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HomeMy WebLinkAbout07/20/1993, 7 - DETERMINATION OF SETBACK LINE AND ACCESS CONTROL, ORCUTT ROAD - BROAD STREET TO LAUREL LANE MEETING DATE: �II�� �I�IhIIII�=Ih'lll city Of SanZSIS OBISPO July 20, 1993 COUNCIL AGENDA REPORT ITEM NUMBER FROM: 1 Mike McCluskey, Public Works Director Prepared by Wayne Peterson, City Engin SUBJECT: Determination of Setback Line and Access Control, Orcutt Road - Broad Street to Laurel Lane CAO RECOMMENDATION: By motion: A. Direct staff to prepare an ordinance establishing setback line for Orcutt Road based upon Alternative 4; and B. Direct staff to prepare an ordinance establishing access limited to two points on the south side of Orcutt Road between Broad Street and the Southern Pacific Railroad. I. BACKGROUND The City Council considered alternative street right-of-way widths for this portion of Orcutt Road at its meetings on August 27, 1991 and January 21, 1992. The existing adopted setback line for this street establishes a total right-of-way width of 84 feet which allows for a 64 foot wide street. Council was interested in a new, wider, right-of-way to allow for a wider, better landscaped median island. Other topics discussed by the Council at the meetings were bike lanes, whether or not to relocate the existing curbs to allow for wider parkways on Orcutt Road, traffic lane delineation at Laurel Lane, and access control. The existing setback plan provides for two traffic lanes (11 feet wide) in each direction, a 10-foot median area for either an island or turn pocket, and a five-foot bike lane at each curb line. The sidewalks would be 6 feet wide, integral with the curbs, and a 4-foot parkway behind the sidewalk. A. STREET RIGHT-OF-WAY The Council considered three alternatives to the current design and each was discussed at length as shown in the attached memos of those meetings. The Council gave conceptual approval to Alternatives 3 and 4. These alternatives am..similar in that they required an additional 26-30 feet of right-of-way on the south side of Orcutt Road for a total of 110-114 feet of right-of-way. The street design provided two travel ways, 32 feet wide on either side of a 22-foot wide median. The travel ways were divided into two 12-foot traffic lanes:and an 8-foot wide bike lane. Behind the curbs was a 10-foot parkway and beyond that a 4-foot detached sidewalk on both sides of the street on Alternative 3 and on the south side only on Alternative 4. Alternative 4 does not require the reconstruction of existing curbs and sidewalks on the north side of the-street. An additional 4 feet of right-of-way is not required by Alternative 4, as the parkway width will remain at 10' as opposed to 14' required by Alternative 3. ►�►►�i�ii�llllll��l j����� city of San IL P OBispo COUNCIL AGENDA REPORT Orcutt Page Two B. ACCESS CONTROL Council was concerned about access control from the south side of Orcutt Road. The desire was to avoid any reduction in median landscape area due to the provision of turn pockets. Both Alternatives 3 and 4 provide openings in the median for access to McMillan Avenue and Duncan Avenue, thus the only issue was two additional left turn pockets providing access to the south side of Orcutt Road. Additionally, both Alternatives provided for Class II-B bike paths on the street. The Council discussed the possibility of Class I bikeways, but settled on the adequacy of Alternatives 3 and 4 using Class II-B bikeways. C. INTERSECTION DESIGN - LAUREL/BULLOCK AT ORCUTT The plans presented to the Council at the meeting did not show this entire intersection. The Council asked that staff prepare a conceptual plan for how traffic might be handled in the future. D. BUS SHELTER . The Council asked that provision be made for establishment of a bus shelter somewhere appropriate along the south side of Orcutt Road. E. COUNCIL DIRECTION The Council, at the meeting of January 21, 1992, did not make a final decision on the subject but instead gave conceptual approval of Alternatives 3 and 4, with direction to look at the above issues and deferred further review until after the Circulation Element was adopted or a development that impacted the decision was proposed. While the Circulation Element is still pending, a developer is proposing a project along Orcutt Road just west of the railroad tracks. Thus in order to give clear direction to the developer of City requirements, a decision on right-of-way and access control needs prompt action. H. RESOLUTION OF ISSUES A. SIDEWALKS The issue involves the existine sidewalks and curbs. These improvements are in place on the north side of the block between McMillan and Broad Streets. Alternative 3, in this block, requires a continuous 10 foot parkway with a detached 4 foot sidewalk at the property line. This was the same design as at all other locations between the SPRR and Broad Street. Alternative 4 keeps the existing curb and 6 foot wide sidewalk located within the current 10 foot parkway, with the back of sidewalk 4 foot from the property line. The property line on the north side of Orcutt Road in Alternatives 3 and 4 remains the same. This means to build Alternative 3, a new sidewalk must be built between the current one and the }aL ����u�►bHI�HIfl�IP��u11118�11 city of San LA OBISPO i11111110me COUNCIL AGENDA REPORT Orcutt Page Three property line; the old sidewalk and curb be removed; a new curb constructed 4 foot out into the current street from the existing curb, and the newly created 10 foot parkway be landscaped. Alternative 4 leaves the current improvements in their current location and shows all remaining improvements on the north side of Orcutt Road (McMillan to Laurel) to be similar. (There are two remaining 1/2 block sections of the north side of Orcutt Road that do not have curb and sidewalk installed). This means there is less. parkway area to landscape and requires 4 feet less right-of-way to acquire on the south side of the street, while providing the same amount of pavement and median. It is felt that the existing 4 foot parkway can be planted in such a way to maintain the "feel" desired for Orcutt Road. This results in an estimated savings of$66,000 over Alternative 3. Staff recommends implementation of Alternative 4 on the basis of cost savings. B. RIGHT-OF-WAY As with all other street setback plans of this nature, where right-of-way takes are greater than normal, the City will have to negotiate with the property owner for purchase of the excess right-0f--way. In this case the entire 26 feet (30 feet with Alternative 3) of right-of-way necessary would need to be purchased with City funds. C. ACCESS CONTROL There are two issues to be considered. First, turn pockets versus landscaping and, second, property access and environmental document conflicts. 1. Turn Pocket Landscaping The Council desired a long, wide continuous landscaped median. Approved Alternatives 3 and 4 provide creation of turn lanes which impact this desire. The median width of 22 feet allows 10 feet of width for landscaping to be continued to the nose of the median breaks. There would be some limitation on the type of planting at the two known median breaks in order to maintain visibility for the vehicles using the breaks, but staff feels the effect of landscaped medians will not substantially detract from the overall beauty of the street scheme. Further, two additional left turn pockets allowing access to the south side of Orcutt Road can be equally landscaped. 2. Property Access - EIR Conflicts The following statements all deal with this issue: • The Council discussed prohibiting access to Orcutt Road during draft Circulation Element discussions and requiring all access to the south along Sacramento Drive. • The Draft Circulation Element EIR recommends against the extension of Sacramento Drive to Orcutt Road. 7' ���h�iNNilVllllll�lp�l����l city of San tL._j OBISpo COUNCIL AGENDA REPORT Orcutt Page Four • The staff report to the Draft Circulation Element EIR recommends the extension of Sacramento Drive to Orcutt Road (Attachment No. 8). • The Council approved EIR for the Gas Company Annexation and the Broad Street Annexation requires the extension of Sacramento Drive to Orcutt Road. • The Fire Department has requested vehicular access to development south of Orcutt Road along an alignment similar to Sacramento Drive extended. • The Department of Fish and Game has recommended mitigation measures which will address the environmental concerns identified in the Circulation Element EIR. • A current development proposes access to Orcutt Road at the same location as described in the Gas Company Annexation. Staff, after reviewing all of the above, feels the benefits of access to Sacramento Drive from Orcutt Road will be highly beneficial. The reduced trip length and better internal circulation provided for employees, customers, deliveries, and for emergency access all outweigh the loss of a single continuous Class II-B bike lane and the added turn pocket in a wide landscaped median. This point of access complies with most statements above and only requires modification to the Draft Circulation Element which staff has already begun (Attachment No. 8). There should also be an access point at the McMillan Road intersection to provide access to the remaining property south of Orcutt Road and east of Broad Street. This is a logical location for traffic movements and results only in an additional left-turn:pocket in a wide landscaped median at a point where a break in the median would already occur. The access to the south would more than likely be a short cul-de-sac with no creek crossings. See Attachment No. 7 sketch showing alternatives. Therefore staff recommends that two points of access be planned to serve the property on the south side of Orcutt Road, one at McMillan and one at Duncan. D. INTERSECTION OF LAUREL AND ORCUTT ROADS The Council expressed an interest in the geometries of the lanes that are likely to be installed at the intersection of Laurel Lane-Bullock Lane and Orcutt Road. Since development exists along both sides of Orcutt Road from Laurel Lane all the way to the city limits, staff feels it is unlikely that the median design proposed for Orcutt Road west of the SPRR is applicable east of Laurel Lane. Staff has prepared a schematic plan for likely lane delineation at the intersection. This plan considers today's traffic patterns and the current LUE which discourages extensive growth southerly along Orcutt Road. J r�y �u�i�H►VIIIIIINIII ����11 city of San '. `,s OBIspo i1iis COUNCIL AGENDA REPORT Orcutt Page Five The plan is attached (Attachment 6) and shows the transition from the 110 foot (Alternative 4) right-of- way to 84 feet at the intersection. The transition is carried out by having duel left turn lanes/right turn lanes to accommodate the heavy turning movement between Orcutt Road and Laurel Lane. E. BUS SHELTER In coordination with the transit manager, a location for a future bus shelter has been selected at the property line between the Orcutt I and H developments on the south side of Orcutt Road. M. PUBLIC CONIlVIENT The developer of the Parkside Research Centre has requested by letter that he not be required to provide additional right-of-way beyond that necessary for a 64-foot wide street. His letter is attached. IV. FISCAL IlVIPACT Staff estimates that the added initial construction cost to the City that would result from Alternate 4 to be $526,000. In addition to this initial cost, there is the ongoing maintenance cost of the landscaping. The actual pavement area is not significantly different between the existing plan and the proposed plan, since all of the widening area is to be used for landscaping. In addition, the cost of the future over-crossing at the railroad will be higher due to the need for retaining walls to allow the project to be built within the currently available right-of-way. Funding for all additional costs will be from the General Fund, until traffic impact fees are adopted. V. ALTERNATIVES There are three basic alternatives to the staff recommendation. 1. Maintain the current setback line. This would require no additional actions. 2. Approve the concept of the widened street to provide for additional landscaping, but not allow any access from the south. This alternative would require the adoption of a new setback ordinance for Orcutt Road and would impact the feasibility of the proposed development of Parkside Research Centre. 3. Modify the median width to 16 feet, the same width existing on Broad Street and Santa Rosa and the same as planned for Grand Ave. This would reduce the overall width of the right-of way from 110 feet to 104 feet and decrease the cost and the amount of land acquisition required. This also would require the adoption of a new setback ordinance. 7S 0,111►(VIIIII1I1►101 city of San lu. OBIspo COUNCIL AGENDA REPORT Orcutt Page Six VI. CONCURRENCES The Community Development Director and City Attorney concur with the recommended action. Attachments: 1) January 21, 1992 agenda report and minutes. 2) August 27, 1991 agenda report and minutes. 3) Parkside Research Centre plan (PD 220-92) 4) Excerpt from Draft Circulation Element EIR 5) Letter from Norm Beko (4-23-93) 6) Sketch showing Orcutt/Laurel Lane intersection 7) Sketch showing Access Points serving property along south side of Orcutt Road. 8) .Portion of staff report for pending Circulation Element EIR hearings orc=07/mm1 City Council Meeting - Page 8 - Tuesday, January 21, 1992 - 7:00 P.M. Councilman Reiss returned to the dias. --� BUSIh"ESS i1-Eh1S d. RE TRAI\I\ FA ILITY E AG (File No. 717) Council considers dification the raining Facility Project and ECOSLO agreement At the request of staff aad mar by RaDna/Rulman that this item be continued without discussion to a future Council Dfectintion carried u nimously (54). t 5. ORC= ROAD WIDENING (File \'a_37 Councilman Reiss stated that he had to step do-Am due to a possible conflict of interest as he was a property owner in the arra. Council considered design alternatives for Orcutt Road widening (continued from 8/27/91). After brief discussion,moved by Rg non/Pinard that this item be continued without discussion until after review of the Circulation Element. ,Motion carried (;-0-1, Councilman Reiss being absent). Councilman Reiss returned to the dias. — 6. -NIL NVORK SESSION (Fife No. 112) Council conside scheduling a one-day Council work session. John Dunn. City Admini five Officer, reviewed agenda report with, the recommendation that Council determine whether they desire old a on - ouncil work session and,if so,establish time,date,and place. After discussion and upo eral cons s, Council agreed that a work session would not be held at this time. ...... COMNI UNICATIO\S � COSi�.I. . Councilman Reiss expressed concern about North County not commidng to a fair share towards the bo ss shelter and suggested use ora per capita formula to provide a mo ble financial contribution. WAS P.M. Mayor Dunin adjourne a meetfn c osed;session to discuss litigation City vs. Schicker. 11:05 P.M. there being no fu usiness come before the City Council, ?favor Dunin adjourned the meeting to Tuesday,J 28, 190 2 at 7:00 P.'+.. ' the Council Chambers. APPROVED BY COUNCIL: 2/18/92 Pant Vones, City k PVMM ,�.Jc�, /-i � A I r7 January 21 , 19992 ll!!iili�►A�1 city o� san LJ1s oBispo 6�► .1 ITEM N'UMEER: NCIL AGENDA REPORT FROM: David F. Romero, Public Works Directo�`�� Wayne A. Peterson, City Enc'n__ SUBJECT: Orcutt Road "•7idenirg - Design Alternatives CAO RECOMMENDATION: By motion adopt Alternate 3 as the new right.-of-way and roadway des an for Orcutt Road between Broad Street and Laurel Lane and refer median design planning for Orcutt Road easterly of Laurel Laneand 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 mcticn referred the report back to the staff indicating that they preferred Alternate 3 and wished to nava input from the Bicycle Committee as to t^e design of the bike paths along the street. Other items of concern expressed by the Council were as follows: access control on the scuta side of Orcutt, use detached sidewalks wherever possible, try to eliminate the reed for a sidewalk on the south side of Orcutt Rcad by design control of the development of the adjacent land, address a sig:,t distance concern at the intersection with Duncan, locate a transit shelter on the street, continue the plan to the east on Laurel T-ane . DISCUSSION: Bike Path Design. The Bicycle committee at their first meeting considered the Council 's request and recorlmended 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 CcUiI " . AGENJOA RETORT ~ Orcutt Road Widening Meeting of January 21, 1591 Page 2 . I Rcad, they would probably re-ain until the property they are cn isJ redeveloped. In any evert new curbs could be reconstructed at t}e r.=_-:i alignment as a part. of the miedian construction project. Sicht Distance at Duncan intersection . Sight distance is limited at this location for viewing traffic approaching on Orcutt Road frc- the East. ; The proposed plan significantly improves the sight distance because ; widening causes the approaching traffic to be roved southerly 14 feet to about the same location of the existing east bound lane. i Bus Shelter. In discussions with Harry Watson, Transit ?Tanager, it -Vas i discovered that there is currently insufficient ridership to justify ai ' bus shelter. A pullout would be helpful a short distance east of Broad lI' Street on the south side of the street. A pullout could be acccmmcdatedl within the proposed right-of-way by deflecting the curbs into tine 10- foot landscaped area about 8 feet. This would allow the' bike lane to pass between the parked bus and the traffic. The four-foci wide sidewalk which is adjacent to the right-of-way line should be widened to 5 feet ; to allow the placement of a bench_at the back edge. if develcp-ent in the area is proposed that will increase the bus usage, then the need for a shelter should ba re-evaluated. It should be noted that the 7 and a ' bus networks in the Short Range Transit Plan propose to eli-minate =-eryicr 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. un Laurel Lane and easterly on Orcutt cad 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 minium -edian, the issue of on street parking needs to be addressed. Richt-of-way ; acquisition will impact existing dwellings. The westerly side of Laureli Lane between Orcutt and Southwood could be widened to allow. nedian ; construction. Acquisition would be difficult as almost half the distance i 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. 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 thei 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 recom*rended 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-. 7' S' 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 Develop-ent 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 revie,.-red. The results would be more comprehensive and consistent if included in the larger project. i i i OTHER STAFF REVIEW: i This report has been reviewed by the Transit Manager and the Cc=unity Development Department. Their comments are included. I FISCAL I.%?ACTS: The estimated cost to construct Alternate 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 cf $1,400, 000. ($1,000, 000 is direct City cost, $400, 000 may be develocer responsibility--i. e. , paveout, cost of curb, gutter & sidewalk is rct 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 Immgct fees. The amount would have to be determined based- upon how auch of the improvement is related to growth. Attachments: j Staff report, August 27, 1991 Council Meeting Bicycle Committee report dated October 10, 1991 i i wap i 7-/D r r• � J i ' is ri- -�L; /`tel; •/ � 3�\ `� ly iv / • � / �tia_l,i � i ,_moi I ♦aua+ 0.090 I �� 10:,6 S F' I ' .. i i E�•'�� I .G I � I � o ' I to I -s ` O - t I I f _ I Cf� 1 u& i I I City Council Minutes Page 4 Tuesday,August 27, 1991 .7:00 p.m. De-Burkett. 1304 OceanairE, spoke In-support of preserving boating use. Pie h th n Prefumo Canyon Road, offered to volunteer to put in some kind of picnic building from where peopjoy the Iake. Councilwomansupported Alternative I;urged that staff look at providing for guided tours and ,vested extending the commem five grove further into the park. Councilman Roafman suppo Alternative I. He was not convinced that the iptive center as proposed for the kitty pond might present ditlonal liability and maintenance an uld like the staff to look at it. Councilwoman Pinard felt the acquisitio roposals were too ' mal and would like to have the City be more active and search for open space to prove for some a other amenities that have been requested by citizens. Councilman Reiss supported Alternative I e also ported a protective area for children. Nfavor Dunin supported the prey' s comments and urge that dredging be looked at as well. He would support Alternative I. After discussion and on general consensus, Council supported Park and Recreation Commission's recommendation support Alternative I with the changes and additions outlined in Attachment E and as made this eve g. m. Mayor Dunin declared a recess. 10:10 p.m. City Council reconvened; and all CounciImembers were present 3. ORCUIT ROAD WTDENTNG (File No. 5377) Council considered design alternatives for the Orcutt Road tiVlldening (continued from 7/16/91). Councilman Reiss stepped down due to a possible conflict of interest because he owned property in the area. NVavne Peterson. City Engineer, reviewed the agenda report with the recommendation that Council support �.� Option IV to allows ff to follow through with appropriate acquisition and design. This would include a right- of-way width of tet Beet with 11-foot and 13-root travel Ianes in each direction, a 22-foot median with left to"rn 1 pockets,8-foot Lass IIB bike Ianes on each side,4400t sidewalks on the south side and 10-foot planting strip between curb and sidewalk, and 6-Coot integral sidewalk on the north side. This would also include a median . with an estimated cost of$526,000 more than the basic project ! After discussion, moved by Randa/Roalman to give conceptual approval of the combination of Alternatives 3 \fes. & 4 to evaluate opportunities for sidewalk alternatives; look at appropriate egress and ingress at the south side of Orcutt; support conceptual approval of the Laurel/Bullock intersection; and inclusion of a transit shelter. Motion carried (3-1-1, hiavor Dunin voting no, Councilman Reiss absent). COMMUNICATIONS Cl.Councilman Roa d the request by Pla ommission Chairperson Gil Hoffman retarding Planning Commissioner attendance be a Upon general consensus, Council Liaison Subcommittee directed to review this iss�nd-bring back to Councr a sary. �p I�`{I� MEETING DATE: W�i�4lll'j' 1�l'j�'n. � �� :.0 g. 27, 1991 � 11"I'L city o� san 1 . .oB�spo .TEM .UMBER: co�N.CE" AGED[®A REP.JRT . FROM: - David F. Romero, Public Works Director PREPARED BY: Wayne Peterson, City Enginee;:_'_P� David P. Pierce, Projects Manager SUBJECT: Orcutt Road Widening - Design Alternatives CAO REC0E-HENDATION: By :notion, 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-��ay 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 bike path along the south side of the road and recommends against it for several reasons. BACRGROMM: : 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 .conforn 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 121 . 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 11 feet wide. Right-of-way on the south side of Orcutt Road between Broad and the railroad has been acquired for the adopted street section. Several years ago the city negotiated the acquisition of the land required for �"�cj CIS/ % Sall LUIS OBISPO COUNC _ AGENOA. RE' ORT 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 :cad . • I 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 i frontage of the Bullock property located on the south side of Orcutt i 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 I parcel. The portion of the $60, 000 remaining after the- purchase will i be available for construction ;,pork at this location, for widening and improvement of the railroad crossing, and for widening the roadway between these two locations. DISCUSSION: � I 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 i existing arterial streets. The committees actions and recom_*nendations 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. 7.11 /:�;?. z- 3 Cit/ O� Sail LUIS OBISp0 = C®UNCL AGENDA FIEF IRT ADOPTED SETBACK LIN^ PLAN - ALTERNATIVE f*1 84. 0 6. 0, S.- 11 . 0 . 11 .0 10 .0 11 . 0' ' 11 .0 5. q S. 0 LADE LANE MEDIAN LANE LANE I SIDEWALK '1 ( II��I I I ISICFWALK ' PA I NTED IVIED IAN I BIKELANE BIKELANE ALTERNATIVE i RAI SED MSD I AN i ALTERNATIVE Adopted Setback Lines - Minimum right-of-way to handle the traffic. Description: Right-of-;way width: 84 feet I 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-foct Class IIB bike lanes on -each 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 I planted in this median, since•.tree.s 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 7�CO �V,II �I Ly U� �ai Lui� ue1sNv COUNC AGENOA RE16ORT ALTERNATIVE NUMBER 1 - Minindm. right-of-way with tree planted. _ median. 93.0 S.D. S.Q 11.0 , 13.0 1 15.0 , '13.0' I .1 .0 , S. Q- 5•. 0 - I LAnEI LAhE E=-E) 1 AN I LAKE I LAc i I S I DEWALK ';;N � 'SI.''iEWALK i f31KeLANc ! =IKELANE Description: j Right-of-way width: 93 feet i Travel lanes: One 11-foot and one 13-foot lane in each direction. Left turn: 15-foot median with left turn pcckets at j 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. ) . . I 1 Pro: Provides effective traffic movement i 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. h►i?4 : 'jl ;1� City O� Sall tins OBISPO COUNC1. AGENDA REP 31 T ALTERNATIVE NUN,BER 2 Median for significant plantings to include grouping. of trees. 100.0 6.0, 5.Q 11 .0 13.0 1 22.0 13. 0 1 11 .0 , 5.q S.0 i LANE LANE M E D I A N LANE LANE SIDEWALK i ' BIKELANE ,=,IKELANE I ' I Descrintion: Right-of-way width: 100 feet Travel lanes: One 11-foot and one. •13-foot lane in -each direction Left turn: 22-foot r�edian 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 I Cost: . Estimated $347, 000 more than the basic project. (Includes right-of-way cost. ) I 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 yaps must. be adopted, additional property acquisition required and BIR determinations made. Increased costs of landscape maintenance Property owners may object to limited driveway access. I i I I 1 a:.:uI:IIIIII:'���IIIJp ii U LY U} ..l d l I LU I J U V'b p u 7 GENOA ALTERNATIVE NL"NBER' 3 Median and edge plantings to include crcuping _Of trees and detached sidewalks. 114.0 4.0 10.0 , 9.0 , 11.0 , 13. 0 1 22.0 13.0 1 11.0 , 9.0 , L'.LN= LAl.'c I NSD IAN I LANE LANE � Sr,I DEµ'ALK S I Dca'AL . I I ` 91KELANE 21KELANE 7 . i. Description: i 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. ) i 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 cn the median. and at the edge of the street I 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. A ,u city o sari Luis OBISUODY . CCUNCIDAGENDA► REr- -JR r 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. i 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 . i integral sidewalk on north side. Landscaping: Vedian - Trees and shrubs in center of islands and low croundccver adjacent to left turn pockets. Edge - Trees and plantings in' 10 foot strip between curb and sidewalk cry south side. Trees behind sidewalk on north 'side. i Cost: Estimated $526, 000 more than the basic project. (Includes richt-of-way costs . ) Pro: Provides wider bike lanes which are desirable on streets with j high traffic volunes 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. i There is sufficient planting area to limit damage to pave=encs 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. • 7JV - I % Sall LUIS OBISPO COUNC . AGENOA REF 73RD' CLASS 1 BIKE LANES A Class 1 bike lane is a mini-roadway set aside. on.ly for bicycles. Typically these `roadways ' are placed in areas where they will not have to interact with automobiles on a roadway ' accent at infrequent intersections. The existence of driveways, minor street crossings an.d j 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 frc-1 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 i 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 I 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. i 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 such ..yore 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 : WNTew 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' Nanual section on Bike Paths recom:.ends 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 2',adonna 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 ;7- q rr 1 11 WIS 05iSPO COUNCt AGENDA REF '3R . 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 averace situation for the bicycle since this is the southerly limit of tre f proposed rails/trails bike way along the SPRR. Rather than a searated bike road staff feels that the proposed 8 fobt wide bike lane in the street will to a better j.eb in meeting the bicyclist ' s needs of i providing a convenient connection from Orcutt Road to Broad Street and to Bullock Lane. i ! Sm evARY: i In summary, all of the richt-of-way alternatives will accon- odate the i circulation needs of vehicles and pedestrians. • Expandi•ng. the right- j of-way will allow for more landscaping and,. in the case of Alternative I z3 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 are., 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 i responsibility on Orcutt Road between Broad and Laurel Lane is: Pave out $4.50, 000 - This may be a developer cost. ! Railroad crossing 250, 000 Area east of railroad 100, 000 Culvert extensions 205, 000 Blanket after widening 3851000 Total: 11390, 000 The additional cost to the above costs implied by each of the alternatives is: Add minimum medians $64 , 000 Alternative 1 209, 000 Alternative 2 347, 000 Alternative 3 592 , 000 Alternative 4 526, 000 Add Class I bike path 250, 000 on south side of road. The source of the funds for this project is the General Fund. �n City 0(- Sall WIS 013ISP0 C®UNGW,- AGENDA RE[ DRT RECOMENDATION: If new standards are to be required of this street, it is imperative � jthat they be established before additional development takes place c:z the south side of the street :siting right-of-way more. diffidult and expensive to obtain. i Staff recommends the Council consider the alternatives, and choose alternative f04, and direct staff to follow through on: implementaticn. 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 j alternative) I I I i i m%e orcu I i _• FEC01'i t:11JtJ :1 1 t \\!1111' I i • I , � EI i i a > tj 1 r• I � C �I I•y� 1 I - i a lad � 0 i , - 7�� r i � • Z i •iii / � F ..:r � i •� , rz j i •/T • / I S I 17, IL j �• � a I, I �: Iil I i a zr a � i O to tj] V a r ,i A Q. Y • E� �. _ Si T 1.9 Ltm 1 r FirH ' a� Il i Z I e. r n ... °7I •V �LL l 1 ! �F I e �' •l ij;; I� O I I _ I U i o C2 Zo ia ff 61 .�• �,� it �L e�af s i •O Aim J/ _ •0 V I � a i �s v ! '•. 1CLto • : 111 i17 1i1 ZZ CC t4 CZ 41 4 ! s I al W� p CC �I li it 2 :f�'II•, ,}Jl-.,li. �Or� I ��- .! 1 '• '. �C C G I_ � �_ I � a ,• ��'— Lu Q C N 7 u C IIh ij� .Illi• 'Q-�1 t i •' ' ��__�` !I •� . .' _ ��_ � -�i.- ! C I Iry J IN r[I i�l..i. 1 �_����_��i .. . ! . . ': ' a� s;•. // I .i:(.ti O t L I r r 7 V.A',-11', 7 0 7 • ' LL, t7 111111 1 !II I .1 I ti• i 1 i/ .li':!' i .. t U o. . I•• I ' I1 I f 1 S t t� j ,,`c.•-' a 'S O i fll illlli� III < .: i iii +:ll , ! • _ 11 �. e:. ,- • i i i �,1 F 1.; ,•:::�. !� ,J fil jt' :' ii J } •• f;: o:' w: C. p . 1 i • !i 1 f 1 i,i ! V 1 1, . '...._ ,. .i ! 1 ,1 , ! W I ; ., 1 :i�' ,1. ! ,.1•. IA �! r' i.'1 :1' 1 1 ! !G I •,e:_, •.� _I !:. � ti W .W ....... OI. C �T.'J •1 I h 6.3 Transportation and Circulation Variation J. Closure of Broad Street freeway ramps to U.S. Highway 101. Similar to Variation I, the closure of the Broad Street on-ramp would improve traffic flow on U.S. 101 in the immediate vicinity. No other impacts are anticipated. This variation would therefore have minor beneficial impacts as compared to the "standard" Proposed Project. Variation K Sacramento Drive extends to Orcutt Road. The extension of Sacramento Drive would allow direct access to service and manufacturing areas from Orcutt Road, an area previously accessible only from Capitolio Way or Industrial Way. The extension_of Sacramento Drive is designed to relieve Broad Street in the immediate vicinity. Sacramento Drive would carry about 4,000 ADT and operate at peak hour LOS of C-D. While it would reduce traffic on Broad Street by 3,000 (from 74,000 ADT to 71,000 ADT), that roadway would still operate at LOS F. The extension of Sacramento Drive would traverse sensitive biological resources, which would be significantly impacted. Tlls nafflc benefits are outweished by adverse land use and biologicaLimpacts. This variation is not recommended. Variation L. Prado Road overpass constructed at Higuera Street. The construc- tion of a Prado Road overpass at Higuera Street is designed to relieve anticipated congestion on eastbound Prado Road where it intersects Higuera Street. While this overpass would improve peak hour traffic at this point from LOS F to E, a significant impact with respect to traffic flow would remain. - As compared to the "standard" Proposed Project, this variation would be beneficial from a safety standpoint Variation M. Prado Road freeway ramps improved to two lanes. This variation would presumably encourage motorists to use the Prado Road freeway interchange instead of the Madonna or Los Osos Valley Road ramps. The traffic model indicates that its circulation impacts are negligible. Slightly more peak hour congestion would be experienced on Elks Lane (LOS E, northbound), and correspondingly less congestion would occur on Higuera Street north of Madonna Road (also LOS E). b. Alternative 1 (LU= ; C<) 1. Traffic Volumes and Levels of Service. Impacts would generally be similar to what would occur under the Proposed Project (see Section 6.3.3.2.a), except for along the corridors discussed below: • U.S. Highway 101. U.S. 101 would not be widened under this alternative. Through the city, peak hour LOS of E-F would be typical upon buildout, which is worse than what would result under the Proposed Project. A significant impact would occur. 9143sJ 6.3-32 Go�o�woo� Vineyard & Winery 23 April 1993 City of San Luis Obispo `- 955 Morro Street ; San Luis Obispo, Ca 93401 / r C• T ATTN: Mr. Michael D. McCluskey, Di t Dear Mr. McCluskey: This letter will confirm our recent discussion regarding my displeasure with the potential widening of Orcutt Street between Broad and the railroad tracks. Specifically, staff has apparently been directed by the Council to adopt alternative 4 from the 27 August 1991 memo written by David F. Romero. I understand that there has not been a discussion and cost estimate of this project by the current staff and the current council. In the arena of inadequate revenue to support "needed" city projects, the consideration of a project of this magnitude in such a minute area of the city does not seem to be economically justifiable, regardless of who will pay the costs. A 23' wide median when a 15-16' is considered large, two 9' bike paths, when 4-6' would satisfy most of us bikers, a 10' wide parkway when our project has extensive landscaping should suffice. I also believe that the sidewalks should be Iarger than shown. I would further like to proposethat the city enter into a cost sharing arrangement with me to provide a lighted walkway within the creek setback on the west and southern ends of our project. This pathway will add extensive walking area and allow the tenants and local residents to fully enjoy an area we plan on being proud to. show-off. Overall, I believe that shortening the project from the 110' by eliminating the parkway ALTOGETHER (since trees will create street problems, eventually and the parkway will have to be maintained) plus 8' median reduction, plus 3' bike lane reduction, and increasing the sidewalk 2', will reduce the city's land acquisition costs significantly without losing the intention of the beautification and use! This proposed widening, if adopted, unless co-ordinated with adjacent projects, will not add significant enhancement to the city since it appears to be an isolated project. For the extensive costs involved together with the properties isolation from comparable projects, dictates a more businesslike analysis to determine if this is cost beneficial to the city residents. Sincerely, Norman J. Beko, The SLO Partners 4330 Santa Fe Road • P.O. Box 3459 • San Luis Obispo, CA 93403-3459(805)549-WINE(9463) • FAX(805)546 I Z N N Z W p �• Z U I I (.) in m Q Q L � U Of I g ' r 2 S � O 9 q� �j N O t I O I Iv a U o-N . . ha 5a °,� t.S,�FY r a.��n.�\ \ .1k ' ;�5�' ` S T !�•' , >'�f,'��. s `V�>•c..�e :`>. �^ �^' < .. \ _.. c ✓ 4�'i'ro U`4.>7 ati"r yr.s .v ��X ro rYJ Y. +A'.. �Y '� ,�,�y� '%��,I i •�'�! Y{' >a�`AF r,�n\ L"°l`�l� �n'alr� ;[�9 a��{ w r��'�� `",L$S �,•\,;.` fY,.,� +r :. Yh`]l�� _.yC � \� �♦ \.fs^�: .D .�Y^.6I�`. v� fus�X 6 (• {� / Ry. A\a•rt n,, �J`�i' .J..,iyi��aw. 9 �Q• sJ` d "GG � !r'✓ �//�. 'W4� �`W}e'S�� ' '2� x. `i . *a.^w ye.�<.-�- ♦!..'r .:. �r ;de[ `\ 4ro�s „��:C.' tr, ��y rrjj,, R}c�ryy, � �'. . L.('ia'.. w1Y'[� �9 ' �<�$>" !: { .N."q'"r.:'' ["s.`a♦�V i ^ <y. �' < dK, "3ivw r:Y' r r' a('i "/.'� a f ♦ .,� ")°.�+rvrb.�n'�.R�'C.t a, r��r P �lfiil,. Y �' JK 11 R'x�flnr•.' <. r ° q0� •.-•�SCY"�C� VST [1./.. <-_ � PYf!,'�_ ary �..1xS> Cl -'r C/'♦> +•i' > /- M ✓"Cs . : O, / `f '..:C.'J.a `n,.n�y:�\♦\PCS a°Z-�J 1'a 5.. �� ^::eK� ? f^ f� xiv wi may, v. s�F �e r $f'a, wC'S" "fy ,..: ..• .<aeC:`�+�'"Y. yL/r' -„.,( �4'a+' r S< .,g e 57 v ;.< •:♦.m,d: .. L:.p;/ s^vz ec� gNY �Y amr � >ia.. � - gds • `�. .: 'ce`... R:.,% j e d nk y;'t''`: ^`!< „ $ "'P yrvy, ) aA\Q,\ ro ✓ 5 y �pTJ / iw.x:' -t'�'YSa < b. Yah �,� �,.\_ �.♦ /a .,�.,; �,. < off rnn idem s�these m, --impacts beneficial artd�` recommends that a two-lane street conn tion between Tank Farman` a included on Table " on Figure #2 as a "commercial collector" street. This votftd eco vhen the property on the north s' a of Tank�arm-R a eveloped. Recommendation -r7: Amend Table #4 to show the following: Project Street Section Description Lead Agency Primary Funding Implementatio Responsibility ?Method AS Sacramento Drive Extend to City Development Development . connect with Orcutt (1) (1) Access to Orcutt Road between Broad Street and the railroad from south fronting properties shail b limited to a street intersection at Orcutt Road and Duncan Lane and one driveway or street-type entrant at McMillian Lane. Staff Evaluations This project was originally recommended by the staff to the City Council in April of 1992 (see attached option 1). The draft EIR evaluates this street extension (Variation K, page 6.3-32)and concludes that it should be deleted because of its limited circulation benefits and it impacts on habitat caused by constructing a bridge over the creek. In response to Council direction, the published draft Circulation Element recommends that Sacramento Drive be extended north as a cul-de-sac into the vacant land (see attached option 2). Acdess onto Orcutt Road from development along its south side would be precluded. This option would have the same impact on creekhabitat as that recommended by staff. A "Planned Development" application for the Parkside Industrial Park has been submitted to the Community Development Department. The initial plans proposed a cul-de-sac extension into the vacant land on the south side of Orcutt Road (see attached option 3). This option would avoid the creek crossing but would not have the circulation benefits that staff feels are important. In analyzing these three alternatives, the staff has considered environmental impacts and the circulation impacts that they provide and have concluded that Option #1 is the superior alternative. A synopsis of our evaluation is provided below and on the accompanying table. __T_he.staff recommended-option:--. Will have the same impacts on the creek system as the project currently shown in the draft Circulation Element. If either option is to be pursued, the Council will need to adopt a statement of overriding considerations concerning these impacts. o Will provide an alternative route for Broad Street and limited relief to congestion at the Broad Street and at the Broad/Orcutt intersection. However, the forecasted level of service (LOS) at this intersection would continue in the "F" range. '4t�+ <' 4 W7Ct•CLL Cf 'b �a-4�r- r�� ` �- � �Z Yr• J e ®r-( � At LAWKrWW= CT ` SON�~�Q `e0 ClQJ'7 � t rc � t•7 .t, c :'G se lQ �. Extend Sacramento Drive North to Connect With Orcutt Road Se r�tr�cr < ���i �,�*� 'rte �� •+ I'' o �� r< ` ht1L Lie 3 ,tt�, r� �� r'RCr iS�= E 5 wetKt �' Ct /f�GaYiO- ..Oce✓Od �j^� yve+s � ^ 1 ` � �_ K i �T T` z � tee- Nttt•� Y \..�..�i IF- l< T a 9Q= •C n 4 z K �46 ��� �T C. '�' cu.:r�� corr+rr � ♦ 4� O C �'i ' 2 Extend Sacramento Drive North to Cul-De-Sac in Vacant Property (shown by draft Circulation Element) -._...... . . ... .-- 3 G" SIA g Ski C t+ QCT `tel * 4 OtC1r1 , 19-A h w ! IP (• b ; G £ OOP .l � Extend Cul-De-Sac South from Orcutt Road at Duncan Lane (proposed by Parkside Development Project) . . . . . \ � . . . . § k � g , \ i z � z - 2 Q / § I ) d Q ] § .! \ - - - - - -- - - $ ] . . k z I } / ? - � 20 to\ 0 � § I � • - � . � § V) ! . 2 ou3 o E E 79- 600� � o Will provide for tuj.,npeded emergency access from both ,north and south. directions. o Will accommodate the apparent City Council preference for the design of Orcutt Road. (Both the staff and the Bicycle Committee have recommended that Class II bicycle Janes be established on both sides of Crcutt Road. On August 21, 1991, the City Council gave conceptional approval to a combination of two alternative street designs for Orcutt Road - - see accompanying AIternatives 33 and ;;4. Again on January 21, 1992, the Council reviewed the street design .options but continued action pending the review of the Circulation Element.) o Reduce the friction to Lriffie flow caused by development along the south side of Orcutt Road by limiting access to two locations. E-:TING i0 q3 AGENDA U;�(E_ITEM # San Luis Obispo City Council SLO City Hall P.O. Box 8100 San Luis Obispo, Ca. 93403-8100 Dear Councilmember, I am writing to you to express my concerns about the Orcutt Rd. widening proposal that you will look at on July 20th (item 7). I agree with staff s recommendations except for the extension of Sacramento Drive. I don't believe the city should be building new roads, especially ones across sensitive riparian zones,.to. ----accommodate automobiles: Staff argues that extending Sacramento Drive to Orcutt will improve circulation and divert traffic off of Broad. This may be true, but the service level on Broad will remain at "F" and improving circulation for automobiles only.encourages their use and should not be one of your goals. The way to solve our congestion problems is not to build new roads, but to provide alternatives to automobile usage. On pages 7-34 and 7-35 staff offers you three options for the - - - - = Sacramento drive extension. I would like to suggest a fourth option for your consideration. Link Sacramento Drive to Orcuttwith a bicycle/pedestrian path. This would encourage people working in the area to walk or bicycle to work. Circulation would be improved in a positive way and impacts to the wetlands would be minimized. This single-lane path could be constructed with removable or "breakaway" barriers that would allow access by emergency vehicles if ever necessary. Needless to say, this approach would also minimize fiscal impacts as-well. I support the improvements on Orcutt Road if only because badly needed bike lanes are included in the project. I look forward to the day when I can safely ride orcutt road and I hope this project is implemented "in my lifetime". S y - ro at eesart ❑1570 Hansen Lane 0 coy era. --- �o'�. San Luis Obispo; Ca. 93401 �.Ao ❑ �' °�R = = a-Mcnrl:Tsua ❑ r i oOgL J�1L ].-9 1993 . - RL9 FiL"e.❑ UTlLD r 1 CITY COUNCIL' _ -- - _ SAN LUIS OBISPO,CA `iw"7.'.•:.:,—. ...-- - .. T..i ' ..'�i. r..� <;..�Y.'�-. 4.. r..°:�. 4:t�. �- io-R S/._..11�c-al's ,_tea��Z' I�i1:l- ,',.-��- �..J+'"ro,2 .. .: S��__ . :yy't :