Loading...
The URL can be used to link to this page
Your browser does not support the video tag.
Home
My WebLink
About
05/11/1992, 1 - GENERAL PLAN CIRCULATION ELEMENT
CITY OF SAN LUIS OBISPO GENERAL PLAN CIRCULATION ELEMENT INTRODUCTION Purpose 2 Relationship to Other General Plan Elements 3 Definitions 3 Transportation Goals and Objectives 6 TRAFFIC REDUCTION Employment and School Trip Reduction 10 Transit Service 11 Bicycle Transportation 12 Walking 13 TRAFFIC MANAGEMENT Types of Streets 14 Neighborhood Traffic Management 16 Traffic Flow 16 Street Network Changes 18 OTHER TRANSPORTATION PROGRAMS Truck Transportation 22 Air Transportation 23 Rail Transportation 24 Parking Management 25 SCENIC ROADWAYS 26 IMPLEMENTATION, PROGRAM FUNDING AND MANAGEMENT 28 LIST OF MAPS AND TABLES Figure #1: Modal Split Objectives . Figure #2: Streets Classification Map Figure #3: Neighborhood Traffic Management Study Areas Figure #4: Major. Street Network Changes Figure #5: Truck Route Map Figure #6: Scenic Roadways Map APPENDICES Appendix A: Description of Level of Service (LOS) Appendix B: Scenic Roadway Survey Methodology Appendix C: Concept Design of Freeway Interchanges 1 INTRODUCTION Purpose The city's general plan guides the use and protection of various resources to meet community purposes. The general plan is published in separately adopted sections, called elements, which address various topics. This Circulation Element describes how the city plans to provide for the transportation of people and materials within San Luis Obispo with connections to county areas and beyond. Relationship to Other Elements While the Land Use Element describes the city's desired character and size, the Circulation Element describes how transportation will be provided in the community envisioned by the Land Use Element. The vision of San Luis Obispo described by the Land Use Element is influenced by the layout and capacity of streets and the location of other transportation facilities described in the Circulation Element. Transportation facilities and programs influence the character of neighborhoods, the location of specific land uses, and the overall form of the city. History The City adopted.a master plan for streets and highways in 1953 and in 1962. In 1973, it adopted its first Circulation Element which was completely revised in 1982. This Circulation Element is a revision of the 1982 element. Its preparation was coordinated with the preparation of a revised Land Use Element. Public Participation Before adopting or revising any general plan element, the Planning Commission and the City Council hold public hearings. The City publishes notices in the local newspaper to let citizens know about the hearings at least ten days before they are held. Also, the City prepares environmental documents to help citizens understand the expected consequences of its planning policies before a general plan element is adopted. The Planning Commission and City Council reviewed this Circulation Element at public meetings in . A Environmental Impact Report (EIR), which evaluated the effects of both this Circulation Element and a revised Land Use Element, was prepared in . Public hearings were held in of and this Circulation Element was adopted on For More Information For more current or detailed information concerning this element, contact the Community Development Department at City Hall, 990 Palm Street, (P.O. Box 8100), San Luis Obispo, CA 93403-8100 (805) 549-7171. 2 Definitions Terms that are unique to the Circulation Element and transportation planning include: Alternative Forms of Transportation -- something other than single-occupant vehicles, including buses, bicycles, car and van pools, and walking. Average Daily Traffic (ADT) -- The total number of vehicles that use a particular street throughout the day (24 hours). Average Vehicle Ridership (AVR) -- is a number derived by dividing the number of people in a geographic area or at a specific site by the number of cars that they drive to that location. For example: If 100 people work at a site and they all drive a car to work, then AVR = 1.0 (100 people 100 cars). If 100 people work at a site but only 50 drive cars.and the rest use alternative forms of transportation then AVR = 2.0 (100 people 50 cars). Bike Lane — part of a roadway that is reserved for bicycles. Bike Path — a paved path separated from a road that is reserved for bicycles. Bike Route — routes that bicyclists use to travel throughout the city. Billboards — are signs which are made available for lease or rent. Capital Improvement Plan — part of the city's budget that describes how money will be spent on the construction, maintenance or replacement of buildings, streets, sewer and water mains and other publicly-owned facilities. Commercial Core -- the part of the "Downtown Planning Area" (Downtown) that is zoned for central commercial (CC) and public facility (PF) uses. Commercial 'ruck — a vehicle weighing more than 10,000 pounds used to make commercial deliveries. Cut-Through Traffic —people who drive on a particular residential local or collector street who do not live in the neighborhood and are passing through it to some other destination. Downtown Planning Area (Downtown) -- the triangular area bounded by High Street, the railroad tracks and Highway 101. Level of Service — a measurement of the quality of traffic flow on a street or at an intersection. Level of Service (LOS) "A" is free-flowing traffic while LOS "F' is extreme congestion. (See Appendix A.) 3 Major Expansion Areas — are land areas shown on the Land Use Element Map. Modal Split -- describes how people use different methods of transportation (such as automobiles, transit, bicycles, and walking) to account for all the trips they make. For example, Figure #1 estimates that city residents use motor vehicles for 71% of all their trips and buses, bicycles, walking and car pools for the remaining 29%. Paratransit — transportation systems such as jitneys, car pooling, van pooling, Bial- a-ride services, and taxies that serve the. specialized needs of groups such as the elderly or handicapped. Peak Hour Traffic — the single time period in the morning or evening when the greatest number of vehicles are using a street. Pedestrian Path — a walkway reserved for pedestrians that is not along a street. Public Utilities —include telephone lines, electrical power lines, cable television, fire protection valves and related plumbing, traffic signal control boxes, and other equipment and facilities that are often placed above ground. Scenic Resources — are natural features having scenic value including Laguna Lake, San Luis Obispo and Stenner Creeks, the Santa Lucia, Davenport, and Irish Foothills, Cuesta Ridge, the Morros (including Bishop Peak, Cerro San Luis Obispo, and Islay Hill), Orcutt Knob, Terrace Hill, and South Street Hills. Scenic Roadways —are segments of Residential Arterial or Arterial streets, Regional Routes and Highways or Freeway 101 that provide people with views of important scenic resources. Single-Occupant Vehicle — a motor vehicle occupied only by the driver. Street Right-of-Way -- is a strip of land that contains public facilities such as streets and highways (including paved and. unpaved shoulders), bike lanes, sidewalks, landscaped areas, and utilities. Through Traffic -- people who drive through an area where neither their origin nor their destination is within the area. Traffic Reduction Programs -- any activity that gets people to use alternative forms of transportation. Transit Service — bus service provided by the city or regional agencies. Trip -- a person traveling from one place (origin) to another (destination). Truck Route -- streets that commercial trucks use to make regular deliveries. 4 Vista a point from which several important scenic resources can be viewed. View — the ability to see a scenic resource from a moving vehicle on a major street. Viewshed — is the area that can be seen from a scenic roadway. 5 TRANSPORTATION GOALS AND OBJECTIVES Goals and objectives describe desirable conditions. In this context, they are meant to express the community's preferences for current and future conditions and directions. In the following statements, San Luis Obispo means the community as a whole, not just the city as a municipal corporation. TRANSPORTATION GOALS 1. Maintain accessibility and protect the environment throughout San Luis Obispo while reducing dependence on single-occupant use of motor vehicles. 2. Reduce people's use of their cars by supporting and promoting alternatives such as wa.11dng, riding buses and bicycles, and using car pools. 3. Provide a system of streets that are well-maintained and safe for all forms of transportation. 4. Widen and extend streets only when there is a demonstrated need and when the projects will cause no significant, long-term environmental problems. 5. Make the downtown more functional and enjoyable for pedestrians. 6. Promote the safe operation of all modes of transportation. 7. Coordinate the planning of transportation with other affected agencies such as San. Luis Obispo County, Cal Trans, and Cal Poly. OVERALL TRANSPORTATION STRATEGY Meet the transportation needs of current and planned-for population by: 1. Managing city and regional growth consistent with the Land Use Element; 2. Funding alternative forms of transportation; 3. Sponsoring traffic reduction activities; 4. Providing the infrastructure needed to accommodate the desired shift in transportation modes; 5. Focusing traffic on Arterial Streets and Regional Routes and Highways; 6. Accepting some additional traffic on Arterial Streets and Regional Routes and Highways; 7. Providing facilities that improve transportation safety. 6 TRANSPORTATION OBJECTIVES Encourage Better Transportation Habits San Luis Obispo should: 1. Increase the use of alternative forms of transportation (as shown on Figure #1) and depend less on the single-occupant use of vehicles. 2. Ask the San Luis Obispo Regional Transportation Agency to establish an objective similar to #1 and support programs that reduce the interregional use of single- occupant vehicles and increase the use of alternative forms of transportation. Promote Alternative Forms of Transportation San Luis Obispo should: 3. Complete a network of bicycle lanes and paths, sidewalks and pedestrian paths within existing developed parts of the city by 1995, and extend the system to serve new growth areas. 4. Complete improvements to the city's transit system serving existing developed areas by 2000, and provide service to new growth areas. 5. Support the efforts of the County Air Pollution Control District to implement traffic reduction programs. 6. Support and develop education programs directed at promoting types of transportation other than the single-occupant vehicle. Manage Traffic San Luis Obispo should: 7. Limit traffic increases by managing population growth and economic development to the rates and levels stipulated by the Land Use Element and implementing regulations. 8. Support county-wide programs that manage population growth and economic development. 9. Provide a system of streets that allow safe travel throughout the city and connect with Regional Routes and Highways. 10. Manage the use of Arterial Streets, Regional Routes and Highways so that traffic levels during peak traffic periods do not result in extreme congestion. 11. Ensure that development projects and subdivisions are designed to be efficiently served by buses, bike routes and pedestrian connections. 12. Consistent with the Land Use Element, allow neighborhood-serving business and provide parks and recreational areas that can be conveniently reached by pedestrians or bicyclists. 7 / 0000 ! u2 � � 7§77 f§§7 §§k\ E / / ■k , , . , 2 A A cz � f �§ � § 5 � / l § KI % g3& AE/ rA to 6,k / Cd ƒd / j CZ @ § 00 / .f �� A R @ 2 r § 2 � W . � k a / cc � � § 5 � •� § 6 e ± a » a 3 E _ � @ e e e ■ 5 NrA \ CA - ! ° � > § � . A. cl / rA ƒ ! 3� ! 3! !§ ) / cz/ � ■�$■2 ■!�■2 ■/�■2 ■��»� E � § 8 � A 13. Protect the quality of residential areas by maintaining quiet and by controlling traffic routing, volumes, and speeds on neighborhood streets. 14. Coordinate the management of San Luis Obispo County Airport and the planning of land uses around the airport to avoid noise and safety problems. Support Environmentally Sound Technological Advancement San Luis Obispo should: 15. Promote the use of quiet, fuel-efficient vehicles that produce minimum amounts of air pollution. ,.:::... ...... ..... . . u«i0 .. : .Q.»: ..: : 051 . :.� : , . .: g "<ir ::. . tsat :.. ty ........................ :acaa <t '+ "<: " iiEcie `= j� 1y vi.:...:';:Fi'::Y.!^:p<:' ::tr:a:G::..;:::: pY.;i::;::'.y:Ar:2J.•;::., .ii::::.:;':;;.:, r�y ,ry..:....... {{yyam� (q�yn i ; ...g:............ .,.............. ��............: 5.:t ;; t .; r:.put. . a atty fizc egto lya s 16. Advocate the use of communication systems that enable the transmission of information to substitute for travel to work or meetings. 17. Solicit ideas from private industry for the development and implementation of innovative transportation technologies in San Luis Obispo. 9 TRAFFIC REDUCTION INTRODUCTION The small city character of San Luis Obispo is an important quality to maintain. This quality is damaged by high volumes of traffic. This section presents policies and programs for reducing the use of automobiles and emphasizing alternative forms of transportation. POLICIES AND PROGRAMS Employment and School Trip Reduction Policies 1.1 The City should support county-wide and local programs that reduce the number of vehicle trips associated with employment and school attendance. 12 The City should support flex time programs and alternative work schedules where they reduce peak hour traffic levels. 1.3 Employers should participate in trip reduction programs. 1.4 The City should establish programs that reduce the demand for downtown parking in a way that does not damage the downtown's long-term economic viability. Programs 1.5 The City will support and cooperate with the County Air Pollution Control District's and other agencies' efforts in establishing county-wide trip reduction programs. 1.6 The City recommends that county-wide trip reduction programs include an Average Vehicle Ridership (AVR) standard of 1.60 or larger. 13 City government will adopt a trip reduction plan for city departments in the downtown planning area and at the Corporation Yard. 10 Transit Service Policies 2.1 The City should encourage transit development, expansion and coordination throughout San Luis Obispo County to serve a broader range of local and regional transportation needs including commuter service. 2.2 The City should improve and expand city bus service to make the system more attractive, convenient and accessible. Transit ridership should be expanded so that they account for: A 7% of all in-city trips in San Luis Obispo by 2000. B. 8% of all in-city trips in San Luis Obispo by 2010. 2.3 Paratransit service for the elderly and handicapped should continue to be provided by public and private organizations. 2.4 The City should continue to work with Cal Poly to maintain and expand the "no fare program" for campus service and Cal Poly should continue to provide financial support. The City should encourage Cuesta College and other agencies to establish similar programs. m::;...:.. d<;:: <M,S—Vu .::.>shtIottuao> nm. : .:::::.:::: : ::.5:.....c ....... luc : rmst ece.:fo :a: rroad 2.6 The citysupports the following service .,,...,PP............................. ......g ......... standards for its transit system 21'd' o , . .. , .: prctmat to thy.xrtetvoxkt A. Bus fares will be set at levels where cost is not a constraint for people to use buses. B. The frequency of City transit service will compare favorably with the convenience of using private vehicles. C. Routes, schedules and transfer procedures of the City and regional transit systems should be coordinated to encourage commuter use of buses. 1 ..:: ; xisgtlI42tS .:tat rtktsc :b� aetd4 R. Iu C-tty expaps1�j Teas, emplgyrnent int ns Y uses r�r ed�u n, medium» rgh r high density resid; ntia. use ,sli+ould b IQcat d w�th�n 1/8 a a€ 11 s� e :t « a#at : :sPru�cc ..................................................... g ...................................................................................,.................... Programs 2.8 The City will adopt a short-range Transit Plan (5-year time frame) and a long- range Transit Master Plan (20-year time frame). 2.9 To help reduce traffic and the demand for parking, employers should be ' encouraged to purchase monthly transit passes in bulk and make them available to their employees. ..:.:: ove as I >su s + e as a <: €t .. . .x tat :«.«<.::.: P .. ..:.,:.w., ... .,. Bicycle Transportation Policies ' 3.1 .Bicycle transportation should be encouraged for people who live within a 20- minute bike ride of work or school. 32 Bicycle ridership for Cal Poly Students should comprise at least 33% of all student trips by the year 2000. 3.3 The City should complete a continuous network of safe and convenient bike lanes and paths that connect neighborhoods with major activity centers and with county bike routes as specified by the Bicycle Facility Plan. 3.4 New development should provide bike lanes and paths, secure bicycle storage and parking facilities, consistent with City plans and standards. :5 xlce axxes,axtc pats s agd be,.i...e xed.axld xna tax aed ttx. pxo�re b cyc ng sfty, oxveince,axedzzc�aurae geppT :ta use i�zceso crnmut: tawQlc ............ C? r `i ..:..:.=..........1............ 3.6 Where parking shortages will not be intensified, nor commercial activities interrupted, the City should consider the creation of bike lanes along designated bike routes as having a higher priority than retaining curb-side parking for vehicles. 4ht4'r� 3AI++F.j µMs :'T.lilt 'S:.ZY'Yj+LLl.1QiLL In �..r.. i ro ac l t t d Al.. #s1t W s.i.:::!a•:':x:iii::Jz.....a......e...<..1ti.i:;i :xfi'sresip.. ....... esretisQ d:ii : ii< ..... .. ... ....d.... ......_Y . crass-s MA:ttiM.slgn 12 ON" Th" ..... : l to :> s<: is o ::: ......::.:: <c3v.. me I la 1 ...............1 ....1...±Ct, ....::.n<:' z�st�ructxort 1 bye es erx p4U. tee.caked £orb :tie:C ty`s Programs 3.8 To encourage bicycling and walking to school, Cal Poly should not issue vehicle parking permits to freshman students or to all students, faculty and staff who live within a one-mile radius of campus. 3.9 The City will update its Bicycle Facilities Plan consistent with the objectives, policies and standards of this Circulation Element. The Bicycle Facilities Plan shall establish official city bike routes. 3.10 Cal Poly should adopt a bike plan that shows the location of all on-campus bike lanes and bike storage areas and includes programs that encourage the use of bicycles. 3.11 In cooperation with the City, Cal Poly should revise its Campus Master Plan to deemphasize the use of automobiles and promote the use of alternative forms of transportation. 3.12 The City will modify its zoning regulations to. establish standards for the installation of lockers, and secured bicycle parking. 3.13 The City should purchase railroad right-of-way and easements to establish a separated bike path and pedestrian trail through San Luis Obispo. Walking Policies 4.1 Walking should be encouraged as a regular means of transportation for people who live within a 20-minute walk of school, work, or routine shopping destinations. 4.2 The City should complete a continuous network of sidewalks and separated pedestrian paths connecting housing areas with major activity centers and with trails leading into city and county open areas. 4.3 New development shall provide sidewalks and pedestrian paths consistent with City policies, plans, programs and standards. 13 4.4 Crossing controls (traffic signals or stop signs) and cross walks should be installed at intersections heavily used by pedestrians. Signals should provide adequate time for pedestrians to cross. 4.5 Sidewalk areas in the commercial core should allow for the free flow of pedestrians and should include conveniently-located rest areas with shade and seating. Programs 4.6 The city will adopt an Urban Trails Plan as part of the Open Space Element to encourage walking and to expand off-street facilities that provide pedestrian linkages throughout the community. 4.7 The City will pursue the installation of sidewalks to complete a continuous network throughout the community. 14 TRAFFIC MANAGEMENT INTRODUCTION City, County and State governments maintain a network of public streets that provide access throughout the community. How these streets are designed, constructed and managed can affect levels of traffic congestion, noise and air pollution, the economic viability of commercial areas, and the quality of living throughout the city. The following policies and programs spell out how the city intends to manage the community's street system. POLICIES AND PROGRAMS AND STANDARDS e :: :..:::::::..::..:::::: ....... :.. �y�.... ...{:r.....:...::. ..:.v. j...........:i'::ipi:'::j'iii+:':!:�::i':.+iiUi x < Itdctr5stty>e .le:<t anew W.K. i ':' ' ::: :::':':: b.:::::::� � .:::::::.:.:: ::::: : {::.:i::j:v::.:.::y::R.::!n:!. :::...i,:.i<::i':•::::i':'.'>..:::}:.:::)0:::.. :.iY:i:.i::i::i:.':i'::i:.::(::>:::i::Ii::j:r::j`:i:: t....r:!4:j uttrtizt:bsles,tratt�celvrfdes; bzcyee }.and pecestras Types of Streets 5.2 The streets shown on Figure #2 are classified as follows: A. Local Commercial Streets: directly serve non-residential development that front them and channel traffic to commercial collector streets. B. Local Residential Streets: directly serve residential development that front them and channel traffic to residential collector streets. C. Commercial Collector Streets: collect traffic from commercial areas and channel it to commercial arterial streets. D. Residential Collector Streets: collect traffic from residential areas and channel it to arterial streets. E. Arterial Streets: provide circulation between major activity centers and residential areas. F. Neighborhood Arterials: are arterial streets with residential property frontage where preservation of neighborhood character is more important than providing for traffic flow, where speeds should be controlled and traffic growth avoided. G. Residential Arterials: are arterial streets bordered by residential property that needs special protection from traffic impacts. H. Parkway Arterials: are arterial streets with landscaped medians and roadside areas, where the number of cross streets is limited and direct access from fronting properties is not allowed. 15 I. Highways/Regional Routes: connect the city with other parts of the county and are used by people traveling throughout the county and state and are designated as primary traffic carriers. J. Freeway: is a regional route of significance where access is controlled. Changes to the classification of any street shown on Figure #2 will require amendment to this Circulation Element. 5.3 The following standards apply to streets shown on Figure #2: Type of Street Land Use Served Maximum ADT/LOS Max Desired Speed Travel Lanes Local Adjoining 2,500 25 mph 2 Residential Residential Uses Local Adjoining 5,000 25 mph 2 Commercial Commercial Uses Residential Sub-city 5,000 25 mph 2 Collector Residential Areas Commercial Sub-city 10,000 25 mph 2 Collector Commercial Areas Neighborhood City Wide 10,000 25 mph 2 Arterial Residential CityWide LOS "D" (1) 35 mph 2-4 Arterial Arterial City Wide LOS "E" (Downtown) 25 mph 24 LOS "D" (Other routes) 40 mph Parkway Arterial City Wide LOS 'D" 45 mph 4-6 Highway/ County-State LOS "D" 45 mph (In City) 4-6 Regional Route 55 mph (Outside City) Freeway State LOS "D" 55 mph 4-6 (1) Level of Service (LAS) describes the quality of traffic flow. Level of Service (LOS) "A" is free- flowing traffic while LOS "F" is extreme congestion. At LOS "D," the recommended standard, drivers can expect delays of 25 to 40 seconds and sometimes have to wait through more than one cycle of a traffic signal Vehicles may stack up at intersections but dissipate rapidly. At LOS"E" delays increase to 40 to 60 seconds and drivers frequently have to wait through more than one cycle of a traffic signal. Stacked lines of cars at intersections become longer. Programs 5.4 The City and County should jointly develop and adopt design and construction standards for streets within the City's Urban Reserve. 16 �^ II �- w > �1 O /. • I •' 9Y 707 ----------------- HIGUE ._.� 1 y C AY 07 RA i . L._.-. _.-.-._.� • i dop • I I ,• i ' I 'J . i jr J.• NtcHWaY 101 o r I N i y �dCD tb p c� C/� �-+ U� '�1 tzj t] 41 tljCD rD CD `` bt4 r o r' m ta=i y t� Z (A tzi r, x r o x � � m QA ►� y d H uCDtil , z 01 o n O p � r O CDy ,'D a � txj N 5.5 The City will revise its Subdivision Regulations to include right-of-way and design standards for each type of street shown in 5.2. Neighborhood Traffic Management Policies 6.1 Through traffic should use Regional Routes and Highways,Arterials, Parkway Arterials and Residential Arterial streets and should not use Neighborhood Arterials, Collectors or Local streets. 62 The City should not approve commercial development that encourages customers, employees or deliveries to use Local Residential or Residential Collector streets. 6.3 The City should ensure that neighborhood traffic management projects: A. Provide for the mitigation 'of adverse impacts on all residential neighborhoods. B. Allow for adequate response conditions for emergency vehicles. C. Allow for convenient through bicycle or pedestrian traffic. 6.4 In major expansion areas, dwellings should be set back from Regional Routes and Highways, Arterials, Residential Arterials, and Collector streets so that interior and exterior noise standards can be met without the use of noise walls. Programs 6.5 The City will adopt neighborhood traffic management plans for residential areas shown on Figure #3 in order to protect neighborhood areas from intrusive traffic problems. .. :::.:::.::. .:.iiii:.;:.i:.:.. :::.ii:.:<.i:.:::.:.:.:ii:.:;.:.iii'...ii:;.::.iii:.iiiiii: ..:.i:.i:.i:::..::.:::::.�:::.:::.:::::::: ::: :.::::.:.:.,.:::..................................................... ' "li�:::: €. .><v <>+crasxrler:<ae::;a _ # � ai�stt�enual. arm ..:..:.:::...:.:.::::.....:::: :::::.::.:. ::':.i'... ....�...: ....:..:... .... is v::'.:i:i•i::i::!;i:':ji•:'y6:_.•nii'i;.i:ni:{ ni%.is:.i'f.::_n}i'.: e :. :,i:. Iaor alms ata rstxtes that eztctattragenatQaxst to us )3- RX. ....i:i::>.:i::ji:<::'F.:::'.:':iii�:.;:;.v,y;i:•:j::.iii:.i.:.......:..n..uv..:.::::::.:..:....... too====:::..�...:::::::::::..v:.:::: ........:::::::..4:..:::•Oii':.:::.:..:y.::.::i`�i.i:":Q�+,....:�.:' ��i'I:i:is>.::i: ;ii�i+>.;i'::!^i::::i::.:.v:.;: tia�:tttrr�farti»s aturn pt�:ckets at:::.:. <i• ...::.:i:;:::.:.ii..;..;+.;isi,:.:::::':::<::.::...:::.:.y:.:..::.�:.>'::•..ii::<.i'.ii...i:. :.s:.:<.i:<:.:;:.;altat enc+ouraga:thr use ;:as tater cAz n zty>!C=ecto ..Vu. ...V :::.i.i.i:.ilii.i:.:..i< : ::.:...: . ..:::.:.::::. ... ........ ............ .......... '.tii:%£:2:i:R� .. .. .. ...i::.: ii::..:. ..:.....:...:.. '..�::..::.::.)::::'�,:..::....:::.:ci+;..:::..i:.i:.i,::::._.:.,.�:::5':�.: C, ::: ..Bulbouts at anter&ecizbPS;fin ,streefis leading ultb r s�denttai areas#Q i motozxsts tltafi tEt arententagnegbcirlaaod area: 17 __ _ i l i I r• I i i i i i = ; � i I m I i •.i of m r._.J _ �\ TANK FARM Ai iBUCKLEYt N ' Q SCALE: 1' 4000' I FIGURE #3: Neighborhood Traffic Management Areas �IpIIIIII��IVIII�II�l�lll�llll LEGEND u Il TRAFFIC MANAGSMM ABBA CIN OF SAN LUIS OBISPO v.:A:Oiiiiiiiii'pii?ii: ii:Yv'•%^:^iiii:4" hi:.•i:+^iiiii::JAi:' :iYSi: :...........i.''iiIXiSiii t<: :> € i °ctr d ►tcs:a ...,: ret ;ttdextw .:. : .:. :::.::.. .........:.:::........:.. :....:......::......:............ng... . . . . ... . ax�as ..:::..:.: ,:::.:::.:::.. :.:.:..:.:::::.:.,.:::::.:::.:.:::..:::::::.: :. :crl"ra wi >e..c�u� atr : ...:a ::..:.:.:< .... a . ..... u+ s..... s ........................... ....1 ... ......i ........................................................................... ...... >:;":':' tlit d±�igtta�:>ax�a:� tY 1 .::.:..,:.:.: 1 ...... . ...:.::. . .:. . ....... Traffic Flow Policies 7.1 The City will attempt to manage the use of arterial streets and regional routes/highways so that levels of traffic congestion do not exceed the peak hour LOS standards shown in 5.2. To maintain these standards, the City should, in the following priority order: (A) Limit traffic increases through growth management programs. (B) Institute programs that require the use of alternative forms of transportation and establish policies and programs that act as disincentives to the use of vehicles. (C) Make minor changes within existing roadways to improve pedestrian and bicycling safety while improving traffic flow. (D) Consider the selective widening of Arterial Streets, Regional Routes and Highways when improvements to public safety and traffic flow outweigh the fiscal and environmental costs, and do not hinder this plan's alternative transportation policies. 7.2 The City should cooperate with county and state government to institute programs that reduce the levels of peak-hour traffic. 73 The City should manage the street network so that the standards presented in policy 5.2 are not exceeded. This will require new development to mitigate the traffic impacts it causes or the City to limit development which affects streets where congestion levels may be exceeded. 7.4 Driveway access from development fronting arterial streets should be minimised wherever possible. Programs 7.5 The City will establish an on-going and comprehensive transportation monitoring program that, at a minimum, will keep track of: 18 A. Changes in traffic volumes throughout the city. B. Changes to the Level of Service (LOS) on arterial streets, regional routes and highways. C. Traffic speeds. D. Changes in the use of bike lanes. E. The location, type and frequency of accidents. 7.6 The City will periodically conduct a survey of residents to estimate their use of all forms of transportation. 7.7 The City will maintain a computerized traffic model of the city's circulation system and cooperate with the Regional Transportation Agency in maintaining a traffic model for San Luis Obispo County. Street Network Changes Policies 8.1 New development will be responsible for constructing new streets, bike lanes, sidewalks, pedestrian paths and bus tum-outs or reconstructing existing facilities. 8.2 Specific Plans prepared for areas within the city's urban reserve should include a street system that is consistent with the policies, programs and standards of this Circulation Element. 8.3 The City will provide opportunities for public participation in the planning, design and construction of major changes to the street network. 8.4 Major changes to the city's street network (not listed on Figure #4) may be initiated (included in the budget) only after amendment to this Circulation Element. jjy[[ jyytltl Y.. AM1Aiii:S:f %:i4 iEtk�.f5!;�ffil#'t[ t�e=�;b1�t .tri 1: ::..: •..:; :> :.... , ;. . ...:... ..::::.::.i......:,,.,:.:.,?.,:.. :.<....:;:.;. �' :;<:,:.Y:,<.:<;:Y:>:?> <:<:< ;; :><::<,::>:><:::?<:;<.; ,:;.:<. ,.::;;<:i::: key 1%nk a street coxs}i�czr,,etlr.aye �� mo��y.ttn�eveloped areas sh�tYfc�.be wtr�etze�as de�e�opxnexzt c�ecuz�, �r��Zex the S stands:spe€t�erF tai � are:exceec��d > 19 ::r:..: :<.ii:.; ;:<.;:.: t ds>> trtz ' <it b : cQttOT.Sr<set alosa .carr ngvtpcaaharp> ' nts: x »A€ sezM. Programs 8.8 The eity voifl cortsideL vaistring the major changes to the street network i on Figuire #4. 8.8 The City will establish building setback lines for routes listed on Figure #4. 8.9 The City will ask the California Department of Transportation to designate Prado Road between Broad Street and Highway 101 as State Highway 227. . .. .+�:::.: I ............ . tXt : .pct,5;1r # Ss::;:.................... < eltec3r :: t :::. ern < r :::. :I O�: :> : ue.12 ac Eta>s�e�::c�r�€Tatttx�:>�ez � �; ................ .,....: Tt .. .... . � ' f::: th ; :eed;>fpr'<a e e.:.spun5c .n«a,..:cR.::._e �€:: tj :: .:.n.N. .::':::^::'::::• :::::::::::::::::::: .. i Tt ..eclUn.. .:4,1: . r -to;: .:fie:€ r: nd:>tZe ......... :; `.:.3::.,.:n..,,,,..:.:... ..:n..:.................... ::::::::::::::::::>� ::€� :::':' :::::::..:.:.....:::': .::.::.::::..:::.�.,:.>:.;,:.;;:.;:,..:,ni:i:. -:i::i:.:a z:::'i:•.?::?:' ;;.;>:::: •:>:^:::.. .:..:..:,::...::: ...:.:.:: ......::::...........r:::..:;:..::^:::.;':::.:::.,::<:.:;.,...;::<.:::".. ::the:;>:I aa�a� �.€: '.r:.a a ::::' to .: ::... .....:.. .:. :. .. g. .:F:,,.:1.:.:.::.:.:.::..:..:::. .:...:.n:.:..::;. tl3e<< it�fTrttTa n• w: �;::,.�"'spa.�;;.;:s��<::: e >::»: a�':> 'r��ulr... �xl <:n,..�.:::.......::::.:........................... 1p�rtir#;t..t>f'"�'rpt�t�ca 8.11 The City will adopt a plan and standards for the installation and maintenance of landscaped medians, parkways, signs, utilities, street furniture, sidewalks and bicycle lanes along arterial streets. 20 lQ::i:iCIO �. N t� •l7 ell pp 8 LW4 :5 a1 GCI U m 07 Co 0 V -00 >rx m ici:f�: GLEE iE : C >:�;::� AC A +r IQ { A U A A :. Y: 4� Ag O ta C d: a : w- tj RY .8 N td3.y Y y N o c U o w cc cc t x 21 *4: e d s dU $+ N 12 .O y m Q g 96 � O O O •� aY 's :; O 'j O U v a a 4.0. '9r ao Lrw E (24 Ono e MU U A U v� Ca '" Q Q U O so .. N O rC7.' „,' yy Vi W 'fl N IV>Gi; 93 luO o:. :«.•:.::,}:..�_ : .:.... IdIm .pa [::.. w 3 3 s F 3 3 . f:i .. .. pad o a o o uR v � daui a � oa"i W"' Y td co a o" p p x o a :: ovi 22 m 9 8 V YIM v u y 8 R a O •p �p Q: v `Ri •O O U G4 a a m' ? 00 o sd: euo tso. E E lu cc m in C o o Zu C W v u � a 0 € rya �S e m Q�jj, m y y y d C R iY<g. Vl r a °y d r R d •O :::3C: tu cx S cu Cd cr> OO to 20. 23 jo, WN Qw d 'Y y :SfNlta ��:�P: � N'0 o a > O , yrsIx : p,o a °' Ti to •0 0 0 '�€:si: o .a 43 V 8 93 deo a r Y E Y Y O. L � •{ loz. 'v u � 5 y 6)z a A 4 ate+ u .. o a•oa Cd E cc � 9 a e b � N O ° .. #I p W > y `w: N93 V 60 U > .� ....:. Y.� ci --µµi rj 4.1 4•, ° E O <. ASCd E 06. 24 TRUCK TRANSPORTATION INTRODUCTION The delivery of most goods and materials to businesses in San Luis Obispo is done by trucks. Delivery services are essential to the functioning of the city. However, commercial trucks can cause traffic congestion in the downtown, and create noise and safety problems in residential areas. The following policies and programs spell out how the city intends to manage delivery services so that problems associated with truck transportation are minimized. POLICIES AND PROGRAMS Policies 9.1 Commercial trucks should not use Residential Local,Collector,Neighborhood or Residential Arterial streets as regular delivery routes. 9.2 When the level of congestion on downtown streets reaches LOS "D," truck deliveries should not be made during peak traffic periods. Programs 9.3 The city's Home Occupation Permit Regulations should be amended to ensure that large commercial trucks are not used to make regular deliveries to home occupations in residential areas. 9.4 As part of this element, the City adopts the truck route plan shown on Figure #5. 9.5 The City will continue to provide reserved commercial truck loading zones in all appropriate downtown areas. 9.6 If level of service (LOS) standards are exceeded, the city will adopt an ordinance that limits delivery times for commercial trucks in the commercial core. 25 I I I r I I I I ' NIO i ------------ I LL F z.7 i i i i^ l•�W I I I I L � a m c e 3� 7 ••.�....-•• ` - F. G 'TANK FARM A9UCKI.kY N % Q SCALE r = 4000' 1 FIGURE #5: TRUCK ROUTE MAP �Illulllll�����llllllllllllJl TRUCK ROUTE LEGEND u IIW .a.o.e. EXISTING TRUCK ROUTS FUTURE TRUCK ROUTE CIN OF SAN LUIS OBISPO AIR TRANSPORTATION INTRODUCTION San Luis Obispo city and county are served by the county-owned airport located off Broad Street near Buckley Road. The airport allows people to fly private aircraft and to use commercial carriers to connect with national and global commercial carriers. The following policies and programs address the continued use of the county airport. Policies , 10.1 The City should respect the recommendations of the Airport Land Use Plan as it relates to noise and safety concerns. 10.2 The County airport should provide for general aviation and commuter air service to San Luis Obispo. 10.3 To discourage use by larger planes, the County Airport's runways should not be extended, nor their bearing capacity increased. 10.4 The City and the County should regulate land use surrounding the airport so that it is compatible with airport operations and does not threaten the continued use of the airport. 10.5 The City will require development projects and subdivisions within Airport Planning Zones #1 through #4 to include measures that protect the health, safety and comfort of residents and employees. 10.6 The County should regulate airport operations (flight paths and number of flights) so that they do not cause noise or safety problems in developed areas or areas targeted for future development by the ciWs Land Use Element. 10.7 Public transit service should be encouraged to serve the county airport. 26 RAIL TRANSPORTATION INTRODUCTION The Southern Pacific Transportation Company owns and maintains a railroad that extends through the county. AMTRAK uses the Southern Pacific line to provide passenger service to San Luis Obispo with once-a-day connections to the San Francisco and Los Angeles metropolitan areas, and other coastal cities. Rail transportation is energy efficient and can provide convenient connections to destinations throughout the state. The following policies. identify how the city supports rail service. Policies 11.1 The City supports increased availability of rail service for travel within the state and among states. 11.2 The City supports increased availability of rail service for travel within the county. 113 State or federal programs that support passenger rail service to San Luis Obispo should be maintained and expanded. 11.4 The City should provide transit service to the train station, coordinated with train times. Programs 11-5 There should be daily train service connecting San Luis obispo with points north and south, with departures and arrivals in the morning and evening, to complement the current mid-afternoon long-distance Amtrak service. 11.6 The San Luis Obispo Area Coordinating Council should evaluate the feasibility of passenger rail service to connect points within the county. 27 PARKING MANAGEMENT San Luis Obispo's central business district includes the highest concentration of commercial, office and governmental uses in the city. Parking is needed for patrons of downtown businesses, tourists and employees. Use of curb-side parking in residential areas can affect the character of these areas. The following policies identify the City's role in providing and managing downtown parking and addressing neighborhood parking needs. Commercial Parking Policies 12.1 To reduce parking demand, people working in the commercial core should use alternative forms of transportation to get to and from work. Workers who do drive individual vehicles should use parking structures or common facilities rather than curb parking. 12.2 Curb parking in the commercial core is intended for short-term use by those visiting businesses and public facilities. 123 City parking programs should be financially self supporting. The City, County, merchants, business owners and users of parking spaces should provide the funds needed to maintain and create parking spaces. Programs 12.4 The City will periodically update its Parking Management Plan. 12.5 The City will monitor the use of public parking in the commercial core. Neighborhood Parking Management Policies 13.1 Each residential property owner is responsible for complying with the City's standards that specify the number, design and location of off-street parking spaces. Programs 13.2 Upon request from residents or other agencies, the City will evaluate the need for neighborhood parking permit programs or other parking management strategies in particular residential areas. 28 SCENIC ROADWAYS INTRODUCTION The following provisions address the scenic importance of local roads and highways in the San Luis Obispo area. Policies 14.1 Views of important scenic resources from major streets should be preserved and improved to the maximum extent possible. 142 The route segments shown on Figure #6 are designated as scenic roadways. . ................... ...................... :0... X.a:PQ"X 0'.1i P-002 ........ 'U'.M, "t, th 14.3 Development along scenic roadways should not block views or detract from the quality of views. A. Projects in the viewshed of a scenic roadway should be considered as "sensitive" and require architectural review. B. Development projects should not wall off scenic roadways and block views. C. As part of the city's environmental review process, blocking of views along scenic roadways should be considered a significant environmental impact. D. Signs along scenic roadways should not clutter vistas or views. E. Street lights should be low scale and focus light at intersections where it is most needed. Tall, "cobra type," light standards should be avoided. Street lighting should be integrated with other street furniture at locations where views are least disturbed. However, safety priorities should remain superior to scenic concerns. A t0 avoid cluttering scenic 14.4 The City and other agencies shouldeae ... IN roadways with utility and circulation-related equipment and facilities. A. Whenever possible, signs in the public right-of-way should be consolidated on a single low-profile standard. B. Public utilities along scenic highways should be installed underground. 29 1 � O I � I I I I P I I HI I I _ � I LL Z.� i r� i i i i o i � I * ' i i r._.� �T F 'TANK FARM tN� �'Pc N ' Q 1 SCALE r = 40001 I 1 FIGURE #6: SCENIC ROADWAYS MAP I11011IIIIIIIII�IIIllflIjI Y�rVISTA - ROADS OF HIGH SCENIC VALLIS ® ROADS OF MODERATE SCENIC VALUE CITY OF SAN LUIS OBISPO """'••••' ROADS OF HIGH OR MODERATE SCENIC VALUE OUTSIDE THE CITY LIMITS C. The placement of landscaping and street trees should not block views from Scenic Routes. Clustering of street trees along scenic roadways should be considered as an alternative to uniform spacing. D. Traffic signals with long mast arms should be discouraged along scenic roadways. 14.5 The County should protect and enhance scenic roadways that connect San Luis Obispo with other communities and recreation areas. 14.6 The City will promote the creation of Scenic Highways within San Luis Obispo . and adjoining county areas. This support can happen when: A. Reviewing draft county general plan elements or major revisions to them. B. Reviewing changes to the Regional Transportation Plan (RTP) as a member agency of the San Luis Obispo Council Regional Transportation Agency. C. Reviewing development projects that are referred to the city that are located along routes shown on Figure #7. 14.7 The City will advocate that the California Department of Transportation (Caltrans) or the County designate qualifying segments of Highways 1, 101 . and 227 as Scenic Highways. Programs 14.8 The City will participate with Caltrans, the county and other cities to establish a program for enhancing the visual character of the Highway 101 corridor. 14.9 The City will revise its Architectural Review Guidelines to incorporate concern for the protection of views and vistas from scenic roadways. 14.10 The City will adopt a street corridor landscaping plan for scenic roadways. 14.11 Both the City and the County should enforce an amortization program for the removal of billboards along scenic roadways. 14.12 The City will amend its sign regulations to prohibit billboards along designated scenic roadways. 30 CIRCULATION ELEMENT IM1PLEMENTATION, PROGRAM FUNDING AND MANAGEMENT INTRODUCTION The following policies should guide city departments in budgeting for and implementing this Circulation Element. Policies 15.1 The City should focus efforts on managing city and regional growth because they are the principal causes of traffic increases. 15.2 Programs that reduce dependence on single-occupant vehicles and encourage the use of alternative forms of transportation should be implemented first. 15.3 The City's Financial Plan and Capital Improvement Program (CIP) should support the programs, plans and projects identified in this Circulation Element. 15.4 Funding for street projects and parldng structures should not prevent the city from meeting its non-vehicular program objectives. 15.5 The City should allocate more of the cost of constructing and maintaining facilities that accommodate automobile use to the users of these facilities. 15.6 The City should reduce user costs for alternative forms of transportation. 15.7 Development projects should bear the costs of new transportation facilities or upgrading existing facilities needed to serve them. 15.8 Mechanisms for spreading the cost of transportation systems among the users of the systems, the City and County, and State and Federal agencies should be developed. 15.9 The City should reorganize and expand its transportation programs to improve the planning, delivery and management of transportation services. 15.10 The City intends to update its Circulation Element every five years, with a major revision as needed. 31 Programs 15.11 The City will undertake a study to determine the best way to organize, staff and manage its transportation programs. At a minimum, this analysis shall evaluate and make recommendations for the following activity areas: A. Transportation planning B. Transportation information management and program monitoring C. Downtown parking and neighborhood parking D. City transit service and coordination with regional systems E. Street network management F. Neighborhood traffic management G. Trip reduction programs H. Bicycle and pedestrian programs I. Coordination with regional transportation planning J. Promotional/educational programs The study will recommend a strategy for organizing transportation services including capital and operating budget requirements. 15.12 A Trauportation Work Program will be incorporated into each City Financial Plan. The work program must be consistent with the Circulation Element, will cover a four-year period, and will establish: A. Implementation schedules for all City transportation programs and projects including those described in the Circulation Element. B. A comprehensive funding strategy which identifies funding for each program type by source and amount. 15.13 The City will adopt a traffic impact fee ordinance that requires developers to fund projects and programs that mitigate traffic impacts associated with their projects. 32 E es L O L C /� r1 x x X X X X Q: L c� c ti O Com.. F. Z. W. e J. V O � " 3 JZ XXX XX X XXX X XX XX � •� c � � "' 3 v l 'l. L u OA L y 7 Z O Q cz 7 LL. .� .�7 . 00 p y ' Hyu cz �y "' � Ns r cz ca a s m 000. a O CrV F- c o=p G POO Ca' G c � C Z aU •� � X41 c tea, euWz � c a as Z:' 3 o a T a y 3 °? �,Lt, cCa _a, _ -e vO-i L cc aa3i C � cc o0 .Q..�:. V O G. cC C rC OC :0 ._ Y Q O 7 'G v u - .3 a UUEiEu2Z o. �n ° v� � E- Z e L •v F _ 'O O O C. � 0000C\ � � 00D: � N •"' aOO� � 7Ln _ VL �o fV f�1NN (V uMciC'iV6C6viC6 C4 � r,%� tai v'i ; u a' cc >% " ai D F F 3 cn Z E . L L .n V h � X X X X X L O L �7 V Z C r O L • Z XX XXXX X X XXXX X MCI— IM T v > N = = C �l V � V U � V � � C wL♦ ^ V rL.I �i �CZCZ L >+YG y = CZ = rl Cc 'L V/W YC• _/ W v ° r- Q S r� Y.VI 'O m moo &n � � -v' c Q *� c s 3 ° = av o°or- E y � 'w p e a� E > 3 � 'e mo su -0 c cW E _ 6. ° ter"]= c ° 'o ` ° 0. 0 �'0 oo _ = c on ` OE-- U c .1 C2 CE O � = Z 2 � � i� OF- F- oD a CZ ,u. U s y v G cc N M OW-) CD -0 O � 7u'1 tM N m00C" •--r . . -� C G7 :C p M v'1 �0 •V N (V L p •7 ~ C/') C/'1 V'1 [� I-: [z ,z 06 00 0p 06 E"' Q: a O, cr, V .� .-• p .-. CZ .� rr .� r ,.., rr ,.•, V 7 Cyd Y O l' V u cc L E eo = E E° 93 E= U z cn APPENDICES Appendix A. Description of Level of Service (LOS) Appendix B: Scenic Roadway Survey Methodology Appendix C: Concept Design of Freeway Interchanges APPENDIX "A" LEVEL OF SERVICE DEFINITIONS Street Segments Level of service (LOS) is a qualitative measurement of the degree of congestion on a roadway. LOS is described by a letter scale from A to F. "A' represents the best service and "F' represents the worst service. LOS E occurs when the volume of traffic approaches the road's capacity. LOS E is characterized by low operating speeds and numerous delays with much congestion. LOS F represents a forced flow situation with more traffic attempting to use the road than it can handle. LOS F is characterized by stop-and-go traffic with numerous, lengthy delays. The photographs (taken from the Highway Capacity Manual) illustrate the six grades of level of service. The level of service on urban streets and intersections are described with the same scale and have similar congestion associated with them. i l _ Y IL _ -. .rt. _ __.. LEVEL OF SERVICE`°A" LEVEL OF SERVICE°'D" AX• � Y ' LEVEL OF SERVICE"B" LEVEL OF SERVICE"E" 'ter S6 IW — LEVEL OF SERVICE"C" LEVEL OF SERVICE"I" LEVEL OF SERVICE DEFINITIONS Signalized Intersections Level of Service Volume/Capacity (LOS) Description Ratio A Little or no delay (under 5 seconds per vehicle) Most < .59 vehicles arrive during the green phase and do not stop at all. B Minimal delays in the range of 5-15 seconds per vehicle. .60- .69 Generally occurs with good progression and short cycle lengths. An occasional approach phase is fully used. C Acceptable delays in the range of 15-25 seconds per .70- .79 vehicle. Individual cycle failures may begin to appear at this level, and most drivers feel somewhat restricted. A significant number of vehicles stop, although many still pass through the intersection without stopping. D. Moderate delays in the range of 2540-seconds per .80- .89 vehicle. The influence of congestion becomes more noticeable, with drivers sometimes having to wait through more than one red indication. Individual cycle failures are noticeable. Queues develop but dissipate rapidly E. Significant delays in the range of 40-60 seconds per vehicle. .90- 99 This is considered to be the limit of acceptable delay. Individual cycle failures are frequent occurrences, with long queues forming upstream of intersections. Drivers may have to wait through several red indications. F Represents jammed conditions with excessive delays of over > 1.0 60 seconds per vehicle. This condition often occurs with over-saturation, when arrival flow rates exceed the capacity of the intersection. Resulting queues may block upstream intersections. Source: Highway Capacity Manual, Transportation Research Board, 1985 34 APPENDIX "B" SCENIC ROADWAYS SUMMARY OF METHODOLOGY The scenic roadway section of this Circulation Element and the methodology used to prepare it was borrowed from the adopted Scenic Highway Element (1983). Scenic roadway designations have been slightly adjusted to reflect changes in views and vistas that have occurred since 1983. Identifying scenic roadways started with identifying the community's scenicresources. These include Laguna Lake, San Luis Obispo and Stenner Creeks, the Santa Lucia,Davenport and Irish Foothills, Cuesta Ridge, the Morros (including Bishop Peak, Cerro San Luis Obispo and Islay Hill), Orcutt Knob, Terrace Hill, and South Street Hills. After key scenic resources were identified, views of these resources from the city's major streets were mapped. All Highways/Regional Routes, Arterials, and Residential Arterials were studied. These streets handle the most traffic and therefore afford the greatest number of people view of the surrounding hillsides, the Chorro, Los Osos and Edna Valleys and the creeks. Once the field observations were completed, a numeric ranking was given to each location. This number was then translated into the High, Moderate and Low quality of view classifications used to identify scenic roadways. MAP OF VISUAL RESOURCES 1. Identify the visual resources. 2. Conduct field investigations: A. identify thoroughfares and arterial streets (Circulation Element) ; B. designate points of view along each street; C. record observations. 3• Transfer field observations onto a worksheet and assign valences to each visual unit. 4. Multiply good or fair or poor (3,2,1) views by major or minor (2,1) assessments. GOOD (3) MAJOR visual unit (2) FAIR 2) X or = 1-6 POOR (1) MINOR visual unit (1) 5• Sum the products for each point to determine a visual index value at each point. 6. Calculate the statistical mean, median, and mode. 7. Categorize the visual quality index numbers into HIGH, MODERATE, and LOW classifications. 8. Map the Scenic Highways with a HIGH or MODERATE classification. 19 i 9 I I --- ,1` i 17� - 8 I 16 ` 8 I I I - i r 15 I i I 5 . 2 L_ �. 3i > / 3 J 5 45• �� s -- —. 3 T i I � - 1�� 49 4 47 23. FIELD OBSERVATION LOCAM ONS Numbers refer to the location of the field nervation noted on the opposite page . EH 7T pq pq NONE p 110©©II�G,711�G,1E0��©■■©�■■ p 110©©11■EI I■■E0�0©■■©©■■DF' p EI 10©OI 1■■11■■■ME3■©©■©■■E p 11�©©11■FII■■■��■DC■©■■■ .. p 110Ott IGJ■11■■■0■■■■e■■■■ p 110®©� 1[`JEI IE■■0�■DD■ESE■© _ p 110■■11©■11■■FDG■■■■■�■� p 110■■1 MEI I■■■�■■■�■■■■■■ p 110©©110©110©�OODDN■©Gl■■E� p 11�©©11�E1 ID■EDD■EE■NONE ® 11112■©1 IO■11■E■ 101111CM■GM■■■ lFWM IK-4010, Fi4G, FM F.:460 00, 000 p 110©E3110©11130 Is D®■■■E■■ ® 110©©1local 10©■DFICEEC®■■EBF' 0 110©■110DI IO©■��■E©OO■O p 11l�7©■110©11■EEOl�]EEEI�IN■E■ p 110©■11■EI I■■E�©ECNDN■■O p 110©■1MON ID■■0�©El�EOEO ; p 1100©110©110■■0OM©0®■■■■ ® 1 IO131=1 Ie©11�■■E'!0■©©©NOON ® 110©■110©I IEEEO�E©©©©■■■ ® I ID■©1119■11■■■0�©■■©©■■ 11■■■1 I■■1 IEEE�00©©■©©EOEi ® 110■©11M■I IEEEDDOF!©■©©■■ 110■®110E1 IEEEOEOQ�ENOEE® ® 1 IEEM1 ID01 INE■0©■©©000E■ 110©■110011■E■0■■ECE■■■■ p 1 IDE20110©I IE■EDE:0©©©■■■■ p 1100■1 MEI 1EE■ODN©C■■N■■E ® 1 IG1C■11©011MEe�©Gi■CM■■© ® 110■■■ 1012111 ■0mm©E■©©■■ ® 110©�11EE11■SEDER] DE©©E■ ® IO©■110©11■O■MM ■:©©■E ® 10©GV IE301 IME■E30001E IMEM IM■I IE■■D ©■■�7 ■© ® 101N©1 I■■11■■■0M®■■©■■■©� � 1 ID©©11■■11■■■DD■©NOON■■ 11■■©1 I■■11■■■ISCM■■■■■N p II■■SII■■IIN■E ■■ MEN � 110®©110©11■■■oe�■e�E■� ® 110®G�110■11■■■OGS■■■■■■■■ 1 ID■�l11©EI 1■■■ND■■EE■B■ � 110©DI 1■■11■■■ems©©■■EE ® I IE]©©1 l0©110■■E]0M©■■©ME 110©■I Imal ■ 110©IMI 1■■11■■■D■�©©■©©■■® p 1 IMIMMI i0C110©■ DDE■©©NO�C� 110■■11e3■11©■■IRND©■■©E1■EEA 0 11■■■1`1 iiiiiiiiiiiiii� --i� 45 12 --� Q/ 39 ,a gyp. rl \ 118 I I I 41 ` Ca/Ilp�nla 6/, 1 I I I 25tti 48 / \ \ NO SCALE \ I i V 50 v -� 49 / 0 i 30 110, �' / 0•e ' S- i • �' 0.V /• a 40 X501 54 29 � 55 Tank Fenn Road T I C7, i 52 53 41 Buckley Ro" 40 2 APPENDIX B: SCENIC ROADWAYS MAP 3EI'"3`:iL' :•'^r�i� '!..illl':;i�11:� - =T VISTA . ci N..«. ROADS OF HIGH OR MODERATE SCENIC VALUE OUTSIDE THE SAN LUIS OBISPO CITY LIMIT Emaiiesan Luis OBI SPO 22-42 ___ ROADS OF MODERATE SCENIC VALUE CEPAINGFNT OF COMMUNITY DEVELOPMENT 90 Palm St/P.O. Box 321,San Luis Obispo,CA 93606 4 —6' ■■■■ ROADS OF HIGH SCENIC VALUE 9051 541-1000 COMM ❑•Dads Acdm ❑ FYI dc=%t IrmDnut CAO ❑ FIN.DM ESDM arad BOB ROwMIE � CAO ❑ MEau�+ 80B !array Ave. MEEn.ILLLY- wr A ❑❑ at FW DULsa.� Iuis c� as 93405 DATE REM# 7 MCMT.ITAM ❑ RBC DIR (805) 549-9107 g ,- on� °Vv"� r.: May 4, 1992 To: Mayor and Council Members, City of San Luis Obispo CC: City Clerk Subject: Suggested Changes to Draft Circulation Element References: (a) "Final" Administrative Draft Circulation Element, dtd 4/92 (b) Council study sessions 2/24/92 and 3/9/92 (c) Adjourned meeting of 4/28/92 (d) letters dtd March 23 & 30, 1992 1. Introduction. Since it is again not clear whether the session to finally review the draft Circulation Element will be open to the public, and whether the procedures followed will make it difficult for public input to be considered, I am consolidating here my suggestions from two preceding letters, which may not have reached you. Because consideration of my suggestions was not a Staff assignment, I ask the Council 's secretariat to include this letter in the packets for the May 11 meeting. 2. Line-item Suggestions/Comments. These follow the paragraph and page numbers in the most recent draft, reference (a) . More generic comments, on - they pp-.-6-9 Goals,•'etc: section;- follow in paragraph 3. _ - - - -_ 3,2. 3.8. 3.10. 3.11; pp.12,13. All students should be encouraged to use bicycles vice automobiles. Suggest add ", San Luis Obispo High and Mission High schools'" following "Cal Poly" in each of the cited paragraphs. 3.13; p.13. "Purchase" is unduly -strong and specific; it also serves to make the program non-executable. Suggest substitute "obtain." 4.6; p.13. Aside from the generic comments in 4.2, 4.3, and 4.7, the mythical Lh- -n nails Plan appears to be the only cited vehicle for City walkway planning. As such it should be treated on a par with the Transit plans in 2.8 and the Bicycle plan in 3.3, 3.7 and 3.9. Suggest adding the words "this Element and" following 'of' at the end of the first line. Cf. 15.3 below. 4.tbd; p. 14. So that we have a General Plan level policy supporting independent pedestrian accommodation to commercial and public buildings, suggest language such as "New or renovated commercial and government public facilities should provide convenient pedestrian access from nearby sidewalks and pedestrian paths, separate from driveways and vehicle entrances. " 5.2 F, 5.3. pp.15,16, and Figure 2. Legend. As I explained at the March 9 session, there is a need for the label to reflect the definition, that these . streets cant' undesired, undesigned-for and unintended arterial traffic levels rather than planned ones. Suggest adding quotation marks so that it reads Neighborhood "Arterials. " Cf. 7.1. 7.1(B). p.18. "Require" in this context is beyond the City's sway, and so serves to make the policy non-credible. Suggest substitute "encourage" or "support." RECEI ED L _J deleted 8.8; p.20. Since accepted rules of usage req ire that one explicitly call out displays, such as Fig. 4, the following has to apply someplace: the flavor of the entire Element is that automotive traffic and it's associated street system comes first, and that everything else is of lesser priority. To provide balance suggest adding "and in the Transit Plans, the Bicycle Facilities Plan, and the Urban 7)-ails Plan. Cf. 15.3, below. 9.4; p.25, and Figure 5. Why is Madonna, between 101 and LOVR, a Truck Route? (Is this left over from before the LOVR interchange was built?) Trucks can use any arterial for local deliveries (e.g. , Foothill, Broad and Ramona are not truck routes. ) Traffic on Madonna is heavy now, and it will get worse when we build the Prado interchange and develop Dalidio. Suggest delete. p. 27. Introduction. Perhaps we should acknowledge the existence of the twice-daily AMTRAK bus link to Santa Barbara; it's a kind-of rail transportation. Having acknowledged it, we could then say we would prefer real train service. p. 28. Once again let me urge some mention of fringe, out-of-city commuter parking and associated shuttle transit. And the example continues to be the drive-in movie lot, particularly after the Prado interchange is built. 15.3; p.31. IF we have not balanced the Element through the expanded identification of alternative transportation modes, as I suggest above, THEN we need to specifically call out the subordinate transit, bicycle, and pedestrian plans HERE. 25_tbd;_ p_32.—Development.project_presentations_L have-attended.have. _— addressed-only-tie circu3atfon=issues within the project' arid�nom= it's expected- effects on the community at• large. - Suggest the addition of language such as: "Development proposals to the City will explicitly address the impact on the entire community of the additional transportation needs generated by the project, and suggest suitable mitigation measures." 3. Goals, etc. pp 6-9. I had thought the Planning Commission had revised and condensed this section, but apparently not. Such an introductory section should be brief, concise, and internally consistent. What we have here is NOT (to coin a contemporary phrase) . The simplest solution at this point is to adopt the five boldface headings in "Objectives" (pp.7-9) as Goals and the 17 subordinate statements as Objectives, BUT MAINTAIN THIS STRUCTURE THAT - DISPLAYS THE RELATIONSHIPS. Then delete the previous page (p.6) of "Goals" and "Strategy" as redundant. We could do a lot of wordsmithing and get down to just one page, but it probably isn't worth it now. In Figure 1, note that the percentages in column 1 should not be comparable to the numbers in column 3 because the latter are only in-city ("residents," see note (2)) while the former are also supposed to count out- of-city origins/destinations that become "In-City Trips" when they cross a city boundary. Thank you again for your attention, 2T BOB ROWNTREE