect with Prado
Road extension to the north. Cross section includes:
▪ 2 auto lanes (Modified from AASP, which proposes 4 auto lanes)
▪ Center median/turn lane
▪ Sidewalks with parkway (interim installation w/ no sidewalk on west
side—to be completed by Chevron development)
▪ Class IV protected bike lanes (Modified from AASP, which proposed
Class II bike lanes. Interim installation with Class II bike lane on west
side—to be upgraded to Class IV with Chevron development)
• Tank Farm/Santa Fe Extension Intersection
o New roundabout (traffic study will guide sizing/geometrics)
• North-South Creek Path
o New north-south Class I path along west side of creek, connecting Tank Farm
Road north to Damon Garcia Park pathways
• Connection to Adjacent 650 Tank Farm
o Proposed ped/bike/emergency access only bridge to adjacent 650 Tank Farm
development to the east.
Since the City’s Active Transportation Plan has not yet been adopted by the City Council, the
proposed facilities will be evaluated for consistency with the currently adopted Bicycle
Transportation Plan. Proposed bicycle facilities in the current Bicycle Transportation Plan relative
to this project include a Class I Shared Use Path on Tank Farm Road, a north-south Class I path
along the creek connecting to Damon Garcia Sports Fields, Class II bike lanes on Santa Fe Road,
and retaining existing Class II bike lanes on Tank Farm. As shown in the above summary list, the
applicant proposes to upgrade facilities in several locations to align with the preliminary concepts
presented as part of the ATP, which prioritize Class IV protected bike lanes along collector and
arterial streets.
Active Transportation Committee Agenda July 16, 2020 Page 4
Additional summary maps are provided in Attachment 3 to help convey the proposed pedestrian
and bicycle connectivity within the greater vicinity of the proposed project site.
Staff Recommendation: Receive initial comments on the 600 Tank Farm project as submitted by
the applicant regarding the project’s consistency with the Bicycle Transportation Plan.
Attachment 2: 600 Tank Farm Rd Conceptual Application
Attachment 3: 600 Tank Farm Rd Maps
ACTION ITEM
3. CLIMATE ACTION PLAN FOR COMMUNITY RECOVERY
(FUKUSHIMA – 45 MINUTES)
The Public Review DRAFT Climate Action Plan (CAP) for Community Recovery is currently
open for review. The CAP establishes a community-wide goal of carbon neutrality by 2035,
adopts sector specific goals, and provides foundational actions to establish a trajectory towards
achieving that goal while also recovering from the economic impacts of COVID-19.
Regarding Active Transportation, the CAP sets the policy framework as well as certain actions
for achieving climate neutrality by 2035 including:
• Connected 1.1 – Establish a consistent method for tracking and reporting mode split metrics.
• Connected 1.2 – Research and develop an approach to a “Mobility as a Service” platform for
people to easily use all modes of low carbon mobility in the City.
• Connected 2.1 – Complete Active Transportation plan and begin implementation immediately.
• Connected 2.2 – Launch micro mobility program by 2021
See Attachment 4 for an excerpt on the CAP on Pillar 4: Connected Community for more detail
on these actions.
The complete Public Review Draft of the CAP can be found at:
https://www.slocity.org/government/department-directory/city-administration/office-of-
sustainability/climate-action/climate-action-plan-1949
In January 2019, the ATC received an update on the CAP. At this meeting, the ATC can provide
comments on the Public Review DRAFT. The document is open for public review until July 22nd
and the City Council will consider adoption on August 18th.
Staff Recommendation: Receive comments from the committee on the Public Review DRAFT
Climate Action Plan.
Attachment 4: CAP Pillar 4: Connected Community
ADJOURNMENT
Active Transportation Committee Agenda July 16, 2020 Page 5
The next Regular Meeting of the Active Transportation Commi ttee is scheduled for
Thursday , September 17 , 20 20, at 6:00 p.m., by teleconference.
ATTACHMENTS
1. Minutes of the June 11, 2020 Special Meeting
2. 600 Tank Farm Rd Conceptual Application
3. 600 Tank Farm Rd Maps
4. CAP Pillar 4: Connected Community
The City of San Luis Obispo wishes to make all of its public meetings accessible to the
public. Upon request, this agenda will be made available in appropriate alternative formats to
persons with disabilities. Any person with a disability who requires a modification or
accommodation in order to participate in a meeting should direct such request to the City Clerk’s
Office at (805) 781-7100 at least 48 hours before the meeting, if possible. Telecommunications
Device for the Deaf (805) 781-7107.
Agenda related writings and documents are available online or for public inspection at the Public
Works Department, 919 Palm Street, SLO. Meeting audio recordings can be found at the following
web address:
http://opengov.slocity.org/WebLink/1/fol/60965/Row1.aspx
Minutes – Active Transportation Committee Meeting of June 11, 2020 Page 1
Minutes - DRAFT
ACTIVE TRANSPORTATION COMMITTEE
Thursday, June 11, 2020 1
SPECIAL Meeting of the Active Transportation Committee 2
3
CALL TO ORDER 4
5
A Special Meeting of the San Luis Obispo Active Transportation Committee was called to order 6
on Thursday, June 11, 2020 at 6:05 p.m. via teleconference by Chair Roberts. 7
8
ROLL CALL 9
10
Present: Committee Members Thomas Arndt, Lea Brooks (vice chair), Donette Dunaway, 11
Timothy Jouet, Briana Martenies, Russell Mills, and Jonathan Roberts (chair) 12
13
Absent: None 14
15
Staff: Active Transportation Manager Adam Fukushima, and Recording Secretary Lareina 16
Gamboa 17
18
PUBLIC COMMENT ITEMS NOT ON THE AGENDA 19
Garrett Otto 20
21
--End of Public Comment-- 22
23
APPROVAL OF MINUTES 24
25
1.Review Minutes of the Active Transportation Committee Meeting of October 24, 2019:26
27
ACTION: UPON MOTION BY COMMITTEE MEMBER JOUET, SECONDED BY 28
COMMITTEE MEMBER BROOKS, CARRIED 7-0-0, (COMMITTEE MEMBER MILLS 29
ABSTAINED DUE TO NON-ATTENDANCE OF MEETING IN REVIEW) to approve the 30
Minutes of the Active Transportation Committee Meeting of October 24, 2019, as presented. 31
32
2.Review Minutes of the Active Transportation Committee Meeting of January 16, 2020:33
34
ACTION: UPON MOTION BY COMMITTEE MEMBER BROOKS, SECONDED BY 35
COMMITTEE MEMBER DUNAWAY, CARRIED 7-0-0, (COMMITTEE MEMBER 36
MILLS ABSTAINED DUE TO NON-ATTENDANCE OF MEETING IN REVIEW) to 37
approve the Minutes of the Active Transportation Committee Meeting of January 16, 2020, as 38
presented. 39
40
3.Review Minutes of the Active Transportation Committee Meeting of March 10, 2020:41
42
ACTION: UPON MOTION BY COMMITTEE MEMBER BROOKS, SECONDED BY 43
Attachment 1, Page 1 of 3
Minutes – Active Transportation Committee Meeting of June 11, 2020 Page 2
COMMITTEE MEMBER DUNAWAY, CARRIED 7-0-0, to approve the Minutes of the44
Active Transportation Committee Meeting of March 10, 2020, as presented. 45
46
4.Review Minutes of the Active Transportation Committee Meeting of May 4, 2020:47
48
ACTION: UPON MOTION BY COMMITTEE MEMBER JOUET, SECONDED BY 49
COMMITTEE MEMBER MARTENIESS, CARRIED 7-0-0, to approve the Minutes of the 50
Active Transportation Committee Meeting of May 4, 2020, as presented. 51
52
Public Comment 53
None. 54
55
--End of Public Comment-- 56
57
ACTION ITEMS 58
59
5.Officer Elections60
The Active Transportation Committee voted for Chair, and Vice-Chair positions for the61
upcoming term. 62
63
Public Comment 64
None. 65
66
--End of Public Comment-- 67
68
ACTION: UPON MOTION BY COMMITTEE MEMBER JOUET, SECONDED BY 69
COMMITTEE MEMBER BROOKS, CARRIED 7-0-0, for Jonathan Roberts to serve a 70
second term as Chair of the Active Transportation Committee. 71
72
ACTION: UPON MOTION BY COMMITTEE MEMBER DUNAWAY, SECONDED BY 73
COMMITTEE MEMBER ARNDT, CARRIED 7-0-0, for Lea Brooks to serve a second term 74
as Vice-Chair of the Active Transportation Committee. 75
76
6.Active Transportation Plan Design Guidance and Policies77
Active Transportation Manager Fukushima provided a PowerPoint presentation and78
responded to Committee inquiries in regards to design guidance and policies for the Active 79
Transportation Plan. 80
81
Public Comment 82
Garrett Otto 83
84
--End of Public Comment-- 85
86
87
ACTION: UPON MOTION BY COMMITTEE MEMBER ROBERTS, SECONDED BY 88
COMMITTEE MEMBER BROOKS, CARRIED 7-0-0, to recommend continued 89
Attachment 1, Page 2 of 3
Minutes – Active Transportation Committee Meeting of June 11, 2020 Page 3
development of the design appendix with inclusion of the Active Transportation 90
Committee’s additional recommendations in anticipation of the full Active Transportation 91
Plan draft release. 92
93
ADJOURNMENT 94
95
The meeting was adjourned at 8:40 p.m. The next Regular Active Transportation Committee 96
meeting is scheduled for Thursday, July 16, 2020 at 6:00 p.m., by teleconference. 97
98
99
APPROVED BY THE ACTIVE TRANSPORTATION COMMITTEE: XX/XX/2020 100
101
102
Attachment 1, Page 3 of 3
600 Tank Farm Road
Residential Mixed-Use Project
City GP/COZ Initiation
Covelop, Inc.
May 1, 2020
Attachment 2, Page 1 of 39
600 Tank Farm Road 2 of 31
City Zoning, General Plan and ALUP Analysis
May 1, 2020
Introduction
A project is proposed at 600 Tank Farm Road that will provide for a mix of residential and com-
mercial uses, and that would complement the commercial, employment and residential uses now
planned in the vicinity of Broad and Tank Farm Road. It is being positioned to address housing and em-
ployment needs in the community through a combination of design excellence, value-added features,
and location. Proposed by Covelop Inc. of San Luis Obispo, it is comprised of APNs 053-421-02 and 053-
421-06 and located at what will be the northeast corner of Santa Fe and Tank Farm Road. (See Figure 1.)
The project involves the change in general plan designation, rezoning and an amendment to the Airport
Area Specific Plan from Business Park (BP) to Commercial Service (CS) on the property to allow a resi-
dential mixed-use development. This narrative and other supporting application materials explains the
justification for changing the city’s development regulations to allow the project.
As currently planned, it would include approximately 140 attached residences in a townhome
configuration at a density of 20 density units to the acre; 100 stacked flat units at up to 30 density units
per acre; and up to 40 studio and one-bedroom units over approximately 15,000 square feet of “Town
Center” commercial. Overall, the project would have 256 Density Units, approximately 23 density units
per acre, in compliance with the CS zone. The project is being designed and planned to address the
need for smaller dwelling unit sizes, especially smaller for-sale units, both for lifestyle preferences, and
affordability reasons. The townhomes will have a mix of one-bedroom, two-bedroom and three-bed-
room units ranging in size from 750 square feet up to 1,375 square feet with an average dwelling unit
size of less than 1,100 square feet. The stacked flats would range in size from 470 square feet to 925
square feet. Overall, the average unit size across the 280 units is less than 1,000 SF, lower than any
other recent mixed use/mixed tenancy project in the community. The townhome and stacked flat units
are intended as ownership units, while the mixed-use units will likely be as a rental product. The result-
ing project would provide for-sale units ranging in size from 470 square feet to 1,375 square feet,
providing an ownership opportunity to many families that currently don’t have that opportunity. The
project would be clustered around common open space, yards, and a recreation center with a commu-
nity building. Open space is planned along Acacia Creek and on the Flower Mound, with some units ori-
ented to those open space resources. Figure 2 shows the site plan for the project.
Various studies are underway, including a biological reconnaissance study, wetland delineation,
geotechnical study, noise study, traffic study (including capacity and lane configuration studies for Tank
Farm Road and Santa Fe), and others to satisfy City requirements. It is expected that the environmental
effects of the projects, and necessary mitigations, will be covered in an environmental impact report
(EIR).
Attachment 2, Page 2 of 39
600 Tank Farm Road 3 of 31
City Zoning, General Plan and ALUP Analysis
May 1, 2020
The Project and Airport Development Regulations
The current and proposed county Airport Land Use Plan (ALUP) and city airport compatibility
regulations have significantly informed and influenced the location and extent of the proposed uses.
During the plan development process, we have consulted with ALUC staff and commissioners; commis-
sioned studies and technical analysis to determine the location of key ALUP regulatory zones on the
property; and modified the product mix to be compatible with the current and proposed ALUP policies
and standards. To that end, commercial and mixed use portions of the project have been located along
the project frontage in the 55 dB(A) CNEL noise zones (as determined by the May 2015 RS&H “CNEL
Contours and Technical Report for the San Luis Obispo County Regional Airport” noise study that is used
by the Airport Land Use Commission to determine noise compatibility); the apartment/stacked flat por-
tion is located in the middle of the project site in the 50 dB(A) CNEL zone; and the townhome portion is
located in the rear of the project site which is least affected by traffic and aircraft noise. A noise study
prepared for the project by 45dB Consultants confirmed the RSH projections.
Figure 1
Project Location
Attachment 2, Page 3 of 39
600 Tank Farm Road 4 of 31
City Zoning, General Plan and ALUP Analysis
May 1, 2020
Figure 2 Site Plan
Attachment 2, Page 4 of 39
600 Tank Farm Road 5 of 31
City Zoning, General Plan and ALUP Analysis
May 1, 2020
FAA sectional charts, and approach and departure patterns were also reviewed, and it was con-
cluded that there is no potential for regular overflights by commercial or general aviation fixed wing air-
craft because of topographic constraints and established runway approach and departure corridors.
This would also indicate that the project site is appropriately classified in the ALUP current “S-2” Safety
Zone, or its Caltrans Handbook equivalent, Safety Zone 6. Both of these safety zones permit the project.
The project is located in the Airport Area Specific Plan (AASP), is part of the City of San Luis
Obispo’s Airport Compatible Open Space Plan (ACOS) with deed-restricted open space and reservation
areas nearby in the AASP and Margarita Area Specific Plan (MASP) areas, and is located in the ALUP’s
current “S-2” safety zone, or in the Caltrans Handbook Safety Zone 6. Neither of these safety zone des-
ignations have a limitation on the number of dwelling units (see Figure 4G of the Caltrans California Air-
port Land Use Planning Handbook with no overflights and no noise issues, and ALUP Table 7 with a CDZ,
DAP and ACOS). City zoning regulations for the CS zone specify a maximum density of 24 density units
per acre in the proposed CS zone, with the actual maximum number of permitted “doors” adjusted per
Section 17.70.040 (A) the zoning regulations. As currently planned, the project has approximately 280
total residential units and 256 City “density units” over 11.1 net acres, for a density of 23 density units
per gross acre.
The Project and City Development Regulations
The project site is currently zoned Business Park and is in the Airport Area Specific Plan area
(which is identified as Detailed Area Plan per the County’s Airport Land Use Plan). The project entitle-
ments will include a change in the land use designation from Business Park to Service Commercial, which
would permit a wide range of commercial uses, and up to 264 density units of residential development.
City development regulations also specify a setback for Acacia Creek of 35 feet. The project proposes a
variable riparian setback with an average setback of approximately 40 feet. Combined with the width of
the creek, and buffers and setbacks on the east side of Acacia Creek this will provide a wildlife/open
space corridor of 95 to 135 feet. Building and landscape setbacks along Tank Farm Road range from 10
to 15 feet (including the public sidewalk in a pedestrian easement), and 5 to 15 feet along Santa Fe.
City planning documents call for the development of Santa Fe as a Collector road with design
speeds of no more than 25 miles per hour, and a corresponding road centerline radius of 250-300 feet.
The project will implement the “alternative” design section for Santa Fe that has been identified by City
staff and in the Airport Area Specific Plan, with an interim design of one travel lane in each direction, a
vertically separated 6.5-foot Class IV bike path, a 7-foot parkway strip and a five-foot sidewalk, as shown
in Figure 3. Santa Fe will be extended north along the west property line for approximately 475 to 500
feet to a temporary offset cul de sac with a minimum 40-foot turning radius. Longer term, this tempo-
rary terminus will be built as a 90-degree roundabout to connect Santa Fe to the Prado Road extension
by the developers of the Chevron or Damon Garcia properties. The project will implement the City’s
plans for a roundabout at Tank Farm and Santa Fe, as illustrated in Figure 4. Final road geometry and
the number of lanes will be evaluated as part of the Project.
Attachment 2, Page 5 of 39
600 Tank Farm Road 6 of 31
City Zoning, General Plan and ALUP Analysis
May 1, 2020
Figure 3
Santa Fe Cross Section
Ultimate and Interim Cross Section
Attachment 2, Page 6 of 39
600 Tank Farm Road 7 of 31
City Zoning, General Plan and ALUP Analysis
May 1, 2020
Figure 4
Conceptual Illustration of Santa Fe/Tank
Farm Road Roundabout
Attachment 2, Page 7 of 39
600 Tank Farm Road 8 of 31
City Zoning, General Plan and ALUP Analysis
May 1, 2020
The Site and the Project
The site is composed of 11.1 contiguous acres at the northeast corner of the designated Santa
Fe alignment and Tank Farm Road. It is comprised of two separate parcels: APN: 053-421-06 and APN:
053-421-02. The site slopes from the northwest to southeast, with site elevations at 210 feet MSL at the
top of the Flower Mound, and 150 feet MSL at the Acacia Creek/Tank Farm Road headwall. Acacia Creek
borders the project on the east, although the creek area itself is located on the adjacent parcel to the
east.
The immediate surrounding (1/2-mile radius) neighborhood provides a wealth of services, facili-
ties and resources. A day care, drug stores, restaurants, schools, a major grocery store, a bank, several
places of worship, a fitness center, medical and/or dental services, personal care services, and a full-ser-
vice supermarket are currently located within biking or walking distance of the project site.
The site is also located near significant open space areas that are contractually restricted to re-
main in open space that contribute to airport land use compatibility and safety. Those include proper-
ties north and south of Tank Farm Road that are in City and County open space preserves, areas in Wil-
liamson Act agricultural preservation contracts, ACOS open spaces areas in the Margarita Area Specific
Plan, the Chevron conservation/restoration area and other formal open space preserves. (See Figure 6.)
Not including other lands outside of the City’s URL, these open space lands amount to approximately
825 acres, or approximately 25 percent of the land area immediately north and west of the airport.
Development Potential and Land Plan
The land plan and development program prepared for the project are based on the physical and
regulatory constraints applicable to the site, including the following: Acacia Creek. During peak flood
times, Acacia Creek conveys 500-1,000 cubic feet per second (CFS) of stormwater flows. Its width cur-
rently varies from 30 to 50 feet and is on the adjacent parcel; City development regulations prescribe a
35-foot setback from the creek to preserve the riparian corridor. A variable width corridor is proposed,
ranging from 20 feet to 70 feet, with an average of 40 feet. The area where setbacks will be less than 35
feet are located at the creek crossing from 600 Tank Farm Road to 650 Tank Farm Road; this reduced
setback area will be less than 10 percent of the total length of the setback. Per Zoning Ordinance Sec-
tion 17.70.030 (3), third story building components will be setback an additional 10 feet for a total of a
45-foot setback (except in the limited area where there is the bridge crossing).
1. Designated Flood Areas. According to FEMA Community Panels 0679C1069G and 0679C1332G,
the project site has limited, if any, area that is in a flood prone area. Any such area appears to be
confined to the Acacia Creek channel or the riparian setback area. A drainage study prepared by
RRM Design Group determined that this flooding has been caused by an undersized culvert for
the vehicle bridge that connects 600 Tank Farm Road to 650 Tank Farm Road. This bridge will be
replaced as part of the 650 Tank Farm Road project, with a culvert that has the same hydraulic
Attachment 2, Page 8 of 39
600 Tank Farm Road 9 of 31
City Zoning, General Plan and ALUP Analysis
May 1, 2020
capacity as the Tank Farm Creek culvert. No flooding issues are anticipated after that improve-
ment.
2. “Flower Mound”/Grading. The northwest corner of the project site includes a former quarry
area, colloquially referred to as the “Flower Mound”. This hard and red-rock mound spans the
project property, Chevron property to the west, and the Damon-Garcia property to the north.
Most of the Flower Mound will be left as is with development occurring below the 173-foot
(MSL) elevation contour line. The site will be stepped in four 5-foot benches, with an upper
bench of about 168 feet MSL at the northern one-fourth of the site, 160 MSL to 165 MSL from
the club house north, a middle bench of about 160 feet MSL around the main entry, and two
lower benches of about 153-156 feet MSL for the multifamily, and 152-153 MSL for the commer-
cial/mixed use areas. Total needed site drainage is estimated to be 31,000 cubic feet (CF). The
site will drain to localized surface swales totaling 35,000-40,000 cubic feet in parking lot land-
scaped areas, large open space areas, the Acacia Creek setback, and in the Tank Farm Road land-
scape frontage. LID/treatment areas will be located throughout the project.
Recreation and Amenities
The project site will be developed at an “urban” density of over 20 dwelling units per acre, with
shared public open spaces, private opens spaces, common yards, and common recreational amenities
will be used to provide the necessary relief. Balconies and small private yards will be developed
throughout the townhome and stacked flat product types with private open space areas. Balconies and
outdoor activity areas will be in areas least affected by vehicle traffic and airport noise, meaning they
will be located on the north and east faces of the buildings away from potential outdoor noise impacts.
The project’s required creek setbacks, common areas and the Flower Mound open space will
result in at 20 percent of onsite “green” common open space, including play areas, tot lots, and land-
scape parkways. Where possible, units will be oriented to common open space on the perimeter of the
site to encourage and open and spacious plan.
The project will also include a 2,250-square foot clubhouse building with a 2,800 square foot pa-
tio area. The clubhouse building will include meeting areas, an indoor game area, a common lounge, ad-
ministrative office area, and a community kitchen. It will also serve as a sales office and an administra-
tive building during project sales and construction.
The project also borders Damon-Garcia Park which will provide areas for organized sports activi-
ties.
Transportation and Circulation
The project will implement several major transportation features, the Santa Fe/Tank Farm Road
roundabout under a reimbursement agreement with the City, assuming enough project impact fees and
other revenues to reimburse Covelop during the term of the buildout. The Project will also construct in-
terim improvements for Santa Fe Road per Figure 3, including two travel lanes and Class IV bike paths.
Final improvements for the bike path, curbing, sidewalk, and parkway strip will be installed on the pro-
ject’s frontages. The Santa Fe/Tank Farm roundabout would also be constructed as part of the project.
Attachment 2, Page 9 of 39
600 Tank Farm Road 10 of 31
City Zoning, General Plan and ALUP Analysis
May 1, 2020
Both Santa Fe and Tank Farm Road are TIF funded projects. Bike and pedestrian trips will be supported
by a connection to 650 Tank Farm Road, and extension of the onsite bike path to the bike path at the
Damon-Garcia sports park. A new bridge will be installed by 650 Tank Farm Road and serve as an emer-
gency access route using KnoxBox bollards.
General Plan Modification Justification
Oversupply of Commercial/Business Park Zoning
The modification of the permitted land uses on the project site is justified by several policy fac-
tors. The AASP and the Land Use Element designate the site for Business Park. This designation has
been driven by the policies of the County’s ALUP which generally prohibit residential land uses in the
AASP, except for those properties that are currently zoned or developed for residential purposes. This
land use restriction is based on noise and safety information that is known to be outdated and the ALUC
is now in the process of updating the ALUP so that it is consistent with the operational projections in the
Airport Master Plan, and with the most recent version of the Caltrans Handbook. The extent of noise
impacts is now known to be confined to properties south of Tank Farm Road in the vicinity of the pro-
ject. The ALUC has commissioned, and adopted, a noise study that documents the extent of these noise
issues, and the ALUC has been using that document as its office noise reference for approximately five
years now. The ALUC is also reviewing its safety zones and those zones will be modified to reflect a
more conventional configuration, more like that in the Caltrans Handbook and those used for other
County airports. Based on documents provided to the ALUC in November and consultation with ALUC
staff, it is believed that the S1-C Safety Zone designation will be eliminated, The updated safety zone
maps show the project in “Safety Zone 6” as defined by the Caltrans Airport Land Use Planning Hand-
book. Both the updated safety and noise analysis appear to support a revision to the land use designa-
tion for the site. The project will be dependent on the ALUP amendment, which is anticipated to be
complete in mid-2020.
The current ALUP has long confounded various City goals and policies associated with jobs-hous-
ing balance, infill development, the mixing (horizontal and vertical) of uses, and fiscal sustainability. Con-
sequently, the City has a bumper crop of Business Park, Service Commercial, Office and other non-resi-
dential land uses (having ‘defaulted’ to those uses when residential was not consistent with the ALUP),
with those uses being concentrated in the southern part of the community. As a result, the entire AASP
contains 320 acres of vacant commercial and industrial land uses capable of supporting 6,000 more jobs,
but with only 150 acres of residential land uses (650 Tank Farm, Avila Ranch and remaining Margarita SP
area) capable of supporting 2,800 additional residents and 1,800 workers (assuming 1.5 workers per
household). Providing more housing closer to the City’s concentration of employment, and with prefer-
ence given to those workers, is consistent with General Plan and AASP Policies.
The City General Plan Policy requires that the City maintain an adequate supply of land to retain
and expand the number of jobs in the community. According to SLOCOG/RHNA employment projec-
tions, the City may need to expand its 2010 supply of 643 developed industrial/employment acres to a
possible total of 843. That would indicate a need for 250 vacant acres of such land, assuming that there
would be a 25 percent estimating contingency. If the need for such land is based on the 11-year devel-
opment history for such land between 2008 and 2018, as reported in the General Plan Status Report,
Attachment 2, Page 10 of 39
600 Tank Farm Road 11 of 31
City Zoning, General Plan and ALUP Analysis
May 1, 2020
the City would need an additional 132 occupied acres by 2035. There are approximately 332 vacant
acres of such land in an adjacent to the community to fill this need, providing anywhere from an 80-acre
to 160-acre surplus to meet local employment needs. Conversion of the 11.1-acre project property to
mixed use residential will therefore not hinder any City economic development goals.
Based on the above, it is concluded that conversion of the project site would be fiscally beneficial for the
City, would promote the completion of needed infrastructure (and several key pieces of infrastructure),
would significantly promote the City’s infill and jobs-housing balance (city macro and neighborhood mi-
cro) goals and policies, and would not hinder in any way, the City’s economic development policies and
objectives.
Infrastructure Financing Feasibility
Retention of the current Business Park land use and zoning designations will defeat several im-
portant infrastructure policies. First, the City’s infrastructure policies and implementation programs rely
almost exclusively on development projects to construct needed roads, sewer lines, water lines, parks,
etc. Except for key facilities like the treatment plant expansion, Prado Road overpass, LOVR interchange
and the Prado/San Luis Creek bridge, completion of other improvements is completely dependent on
the ability of individual development projects to construct, finance and be reimbursed for offsite im-
provements. The offsite improvements associated with the project, including Santa Fe, Tank Farm Road,
water and sewer improvements have a total cost estimated at approximately $2.5 million to $2.75 mil-
lion, with the predominant share of those costs being reimbursable from various City impact fee funds.
As shown in Table 1 below, impact fees from the project site as currently zoned would be insufficient to
pay for offsite traffic improvements, even assuming that 100 percent of the TIF fees were dedicated to
such repayment. The proposed project would make significantly greater contributions to all impact fee
programs and make a reimbursement program feasible. Otherwise, the City would need to step in with
additional funding.
The economics of developing the project as currently zoned has also been evaluated. A portion
of the project site was proposed for a data facility, and another portion of the site was evaluated for ex-
pansion of a local R&D business. Both those projects chose to not go forward because of the burden of
infrastructure costs (direct costs and fees), the site’s topographic and regulatory constraints, and better
opportunities elsewhere. There is also limited demand that could justify a speculative commitment (as
opposed to a larger build to suite) of the entire site as currently zoned. Based on City records, the total
amount of commercial/employment building growth in the community has been 30,000 to 100,000
square feet per year over the last 11 years, with an average of about 55,000 SF per year, according to
the most recent General Plan Status Report. It was concluded that the Project site could not capture a
significant enough share of annual demand to justify significant capital improvements.
Attachment 2, Page 11 of 39
600 Tank Farm Road 12 of 31
City Zoning, General Plan and ALUP Analysis
May 1, 2020
Table 1
Project Development Options
Assessed Value and City Impact Fees
Filling and Need for Affordable Housing
The City’s emphasis on the production of housing is starting to show tangible results. There are
a numerous individual housing projects that are being marketed, and many more are in production. The
Orcutt Specific Plan, that was decades in the making, has half a dozen projects in construction. San Luis
Ranch and Avila Ranch have recently been approved, and are in the site development phase.
Nevertheless, many of these projects have housing size ranging from 1,100 square feet to 3,100
square feet, with the average housing unit size being 1,850 square feet. Table 2 shows the proposed
product mix, and the proposed sizes of the housing units. As shown in Figure 5 on the following page,
the project fills a need that is currently not being met by any of the adopted Specific Plans, or individual
development projects.
Special Project Design Features
Special design features have been added to address mobility issues, affordable housing, energy
conservation, greenhouse gas emissions, and transportation. These features will reduce vehicle miles
travelled, reduce the need for personal vehicles, resulting parking demand, and airport compatibility.
1. Building energy efficiency standards that will enable the project to comply with the “net zero”
energy requirements and compliance with the City’s Reach Code.
Business Park
Zoning
Prposed Mixed Use
Project
Gross Acres 11.67 11.67
ROW (Acres) 0.55 0.55
Open Space (acres 1.04 1.04
Net Area (Acres) 10.08 11.12
FAR (per AASP) 0.20 0.57
Residential SF 18,000 274,600
Non-Residential SF 87,818 19,100
Total SF 105,818 293,700
Dwelling Units 24.00 275.00
Assessed Value 35,549,851 136,937,500
City Imact Fees
City Traffic Fee 958,412$ 2,106,057$
Water Fee 381,609$ 2,450,656$
Wastewater Fee 381,483$ 2,222,378$
City Parks 144,744$ 1,658,525$
Police 36,309$ 166,139$
Fire 31,180$ 141,645$
Total 1,933,736$ 8,745,400$
Attachment 2, Page 12 of 39
600 Tank Farm Road 13 of 31
City Zoning, General Plan and ALUP Analysis
May 1, 2020
Table 2
Unit Mix
Gross Area
APN 053-420-02 5.28
APN 053-420-06 6.39
Gross Area 11.67
ROW 0.81
Net 10.86
R3 MU
Type Size (SF)Units Density
Units Total Area Type Size (SF)Number Density
Units Total Area
1-BED 750 28 18.48 21,000 Studio 450 20 10.00 9,000
2-BED 1050 56 56.00 58,800 1-BED 625 20 13.20 12,500
2-BED TH 1200 28 28.00 33,600 Total 40 23.20 21,500
3-BED 1450 28 42.00 40,600 Average 538
Total 140 144.48 154,000 Acres 1.52
Average 1,100 Density Units/Acre 15.26
Acres 6.46 Units/Acre 26.32
Density Units/Acre 22.37
Units/Acre 21.67
R4 Total
Type Size (SF)Number Density
Units Total Area Type Size (SF)Units Density
Units Total Area
Studio 600 8 4.00 4,800 Studio-R4 600 8 4.00 4,800
1-BED 750 24 15.84 18,000 Studio-MU 450 20 10.00 9,000
2-BED 925 68 68.00 62,900 1-BED-R3 750 28 18.48 21,000
Total 100 87.84 85,700 1-BED-R4 750 24 15.84 18,000
Average 857 1-BED-MU 625 20 13.20 12,500
Acres 2.88 2-BED-R3 1050 56 56.00 58,800
Density Units/Acre 30.50 2-BED-R3 TH 1200 28 28.00 33,600
Units/Acre 34.72 2-BED-R4 925 68 68.00 62,900
3-BED 1450 28 42.00 40,600
Total 280 255.52 261,200
Average 933
Acres 10.86
Density Units/Acre 23.53
Units/Acre 25.78
600 Tank Farm Product Mix and Density
Attachment 2, Page 13 of 39
600 Tank Farm Road 14 of 31
City Zoning, General Plan and ALUP Analysis
May 1, 2020
Figure 5 Project Housing Size Compared to Existing Approved Projects
2. Shared Mobility strategies would be included to reduce the necessity for additional vehicles for
each family. Shared cars will be provided in each area of the development at an initial rate of
no less than one car per 50 residences, with 100 percent of that fleet in the form of electric vehi-
cles.
3. Enhanced pedestrian and bicycle connectivity, including ped and bike connectivity to 650 Tank
Farm Road and 700 Tank Farm Road. The project will implement the City’s new raised “Class IV”
bike lanes. A parking requirement reduction/exception totaling 8 percent of the total statistical
parking demand per Section 17.72.050 will be part of the requested entitlements, and is justi-
fied based on shared parking between the residential and commercial in the mixed use center
(with peak residential parking in the evening and peak commercial parking in mid-day), car shar-
Attachment 2, Page 14 of 39
600 Tank Farm Road 15 of 31
City Zoning, General Plan and ALUP Analysis
May 1, 2020
ing, pedestrian and bike connections to and through properties to the east, proximity to conven-
ience goods centers, onsite mixed use, and the buyer-renter preference program described be-
low.
4. Special at-grade “speed table” pedestrian street crossings have also been included. These pro-
vide for the traffic calming and a continuous walking experience.
5. Affordable housing will be provided at a rate above that required by City code. At a density of 23
Density Units per acre, and an average unit size below 1,100 square feet per dwelling unit (less
than 1,000 square feet per unit across the entire project), the project is affordable by design and
inclusionary housing is not required for the project. However, the project intends to collaborate
with a non-profit housing provider to build a mixed-use workforce and senior housing project
along the Tank Farm Road frontage for up to 20 affordable units and 15,000 square feet of com-
mercial and office space.
6. The project will include an onsite manager or contact who will be the first point of contact for
any noise complaints. Residents will also be required to certify that they have completed an
online training on airport operations, airport hazards and impacts, and acknowledgement that
they will contact onsite management for noise concerns.
7. An avigation easement will be placed on the property per County and ALUP regulations.
8. The project’s buildings will be arranged to diffuse sound, and to locate the most sensitive por-
tions on the project (ownership townhomes) on the rear half of the site. This will include ori-
enting any outdoor activity and patio areas so that they are the least impacted by airport and
traffic noise.
9. Per AASP Policy 4.5.3, all residential units shall be designed to limit the aircraft-related 24-hour,
10-second interval interior peak noise (Lmax) impacts to no more than 45 decibels, five decibels
less than in Table 4 or the current ALUP.
10. The project will implement a preference program for workers within a 1.5-mile radius of the
project site as shown on Figure 6. This area was selected to maximize the benefit to the employ-
ers and employees in the area, and to encourage bicycle commuting. For an avid rider, a five-
mile bike commute is considered feasible; a 1.5-mile radius bike commute is considered more
feasible for less experienced riders. This strategy will capture, and house, those working east of
Higuera, south of South/Santa Barbara, west of the railroad, and north of Crestmont Road. This
will provide preference to those working at MindBody, the San Luis Obispo Regional Airport,
Morabito Business Park, AeroVista Business Park, Sacramento Drive, and other south city Busi-
ness Park areas. Like the Avila Ranch and San Luis Ranch projects, this will ensure that existing
commuting employees are given first preference for housing, and that their commute trip
length will be reduced and that many home-work trip modes will be shifted from personal vehi-
cles to biking or pedestrian modes. This preference program, however, will be focused on the
Attachment 2, Page 15 of 39
600 Tank Farm Road 16 of 31
City Zoning, General Plan and ALUP Analysis
May 1, 2020
south and southeast portions of the community to ensure the greatest reduction in vehicle
miles traveled and to maximize the potential for ped and bike trips from the project to work
destinations.
Project Location Relative to Airport Facilities
The Project is located within 1,800 feet of airport Runway 11-29. One of the key factors in de-
termining compatibility with the airport is the project’s location relative to flight paths, regular and fre-
quent approaches and departures, and the ALUP’s various safety zone boundaries and noise contours.
The location of the various safety zones is driven by mathematical criteria associated with the location
of the runway facilities, distance from the runway ends, approved and frequently used approach and
departure corridors, and the probable elevation of aircraft at different points in their flight operations.
As described in Section 4.4.3.2 of the ALUP, the airport area is broken down into two Safety Areas and
three subzones. These zones are currently under review and refinement as part of the County’s update
of the ALUP. It is believed that the current zones will transition to the configuration and nomenclature
used in the Caltrans Airport Land Use Planning Handbook, with zone numbers from 1 through 6, and the
configuration prescribed in Handbook Figures 4B through 4G, and the zone dimensions described in
Handbook Figure 3A for a Long General Aviation Runway (runway length of 6,000 feet or more). See
Attachment A. (For the purposes of clarity and consistency with the existing and proposed ALUP safety
zones, the following refers to both the current zone names and the Caltrans safety zone names. For the
purposes of the discussion below, Caltrans Safety Zone “6” is essentially equal to current ALUP Safety
Zone “S-2”.)
In addition to safety zone considerations, there are also airspace, avigation and instrumentation
issues to consider. FAA Part 77 establishes imaginary surfaces to set the maximum height of structures
in the vicinity of the airport. None of the proposed structures will conflict with these maximums. ALUP
Policy 2.5.2.1 prohibits development of any structure that is higher than 200 AGL to protect the Part 77
air space surfaces. FAA Part 77.9 also has special regulations to control obstructions that may be a haz-
ard to avigation or to airport instrumentation. Projects that have an elevation greater than 1/100th of
their distance to the nearest runway end (that is, buildings and structures that penetrate an imaginary
surface that projects from the edges of the runway at a slope of 1 foot vertical for 100 feet horizontal)
are to be reviewed and cleared by the FAA before construction is proposed that penetrates this imagi-
nary service through a Form 7460-1 FAA Application. That is, any structures on the front of the site that
may have an elevation greater than 186 MSL (18 feet above the runway 11-29 threshold surface eleva-
tion 168 MSL), or any structures on the rear of the site that may have an elevation greater 192 MSL (24
feet above the runway 11-29 threshold surface elevation of 168 MSL) will need to be cleared by FAA
through the FAA Part 77.9 Form 7460-1 notification and review process. Based on the preliminary grad-
ing plan, structures on the north end of the site will have an elevation of 196-198 MSL; those in the mid-
dle of the site will have an elevation of 193-195 MSL and buildings along the Project’s frontage will have
an elevation of 188-190 MSL. The height of the structures will penetrate this imaginary 100:1 surface
by 2-5 feet in various portions of the site and will need to be evaluated. This application will be pre-
pared, and FAA responses provided as part of the formal application to the ALUC for a conformity deter-
mination.
Attachment 2, Page 16 of 39
600 Tank Farm Road 17 of 31
City Zoning, General Plan and ALUP Analysis
May 1, 2020
Figure 6
Owner-Renter Preference Area
Project
Site
Attachment 2, Page 17 of 39
600 Tank Farm Road 18 of 31
City Zoning, General Plan and ALUP Analysis
May 1, 2020
Figure 7
Existing Offsite ACOS Open Space
Project
Site
Attachment 2, Page 18 of 39
600 Tank Farm Road 19 of 31
City Zoning, General Plan and ALUP Analysis
May 1, 2020
Airport Land Use Plan Safety Zones
Safety Area S-1 is the area within the vicinity of the airport within which aircraft operate fre-
quently or in conditions of reduced visibility at altitudes below 500 feet above ground level (AGL). The
S-2 area is the area within two miles of the airport runway where aircraft may operate frequently or in
conditions of reduced visibility at altitudes between 501 and 1,000 feet AGL. In the S-2 Safety Area, fac-
tors of concern include circle-to-land instrument approaches south of Runway 11-29, extensive “pattern
work” by student pilots in fixed-wing aircraft (predominantly, but not exclusively to the south and west
of the airport), and extensive practice flight by students in rotary-wing aircraft to the north of the air-
port. Nonetheless, because aircraft in Safety Area S-2 are at greater altitude and are less densely con-
centrated than in other portions of the Airport Planning Area, the overall level of aviation safety risk is
lower than that in the S-1 Safety Areas or the Runway Protection Zone. The project site is currently
shown in ALUP Figure 3 as being in Safety Zone S-1-C, the Sideline Zone. Safety Zone S-1-C is for areas
with occasional or frequent overflights at or below 500 AGL because of downwind approach to Run-
way 29, circling procedures or touch and go trainings. However, local topography (South Hills) se-
verely limits Project site overflights. As shown in ALUP Figure 10, and the various FAA approach and
departure charts (see Attachment 1), the project site is not located in any touch and go pattern, or
designated approach or departure corridor to either runway 7-25 or 11-29. Therefore, based on the
definitions provided in the ALUP, the project site is in Safety Zone S-2, (or Caltrans Zone 6, the ALUP S-
2 equivalent).
Safety Area S-1C is related exclusively to Runway 11-29 operations and downwind approach
procedures and includes areas within one half nautical mile (a distance of 3,038 feet) of the Runway 11-
29’s centerline to accommodate low-visibility downwind aircraft operations at less than 500 feet AGL.
The location of this theoretical line would contain the entire Project site (see ALUP Figure 3). However,
based on the definition of and justification for the S-1-C zone in ALUP Figure 3 and ALUP Section 4.4.4.2,
this safety zone is believed to be potentially appropriate for areas south of the Runway 11-29, but not
north of it in the vicinity of the Project. Further, The ALUC is reviewing the location of the safety zones.
Based on the comments on that review it is believed that the Project is to be classified in the S-2 or
the Handbook Zone 6 safety zone.
Noise Zones
As with the safety area criteria, the noise impact contours also follow mathematical rules re-
lated to noise dispersion, and aircraft type and flight frequency along established and flight corridors.
Peak and average noise levels that are mapped in the ALUP were projected through the usage of the
FAA’s Integrated Noise Model, and contours are normally mapped relative to runway centerlines. In the
case of the San Luis Obispo Regional Airport, it is estimated that approximately 97%+ of the flights use
Runway 11-29, and that those flights that use Runway 7-25 normally use Runway 25 as an alternate ap-
proach. According to the Airport Master Plan, Runway 11-29 provides 98.9% favorable wind coverage,
and so the usage of Runway 7-25 is rare. Therefore, the ALUP’s and the Master Plan’s airport noise con-
tours are both mapped relative to the extended centerline of Runway 11-29, and there are no special
contours for Runway 7-25. A noise study was also prepared for the ALUC by RS&H that utilizes the most
current and validated version of the Integrated Noise Model confirmed these conclusions.
Attachment 2, Page 19 of 39
600 Tank Farm Road 20 of 31
City Zoning, General Plan and ALUP Analysis
May 1, 2020
A portion of the mixed-use area of the project is in CNEL 55 according the RSH Noise Study. The
ground floor commercial will is deemed compatible, and the impacts to the second-floor residential
uses will be mitigated by architecture and structural features that will ensure that outdoor and indoor
noise levels are per City and ALUP standards, including orientation of any balconies or outdoor activity
areas to the north; additional noise insulation and baffling. CNEL 55 is considered to be consistent with
residential land uses, according to City, state and federal regulations. Part 150 of the Federal Aviation
Regulations (FAR) which implement the 1979 Aviation Safety and Noise Abatement Act specify that all
land uses are consistent with 65 CNEL/Ldn/DNL or less. California Airport Regulations in PUC Section
21669, and Section 5000 of the California Code of Regulations also states that 65 CNEL or less is accepta-
ble for residential uses. Further, 65 CNEL and greater is considered compatible if there is an avigation
easement, indoor noise exposure is limited to 45 dB(A) CNEL or less. The City noise standard is for an
interior CNEL/Ldn of 45 dB(A) or less, and an outdoor level of 60 dB(A) or less.
The RSH noise study places about half of the mixed use/commercial portion of the project in the CNEL
55 noise band, and the balance of the Project site in the CNEL 50 noise band. A noise study prepared
for the Project by 45dB confirmed that the noise level on the Project site from airport operations are
consistent with the RSH noise model projections. The airport related Lmax was determined to be 62
dB(A) on the north half of the site and 79 dB(A) on the southern portion of the site closest to the air-
port. The Project complies with federal, state, City and ALUP standards.
Airport Land Use Compatibility
The project is consistent with the ALUP’s compatibility criteria, zones and contours. Observa-
tions from those findings for the ALUC’s consideration and review are the following:
1. The project proposes development totaling 280 dwelling units and 256 City density units.
There is no limit on the number of dwelling units under the current ALUP assuming develop-
ment of a Detailed Area Plan (Airport Area Specific Plan), ACOS and CDZ. The AASP has 37
percent open space in the S-1 portions and 25 percent open space in the S-2 portions of the
plan. According to Section 4.5.1 of the AASP, approved by the ALUC, the AASP is a Detailed
Area Plan and a Compact Development Zone for the purposes of the ALUP.
2. The site itself contains 24.8 percent open space in the form of the Flower Mound, riparian
setback and corridor and adjacent landscaping. The site itself would qualify as a CDZ.
3. All residential development is confined to the S-2 (Caltrans Zone 6) zone.
4. There are Reservation Areas in the adjacent Margarita Area Specific Plan, and on the Chev-
ron property to the west. Since the Project is not under any sort of regular (or even occa-
sional) approach or departure corridor, no onsite Reservation Areas would be beneficial.
5. The ALUP amendment proposes to set the maximum permissible noise for residential area a
60 CNEL (see Attachment B). The RSH noise contours indicate that entire site is outside of
the 60 CNEL contour and there will be no inconsistencies of the proposed project with the
ALUP. Residential development is allowed on the entire site per the standards in the cur-
rent ALUP, and the proposed mitigations and project design features. Residential develop-
Attachment 2, Page 20 of 39
600 Tank Farm Road 21 of 31
City Zoning, General Plan and ALUP Analysis
May 1, 2020
ment at the density proposed is also consistent with land use compatibility criteria con-
tained in Figure 4G for Caltrans Handbook Safety Zone 6. Lmax impacts will be the ad-
dressed with project design features described above.
The following sections provide a consistency analysis with each of the ALUP policies.
General Policies
Policy G-1: Notwithstanding any other provision of this ALUP, a proposed project or local action will be
determined to be inconsistent with the ALUP if the information required for review of the proposed lo-
cal action is not provided by the referring agency.
Response: The formal application will include all the necessary materials per the Referral Form and
Appendix 2 of the ALUC’s by-laws.
Policy G-2: Notwithstanding any other provision of this ALUP, a proposed project or local action will be
determined to be inconsistent with the ALUP if the proposal would, in the considered opinion of ALUC,
present specific incompatibilities to the continued economic vitality and efficient operation of the Air-
port with respect to safety, noise, overflight or obstacle clearance.
Response: Normal approach and departure flight tracks from Runways 7-25 and 11-29 indicate that
no aircraft traffic passes over the site at elevations below 1,000 AGL (South Hills are at 550-600 MSL
north of the Project site). All residential development is confined to the S-2 Safety Area, and the pro-
posed number of dwelling units is significantly less than that permitted by the ALUP. The project sta-
tistics demonstrate compliance with the density and noise requirements. A noise study was prepared
for the project as part of the EIR which confirmed the findings of the RSH noise contours. The ALUC
also commissioned a noise study that concluded that the peak and average contours do not occur on
the project site. Further, to reduce complaints related to noise events that are occur from operations,
a more restrictive 45-decibel interior peak noise standard is proposed. Therefore, there are no known
specific incompatibilities associated with the project.
Policy G-3: Except as provided in Policy G-4, a proposed project or local action will be determined to be
inconsistent with the ALUP if the proposal is not in conformance with all applicable Specific Land Use
Policies. If the site affected by a proposed project or local action is in more than one noise exposure area
or aviation safety area, the standards for each such area will be applied separately to the land area lying
within each noise or safety zone.
Response: Table 1 shows the site’s compliance with the various regulations applicable to the multiple
noise and safety zones on the project site. The 60 dB and 65 dB noise contours are located offsite, out-
side of the areas proposed for development, no residential uses are proposed for the ALUC S-1B and S-
1C Safety Areas, and the compatibility criteria for each Safety Area are applied separately to each
area. The project is in compliance with both the County ALUP safety and noise requirements, and
those in the Caltrans Airport Land Use Planning Handbook.
Attachment 2, Page 21 of 39
600 Tank Farm Road 22 of 31
City Zoning, General Plan and ALUP Analysis
May 1, 2020
Policy G-4: When the site affected by a proposed project or local action is in more than one noise expo-
sure area or aviation safety area, the Airport Land Use Commission may, at its sole discretion, elect not
to apply the requirements of Policy G-3 if:
i. the total gross area(s) within the more restrictive area(s) is 2 acres or less; and
ii. the land area(s) within the more restrictive area(s) is less than 50% of the total gross land area af-
fected by the referred project or local action.
In such instance, the ALUC may elect to apply the policies applicable to the least restrictive noise and/or
safety zone to the entire site affected by the project or local action. The ALUC must adopt specific find-
ings that the proposed project or local action, so considered, would not result in the potential develop-
ment of land uses incompatible with current or future airport operations.
Response: All of the Project’s development is in the S-2 zone. The Project is consistent with the re-
quirements for that zone. This is in strict compliance with General Policy G-3.
Noise Policies
Maximum Allowable Interior Noise Exposure from Aviation-Related Noise Sources-- (The reference
event for determination of required single event noise mitigation shall be the straight-in arrival of a re-
gional airline jet landing on Runway 29 and the straight-out departure of a regional airline jet from Run-
way 29. Measurements are to be of the maximum noise level, are to be A-weighted, and are to be ob-
tained using a Fast response time).
Residential dwellings 50 dB(A) Lmax
Offices, office buildings 60 dB(A) Lmax
Response: The ALUP 65-decibel single event contour is located offsite. The noise study prepared for
the Project calculated an Lmax of 62 dB on the northern half of the site and 79 dB at the property line
nearest Runway 11-29. All buildings will be designed to ensure a maximum interior Lmax noise level
of 45 decibels or less.
Policy N-1 – Would permit or fail to sufficiently prohibit establishment within the projected 60 dB CNEL
contour of any extremely noise-sensitive land use.
Response: No portions of the site are within the 60 Ldn/CNEL area. This was confirmed by the map-
ping of the ALUP contours on the project site, by the noise study prepared for the project, and by the
ALUC-commissioned noise study prepared by RS&H.
Policy N-2 – Would permit or fail to sufficiently prohibit any extremely noise-sensitive land use within
the projected 55-dB CNEL contour, with the exception of developments which meet the criteria deline-
ated in Section 4.3.2.3 for designation as infill.
Attachment 2, Page 22 of 39
600 Tank Farm Road 23 of 31
City Zoning, General Plan and ALUP Analysis
May 1, 2020
Response: Under current ALUP regulations only, Commercial/Mixed use development allowed within
the 55 dB Ldn/CNEL contour. The ALUP amendment will change the noise level permitted for residen-
tial area to 60 dB and below. According to the RSH Noise Study, none of the site is in the 60 CNEL con-
tour. This was confirmed by the mapping of the ALUP contours on the project site, by the noise study
pre-pared for the project, and by the ALUC-commissioned noise study prepared by RS&H. Structural
and architectural features will be used mitigate noise exposure.
Policy N-3 – Would permit or fail to sufficiently prohibit any moderately noise-sensitive land use within
the projected 55-dB CNEL contour, with the exception of developments which meet the requirements
for mitigation of interior noise levels specified in Table 4 and in Section 4.3.3.
Response: Commercial/mixed use development only is proposed within the 55 dB Ldn/CNEL contour.
All land uses are compatible with this noise level and there are on anticipated inconsistencies with the
proposed ALUP.
Policy N-4 – Would permit or fail to sufficiently prohibit, in any location which is within or adjacent to an
area of demonstrated noise incompatibility or in an acoustic environment substantially similar to an
area of demonstrated noise incompatibility:
a. Any new residential or other extremely noise-sensitive development
b. Any new moderately noise-sensitive development, unless adequate, specific, and detailed provisions
are set forth to mitigate noise incompatibility between allowable or proposed noise-sensitive uses (in-
cluding foreseeable outdoor activities) and airport operations.
Response: The mixed-use portion of the project would be in or adjacent to the 55 dB contour. Residen-
tial and commercial uses are permitted in areas with 60 dB i Mitigation measures will be included to
make these units compatible with the ALUP noise policies Noise monitoring on the site and the ALUC’s
RSH Noise Study confirm that the noise levels on the site do not exceed the levels projected in the
ALUP and there are no known noise impacts that are not adequately documented or accounted for in
the ALUP.
CNEL Level Compatibility
Extremely Noise Sensitive Moderately Noise Sensitive
(Residential) (Office/Retail)
Land Uses Land Uses
Inside 60 dB CNEL contour Prohibited With mitigation
Between 55- and 60-dB contours Infill only with mitigation
Outside 55 dB contour Allowable Allowable
Attachment 2, Page 23 of 39
600 Tank Farm Road 24 of 31
City Zoning, General Plan and ALUP Analysis
May 1, 2020
Response: The mixed-use portion of the project would be in or adjacent to the 55 dB contour. Mitiga-
tion measures will be included to make these units compatible with the ALUP noise policies. Noise
monitoring on the site confirms that the noise levels on the site do not exceed the levels projected in
the ALUP and there are no known noise impacts that are not adequately documents or accounted for
in the ALUP. Further, the ALUP amendment currently proposed will permit all land uses proposed in
the project.
Safety Policies
Policy S-1 – Would permit or lack sufficient provisions to prohibit structures and other obstacles within
the Runway Protection Zones for any runway at the Airport, as depicted in Figure 4.
Response: The project is not located in a Runway Protection Zone or Safety Area S-1A.
Policy S-2 – Would permit or fail to adequately prohibit any future residential or nonresidential develop-
ment or redevelopment which would create, within the site to be developed or redeveloped, a density
greater than specified in Table 7 or any mixed-use development or redevelopment which would create,
within the site to be developed or redeveloped, densities greater than illustrated in Figures 5 through 8.
Response: Table 1 hereof demonstrates the compliance of the project with the ALUP Table 7 (See Ta-
ble 2, reproduced below). There is no residential development proposed in Safety Areas S-1C and S-1B.
With the City adopted ACOS and the Airport Area Specific Plan as a Detailed Area Plan, the AASP and
Project site as a Cluster Development Zone in Safety Area S-2 (or this site as CDZ), the number of per-
mitted dwelling units is “unlimited”. Two hundred eighty (280) dwelling units are proposed at a com-
posite density of 24 dwelling units per gross acre. The Project qualifies as a Cluster Development Zone
as well since it has more than the 25 percent open space called for in Section 4.4.5.4 of the ALUP.
Maximum proposed density is 35 dwelling units to the acre in the stacked flat portion of the site that
is in the S-2 zone. As a Detailed Area Plan with an ACOS and CDZ, maximum residential density for in-
dividual parcels or subareas is “unlimited”.
Policy S-3 – Would permit or fail to adequately prohibit any future development project which specifies,
entails, or would result in a greater building coverage than permitted by Table 7.
Response: Projects which have a Detailed Area Plan (AASP and Development Plan), an ACOS, and a
CDZ do not have a coverage standard per ALUP Table 7. However, for the sake of information, total
projected building coverage in the S-2 zone is estimated to be 25 percent compared to the 20 percent
maximum in ALUP Table 7 (for projects without an ACOS, CDZ or DAP).
Policy S-4 – Would permit or fail to adequately prohibit high intensity land uses or special land use func-
tions (impaired egress uses or unusually hazardous uses), except that, when conditions specified by Ta-
ble 7 for density adjustments have been determined to be met by the ALUC, high intensity land and/or
special function uses may be allowed in Aviation Safety Area S-2.
Attachment 2, Page 24 of 39
600 Tank Farm Road 25 of 31
City Zoning, General Plan and ALUP Analysis
May 1, 2020
Response: Section 4.4.2.2 of the ALUP defines “High Intensity Land Uses” as any use which is charac-
terized by a potential to attract dense concentrations of persons to an indoor or outdoor area, even
for a limited period of time. Such uses include amusement parks, fairgrounds, convention/exhibit
halls, major auditoriums, stadiums and arenas, temporary events attracting dense concentrations of
people such as fairs, circuses, carnivals, revival meetings, sports tournaments, conventions, but not
including events for which exposure to aviation safety hazard is a well-known expectation (air shows,
airport open houses, pilot’s meetings, etc.) None of these uses are proposed for the project site and
are prohibited in the S-2 zone per the City’s Zoning Ordinance (Chapter 17.57), and the Airport Area
Specific Plan.
Reserve Space - Reserve space shall be provided where deemed necessary which meets the design crite-
ria specified in Table 6 of the ALUP, and is restricted in perpetuity by deed restriction, easement, or
other suitable legal instrument to uses characterized by low occupancy levels and substantially free of
structures. Land uses which may, if the standards established in Table 6 are met, be consistent with this
definition of Reserve Space include: 1) undeveloped land – “green belt” reserve; 2) parks; 3) agriculture;
4) certain low intensity recreational uses such as golf courses, shooting ranges; and, 5) cemeteries.
Response: There are designated Reservation Areas to the north in the Margarita Area Specific Plan
and to the west on the Chevron property. Since there are no overflights over the Project site, a Reser-
vation Area is not necessary.
Runway Protection Zones – Areas immediately adjacent to the ends of each active runway, within which
the level of aviation safety risk is very high and in which, consequently, structures are prohibited, and
human activities are restricted to those which require only very low levels of occupancy. The size and
configuration of the Runway Protection Zones are specified by Federal Aviation Regulations. The Run-
way Protection Zones are also referred to as the “clear zones” for each runway.
Response: The project is not located in a Runway Protection Zone or Safety Area S-1A.
Safety Area S-1A – Those portions of Safety Area S-1 which are located within 500 feet of the extended
runway centerline of Runway 11-29 and within 5,000 feet of an existing or planned runway end or which
are within 250 feet of the extended runway centerline of Runway 7-25 and within 3,000 feet of the run-
way end.
Response: The project is not located in a Runway Protection Zone or Safety Area S-1A.
Safety Area S-1B – Those portions of Safety Area S-1 which are not included in Safety Area S-1a, but are
within probable gliding distance for aircraft on expected approach or departure courses; also, includes
State-defined sideline safety areas, inner turning zones and outer safety zones for both Runway 11-29
and Runway 7-25 and portions of existing Airport Land Use Zone 3. Aviation safety hazards to be particu-
larly considered in this area include mechanical failures, fuel exhaustion, deviation from glideslope or
MDA during IFR operations (due to pilot error or equipment malfunction), loss of control during short
approach procedures, stall/spin incidents during engine-out maneuvers in multi-engine aircraft, loss of
control during “go around” or missed approach procedures, and midair collisions. Figure 3 description:
Areas within gliding distance of prescribed flight paths for aircraft operations at less than 500 feet above
Attachment 2, Page 25 of 39
600 Tank Farm Road 26 of 31
City Zoning, General Plan and ALUP Analysis
May 1, 2020
ground level, plus sideline safety areas, and inner turning zones and outer safety zones for each runway.
Figure 3 of the ALUP also defines this zone as being “areas within gliding distance of prescribed flight
paths for airport operations at less than 500 feet AGL, plus sideline safety areas, inner turning zones,
and outer safety zones for each runway.
Response: The project is not located in a Runway Protection Zone or Safety Area S-1A.
Safety Area S-1C – Those portions of Safety Area S-1 which are not included in Safety Areas S-1a or S-1b
but are adjacent to (within 0.5 nm) frequent or low-visibility aircraft operations at less than 500 feet
above ground level. Aviation safety hazards to be considered in this area include mechanical failures,
deviation from localizer or VOR during IFR operations (due to pilot error or equipment malfunction),
stall/spin incidents during engine-out maneuvers in multi-engine aircraft, loss of control during “go
around” or missed approach procedures, and loss of visual references by aircraft performing circle-to-
land procedures. ALUP Figure 3 description: Areas not included in Safety Areas S-1a or S-1b, but adja-
cent (within 0.5 nm) to aircraft operations at less than 500 feet above ground level.
Response: While the Project site is currently mapped in the S-1C area per Figure 3 of the ALUP, it does
not meet any of the avigational criteria for that Safety Zone. There are no “frequent or low-visibility
aircraft operations at less than 500 feet above ground level” and there are no resulting aviation safety
hazards associated with mechanical failures, deviation from localizer or VOR during IFR operations
(due to pilot error or equipment malfunction), stall/spin incidents during engine-out maneuvers in
multi-engine aircraft, loss of control during “go around” or missed approach procedures, and loss of
visual references by aircraft performing circle-to-land procedures. Therefore, the Project site is in
ALUC Zone S-2 or Caltrans Handbook Zone 6. No development is proposed in the S-1C Safety Area.
Safety Area S-2 – The area, as designated in Figure 3, within the vicinity of which aircraft operate fre-
quently or in conditions of reduced visibility at altitudes between 501 and 1,000 feet above ground level
(AGL). Aviation safety hazards to be considered in this area include mechanical failures, fuel exhaustion,
loss of control during turns from downwind to base legs or from base to final legs of the traffic pattern,
stall/spin incidents during engine-out maneuvers in twin engine aircraft, and midair collisions. Aircraft in
Area S-2 are at greater altitude and are less densely concentrated than in other portions of the Airport
Planning Area, the overall level of aviation safety risk is considered to be lower than that in Area S-1 or
the Runway Protection Zones
Response: The project site meets the definition of Safety Zone S-2 and the safety risks are considered
low. Proposed development is for 280 dwelling units, at or below the City Zoning maximum.
Airspace Protection Policies
Policy A-1 – Projects shall ensure that no structure, landscaping, apparatus, or other feature, whether
temporary or permanent in nature, shall constitute an obstruction to air navigation by having a height
that is 200 feet above ground level (AGL) or is above 409 feet MSL, whichever is greater, or obstruct the
approach or departure “imaginary surface” as defined in Section 77.25 or 77.29 of the Federal Aviation
Attachment 2, Page 26 of 39
600 Tank Farm Road 27 of 31
City Zoning, General Plan and ALUP Analysis
May 1, 2020
Regulations and as illustrated in Figure 9 of the ALUP. Further, that no use or activity shall constitute a
hazard to air navigation by constructing an object which entails or is expected to entail characteristics
which would potentially interfere with the takeoff, landing, or maneuvering of aircraft at the Airport,
including objects that create electrical interference with navigation signals or radio communication be-
tween the aircraft and airport, has lighting which is difficult to distinguish from airport lighting, produces
glare in the eyes of pilots using the airport, contains uses which attract birds and create bird strike haz-
ards, contains uses which produce visually significant quantities of smoke, and contains uses which en-
tail a risk of physical injury to operators or passengers of aircraft (e.g., exterior laser light demonstra-
tions or shows).
Response: City Zoning Ordinance regulations and the AASP limit the height of structures to 35 feet to
the highest architectural feature, and the projected maximum elevation of any structure on the pro-
ject site is 200 MSL. Development on the project site will not exceed the 200 AGL or 409 MSL stand-
ards, lower than the elevations required for FAA Form 7460 notification and determination. FAA noti-
fication will be required per Part 77.9 evaluation relating to any structures which are higher than a
100:1 slope from the edge of the runway. Runway 11 is approximately 1,775 feet from the Project site
boundary so any commercial structure greater in height than 163 MSL (runway elevation plus 18 feet)
will require FAA review, and any residential structure greater in height than 165 MSL will require re-
view. The results of this review will be provided as part of the final application.
Policy A-2 – Would permit or lacks sufficient provisions to prohibit any new landfill or other disposal site
at a site or of a configuration which is not consistent with all current state and federal statutes, FAA reg-
ulations, and FAA Advisory Circulars concerning the relationship of landfills and waste disposal sites to
aeronautical operations and facilities.
Response: The project does not involve the development of a landfill site.
Overflight Policies
Policy O-1 – Notwithstanding any other provision of this ALUP, any proposed general plan, general plan
amendment, specific plan, specific plan amendment, zoning ordinance, zoning ordinance amendment,
building regulation modification, or individual development proposal will be determined to be incon-
sistent with the ALUP if the proposed local action lacks sufficient provisions to ensure that both of the
following provisions will be carried out:
1. Avigation easements will be recorded for each property developed within the area included
in the proposed local action prior to the issuance of any building permit or conditional use
permit; and,
2. All owners, potential purchasers, occupants (whether as owners or renters), and potential
occupants (whether as owners or renters) will receive full and accurate disclosure concern-
ing the noise, safety, or overflight impacts associated with airport operations prior to enter-
ing any contractual obligation to purchase, lease, rent, or otherwise occupy any property or
properties within the airport area.
Response: Avigation Easements and Natural Hazard Disclosure Reports are required for real estate
transactions in the Airport Area. An enhanced Avigation Easement is proposed, as well as additional
Attachment 2, Page 27 of 39
600 Tank Farm Road 28 of 31
City Zoning, General Plan and ALUP Analysis
May 1, 2020
disclosures for the first buyer and subsequent buyers of homes, standardized deed restrictions and dis-
closures recorded with the property, and standard lease conditions for rental properties.
Attachment 2, Page 28 of 39
600 Tank Farm Road 29 of 31
City Zoning, General Plan and ALUP Analysis
May 1, 2020
Table 3
ALUP Table 7
Attachment 2, Page 29 of 39
600 Tank Farm Road 30 of 31
City Zoning, General Plan and ALUP Analysis
May 1, 2020
Attachment A
Existing Conditions, Site Plan and Preliminary Civil
Site Plan
Attachment 2, Page 30 of 39
1622-01-LP19 FEBRURARY 17, 2020
600 TANK FARM ROAD
600 TANK FARM ROAD, SAN LUIS OBISPO, CA 93401
A1
INITIATION
PACKAGE
TITLE SHEET
PROJECT STATISTICS
PROJECT ADDRESS:600 TANK FARM ROAD
SAN LUIS OBISPO, CA 93401APN:053-421-006 & 053-421-002EXISTING ZONING:BP-SPPROPOSED REZONE:CSTOTAL SITE AREA:11.1 ACRES ALLOWED DENSITY:24 DU/ACREALLOWED DU: 266.4 DU
UNIT MIX & DENSITY
ALLOWED
STUDIO 0.5 DU/UNIT
1-BED 0.66 DU/UNIT
2-BED 1 DU/UNIT
3-BED 1.5 DU/UNIT
PROPOSED
TOTAL UNIT COUNT TOTAL DU
STUDIO 28 (28 X 0.5 ) = 14 DU
1-BED 72 (72 X 0.66) = 47.52 DU
2-BED 152 (152 X 1) = 152 DU
3-BED 28 (28 X 1.5) = 42 DU
TOTALS 280 UNITS 255.52 DU
PARKING
REQUIRED (INCLUDING GUEST PARKING)
STUDIO 1.2 SPACES/UNIT (28 X 1.2 ) = 33.6 SPACES
1-BED 1.2 SPACES/UNIT (72 X 1.2) = 86.4 SPACES
2-BED 1.7 SPACES/UNIT (152 X 1.7) = 258.4 SPACES
3-BED 2.45 SPACES/UNIT (28 X 2.45) = 68.6 SPACES
COMMERCIAL 1 SPACE/300 SF (15,000 SF/300) = 50 SPACESTOTAL497 SPACES
PROPOSED (INCLUDING 8% REDUCTION 457.2 SPACESPROVIDED458 SPACES
PROPOSED # OF BUILDINGS
RESIDENTIAL 19
MIXED USE 2TOTAL21
CS ZONING REGULATIONS (PER MUNICIPAL CODE SECTION 17.36.020)
MAX. DENSITY 24 UNITS/ACRE
MIN. SETBACKS FRONT 10 FEET (BLDGS),
WHERE NO BUILDING ADJOINS 5’-0” (PARKING
LOTS)
INTERIOR SIDE AND REAR N/A
CORNER LOT-STREET SIDE 10 FEET (BLDGS),
WHERE NO BUILDING ADJOINS 5’-0” (PARKING
LOTS)
MAX. BLDG. HEIGHT 35’-0”
MAX. LOT COVERAGE 75%
MAX. FLOOR AREA RATIO 1.5
MIN. LOT AREA 9,000 SF
Attachment 2, Page 31 of 39
1622-01-LP19 FEBRURARY 17, 2020
600 TANK FARM ROAD
600 TANK FARM ROAD, SAN LUIS OBISPO, CA 93401
A2
INITIATION
PACKAGE
EXISTING CONDITIONSN:\1600\1622-01-LP19-600-Tank-Farm-Road-Due-Diligence-Assistance\Engineering\DesDev\Exhibits\Site Plan (Existing)_021320.dwg, SHEET TITLE, Feb 17, 2020 3:48pm, ngwaltersFebruary 17, 2020
EXISTING CONDITIONS C1
0 feet100
1"=50'
50 150
600 TANK FARM Attachment 2, Page 32 of 39
1622-01-LP19 FEBRURARY 17, 2020
600 TANK FARM ROAD
600 TANK FARM ROAD, SAN LUIS OBISPO, CA 93401
A3
INITIATION
PACKAGE
PRELIMINARY CIVIL SITE PLANN:\1600\1622-01-LP19-600-Tank-Farm-Road-Due-Diligence-Assistance\Engineering\DesDev\Exhibits\SitePlan_021320.dwg, SHEET TITLE, Feb 17, 2020 3:49pm, ngwalters0 feet100
1"=50'
50 150
February 17, 2020
PRELIMINARY CIVIL SITE PLAN
600 TANK FARM C2 Attachment 2, Page 33 of 39
1622-01-LP19 FEBRURARY 17, 2020
600 TANK FARM ROAD
600 TANK FARM ROAD, SAN LUIS OBISPO, CA 93401
A4
INITIATION
PACKAGE
CONCEPTUAL SITE SECTIONS
SECTION A-A
SECTION B-B
Attachment 2, Page 34 of 39
1622-01-LP19 FEBRURARY 17, 2020600 TANK FARM ROAD
600 TANK FARM ROAD, SAN LUIS OBISPO, CA 1622-01-LP19 FEBRUARY 12, 2020
A2SITE PLAN - OPTION 1
BUILDING 3
BUILDING 2
BUILDING 2
BUILDING 2
BUILDING 3
BUILDING 1 BUILDING 1 BUILDING 1 BUILDING 1
BUILDING 1 BUILDING 1 BUILDING 1
BUILDING 1 BUILDING 1 BUILDING 1
BUILDING 1 BUILDING 1 BUILDING 1
BUILDING 1
MIXED-USE
MIXED-USE
SCALES: 1:50 (24X36 SHEET)
1:100 (12X18 SHEET)
PARKING:
REQUIRED:497 SPACES
PROPOSED:457.2 SPACES (BASED ON 8% REDUCTION FROM CITY REQUIREMENTS INCLUDING GUEST PARKING)
PROVIDED:458 SPACES 600 TANK FARM ROAD
600 TANK FARM ROAD, SAN LUIS OBISPO, CA 93401
A5
INITIATION
PACKAGE
CONCEPTUAL SITE PLAN
RIPARIAN SET BACK
RIPARIAN SET BACK
BIKE/PEDESTRIAN PATH
0’100’50’25’150’
0’200’100’50’300’SCALES: 1” = 100’- 0” (12”X18” SHEET)
1”=50’-0” (24”X36” SHEET)NORTH
Attachment 2, Page 35 of 39
1622-01-LP19 FEBRURARY 17, 2020
600 TANK FARM ROAD
600 TANK FARM ROAD, SAN LUIS OBISPO, CA 93401
A6
INITIATION
PACKAGE
CHARACTER SKETCH Attachment 2, Page 36 of 39
600 Tank Farm Road 31 of 31
City Zoning, General Plan and ALUP Analysis
May 1, 2020
Attachment B
ALUC Proposed ALUP Safety Zone Maps
(Contained in November 2019 Agenda Packet)
Attachment 2, Page 37 of 39
0 0.75 1.50.375 Miles
Legend
Zone 1: Runway Protection Zone
Zone 2: Inner Approach/Departure Zone
Zone 3: Inner Turning Zone
Zone 4: Outer Approach/Departure Zone
Zone 5: Sideline Zone
Zone 6: Traffic Pattern Zone
±10,000'1,000'500'3,000' at 30°6
,
0
0
0
'
a
t
3
0
°1,500'4,00
0
'1,000'1,00
0
'500'500' Extension
DRAFT
Attachment 2, Page 38 of 39
0 0.65 1.30.325 Miles
Legend
Zone 1: Runway Protection Zone
Zone 2: Inner Approach/Departure Zone
Zone 3: Inner Turning Zone
Zone 4: Outer Approach/Departure Zone
Zone 5: Sideline Zone
Zone 6: Traffic Pattern Zone
±
CNEL 60
CNEL 65
CNEL 70
CNEL 75
Safety Zones
Noise Contours (RJ Service Only Scenario)
DRAFT Attachment 2, Page 39 of 39
600 Tank Farm Maps
2013 Bicycle Transportation Plan Future Network
Attachment 3, Page 1 of 6
600 Tank Farm Site Plan
Attachment 3, Page 2 of 6
AASP Santa Fe Road Cross Section – North of Tank Farm
Proposed Modified Santa Fe Road Cross Section – North of Tank Farm
Attachment 3, Page 3 of 6
AASP Tank Farm Road Cross Section
Proposed Modified Tank Farm Road Cross Section
Class IV Protected Bike Lanes
at Sidewalk Level on
Westbound Side of Tank Farm
Future Widening By
Others on Eastbound Side
of Tank Farm
Attachment 3, Page 4 of 6
Connectivity with Adjacent Developments
Attachment 3, Page 5 of 6
Pedestrian & Bicycle Connectivity
Class IV
Sidewalk
West Side of Santa
Fe: Temporary Class
II, Future Class IV
with Chevron
Development
Attachment 3, Page 6 of 6
Public Review Draft - Climate Action Plan for Community Recovery
Volume 2: Technical Foundation and Work Program
City of San Luis Obispo Page 40
PILLAR 4:
CONNECTED
COMMUNITY
An increase in active transportation investment
coordinated with more housing production,
enhanced transit, and mobility innovations can
significantly reduce cost of living and increase
quality of life. This additionally reduces vehicle
miles travelled (VMT) and associated
greenhouse gas emissions. For the many local
and regional households that will still depend on
a vehicle for transportation, electric vehicles
coupled with carbon neutral electricity can
provide a low emissions alternative.
Transportation is the single largest source of
greenhouse gas emissions in the City of San Luis Obispo. Transportation emissions primarily
occur as the result of single occupancy fossil fueled vehicles. The goal for this pillar is to achieve
the General Plan Mode Split Objective by 2030 and have 40 percent of the remaining automotive
vehicle miles travelled occur through electric vehicles.13 Table 3.4 provides the baseline 2020
mode split and the 2030 objectives.
Table 3.4 Mode Split Objectives, 2020 and 2030
2020* 2030
Single-occupancy vehicle 67.7% 50%
Walking, carpool, and other 20.6% 23%
Transit 2.3% 7%
Bicycle 8.3% 20%
Total
*American Community Survey 2012-2017 data used as a proxy for 2020
This pillar focuses on advanced coordination between related fields of transit, active
transportation, parking, and housing development as well as on transformational operational
changes that will allow for more active transportation investments to be made at a more rapid rate
and lower per unit cost.
13 The General Plan set the following mode split objective for city resident trips: 50% of trips occur via motor
vehicles, 12% of trips occur via transit, 20% of trips occur via bicycles, and 18% o f trips occur via walking,
carpools and other forms.
Connected Community Goals:
Achieve General Plan Mode Split
Objective by 2030; 40 percent VMT by
electric vehicles by 2030
Total Emissions Reductions in 2030:
45,240 MTCO2e
Total Emissions Reductions in 2035:
64,170 MTCO2e
Attachment 4, Page 1 of 19
Public Review Draft - Climate Action Plan for Community Recovery
Volume 2: Technical Foundation and Work Program
City of San Luis Obispo Page 41
Rapid transitions to achieve the Circulation Element of the General Plan’s mode share target five
years early will require increased density and housing production, innovative parking
management approaches, further commitments to transit, and a process to allow for rapid
construction of active transportation infrastructure. In all cases, equity and accessibility must be
a top priority to ensure residents can conveniently and affordably move about the City without the
use of a fossil fueled vehicle.
It should be noted that reducing emissions from regional commute trips is especially difficult as
the activity of commuting to and from City requires the crossing of multiple jurisdictional
boundaries and is induced by a lack of affordable housing options in the city. The City will focus
on internal trips first, with secondary high priority focus supporting reducing emissions from
regional trips through addressing the City’s job/housing imbalance, housing affordability, and
access to electric vehicles and charging infrastructure.
Equity, Quality of Life, and Economic Development Opportunities
Cities and regions built for cars accommodate long commute times, which are expensive,
isolating, and polluting. This pillar looks to provide affordable, safe, and convenient access
through the community so that income is not a limiting factor in mobility. Additionally, for
households that must or choose to live somewhere that requires a personal vehicle, electric
vehicles have low operational costs and can lead to substantial total cost of ownership savings
relative to a fossil fuel vehicle.
City Leadership
The City will play a major leadership role in this effort through the construction and maintenance
of active transportation infrastructure, prioritization of streets and public rights of way for people
before automobiles, enhancement of transit services to include all electric buses and to increase
bus frequency, introduction of a micro-mobility “bike share” program, and further installation and
innovative management of electric vehicle charging infrastructure. The City will also lead through
continued purchasing of plug-in hybrid vehicles and electric bicycles for its fleet.
Foundational Actions
The foundational actions of this pillar are:
•Connected 1.1 – Establish a consistent method for tracking and reporting mode split metrics.
•Connected 1.2 – Research and develop an approach to a “Mobility as a Service” platform for
people to easily use all modes of low carbon mobility in the City.
•Connected 2.1 – Complete Active Transportation plan and begin implementation
immediately.
•Connected 2.2 – Launch micro mobility program by 2021.
•Connected 3.1 – Establish a policy and strategic approach to leveraging existing and new
parking garages for downtown residential and visitor serving uses and to allow for further
implementation of the Downtown Concept Plan.
•Connected 4.1 – Develop transit electrification strategic plan and begin implementing in
2020.
•Connected 4.2 – Shorten transit headways through accelerated implementation of the
existing Short-Range Transit Plan.
•Connected 4.3 – Explore additional innovative transit options in the 2022 Short-Range
Transit Plan (e.g., on-demand deviated routes, electric fleet expansion, micro transit, Bus
Rapid Transit, Transit Signal Priority).
Attachment 4, Page 2 of 19
Public Review Draft - Climate Action Plan for Community Recovery
Volume 2: Technical Foundation and Work Program
City of San Luis Obispo Page 42
•Connected 4.4 – Assess feasibility of a “free to the user” transit ridership program.
•Connected 5.1 – Complete the 2019-21 Housing Element of the General Plan Update and
Flexible Zoning Requirements for Downtown.
•Connected 6.1 – Develop and begin implementing electric mobility plan to achieve a goal of
40 percent electric vehicle miles traveled (VMT) by 2035.
Greenhouse Gas Emissions and Tracking Progress
Unlike the other sectors in this Climate Action Plan, actions related to mobility and mode sh are
have a less direct correlation to a desired outcome. For example, it is relatively straight forward
to estimate the savings of switching an incandescent lightbulb to an LED lightbulb, but estimating
the savings that could occur from a mile of bicycle lane, increased accessibility via a bike share
program, or increased transit service is substantially more challenging. For this reason, the overall
mode split will be monitored through a method established in Connected 1.1 and the effectiveness
of individual actions will be evaluated in-light of this monitoring.
Specific actions in this pillar that can be directly associated with greenhouse gas emissions are
reported as such, but generally the actions in this pillar are intended to create systems of clean
transportation that leads to the estimated emissions reductions. For reference, Table 3.5 provides
the estimated emissions reductions by activity.
Table 3.5 Connected Community Greenhouse Gas Emissions Reductions, 2030 and 2035
(MTCO2e)
2030 2035
Electric Vehicles (All VMT) 22,180 34,920
Mode Shift (Internal VMT Only) 23,060 29,250
-Carpool and Walking 5,100 5,100
-Transit 5,340 8,750
-Bicycle 12,620 15,400
Total GHG Emission Reductions 45,240 64,170
Attachment 4, Page 3 of 19
Public Review Draft - Climate Action Plan for Community Recovery
Volume 2: Technical Foundation and Work Program
City of San Luis Obispo Page 43
Connected 1.1 Establish a consistent method for tracking and
reporting mode split metrics.
The Land Use and Circulation Element of the General Plan and its Environmental Impact Report
set the following mode split objective for city resident trips: 50 percent of trips occur via motor
vehicles, 12 percent of trips occur via transit, 20 percent of trips occur via bicycles, and 18 percent
of trips occur via walking, carpools and other forms. The City has informally used several points
of reference to estimate mode share over time, including the US Census’s American Community
Survey commute data, the city’s biennial traffic data collection program, and local travel survey
data; however, the city has not yet established a formal methodology for tracking and reporting
mode split progress. A more detailed, regularly updated, locally conducted travel survey would
allow for progress to be more adequately tracked. A professional survey or study requires outside
expertise and this action would provide direction to pursue funds through grant resources or via
future Financial Plans to establish a repeatable method.
Responsible Department – Public Works
Timeline
This action will be initiated in the 2021-23 Financial Plan funding cycle.
GHG Reduction Estimates
The action does not reduce emissions itself, however, it would provide an approach to track the
GHG reductions occurring as the result of actions in this Climate Action Plan.
Funding and Financing Options
Similar work completed for the City of Santa Monica was contracted for approximately $40,000.
City staff would pursue funding for this approximate amount via grant funding or as part of the
2021-23 Financial Plan funding cycle.
Equity Considerations
A defensible and consistent method for tracking mode splits would ensure participation from
groups that typically do not participate in surveys or may be missed in past efforts.
Case Studies
•Santa Monica Transportation Survey
•City of Boulder: Mode Shift in the Boulder Valley
Tracking Progress
The City will report on action development and implementation progress through its inclusion in
the 2021-23 Financial Plan.
Attachment 4, Page 4 of 19
Public Review Draft - Climate Action Plan for Community Recovery
Volume 2: Technical Foundation and Work Program
City of San Luis Obispo Page 44
Connected 1.2 Research and develop an approach to a “Mobility as a
Service” platform for people to easily use all modes of low carbon
mobility in the City.
Transportation is responsible for
the majority of carbon emissions in
the City of San Luis Obispo. The
City currently operates an award-
winning bus system and plans to
facilitate a variety of external
partnerships to bring more mobility
options into the community. In
order to effectively encourage
residents and visitors to utilize
these better modes of low-carbon transportation and make them as accessible and convenient
as possible, this action would initiate research of options for establishing an (or leveraging an
existing) online platform where users are able to access information about each type of mobility
offered in San Luis Obispo. The platform would include specific access locations and routes on
an interactive map, and a centralized payment hub.
In addition to lowering barriers of entry to transit, the forthcoming bicycle share program, and
other emerging mobility options, a centralized platform would also allow the City to incorporate
equity considerations such as providing no cost or reduced cost access for income qualified
residents. Similarly, a centralized platform could be used to support alternative mobility options
for employees or residents in a new development as a condition of development approval or could
be used by hotels and downtown businesses to help visitors access alternative forms of
transportation.
Responsible Department – Public Works and Administration
Timeline
This action will be initiated in the 2021-23 Financial Plan funding cycle.
GHG Reduction Estimates
The action does not reduce emissions itself, however, it would provide a foundation to facilitate
rapid, equitable, and convenient transition to active transportation and transit options.
Funding and Financing Options
Funding for initial research and technical feasibility will be requested in the 2021-23 Financial
Plan. In that process, the specific development pathways, associated costs, and funding and
financing options will be identified. It is expected that major funding pathways include state and
regional grants or public-private partnerships.
Equity Considerations
A major benefit of a centralized platform is that, if feasible, the City could provide lower or no cost
access for income qualified residents. Should this be feasible, users from low-income households
will be able to freely and easily access information about the suite of low-carbon mobility services
found within the City. Additionally, those who do not own cars in and around San Luis Obispo will
benefit from the platform connecting them with alternative transportation methods. The platform
Attachment 4, Page 5 of 19
Public Review Draft - Climate Action Plan for Community Recovery
Volume 2: Technical Foundation and Work Program
City of San Luis Obispo Page 45
could also feature a series of filters for users to determine which service is appropriate for their
needs based on the service’s fee, the distance from the user to service access, and more.
Economic Development Considerations
The development of a “Mobility as a Service” platform inherently creates space for the City to
pursue strategic external partnerships with alternative mobility companies. The opportunity for
these partners to invest money and resources into the community will bring new jobs into the
community, especially as the demand for low-carbon alternative mobility continues to expand over
the next decade. The platform will also help expand physical connections between users and
critical areas of local business, especially those that are parking-restricted, like downtown. By
securing and promoting new opportunities for consumers to reach places of business around San
Luis Obispo, previously under-served revenue sources are engaged and mobilized.
Case Studies
•Whim App (Helsinki, Finland)
•Hopthru (Bay Area)
•Google Maps allows purchase of transit and bikeshare tickets in Denver
Tracking Progress
The City will report on action development and implementation progress through its inclusion in
the 2021-23 Financial Plan.
Attachment 4, Page 6 of 19
Public Review Draft - Climate Action Plan for Community Recovery
Volume 2: Technical Foundation and Work Program
City of San Luis Obispo Page 46
Connected 2.1 Complete Active Transportation Plan and begin
implementation immediately.
The City is updating the Bicycle
Transportation Plan and transforming it into
an Active Transportation Plan to include both
bicycling and walking needs. The last major
update of the City's bicycle plan was in 2013
4 and this current update is an opportunity to
include new innovations in bikeway facilities
with a focus on designing an efficient,
intuitive and safe bicycle and pedestrian
transportation network for users of all ages
all ability levels. This effort will also launch
the City's first comprehensive document on
pedestrian policies and identify ways to
increase walking for transportation in the City
and will consider how active transportation and transit are interconnected. The effort will present
prioritization strategies to meet mode share targets for bicycling and walking and maximize the
return on investments.
A key component of the plan will include developing a short list of the highest priority bicycle and
pedestrian projects—projects that offer the greatest potential to increase walking and cycling
mode share—and inclusion of a quick-build strategy to streamline implementation of these high
priority projects. One of the largest barriers between the identification, proposal, and
implementation of priority bicycle and pedestrian infrastructure is the traditional strategy in which
the City funds, approves, and allocates materials for such projects. By utilizing a “quick-build”
strategy, the City can make improvements with lower-cost, semi-permanent materials on a
relatively quick timeline with the intent of actualizing the safety and connectivity benefits of these
improvements in the short-term, while evaluating the success of the project after a given period
and making changes prior to installation of permanent features in the long-term. For example, if
the City was going to create a new protected bike lane, the traditional strategy would involve the
appropriation of City funds or grants, intensive construction with permanent materials (asphalt,
concrete, thermoplastic striping, etc.), and a completion date up to 2-3 years after project initiation,
and often much longer depending on funding. However, with a quick-build strategy, designation
of the bike lane would involve lower-cost materials within the City’s current budget (paint, flexible
posts and prefabricated barriers, etc.), and a completion date around or within a year of project
initiation.
Responsible Department – Public Works
Timeline
The development of the Active Transportation Plan is currently underway, and adoption and
implementation will initiate in coordination with the 2020-21 funding cycle.
GHG Reduction Estimates
It is estimated that the GHG reductions occurring as the result of achieving the active
transportation mode split objectives is 12,620 MTCO2e in 2030 and 15,400 MTCO2e in 2035.
Attachment 4, Page 7 of 19
Public Review Draft - Climate Action Plan for Community Recovery
Volume 2: Technical Foundation and Work Program
City of San Luis Obispo Page 47
Funding and Financing Options
Funding for this action is ongoing and accounted for in the City’s annual budget through 2023.
Additional funding is possible through state and federal grant sources as well as development
fees.
Equity Considerations
Prioritization of quick build bicycle and pedestrian projects in the Active Transportation Plan will
include community equity as a key consideration. The Plan will result in more infrastructure and
opportunities to safely walk and bike within the City. This will be especially beneficial for low-
income residents as the Plan creates more venues for low or no-cost travel. Additionally, those
who do not own cars or are able to become a single car household will be able to enjoy the same
benefits and the need for car ownership will lessen.
Economic Development Considerations
Enhanced mobility options for community members to reach various parts of the city, including
downtown and other commerce hubs, will stimulate the local economy.
Case Studies
•City of Santa Cruz Active Transportation Plan
•County of San Diego Active Transportation Plan
•Monterey County Active Transportation Plan
•People for Bikes Quick Builds for Better Streets
•San Francisco Municipal Transportation Agency (SFMTA) Vision-Zero Quick Build
Strategy
•San Francisco County Transportation Authority Funds $5 million in Quick Build Safety
Projects
Tracking Progress
The City will monitor the development of the plan through adoption and implementation progress
thereafter.
Attachment 4, Page 8 of 19
Public Review Draft - Climate Action Plan for Community Recovery
Volume 2: Technical Foundation and Work Program
City of San Luis Obispo Page 48
Connected 2.2 Launch micro mobility program by 2021.
Micro mobility is a type of transport that is provided by light vehicles including shared bicycles.
Integration of various offerings of micro mobility into the transportation network of San Luis Obispo
is critical in decreasing carbon emissions as it essentially “fills in the gaps” for trips that utilize
public transit that cannot take riders “door to door”. To stimulate transit ridership and encourage
community members to utilize low-carbon mobility options for short distance trips, micro mobility
is key. The primary goal of the micro mobility program is to introduce a new bike share program
and ultimately remove barriers to other sustainable, human-scale transportation options. City staff
conducted a City Council study session in Fall 2019 and were provided direction to return with a
mobility program focused on bicycles and e-bicycles. This program is included as a work task in
the 2019-21 Financial Plan.
Responsible Department – Public Works
Timeline
The City will begin the process of identifying partners
and vendors in the Fall of 2020 and will begin
implementing the program in 2021.
GHG Reduction Estimates
This action is supportive of overall mode shift.
Funding and Financing Options:
Programs are either directly funded by an agency, operated through a cost sharing model with a
partner, or leased out to a third party who owns and operates the programs. As a result of the
differing models, significant cost ranges exist. Potential funding sources include State/Regional
grants, public/private partnerships or sponsorships.
Equity Considerations
Introducing micro mobility options within the City will allow low-income and non-motor vehicle
owning residents enhanced access to public transit and short-distance travel. Additionally, this
will help alleviate geographic restrictions on employment opportunities for those who use transit
to travel into the city for work.
Economic Development Considerations
As previously stated, enhanced mobility options for community members to reach various parts
of the city, especially downtown and other commerce hubs, will stimulate the local economy.
Case Studies
•Bike Share in Fremont
•Zagster Bike Share in Santa Clarita
•Bike Share Santa Cruz
Tracking Progress
The City will report on the launch of the program initially and on ridership and utilization metrics
thereafter.
Attachment 4, Page 9 of 19
Public Review Draft - Climate Action Plan for Community Recovery
Volume 2: Technical Foundation and Work Program
City of San Luis Obispo Page 49
Connected 3.1 Establish policy and strategic approach to leveraging
existing and new parking garages for downtown residential and visitor
serving uses and to allow for further implementation of the Downtown
Concept Plan.
The City owns and operates three parking
garages downtown and is expected to
begin construction on a fourth garage
when funds are available. The new parking
garage would contain 404 parking spots
and include approximately 43 electric
vehicle charging stations and additional
bicycle spots. Additional electric vehicle
chargers are available at the Marsh Street
Parking Garage, which includes 19 Level 2
chargers.
The parking garages allow for additional
density and active transportation focus
downtowns, while also providing access to
electric vehicle charging for regional
travelers. However, to realize the potential of these garages, the City needs to develop an
intentional strategic policy approach to issues such as cost recovery for electric vehicles,
prioritization of low emissions vehicles, overnight access for residents and hotel guests, access
to electric vehicle chargers for downtown employees, and ensuring that pass through electric
vehicles charge downtown to drive traffic to local businesses.
It should be noted that there is overlap with the Mobility as a Service platform as described in
Connected Community 1.1.
Responsible Department – Public Works and Administration
Timeline
This action will be initiated in summer of 2020 and any implementing actions will be contemplated
in the 2021-23 Financial Plan.
GHG Reduction Estimates
This action is supportive of emissions reductions quantified for electric vehicle adoption and mode
shift.
Funding and Financing Options
The City will seek to complete the work using existing staff budget time. Additional consultant
support may be needed, and although the cost total us unknown at this time, it would be expected
to be less than $50,000. Should additional funding be needed, the City would seek access to
funds through grant funding or in the 2021-23 Financial Plan.
Equity Considerations
By ensuring the capacity and function of new and existing parking garages is utilized to serve the
needs of both Downtown visitors and surrounding residents, equity considerations about who
uses these structures, when, and at what cost will be built into relevant policy and planning.
Attachment 4, Page 10 of 19
Public Review Draft - Climate Action Plan for Community Recovery
Volume 2: Technical Foundation and Work Program
City of San Luis Obispo Page 50
Additionally, parking and other services needs of those who live, work, and recreate in the western
portion of Downtown will be served in a way that was not previously. Lastly, employees of adjacent
businesses and other organizations will have new and enhanced access to subsidized parking
and safe bicycle storage.
Economic Development Considerations
Expanding access to businesses Downtown will result in increased patronage and, potentially,
stimulate further economic development. Additionally, revenue from parking garage rates will be
re-invested into the community through City-facilitated programming.
Tracking Progress
The City will track and report on the number of internal meetings convened to develop a scope of
work in calendar year 2020 and a firm approach to achieving that scope of work in calendar year
2021 and 2022.
Attachment 4, Page 11 of 19
Public Review Draft - Climate Action Plan for Community Recovery
Volume 2: Technical Foundation and Work Program
City of San Luis Obispo Page 51
Connected 4.1 Develop a transit electrification strategic plan and begin
implementing in 2020.
In December of 2018, the California Air
Resources Board (CARB) approved the
Innovative Clean Transit regulation that sets
a statewide goal for public transit agencies
to gradually transition to 100 percent zero
emission bus fleets by 2040. As stated by
CARB in the regulation’s press release, “The
transition to zero-emission technologies,
where feasible, is essential to meeting
California’s air quality and climate goals.”
The City of San Luis Obispo intends to exceed this goal by planning and implementing the
transition far in advance of the state goal. To do this, the City will develop a transit electrification
strategic plan to map out the timeline, costs, funding sources, and vendor selection pathway that
will be undertaken beginning in 2020.
Initial work is underway with an in-process bus yard optimization study, an executed agreement
for onsite solar generating assets, a planning grant awarded from the Air Pollution Control District,
and tentative agreements with PG&E for cost covering related to electric vehicle charging
infrastructure.
Responsible Department – Public Works and Administration
Timeline
The transit electrification strategic plan is currently being developed and implementation will begin
in 2020 with work to install solar generating assets occurring in 2020 and charging infrastructure
being installed in 2021 and 2022. Initial electric vehicle bus purchases may occur as early as 2020
with delivery slated for 2021.
GHG Reduction Estimates
This action is supportive of increased transit mode share and is not directly quantified.
Funding and Financing Options
A direct quote from the ICT Regulation states: “California transit agencies will be faced with higher
capital costs during the early years of implementation of the proposed ICT regulation but will
ultimately see reduced operational spending in later years…” An electric transit bus costs around
$250,000-300,000 more than a diesel transit bus. However, an electric bus is expected to save
money over the lifetime of the vehicles because of reduced fuel and maintenance costs. The City
is seeking to take advantage of low to no-cost programs and external financial assistance
programs to help with these costs.
Funding opportunities for transit electrification include Federal/State grants, cross-sector
partnerships (utility incentives), revolving loans (State Acquisition Finance Program),
Green/Municipal bonds, and funds from the City Budget (Group Asset Purchasing Marketplace).
Equity Considerations
Transportation – whether by car or public transit – is often a significant expense for households.
Transportation investments have historically reinforced patterns of inequality and exclusion by
failing to provide clean, efficient, and affordable options for individuals travelling between urban
Attachment 4, Page 12 of 19
Public Review Draft - Climate Action Plan for Community Recovery
Volume 2: Technical Foundation and Work Program
City of San Luis Obispo Page 52
job hubs and surrounding sprawl. Electric vehicles offer a potentially clean mode of automobile
transit but are currently sold at a much higher price than gas-powered cars. Additionally, the lack
of adequate long-distance commute options disproportionally affects low-income individuals who
cannot afford to live closer to their jobs. As a result, low-income populations have less access to
clean mobility and higher mobility costs. Public transit options are available, but traditionally
diesel-powered busses emit particulate matter associated with harmful health impacts.
Affordable, clean bus transit can provide opportunity to bridge some of these economic and health
inequalities.
Economic Development Considerations
The electric bus fleet will be charged using electricity from Monterey Bay Community Power
(MBCP). Revenues from energy purchased from MBCP are retained for regional reinvestment.
Therefore, money spent to fuel our transit fleet will be kept in the local economy rather than given
to third party diesel providers.
Case Studies
•Santa Monica Electric Fleet
•Grant helps Muni prepare facilities for electrified future
•Pittsburg School District Rolls Out New Electric Transit Style School Bus
•Electric Vehicles and the City of New Bedford, MA
•LeasePlan Issues $500M Green Bond to Fund Zero Emission Goal
•Municipal Fleet Electrification in Chula Vista, CA
•California City Adopts Zero-Emission Fleet Conversion Plan
Tracking Progress
The City will report on implementation of the electrification strategic plan.
Attachment 4, Page 13 of 19
Public Review Draft - Climate Action Plan for Community Recovery
Volume 2: Technical Foundation and Work Program
City of San Luis Obispo Page 53
Connected 4.2 Shorten transit headways through accelerated
implementation of the existing Short-Range Transit Plan.
Developing a multimodal transit network that encourages residents to use energy efficient transit
options like the bus system are critical to reducing emissions in this sector. One of the challenges
with encouraging people to adopt alternative forms of transportation is the level of access and
convenience of the transit options. One way to address this is by increasing the headways of the
existing bus transit system to halve the time it takes between bus arrivals.
Responsible Department – Public Works
Timeline
The recommendations in the City’s adopted 2017-22 Short Range Transit plan already calls for
double the current transit frequency (i.e. 20-30-minute headways) within the plan’s planning
horizon. There is a need for additional vehicles and operating financial assistance to enact these
recommendations. Staff is engaging stake-holder groups and seeking grant assistance to help
meet these goals.
GHG Reduction Estimates
This action is supportive of achieving the mode split target of transit accounting for seven percent
of trips in the city by 2030, and 12 percent by 2035. If achieved, that mode split change is
estimated to result in an annual reduction of 5,340 MTCO2e in 2030 and 8,750 MTCO2e in 2035.
Funding and Financing Options
Transit data suggest that no less than six additional transit vehicles are needed in service to
achieve the greater headways. At an average of $775,000 per electric bus, $4,650,000 in one-
time capital expenditures are needed. An additional $1.8 million will also be needed in the annual
transit operating budget to the support ongoing operating costs.
Several external financial assistance and no-to-low cost program options are being identified in
transit’s Electric Vehicle Roll Out Plan. Transit agencies may tap into these to help overcome the
initial hurdle of the purchase price and begin to make the transition to electric buses. Many of the
options presented can be used in conjunction with one another to lower the overall costs.
Equity Considerations
Those who would benefit most from increased headways include non-car owning students and
low-income community members who rely on transit to access housing, campus, centers of
employment, and other necessary resources. Increases in transit frequency can contribute to a
more reliable system overall and alleviate the need for car ownership.
Economic Development Considerations
A more reliable and frequent transit system will encourage ridership, notably to areas like
downtown and other parking-restricted areas of commerce, which will help stimulate the local
economy.
Tracking Progress
The City will report on annual transit system headways.
Attachment 4, Page 14 of 19
Public Review Draft - Climate Action Plan for Community Recovery
Volume 2: Technical Foundation and Work Program
City of San Luis Obispo Page 54
Connected 4.3 Explore additional innovative transit options in the 2022
Short-Range Transit Plan (e.g., on-demand deviated routes, electric
fleet expansion, micro transit, Bus Rapid Transit, Transit Signal
Priority, etc.).
The existing Short-Range Transit Plan is planned to be
updated in 2022. In order to increase the capacity of the
existing transit system while taking advantage of innovative,
low-carbon options, the 2022 Short-Range Transit Plan will
explore various innovative strategies to increase ridership,
including on-demand deviated routes, electric fleet
expansion, micro-transit, Bus Rapid Transit feasibility, and
transit signal priority, etc.
Responsible Department – Public Works
Timeline
This action will be initiated and implemented in coordination
with the 2021-23 Financial Plan.
GHG Reduction Estimates
This action is supportive of achieving the mode split target of transit accounting for seven percent
of trips in the city by 2030, and 12 percent by 2035. If achieved, that mode split change is
estimated to result in an annual reduction of 5,340 MTCO2e in 2030 and 8,750 MTCO2e in 2035.
Funding and Financing Options
Funding for this action will be sourced from the City’s Transit Fund.
Equity Considerations
Expanding current options to include more innovative, low-carbon, low-cost modes in the 2022
Short-Range Transit Plan will allow for more opportunities for residents, community members,
and visitors to utilize public transit services. With the introduction of on-demand deviated routes,
bus rapid transit, and other options, those who rely on transit are able to use such services with
more convenience to get from their homes to work and other areas around the City. Additionally,
more innovative public transit will result in increased mobility of low-income community members
and decrease the need for vehicle ownership.
Economic Development Considerations
External partnerships needed for various innovative transit options to be realized in San Luis
Obispo creates vast opportunity for economic development through local and regional contracts
and labor. Additionally, expanded transit options allows for enhanced access to downtown and
other commerce centers for community members and visitors.
Tracking Progress
The City will report on action development and implementation progress through its inclusion in
the 2021-23 Financial Plan.
Attachment 4, Page 15 of 19
Public Review Draft - Climate Action Plan for Community Recovery
Volume 2: Technical Foundation and Work Program
City of San Luis Obispo Page 55
Connected 4.4 Assess feasibility of a “free to the user” transit ridership
program.
Cities throughout the world are currently assessing the viability of providing “free to the user’
transit ridership. This program has taken different forms in different places and includes
organizations pre-paying for their employees or members to ride in advance of their riding (similar
to how Cal Poly pays in advance for student riders). The transit system requires certain levels of
revenue to operate and in its assessment of the feasibility of this program, the City will carefully
analyze potential financial system impacts and potential unintended consequences on service.
Responsible Department - Public Works
Timeline
The City will assess feasibility through 2020 and will include a discussion of potential rate options
in the 2021-23 Financial Plan.
GHG Reduction Estimates
This action is supportive of achieving the mode split target of transit accounting for seven percent
of trips in the city by 2030, and 12 percent by 2035. If achieved, that mode split change is
estimated to result in an annual reduction of 5,340 MTCO2e in 2030 and 8,750 MTCO2e in 2035.
Funding and Financing Options:
Cost estimates as well as funding and financing options are forthcoming and will be identified in
the feasibility analysis.
Equity Considerations
Eliminating the cost barrier to public transit would allow for the system to be used by all. This
would have an especially positive impact on low-income community members and non-car
owners who rely on transit to get from their homes to work, run errands, and engage socially.
Economic Development Considerations
Increased transit ridership as a result of free fare for users would enable visitors and community
members to visit downtown and other commerce centers easily and frequently. Without having to
consider the costs of gas or parking, access to these spaces will be significantly expanded.
Case Studies
• CityLab – How Free Transit Works in the United StatesNatural So
• Chapel Hill, North Carolina Free Transit
• Sacramento Region to Launch Free Transit Pass for Youth
Tracking Progress
The City will report annual transit rates and related programs.
Attachment 4, Page 16 of 19
Public Review Draft - Climate Action Plan for Community Recovery
Volume 2: Technical Foundation and Work Program
City of San Luis Obispo Page 56
Connected 5.1 Complete the 2019-21 Housing Major City Goal,
including the Housing Element of the General Plan Update and Flexible
Zoning Requirements for Downtown.
Active transportation and transit are important
alternatives to single occupancy vehicles. However,
even the best bicycle and transit systems in the
world must be supported by land use and
development patterns that allow people to live close
to where they work and play. Underscoring the
importance of housing on quality of life, affordability,
and sustainability, housing is included as a Major
City Goal in the 2019-21 Financial Plan. The work
program for the Major City Goal includes updating
the Housing Element of the General Plan and
establishing flexible zoning requirements for
downtown, both of which would make sustainable housing easier to build.
Responsible Department – Community Development
Timeline
The Major City Goal work program items are expected to be completed by June 2021.
GHG Reduction Estimates:
This action is supportive of achieving the mode split target of single occupancy vehicles only
accounting for 50 percent of trips in the city by 2030 and 40 percent by 2035. If achieved, that
mode split change is estimated to result in an annual reduction of 23,060 MTCO2e in 2030 and
29,250 MTCO2e in 2035.
Funding and Financing Options:
The Major City Goal work program funding is included in the 2019-21 Financial Plan.
Equity Considerations
Implementing the work program for the Housing Major City Goal, including the establishment for
flexible zoning requirements downtown, creates a critical opportunity to bring more affordable
housing to San Luis Obispo. Higher-density smaller units built downtown not only allows for more
in-town employees to live close to work, it enables wider utilization of active transportation in place
of car travel and other carbon-intensive, high cost modes.
Economic Development Considerations
Not only will the development of more housing—especially new units within and adjacent to
downtown—create more jobs in building and construction, anchoring residents downtown near
retail, restaurants, and other businesses will create more foot traffic in the main commerce
corridor of San Luis Obispo and stimulate the local economy.
Tracking Progress
The City will report on action development and implementation progress via the standard Major
City Goal progress report.
Attachment 4, Page 17 of 19
Public Review Draft - Climate Action Plan for Community Recovery
Volume 2: Technical Foundation and Work Program
City of San Luis Obispo Page 57
Connected 6.1 Develop and begin implementing electric mobility plan
to achieve a goal of 40 percent electric vehicle miles traveled (VMT) by
2035.
In the 2017 Climate Change Scoping Plan, the State
of California laid out aggressive electric vehicle
targets, aiming to have 1.5 million electric vehicles
on the road by 2025 and more than 4.2 million by
2030. While these numbers at one time seemed
unreachable, rapid increases in investments by
traditional and new automakers and rapidly declining
prices for battery storage have led global
analysts to predict rapid adoption of electric vehi cles
through the next decade.
Electrification of our community’s transportation
systems, coupled with decarbonization of the
electrical grid, is the key to reducing and eventually
eliminating greenhouse gas emissions from the
state and City of San Luis Obispo’s largest source.
By developing and implementing an electric mobility
plan, the City will be able to effectively blueprint the
infrastructure, resources, and funding needed to
promote and accommodate growth in electric
transportation.
The most recent electric vehicle outlook published
by Bloomberg NEF notes, “By 2040 we expect 57 percent of all passenger vehicle sales, and over
30 percent of the global passenger vehicle fleet, will be electric.” In 2019, there were
approximately 200,000 registered light duty vehicles and 67,000 trucks registered in San Luis
Obispo County.
The success of this plan requires expansion of necessary infrastructure to support growth in local
electric vehicles (EVs) and electric VMT. Recently, the City has taken significant regulatory steps
to increase the community’s capacity for EVs. Section 17.72.040 of The City of San Luis Obispo’s
Zoning Regulations details the minimum required number of EV ready and EV capable spots for
new buildings. These new standards require substantially more publicly accessible chargers than
the state building codes and will result in additional public investment in chargers throughout the
community. Additionally, the City will continue to invest in public charging infrastructure.
Implementation of this action will ensure that the infrastructure is focused in a strategic way to
ensure maximum and equitable adoption of electric vehicles.
Responsible Department – Administration, Public Works, and Community Development
Timeline
This action will be initiated in 2020 and implemented beginning in 2021.
Attachment 4, Page 18 of 19
Public Review Draft - Climate Action Plan for Community Recovery
Volume 2: Technical Foundation and Work Program
City of San Luis Obispo Page 58
GHG Reduction Estimates
This action is supportive of increased electric vehicle usage and ownership by residents,
commercial fleets, and by regional residents and business that travel to the city. Electric vehicle
ownership is expected to reduce annual emissions by 22,180 MTCO2e in 2030 and 34,920 in
2035.
Funding and Financing Options
Funding opportunities for the implementation of the electric mobility plan and installation of electric
vehicle chargers around the City include California State Grants (Clean Transportation Fund,
ARFVTP, and APCD), partnerships with major employers/institutions (MindBody, Cal Poly, and
Charge Point), Green/Conduit Bonds (California iBank), Group Asset Purchasing Marketplaces
(Sourcewell and Climate Mayors), and New Transport User Fees (SLO Public Works).
Equity Considerations
In their current state, most electric mobility options—especially electric vehicles—are not
economically accessible. Costs associated with the purchase of an electric vehicle in addition to
the time and financial resources needed for charging makes ownership infeasible for many low-
income community members. The electric mobility plan will include a suite of policies and
incentives that will allow for easier, more affordable access to different types of electric mobility
and ensure that a robust network of electric vehicle infrastructure—including public charging
stations—will be deployed so that lower-income community members have the tools they need
as the market for electric vehicles expands and prices lower.
Economic Development Considerations
Expanding and promoting electric mobility within the City of San Luis Obispo will create many
opportunities for external partnerships. By seeking out regional contracts and utilizing local labor,
the City can bolster the development of this aspect of the green economy while ensuring
maximized local benefit.
Case Studies
• Fort Collins EV Readiness Roadmap
Tracking Progress
The City will track and report total electric vehicles registered in the county, number of publicly
available chargers in the city, and progress toward adoption of electrification strategic plan.
Attachment 4, Page 19 of 19