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HomeMy WebLinkAbout01/21/1992, 5 - ORCUTT ROAD WIDENING - DESIGN ALTERNATIVESii�� city o f san LaIs OBISPO - aan�ua =y�L1, 1992 COUNCIL AGENDA REPORT "E'' NUMBER: FROM: David F. Romero, Public Works Directo Wayne A. Peterson, City En ' SUBJECT: Orcutt Road Widening - Design Alternatives CAO RECOMMENDATION: By motion adopt Alternate 3 as the new right -of -way and roadway design for Orcutt Road between Broad Street and Laurel Lane and refer median design planning for Orcutt Road easterly of Laurel Lane and for Laurel Lane between Orcutt Road and Johnson Avenue to the Median Planning Committee for recommendations. BACKGROUND: In late August the City Council considered four alternative designs for Orcutt Road between Broad Street and Laurel Lane. The Council by motion referred the report back to the staff indicating that they preferred Alternate 3 and wished to have input from the Bicycle Committee as to the design of the bike paths along the street. Other items of concern expressed by the Council were as follows: access control on the south side of Orcutt, use detached sidewalks wherever possible, try to eliminate the need for a sidewalk on the south side of Orcutt Road by design control of the development of the adjacent land, address a sight distance concern at the intersection with Duncan, locate a transit shelter on the street, continue the plan to the east on Laurel Lane. DISCUSSION: Bike Path Desictn. The Bicycle committee at their first meeting considered the Council's request and recommended that the street be designed to accommodate bicycles in an eight -foot wide bike lane on each side of the street. Their report is attached. Access Control on the South Side of Orcutt Road. Proposals for development of the area on the south side of Orcutt Road are now being considered, but no formal applications have been received by the City. Depending on the development, the Council will be able to prohibit or severely restrict access. Sidewalk on the South Side. The need for sidewalks on the south side of Orcutt Road is dependent to a large extent on the type of development approved by the Council in the large vacant area on the south side of Orcutt Road. Detached Sidewalks. Alternate three proposes detached sidewalks along the entire length of street between Broad Street and Laurel Lane. Since some of the sidewalks are already constructed on the north side of Orcutt ���������ii�►�iliiIIIIIP ��lll city Of San i OBispo MINEW! we COUNCIL AGENDA REPORT Orcutt Road Widening Meeting of January 21, 1991 Page 2. Road, they would probably remain until the property they are on is redeveloped. In any event new curbs could be reconstructed at the new alignment as a part of the median construction project. Sight Distance at Duncan intersection. Sight distance is limited at this location for viewing traffic approaching on Orcutt Road from the east.] The proposed plan significantly improves the sight distance because' widening causes the approaching traffic to be moved southerly 14 feet to about the same location of the existing east bound lane. Bus Shelter. In discussions with Harry Watson, Transit Manager, it was) discovered that there is currently insufficient ridership to justify a bus shelter. A pullout would be helpful a short distance east of Broad Street on the south side of the street. A pullout could be accommodated within the proposed right -of -way by deflecting the curbs into the 10- foot landscaped area about 8 feet. This would allow the bike lane to pass between the parked bus and the traffic. The four -foot wide sidewalk) which is adjacent to the right -of -way line should be widened to 6 feet to allow the placement of a bench_at the back edge. If development in the area is proposed that will increase the bus usage, then the need for' a shelter should be re- evaluated. It should be noted that the 7 and 81 bus networks in the Short Range Transit Plan propose to eliminate servica entirely to this portion of Orcutt Road. The appropriateness of this. recommendation will be revisited prior to those service expansions being implemented. Continue the Plan into Laurel Lane and easterly on Orcutt Road. The plan could be extended both up Laurel Lane and easterly on Orcutt Road! provided additional right -of -way is acquired. Both sides of Orcutt Road easterly of Laurel Lane have been developed and the street fully widened) for the first 1000 feet. In order to construct even a minimum median the issue of on street parking needs to be addressed. Right -of -way! acquisition will impact existing dwellings. The westerly side of Laurel Lane between Orcutt and Southwood could be widened to allow median! construction. Acquisition would be difficult as almost half the distance is developed. On street parking on the east side would be difficult to remove due to the large number of dwellings that front onto the street.1 In the current situation bike lanes could be marked on the street but doing so would eliminate the potential of placing left turn lanes to serve existing driveways. Since traffic volumes are relatively low on this street this may not be an issue. If medians are installed on the street, without widening the curbs or removing parking in front of the residential property, the medians would be narrow. They would necessitate the loss of parking on one side of the street and bike lanes on both sides, or the loss of at least one traffic lane if bike lanes are maintained. Constructing a median adjacent to a single lane of traffic is not recommended because it prevents vehicles from passing. This is particularly a problem at this location due to the fire department. frequent response from Station 3. A fire truck responding to a fire could easily become trapped by disabled or stopped vehicles. 4-�� ,���,►�,���u�llilli�p� Jll city of San JS OBISpo COUNCIL AGENDA REPORT Orcutt Road Widening Meeting of January 21, 1991 Page 3. The issue of what to do with Laurel Lane and Orcutt Road east of Laurel Lane is best referred to the Community Development Department for inclusion in its City -wide review of arterial streets and their potential for medians. The problems identified with these two streets are similar to those faced on many existing streets that they have reviewed. The results would be more comprehensive and consistent if included in the larger project. OTHER STAFF REVIEW: i This report has been reviewed by the Transit Manager and the Community Development Department. Their comments are included. FISCAL IMPACTS: The estimated cost to construct Alt.prnate 3 was stated in the last staff report which is attached. The estimated cost to acquire the additional right -of -way, construct additional improvements including landscaped medians between Broad Street and Laurel Lane is $600,000. This is in addition to the existing costs implied by the existing plan lines of $11400,000. ($1,000,000 is direct City cost, $400,000 may be developer responsibility- -i.e., paveout, cost of curb, gutter & sidewalk is not included in estimate and should be developer responsibility.) The source of the money for these projects is the General Fund. The current 4- year CIP does not include money for this project. During the next budget cycle we should consider our obligations. Reimbursement for the basic costs may come from Traffic Impact fees. The amount would have to be determined based upon how much of the improvement is related to growth. Attachments: Staff report, August 27,1991 Council Meeting Bicycle Committee report dated October 10, 1991 Norcutt wap W � \ oo • Z 1 L let. �• 0 Y Y% 2 41 _ / / ` �v - O Ismaj In Ismas t5 I n L S ' V .,,.., ..e.• S-J� O > m � ao y � ,s� m J V ti V Q z 0 55 z d a. x w a e 0 x F E- 0 a fA cc 0 V ALTERNATIVE: 4$'s� MEEnNG DATE QXIT city o� san luis oBispo Aug. 279 1991 WasZe COUNCIL AGENDA REPORT �'" N"N' FROM: David F. Romero, Public works Director PREPARED BY: Wayne Peterson, City Engineex_1_7� David P. Pierce, Projects Manager SUBJECT: Orcutt Road Widening - Design Alternatives CAO RECOMMENDATION: By motion, receive a report on options and adopt option 4 directing staff to follow through with appropriate acquisition and design. REPORT IN BRIEF: The City Council has asked for information about alternatives for providing a more attractive design for Orcutt Road and also the possibility of inclusion of separated bike paths. The staff prepared the following report which gives the cost of providing•a more attractive roadway. It takes more right -of -way to allow for landscaped medians and parkways which both look good and can be maintained. The Council is asked to determine which alternative they prefer. Staff recommends Alternative 4 as the best choice. The report discusses the possibility of placing a class 1 isike path along the south side of the road and recommends against it for several.reasons. BACKGROUND:: During the budget session, City Council asked staff to look at options for the development of Orcutt Road which would address traffic, trees, landscaping and bicycles. The basic design for Orcutt Road that the staff has been working with was adopted by the Council in 1964 and it minimally meets all the needs. Orcutt Road is included in the Circulation Element as an Arterial Street. A setback line plan for the street was first adopted by the Council January 2, 1964 and later amended February 16, 1982. Development of the segment from Broad Street to Laurel Lane is being accomplished as development takes place on the fronting properties. The setback line maps provide for the eventual construction of a grade separation structure at the Southern Pacific Railroad tracks. The street improvements and plan lines generally conform to requirements established in the City Municipal Code (Section 16.36.140 - Street Requirements). Currently the Municipal Code requires arterial street right -of -ways to be 86 to 94 feet and the improvements to consist of two travel lanes of 12' in each direction, a center left turn lane, 5' bike lanes on each side, no curb parking, and 6' sidewalks on each side, with the right -of -way is to extend 2' beyond the back of sidewalk. Since the setback line for Orcutt Road was adopted before this standard was adopted, the right -of -way is slightly narrower and the traffic lanes are only it feet wide. Right -of -way on the south side railroad has been acquired for _years ago the city negotiated of Orcutt Road between Broad and the the adopted street section. Several the acquisition of the land required for 1 :11 11VOIN city o� San WIS OBISPO COUNCIL AGENDA REPORT the future grade separation and has been paying on an option which goes toward the purchase price. The city has paid $125,000 toward the $256,000 purchase price, with the final $131,000 payment due next year. Most of the right -of -way on the north side of the street has been acquired except for a small portion immediately east of McMillan Road. The 1991 -93 budget includes funds to make the final $131,000 payment for the right -of -way on the south side of Orcutt Road: and west of the tracks for the future grade separation. A portion of the remaining current budget request ($60,000) is to acquire a small - portion of the frontage of the Bullock property located on the south side of Orcutt Road east of the tracks. The eventual construction of a grade . separation will require the purchase of the entire site. The current purchase allows the home to remain and the street to be widened to the setback line plan, 64 feet curb to curb as it is to the east of this parcel. The portion of the $60,000 remaining after the- purchase will be available for construction work at this location, for widening and improvement of the railroad crossing, and for widening the roadway between these two locations. DISCUSSION: The Council has asked .staff to consider the possible inclusion of a class 1 (separated) bike path, and more landscaping in the project. The following discussion considers alternatives. The source of much of the following discussion comes from meetings of a staff committee that has been investigating how we can add landscaped medians to many of our existing arterial streets. The committees actions and recommendations have been delayed because of other pressing activities in the Community Development Department and the drought. Alternative Right -of -way Widths Cross sections for four additional alternative right -of -way widths have been developed. The significant difference between the alternatives is the amount of land that can be dedicated to landscaping. The traffic capacity and the amount of asphalt surface is essentially the same, but divided by different amounts of landscaping for each alternative. All plans have two travel lanes in each direction and either a center 2- way left turn lane or median and left turn pockets at each intersection. :,,�I:u���������►Pjl l'' city of san LUIs.ostspo COUNCIL AGENDA REPORT ADOPTED SETBACK LINE PLAN - ALTERNATIVE ( *1 84.0 6.0 5.0 11.0 11.0 10.0 11.0 11.0 5.q 6.0 LANE LANE MEDIAN LANE LANE SIDEWALK looft PAINTED MEDIAN 'AS I DEWAL K SIKELANE ALTERNATIVE SIKELANE r- i- -i -��. ' RAISED MEDIAN i ALTERNATIVE Adopted Setback Lines - Minimum right -of -way to handle the traffic. Description: - Right -of -way width: 84 feet Travel lanes: Two each 11 -foot lanes in each direction Left turn: 10 -foot center left turn lane *or 6 -foot wide raised median, except at turn pockets Bike lanes: 5 -foot Class IIB bike lanes on aach side Parking: None Sidewalks: 6 -foot sidewalks on each side next to curb Landscaping: Edge - Trees and plantings in 4 -foot strip behind sidewalk and on adjacent property *Median - a limited planting is possible on a raised median that would provide a planting area that is 5 feet between the back of curbs. No trees should be planted in this median, since trees in a narrow median create an extra hazard for motorists and the roots disrupt the curbs and pavement. Cost: With the landscaping and median included, this would cost about $64,000 more than the basic project. (All estimates are for the area between Broad Street and Laurel Lane and are relative to the basic project.) Pro: Provides effective traffic movement Requires minimum land area dedicated to right -of -way Requires minimum city expenditure Minimizes future city landscape maintenance cost Con: Strictly a utilitarian design Trees along edge of right -of -way are relatively far from roadway Landscaping is left to the adjacent property -owner Opportunity to plant trees in median is lost �,� n�,i1!� f ►� city of sa» Luis OBIspo COUNCIL AGENDA REPORT ALTERNATIVE NUMBER 1 Minimum right -of -way with tree planted median. 93.0 S.D. S. C1 11.0 13.0 1 15.0 13.0 1 11.0 , S. 4 5.0, LANE I LANE IMED I AN I LANE I LANE I 1 1 i i SIDEWALK SIDEWALK U i SIKELANE ! SIKELANE Description: Right -of -way width: 93 feet Travel lanes: One it -foot and one 13 -foot lane in each direction. Left turn: 15 -foot median with left turn pockets at. intersections Bike lanes: 5 -foot Class IIB bike lanes on each side Parking: None Sidewalks: 6 -foot sidewalks on each side next to curb Landscaping: Median - Trees and shrubs in center of islands and low shrubs adjacent to left turn pockets. Edge - Trees and plantings in 4 -foot strip behind sidewalk and on adjacent property Cost: Estimated $209,000 more than basic project. (Includes added right -of -way.) Pro: Provides effective traffic movement Provides narrow raised median to define left turn pockets and to prevent traffic from making left turns except at designated intersections Provides a median planting area that is 14 feet wide between left turn pockets. This will allow trees to be planted. Con: New setback line map must be adopted, additional property acquisition required and EIR determinations made. At the left turn pockets the median is only 2 feet wide and will have to be hard surfaced. Future landscape maintenance cost is increased. Trees planted along edges of right -of -way are relatively far from roadway. Property owners may object to limited driveway access. .r1441,il�il 11411! city of San LUIS OBispo COUNCIL AGENDA REPORT ALTERNATIVE NUMBER 2 .Median for significant plantings to include grouping of trees. S.0.5 SIDEWALK BIKELANE O 100.0 11.0 13.0 ; 22.0 13.0 19.0 ,5.Q 6.0 LANE LANE MEDIAN LANE LANE i 4SIDEWALK BIKELANE Description: Right -of -way width: 100 feet Travel lanes: One 11 -foot and one 13 -foot lane in each direction Left turn: 22 -foot median with left turn pockets Bike lanes: 5 -foot Class IIB bike lanes on each side Parking: None Sidewalks: 6 -foot sidewalks on each side next to curb Landscaping: Median - Trees and shrubs in center of islands and low landscaping adjacent to left turn pockets. Edge - Trees and plantings in 4 -foot strip behind sidewalk and on adjacent property Cost: Estimated $347,000 more than the basic project. (Includes right -of -way cost.) Pro: Provides effective traffic movement Provides a good potential for all types of plantings on the median Con: Trees along edge of right -of -way are relatively far from roadway. New setback line maps must be adopted, additional property acquisition required and EIR determinations made. Increased costs of landscape maintenance Property owners may object to limited driveway access. ,,,dim;; ►� i�� V ill city o� san Luis osispo COUNCIL AGENDA REPORT ALTERNATIVE NUMBER 3 Median and edge plantings to include grouping of trees and detached sidewalks. 114.0 10.0 . 8.0 . 11.0 , 13.0 1 22.0 J_ 13.0 1 11.0 1 8.0 , 10.0 ,4. LANE I LANE I MED I AN I LANE I LANE i SIDEWAL ! SIDEWALK SIKELANE BIKELANE Description: Right -of -way width: 114 feet Travel lanes: 11 -foot and 13 -foot lane in each direction. Left turn: 22-foot-median with left turn pockets Bike lanes: 8 -foot Class IIB bike lanes on each side Parking: None Sidewalks: 4 -foot sidewalks on each side with a 10 -foot planting strip between curb and sidewalk Landscaping: Median - Trees and shrubs in center of islands and low groundcover adjacent to left turn pockets. Edge - Trees and plantings in 10 foot strip between curb and sidewalk. Trees and shrubs between curb and sidewalk Cost: Estimated $592,000 more than the basic project. (Includes right -of -way costs.) Pro: Provides wider bike lanes which are desirable on streets with high traffic volumes Provides effective traffic movement Provides a good potential for all types of plantings on the median and at the edge of the street The general appearance of the street is improved. There is sufficient planting area to limit damage to pavements Provides opportunity for the maximum length of planted median. Con: Right -of -way acquisition will be required. A new setback line map and EIR determination is required. Increased cost of right -of -way Increased costs of landscape maintenance Property owners may object to limited driveway access. Existing improvements will be removed and replaced on the north side of the street. �I� {ain CIA I!�'��I1I i I�IiI;�i ul IIUIU city O SAt I LUIS OBISPO Wl COUNCIL AGENDA REPORT ALTERNATIVE 4 Similar to Alternate 3 accept north side curb and parkway is unchanged from current configuration. (10 feet wide with contiguous 6 foot sidewalk and trees behind the sidewalk. Description: Right -of -way width: 110 feet Travel lanes: 11 -foot and 13 -foot lane in each direction. Left turn: 22 -foot median with left turn pockets Bike lanes: 8 -foot Class IIB bike lanes on each side Parking: None Sidewalks: 4 foot sidewalks on south side with a 10 foot planting strip between curb and sidewalk, and 6 -foot integral sidewalk on north side. Landscaping: Median - Trees and shrubs in center of islands and low groundcover adjacent to left turn pockets. Edge - Trees and plantings in•10 foot strip between curb and sidewalk on•south side. Trees behind sidewalk on north side. Cost: Estimated $526,000 more than the basic project. (Includes right -of -way costs.) Pro: Provides wider bike lanes which are desirable on streets with high traffic volumes Provides effective traffic movement. Provides a good potential for all types of plantings on the median and at the edge of the street The general appearance of the street is improved. There is sufficient planting area to limit damage to pavements Provides opportunity.for.the maximum length of planted median. Existing improvements will not be removed and replaced on the north side of the street. Avoids removal and replacement of existing improvements on the north side. Con: Right -of -way acquisition will be required. A new setback line map and EIR determination is required. Increased cost of right -of -way Increased costs of landscape maintenance Property owners may object to limited driveway access. Trees on the north side of the street will be slightly further from.the traffic lanes. Pedestrians will be walking adjacent to the bike lane on the north side. r city o� san Luis oBispo COUNCIL AGENDA REPORT CLASS 1 BIKE LANES A Class 1 bike lane is a mini - roadway set aside.only for bicycles. Typically these 'roadways' are placed in areas where they will not have to interact with automobiles on a roadway accept at infrequent intersections. The existence of driveways, minor street crossings and in this case the railroad, will make the design of the bike lane very difficult. Care must be exercised by the motorist and the bike rider at each conflict point. Some of this cross traffic will be coming from behind the bike rider if there is a right- turning car and the bike lane is near the street. Vehicles entering the street backing out of a driveway will need to be able to observe a bike coming in the bike lane before they can safely enter it and cross it to enter the street. when the bikes are in the street adjacent to the curb it is a little easier for the motorist to be able to see them and also watch oncoming auto traffic. Before a turning vehicle clears the street intersection it enters a second intersection with the mike lane. The driver making a left turn must verify that a turn is safe with regards to oncoming traffic, cross traffic, and traffic in both directions on the parallel bikeway. The driver making a right turn must verify that a turn is safe with regards to cross traffic; and traffic in-both directions on the parallel bikeway. The same kind of conflicts occur with pedestrians on the sidewalk but with one significant difference - -the pedestrian is moving less than one fourth as fast as a bicycle. If the intersections are signalized, the separate bikeways must be included in the signalization and time must be allowed for the bike movements. This decreases the capacity of the intersection leading to increases in congestion. It also makes the signal project much more expensive and unique. If a Class I bike lane is provided on one side of the street, bicycles entering the street at any given point must be given a way to proceed to an intersection that will allow them to get to the Class I bikeway and to permit travel to destinations that are not adjacent to the Class I bikeway. The currently adopted city bike plan reads as follows: "New separated bike paths (Class I) are not proposed because of the safety problems they may create." Staff does not recommend one in this particular instance because of conflicts with driveways and intersections. Caltrans Highway Design Manual section on Bike Paths recommends against a Class 1 bike path adjacent to a street because many bike riders will find it less convenient and will continue to ride in the street. This is verified by city experience on Madonna Road, South Higuera Street and Tank Farm Road where Class I bike paths exist. If a Class 1 bike path is still desired it can be built. Staff would recommend that it be placed adjacent to the sidewalk on either side of the street and that the lanes be one -way only. The entry ramps at intersections should be designed like street entry and not like handicap ramps. The paths should be straight and should have stop ';'signs for the bikes at each intersection. They should be 5 feet wide S -/3 li'� C ty O� Sall WIS OBISPO COUNCIL AGENDA REPORT with a 2 -foot shoulder on either side. The path should be 5 feet"set back from the curbs and should be between the street and the sidewalk. The additional cost of adding a Class 1 bike path as described is estimated at about $250,000 if added to any of the alternatives.. This is a logical place to look at providing a better than average situation for the bicycle since this is the southerly limit of the proposed rails /trails bike way along the SPRR. Rather than a separated bike road staff feels that the proposed 8 foot wide bike lane in the street will to a better job in meeting the bicyclist's needs of providing a convenient connection from orcutt Road to Broad Street and to Bullock Lane. SUMMARY: In summary, all of the right -of -way alternatives will accommodate the circulation needs of vehicles and pedestrians. 'Expanding the right - of -way will allow for more landscaping and,.in the case of Alternative #3 and 4, safer (wider) bike paths. The Council must consider whether the medians, broader parkways and increased landscaping to provide a softening of the visual impact of paved areas are worth the disruption inherent in changing long adopted master plans and the increased cost in acquisition, development and maintenance inherent in the more attractive street section. The Council may also wish to consider whether this is the priority area for expenditure of limited City funds available for development of landscaping and tree planting on City streets. FISCAL IMPACT: The estimated current cost for street work that would be the city's responsibility on Orcutt Road between Broad and Laurel Lane is: Pave out $450,000 - This may be a developer cost. Railroad crossing 250,000 Area east of railroad 1008000 Culvert extensions 205,000 Blanket after widening 385,000 Total: 1,390,000 The additional cost to the above costs implied by each of the alternatives is: Add minimum medi Alternative 1 Alternative 2 Alternative 3 Alternative 4 Add Class I bike on south side of ans $64,000 209,000 347,000 592,000 526,000 path 250,000 road. 'The. source of the funds for this project is the General Fund. city o� san Luis osispo COUNCIL.. AGENDA REPORT RECOMMENDATION: If new standards are to be required of this street, it is imperative that they be established before additional development takes place on the south side of the street making right -of -way more diffidult and expensive to obtain. Staff recommends the Council consider the alternatives, and choose alternative #4, and direct staff to follow through on: implementation. Attachments: Typical cross section options considered. Estimates. Plans of alternatives. Typical landscaping elevations of alternatives. (Full size studies were only done of the existing modified and alternative) mvmprorw RECOMMENDED ALTERNATIVE 1_I I:+I; l: l:l 31111 r i s W z� � v Um a m W m m W Am 's7 w O +' A a C O .s w� >� to Q m to Z a � F Co a a a, s z 0 Z A O C U N Q `^O V �r O V t f W V W H cQ d m > > m F m Gc7 i 's W co z al 2 9 t i d - x c� C Is ! C ;y t a - O � •� p •o ? 2 �® e O p O J O J 1� 1 r a ( y r :S _ s � 1 w o �V J 1 0 Q 10 I. i t --� ' N-6 1 7 � 'CJ O dd Co to ado, O 21 41 -rv!i -m -tom Agesas O"s 4 wz 14 4 .. Jf x . dd Co to ado, O 21 41 -rv!i -m -tom Agesas O"s 4 ��a��ii�lllll��lllllll� I�1����II . I� CItOf sn ls OBISWPO 990 Palm Street /Post Office Box 8100 • San Luis Obispo, CA 93403 -8100 MEMORANDUM DATE: October 10, 1991 TO: Wayne Peterson, City Engineer VIA: Terry Sanville, Principal Planner FROM: Craig Anderson, Bicycle Coordinator64- SUBJECT: Orcutt Road Widening Project I an pleased to submit the Bicycle Committee's recommendation for the Orcutt Road Widening Project. On their meeting of October 7, the committee discussed and received public input on various options for accommodating bicycles within the project design. Among the options discussed were: -- separated (Class I) bike paths; -- alternative bike lane widths; -- narrowing of the median strip; - -and raised curb height bike lanes. The committee also discussed the desirability of removing vehicle travel lanes from the proposal. However, they agreed to limit their recommendation to the matter of how best to accommodate bicycles. Other concerns raised included bicycles making left turns from Broad onto Orcutt and from Orcutt to arterial streets. Class I bike paths were felt to be especially hazardous on the north side of Orcutt where there are numerous crossings and on either side when.a driver must make.a right across the path. For these and other reasons, the committee preferred the design showing eight -foot Class IIB bike lanes in alternative three. On motion by Wayne Williams, seconded by Richard Marshall, the committee approved alternative three of the Orcutt Road Widening Project. The motion passed by a vote of 8 to 2, with Wes Conner and Gary Sims dissenting. CA: ca RECEIVED OCT 11 1991 r ,J ENGINEERING DIVISION �./ -A: -. CRY OF SAN LUIS OBISPO EXHIBIT "B"