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"