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HomeMy WebLinkAbout10/21/1997, 2 - FINAL ENVIRONMENTAL IMPACT REPORT (EIR) FOR THE MARSH STREET GARAGE EXPANSION PROJECT council Io_a j aGEnaa uEpout az C I T Y OF SAN LU IS O B I S P O FROM: Mike McCluskey,Director of Public Wor Prepared By: Keith Opalewskd,Parking Manager U/ SUBJECT: Final Environmental Impact Report(EIR)for the Marsh Street Garage Expansion Project CAO RECOMMENDATION Adopt a resolution(Exhibit A)certifying the Final EIR for the Marsh Street Garage Expansion Project including the recommended mitigation measures based on findings of the final document. REPORT-IN-BRIEF On April 16, 1996,the City Council conceptually approved the expansion of the Marsh Street Garage and directed staff to proceed with the planning process for this project. An environmental review of the proposed 310 space expansion determined that certain components of the project could have an adverse environmental impact which warranted a focused Environmental Impact Report (EIR). The EIR concentrated on the potential impacts to—traffic and circulation—air quality—aesthetics(visual impact)-- and cultural resources. The EIR determined the proposed project was consistent with the City's policies and plans with regards to the construction of parking garages, but there would be some impacts as a result of the project. The findings of the EIR determined that the streets and intersections in the downtown could be maintained at an acceptable Level of Service (LOS), except at the Broad/Pacific intersection, air quality emissions would be below state and federal guidelines, and that the visual impact of the building could be reduced through design and landscape features to create an attractive facility. Although the EIR determined the project could be built without significant impacts that would mandate formal mitigation measures, the EIR "recommends" mitigation measures (Exhibit B—Summary of Impacts and Mitigation Measures) be included as part of the project in order to further reduce impacts of the project not considered significant by CEQA standards but which could none-the-less be reduced. The recommended measures are highlighted as follows: • traffic signal at intersection of Broad and Pacific • designated tum lanes at garage entrance and exit • upgraded garage equipment • monitoring of nearby intersection and mid-block cross walk for additional signals • promotion of use of alternative transportation • maintaining city-approved design standards and varied construction materials and enhanced landscape for visual enhancement of the project site The City Council's directive for tonight's meeting is to consider the findings of the E1R and to determine that the analysis and recommended mitigation measures ensure the project meets the requirements of the California Environmental Quality Act (CEQA) and the City's adopted plans and policies for final certification of the proposed project. Council Agenda Report-Marsh Street Garage Expansion-EIR Page 2 DISCUSSION Project Background : In April of 1996, the City Council, after much discussion, gave direction to staff to begin work on three projects: a) expansion of the Marsh Street Parking Garage; b) acquisition of the Wells Fargo site; and c) preparation of a Downtown Parking and Access Study. This agenda item is one of the many steps necessary to complete the first work item The remaining two projects are at various stages of completion and are not a part of this agenda item. To pursue completion of the Marsh Street Expansion, the Public Works Department commissioned concept drawings for the project which would expand the garage by up to 310 additional spaces over the existing public and private parking lots including the air space over the customer parking lot of the US Postal Service. As part of the planning process, an initial environmental review for the proposed 310 space garage expansion was completed by the Community Development Department. The initial review of the proposed project determined that certain components of the project could have a significant impact on the environment and that a focused EIR was warranted. Four areas were identified as needing additional study: trffic and circulation, air quality, cultural and aesthetic impacts. As a result of these findings, a formal Request for Proposal (RFP) was prepared in January of 1997. A contract for the focused EIR was awarded to Rincon Consultants from Ventura, in association with Associated Traffic Engineers (ATE) for traffic analysis and Applied EarthWorks for archeological determination. EIR Process : The required Notice of Preparation (NOP) for environmental review was circulated between February 21, 1997 and March 24, 1997 to solicit input from the public and interested agencies regarding the planned scope of work in the EIR. It should be noted that before work began on the focused EK a Town Hall workscope meeting was held on March 11, 1997. Although this public meeting was not mandatory, it was held in order to get more information from the public based on community concerns expressed about the project. The meeting was well received and the consultant made changes to the draft workscope for the EIR based upon public input from this meeting before work was begun Given this feedback, an administrative draft EIR was completed by Rmcon Consultants, with ATE perfomring the traffic engineering analysis and Applied EarthWorks completing the on-site work for archeological findings. Public Works and Community Development staff reviewed the administrative draft and provided input to the consultant for completion of the Draft EIR. Under the provisions of the California Environmental Quality Act (CEQA), a 45-day public comment period for the Draft EIR commenced on July 21, 1997 and extended until September 5, 1997. In addition to the comments received during the public comment period, the Draft EIR was presented before the Planning Commission on August 27, 1997. Although the latter meeting was not required by CEQA, the Draft EIR was brought to the public forum earlier in the review process in order to heighten the public's awareness of the proposed project as well as obtain more information from a broader audience. Environmental Issues : The relevant environmental areas that were identified in the prepared EIR are listed below. The key findings for each area will be discussed briefly along with the recommended mitigation measures when applicable. The concurrence section will focus on the components which have been identified as being key issues during the public comment period. z -Z Council Agenda Report-Marsh Street Garage Expansion-EIR Page 3 FAesthetic ncy with City plans and policies Circulation—traffic generation attributable to the proposed project ity—incaeased pollutant levels as a reit of increased traffic impacts—potential for significant archeological findings impacts visual impact of project ves to the proposed project City Plans and Policies : The Final EIR has determined that the expanded garage is consistent with the goals of the Land Use Element (LU), Parking Management Plan (PMP), and the Downtown Concept Plan (DCP) with regards to the construction of parking structures. This determination is based on the following: LUE states that"cary m jor increments in parking supply should take the form of s[ructures located at the edges of commercial core, so people will walk rather than drive between points in the core". PMP, Polices 4.1 to 4.4 (Expansion of Parking), stipulate that... "parking should be provided in the commercial core for visitors and shoppers and that the building ofkirig structures is the best mM ofyrov&ng more parking facilities". DCP supports the idea of building parking structures along the periphery of the core to help support the infrastructure of the proposed urban landscape,which includes a fully expanded Marsh Street structure. Traffic and Circulation : The increased traffic attributable to the project is one of the more sensitive issues addressed in the E1R The traffic analysis for the fully expanded garage projected an additional 3,475 Average Daily Trips (ADT) and 329 P.M Peak Hour Trips (PHT) would be generated as a result of the proposed project. The analysis assumed 75% (2,606 ADT and 247 PHT) of these trips would be"attracted"to the area of the garage from other area within and outside the downtown core area. The remaining 25% of the trips were assumed to be "captured" from existing traffic already present in the study area of the proposed garage. .. ..... .14. ld be noted that far purposes of this r�rcrtysis the 75 o add�tionpl Trips rs cozcsrderedQ Svrirst case"N."nano to show the mipacts of the;pro ct rrder eaclreme conditrons The Tcrease m vehrcle .: mps isnot"all ne►v trade"m terms of more cm s com»rg rro dawmotivn(only 3 �U�are estnnatea(ta .. crane from o.. ... the downtawn)F but rather new: the servrce area of the exprnrded garage ?hrs attractedI. fip assumption 1s astern wr#h the `pass-by" inp factors presented err lnsttttde of .. .:. ..40071 FR Engmeers:T'rip}teluetion Deport fcrrretrnl developments m thedrnvritown area whicti asrumes:a rattge'vf 25-4119b of srips are dlreadyrrrrg the travel rvtrrdnrs mtd would;be [bete regardless of AW re deelopmeiif . Although the increased traffic was identified as a Class III impact(adverse but less than significant), the traffic data collected by the consultant supports the findings that the Level of Service (LAS) for downtown area roadways and intersections would continue to operate acceptably (LOS A-D, Exhibit C), with the exception of the Broad Street/Pacific Street intersection (LOS F). The latter would be mitigated by the installation of a traffic signal at this intersection. Council Agenda Report-Marsh Street Garage Expansion-EIR Page 4 Additional findings support that site access for garage operations (ingress and egress traffic) could be accommodated with existing garage lanes. Pedestrian flows would also increase as a result of the project, but not at significant levels that would warrant formal mitigation measures. Overall, the EIR acknowledges that there will be impacts relating to street traffic via increased vehicle trips, pedestrian flow and bicycle travel, but at less than significant levels. Although the impacts of the cumulative volume for the existing (plus expanded project) would be-less than significant, the EIR recommends the following mitigation measures be implemented as part of the project: Fleft4-way traffic signal at the Broad and Pacific intersection(required) r Marsh Street mid-block pedestrian crosswalk for future signal installation"" e right-turn only lane in curbside parking area between Chorro and garage entrance and right tum only for east and westbound Pacific exit traffice westbound Pacific at Chorro for through traffic and right turn only ify the segment ofPacific between Osos and Broad Street to Commercial Collector Street acceptable 10,000 ADT e gate equipment to expedite in and out processing ss The iss..........e the Mardi Street mr�btaek crosswalkwas addressed ata;artyararcrl meeting Iasi. rang. "lre rtrorrs tcrkert (aardikon ofperX�spran signs and lr »rarlai►gs a►td reMV... ref irar contcnr r far tmpmved srght hilrty)la ne heerr>rc t 11re tarso 7s strll hem)71M. r 77ae e chafes zle wrth the a dea5camd rtgtit rurrr l... dram horro to rhe b' age erzrrance should he, rtroratoredcrswell. e;l xstall... 'a tr cm. 4.thus Iorairon befrn irrS qui,: Snai Air Quality : The issue of air quality (increased levels of pollutants) was another key factor for the proposed project. The EIR acknowledges adverse air quality impacts will result as part of the actual construction and increased vehicle emissions from the completed project. Construction impacts are considered Class III (adverse but less than significant) which does not mandate mitigation measures, but recommends them to help reduce this impact primarily through the use of water trucks for dust control and minimizing the amount of area that is disturbed at any given time. Initial(Appendix B)and expanded computer modeling (Appendix D) for increased vehicle emissions (Carbon Monoxide-CO- and other particulate matter) indicate that even in the worst case scenarios the increased emissions would still fall below state and federal guidelines for acceptable air quality standards. However, as with the construction component, the EIR does recommend mitigation measures for reduced vehicle emissions, which includes providing information for alternative transportation, the establishment of preferential carpool spaces, and the capability to accommodate electric vehicle charging stations. Aesthetics : The EIR stipulates that the fully expanded garage would have an impact on the aesthetic environment of the site. The viewshed is acknowledged as being adversely affected but less than significant. The vicinity of Morro and Pacific Streets is currently surface parking at three out of four comers and is not considered a high profile viewing area However, through recommended mitigation measures the visual impact of proposed building could be reduced, and perhaps even enhance the vicinity by creating an aesthetically appealing building on the site. The recommended measures are the following: Council Agenda Report-Marsh Street Garage Expansion-EIR Page 5 FRetmenfion the project adheres to Land Use Element Design principles and ARC design criteria sign elements should complement and/or duplicate the existing structure and consider surface forms and materials to create the appearance of multiple buildings as opposed to e structure on and/or addition of curbside trees and planters and associated landscaping in the setback the project n of public art and possible recessed alcove area with appropriate amenities (e.g. water , etc.)that conform to design standards Cultural Resources : The EIR acknowledges that the project construction would adversely impact a potentially significant archeological and historical resource if anything significant was discovered during construction. Preliminary field work conducted as part of the Draft EIR did find some very limited artifacts (old glass, broken china, nails) which could prove to be more significant upon excavation. Since the area has not been explored beyond sample cores throughout the project site, there is a potential to uncover more significant artifacts. As a result, the EIR recommends that a detailed design and mitigation plan be established in order to guide construction activity. The construction work would be phased to lessen the impact of any significant findings. If in fact historical material is discovered at any step of the construction, a Subsurface Archaeological Resources Evaluation(SARE) report would be prepared in accordance with CEQA guidelines for archeological artifacts in conjunction with an on-site field archeologist. Alternatives to Proposed Project : As a requirement of CEQA guidelines, the EIR addressed the issue of alterative sites as well as the no project option. The EIR considered three options— alternative site, reduced parking(160 spaces), and no project. Four sites (Santa Rosa Shell, Union Bank/First Bank, Wells Fargo and Palm/Nipomo) were looked at as possible locations for the alternative site garage. Only the Union/First Bank site met the CEQA feasibility criteria(7.1.1), and as a result,this site was chosen as the alternative. The reduced parking option would have corresponding reductions in the impact areas, but would proportionately reduce the number of new spaces created, which in tura would not reduce the parking demand as much as the fully expanded garage. Regarding environmental impacts, the alternative site would have many similar characteristics as the fully expanded garage. As shown on the Downtown Concept Plan, this site is earmarked as a parking garage with residential units on the upper floors with mixed parking (residential and public) on the lower floors. This could reduce the number of available spaces for the proposed site. It could also be more difficult to accommodate existing businesses than the proposed site. The no project option would be the environmentally superior alternative, but like the reduced parking option, it too; would not meet the parking demand in this portion of the downtown. CONCURRENCES The Community Development Department concurs with the findings and recommended mitigation measures to bring the project in compliance with CEQA requirements. The BIA also supports the findings and recommendations of the final EIR However, during the public comment period a number of responses were received, either at the Planning Commission meeting in August or as formal written comments from the Planning Commission and community members. The consultant has responded (Section 9-Comments and Responses) in detail to all of the comments received, with the " key issues and responses" summarized as follows: CouncH Agenda Report-Marsh Street Garage Expansion-EIR Page 6 .... ................. . .. ................... ..................... ......... ................. Zonsult=' Re ........ .1 ......... Staff Traffio— Rased on the traffic warrants for Osos and Based on the traffic data collected,staff conom with the Inadeqtiate traffic Pacific which used LOS E levels,the data doesmonitoring of the intersection because a could defer or mitigation for not support this action. Instead it recommends eliminate the cost($80-100K)for the signals. The same intersection at monitoring the intersection at 6-month internals holds Utie for the Marsh cross walls although (Osos and Pacific) for the first year to determine if a signal is establishing the right-true only for garage entrance may and mid-block needed The cross-walk on Marsh does not be warranted without the signal and should be ODSWA&(800 meet the 300 ft requirement for a signal and as monitored closely after completion of the project. A 200 Marsh)and such is not recommended and is deferred for trip exceedance for vehicles would be a minor impact number of vehicle future analysis. Pacific street with cumulative and given the recommended changes at Pacific and trips on Pacific traffic from the project would exceed the Chorm Additionally, right and left turn lanes from the Street Circulation Element standards for arterial garage along with the additional exit lane the resulting streets by 200 trips(5200) Thus the vehicle flow should be acceptable on Pacific street recommendation is to reclassify the street to a commercial collector street in order to comply with the Circulation Element Air Quality— Computer models (CALNE4) were run for As a result of APCD's comments of inadequate Thresholds for the winter season in addition to the peak summer calcuilations, staff commissioned the consultant to projected increased months as suggested. A 50/50 hot/cold start perform 3 additional models as well as recheck their pollutants(CO)did was used based on the approximate 48%who previous data to address this concern.The modeling also not follow park over 90 minutes. Based on the new assumed 75%new trips,which like the traffic analysis, appropfiate models and projected highest CO concentration, is"worst case'and well beyond what would be oqwW guidelines and total one-hour ciDnoentration of pollutants of from the pirject. Tbus,based on these additional efforts projections for 10.3ppm, was vpll below the state standard of and analysis,staff is confident that the expanded garage amudatrye impacts 20pprn and federal standard of 35pprn. would meet both state and federal air quality guidelines and corresponding Furthermore, emissions projections were and not significantly affect the local air basin mitigation recalculated as well and Nitrogen Dioxide measures were (NO2), Reactive Organic Gases (ROG) and inadequate Particulate Matter,PM(10)were below APCD's threshold of 10 lbs per day. The cumulative impacts did not model additional garages bemuse they are only in the long-range planning discussion and years away of being approved and funded projects and therefore were not considered for purposes of this focused EIFL Aesthetics--the The final architectural impact will be decided at The planned mitigation measures for the setback area visual mass of am the ARC and CC level,but through streetscape and alcove would attribute to the visual aesthetics of the building cannot be and public art and landscape enhancements the building along with additional landscaping and final mitigated and visual impact of the building can be reduced design features which would include reducing the office space should Because of the limited street frontage along `visual size' of the building through construction be included in the Pacific and the planned additional exit onto materialls ground floor Pacific, there would be insufficient area available to develop as office/retail space. Council Agenda Report-Marsh Street Garage Expansion-EIR Page 7 FISCAL I MPACr The funding for the project has been approved in the 1997-99 Financial Plan ($4.51) All costs associated with the project would be funded out of the Parking Enterprise Fund, and an ample revenue stream presently gists to debt finance all necessary costs. ALTERNATIIVFS The City Council must consider the findings and recommendation of the EIR and determine that the project meets the requirements of CEQA as well as City policies and plans. As such the Council can decide among the following alternatives: 1. Accept the EIR in its entirety and approve certification without changes 2. Accept portions of the EIR and direct the consultant to modify sections of the EIR before final certification 3. Not accept the EIR and redirect the consultant for more analysis 4. Not accept the EIR and determine that the project is not necessary at this time Attachments Exhibit A—Resolution for Final Certification Exhibit B—Summary of Environmental Impacts,Mitigation Measures,and Residual Impacts Exhibit C—Level of Service Guidelines Council Reading File Draft EIR Report Comments and Responses Report t: eir RESOLUTION No. (1997 Series) A RESOLUTION OF THE COUNCIL OF THE CrrY OF SAN LUIS OBISPO CERTIFYING THE ENVIRONMENTAL IMPACT REPORT(EIR) FOR THE MARSH STREET GARAGE EXPANSION LOCATED AT 860 PACIFIC WHEREAS, public hearings on this EIR were held before the Planning Commission on August 27, 1997, and the City Council on October 21, 1997; and WHEREAS, the EIR was considered by the City Council after extensive review by City staff and other agencies, and with the comments of the Planning Commission and concerned public; and WHEREAS, the potential environmental impacts of the project have been evaluated in accordance with the California Environmental Quality Act and the City's Environmental Guidelines. BE IT RESOLVED by the City Council as follows: SECTION 1. Environmental Determination. The City Council hereby certifies that the Final Environmental Impact Report for the Marsh Street Garage Expansion adequately identifies the project's potentially significant impacts, alternatives to the proposed action, and recommended mitigation measures. SECTION 2. Finding . The Final EIR was prepared in compliance with the California Environmental Quality Act (CEQA) and was considered by the City prior to any approvals of the project. The Final EIR reflects the independent judgment of the City. For each significant effect identified in the EIR under the categories of Traffic and Circulation, Air Quality, Aesthetics and Cultural Resources, the approved mitigation measures contained in the EIR and included as Attachment 1, will avoid Exhibit A or substantially lessen the identified adverse environmental impacts of the pmject to a level of insignificance and have been incorporated in the project. The Mitigation Monitoring Program has been reviewed by and approved by the City Council in conjunction with the certification of the Foul EIR. SECTION 3. Effective , Resolution No. (1997 Series) is hereby rescinded. On motion of , seconded by and on the following roll call vote: AYES: NOES: ABSENT: The foregoing resolution was passed and adopted this day of 1997. Mayor Allen Settle ATTEST: City Clerk Bonnie Gawf APPROVED AS TO FORM: i ttoJYJJVorseni! Marsh Street Garage Expansion EIR Section 2.0 Summary Class III- Less Than Significant Impacts Air Quality: constriction and operational emissions zvould fall below Air Pollution Control District thresholds. Traffic/Circulation/Parking: additional average daily (ADT)and PM peak hoiir trips,increased traffic at entrances and exits to garage;additional pedestrian traffic, impact ori bicycle traffic, additional cianulative ADT trips. Aesthetics: increased level of overall building intensity and scale;viewshed alteration. Class IV-Beneficial Effects Traffic/Circulation/Parking: increased parking opporttiriities dozuntozun. -151+ . AIR QUALITY The proposed parking structure would generate minor localized emissions of dust and other pollutants during the construction period. These would be considered less than significant. Vehicle trips generated by the project are anticipated to cause less than signiricant air pollutant emissions. The carbon monoxide emissions generated by vehicles while driving through the proposed parking structure would be considered less then significant. Based on San Luis Obispo Clean Air Plan projections, cumulative growth in the City is not anticipated to exceed local . air pollutant thresholds, resulting in less than significant cumulative growth impacts. Impact Mitigation Measures Residual Impact Impact AQ-1 Demolition and None required. However, due to the potential These recommended =•>� construction activities would nuisance of construction generated dust,the measures would ensure== generate exhaust emissions and following mitigation measures are that impacts remain less fugitive dust. Because these recommended: than significant emissions would fall below recommended significance AQ-1(a) Water trucks shall be used during thresholds,this is considered a construction to keep all areas of vehicle Class III, adverse but less than movement damp enough to prevent dust from significant impact. leaving the site. At a minimum,this will require twice daily applications. Increased watering is required whenever wind speeds exceed 15 miles per hour. AQ-1(b) The amount of area that is disturbed r' at any one time shall be minimized. AQ-1(c) If stockpiling of fill material is involved, soil that is stockpiled for more than two days shall be covered, kept moist,or treated with soil binders to prevent dust .... generation. Impact AQ-2 The increase in Although the project would have less than These recommended vehicle emissions that is significant air quality impacts,the following measures would ensure ..-.. anticipated upon completion of the mitigation measures from the APCD's CEQA that impacts remain less proposed project may result in Air Quality Handbook are recommended: than significant. exceedances of the state and federal air emission significance AQ-2(a) Provide preferential carpool parking. thresholds. This is considered a Class III, less than significant AQ-2(b) Information on public transit and impact. local transportation management City of San Luis Obispo 2-3 EXHIBIT B Marsh Street Garage Expansion EIR Section 2.0 Summary. organizations shall be provided in the parking structure in order to minimize vehicle use and related emissions. AQ-2(c) Final design of the Marsh Street Garage expansion shall incorporate infrastructure to accommodate electrical vehicle recharging. At such time as considered feasible by the Department of Public Works, recharge stations shall be installed at designated spaces, not to exceed a total of 10 spaces. _ Impact AQ-3 CO generated by None required. None. vehicles using the parking garage would increase local ambient CO .~w. concentrations. However,CO ` concentrations would fall below — -state and federal standards. -=== Impacts are considered to be at a Class III, less than significant level. TRAFFIC/CIRCULATION/PARKING The proposed 310 space garage expansion project is expected to generate a total 0(3,475 ADT and 329 P.M. peak hour trips. The traffic analysis assumed that 75% of these trips(2,606 ADT and 247 PH7)would be "attracted"to the study-area adjacent to the garage from other areas within and outside the downtown core area of San Luis Obispo. The remaining 25%of the trips were assumed to be "captured"from existing traffic Mows within the immediate project study-area. All of the study-area roadways and intersections operate at LOS A=D, which are considered good levels of service, under existing and existing+project conditions. Most of the study-; " area intersections are expected to operate acceptably in the cumulative conditions, with the exception of Broad.- Street and Pacific Street, which is.(orecast to operate at LOS F(57.1 sec.delay)with cumulative+project volumes. Review of the site access plan found that the entrance and exit gate capacities would generally . accommodate traffic volumes associated with the 310 space expansion. The project is also expected to increase pedestrian flows in the study area. Impacts would be less than significant with the implementation of-`' the following mitigation measures:signalizing the Broad Street/Paciric Street intersection under cumulative buildout conditions, monitoring the mid-block pedestrian crosswalk on Marsh street to determine the future need for signal installation,improvements to the ingress and egress driveways serving the garage,andrestriping westbound Pacific Street at the Chono Street Intersection. Pacific Street, west of the garage exit,is forecast to carry volumes in excess of the acceptable level of 5,000 ADT, as defined in the Circulation Element for Local streets, under the Cumulative+project scenario. This would be potentially inconsistent w h the existing Circulation Element policies. However, given the nature of the commercial(of ice/parking)land uses along this segment, Pacific Street operates as a Commercial Collector Street. As observed during field investigations, there is sufficient roadway width and capacity on this segment of Pacific Street to accommodate forecast cumulative volume of 5,200 ADT. Based on the current and future land uses abutting Pacific Street, it is recommended that the segment of Pacific Street between Osos Street and Broad Street be upgraded to a Commercial Collector Street with an acceptable capacity of 10,000 ADT as indicated In the City Circulation Element. All of the study-area roadways are forecast to operate acceptably in the cumulative conditions. Impact Mitigation Measures Impact T-1 Development of the None required. Residual Impact None. project will result in the addition of 2,606 attracted ADT to the roadways adjacent to the site. This would result in a Class IN - impact(adverse but less than significant), as the downtown-area roadways would continue to City of San Luis Obispo 2-4 Marsh Street Garage Expansion EIR Section 2.0 Summary restriping at Chorro Street, Pacific Street could accommodate outbound traffic flows from the expanded garage with minimal delays in the LOS A range. Impact T-4 Development of the None required. project will result in increased Impacts would be parking opportunities in the beneficial without downtown commercial area of the mitigation. City. This would result in a Class _ IV impact(beneficial). Impact T-5 Development of the None required, However,the following project will result in additional mitigztion measure is recommended:g Impacts would be less pedestrian traffic in the Marsh than significant without = Street area. This would result in a T-5(a) Mid-Block Crosswalk on Marsh mitigation. Class III Impact(adverse but less Street. Based on the signal warrant analysis than significant). discussed previously,a traffic signal is not warranted at the mid-block crosswalk. However,development of the garage expansion is forecast to result in increases in pedestrians using the existing mid-block crosswalk on Marsh Street. It is therefore recommended that the City conduct a detailed pedestrian traffic signal warrant assessment for this cross-walk after the expansion project is completed to determine the ultimate need for pedestrian signal installation at this location. If the traffic signal is ultimately installed at the mid-block crosswalk,vehicle queues forming at the signal could block the entrance driveway to the garage. To rectify this potential problem,a separate right-tum lane into the Marsh Street garage entrance would need to be provided. In order to provide the right-turn lane,on-street parking along the south side of Marsh Street, between the driveway and Chorro Street would need to be removed, and the existing loading zone and trolley stop would need to be relocated. The potential signal would also need to be coordinated with the upstream and downstream signals at Chorro Street and Morro Street to ensure that traffic flows on Marsh Street are not significantly disrupted and that queues at the signal do not extend into the upstream intersection (Chorro Street/Marsh Street). Impact T-6 Development of the None required. project will result in additional Impacts would be less vehicle traffic in the area which than significant without. could impact bicycle travel. This mitigation would result in a Class III impact (adverse but less than significant), as the existing bike lane system in the area would help accommodate bicyclists In dealing with the Increased vehicular traffic. 2-6 City of San Luls Oblspo Marsh Street Garage Expansion EIR Section 2.0 Summary Impact T-7 Development of the None required. Impacts would be less project will result in the addition of than significant without - 2,606 attracted ADT to the mitigation. roadways adjacent to the site under Cumulative conditions. This would result in a Class III impact (adverse but less than significant), as all segments would operate acceptably within their respective design capacities. Impact T-8 Development of the T-8(a) Broad Street/Pacific Street. Impacts would be less project will result in the addition of Development of the garage expansion would than s?anificant without 247 attracted peak hour trips to the degrade the intersection operations to the mitigation. intersections adjacent to the site LOS F range(57.1 sec. Delay). A peak hour under Cumulative conditions. This traffic signal warrant analysis was completed would result in a Class II impact for the intersection to determine the future (significant but mitigabie)at the need for traffic signals. The State peak hour Broad Street/Padfic Street warrants indicated that traffic signals would be intersection. required to accommodate Cumulative+Project P.M.peak hour volumes (worksheets are included in Appendix C). Given the close spacing between the Pacific Street and Marsh Street intersections along Broad Street,it is important that the signals be coordinated to minimize delays and queuing on Broad Street at Pacific Street. With the installation of a coordinated signal at this location,the - intersection would operate in the LOS B range, _ thus mitigating cumulative impacts. T-8(b) Osos Street/Pacific Street. This. intersection shall be monitored 6 months after and 1 year after the completion of the proposed project to determine whether the LOS has exceeded the significance threshold. AESTHETICS This section, in examining the potential of the proposed project to alter the visual or aesthetic environment of the_ site, analyzes: a. The project's conformance with aesthetic guidelines of the City of San Luis Obispo General Plan Land.:"' Use Element and Architectural Review Commission (ARC); - b. The project's consistency with the existing design character of the downtown area; c. Metherthe removal of existing trees constitutes a significant aesthetic Impact;and d. The project's impact on viewsheds available from public areas. The Marsh Street Garage expansion would conform with the General Plan Land Use Element and ARC guidelines. Design features would reduce the impact of the project's mass and intensity to adverse but less than significant levels. The addition of street trees would reduce the aesthetic impact of removing existing trees on site to an adverse but less than significant level. Adverse but less than significant impacts on viewsheds would result with project implementation. Cumulative development in the downtown area Is anticipated to result in Adverse but less than significant cumulative viewshed impacts on pedestrians and motorists over the next ten years due to the incremental reduction of the number of viewing opportunities from the street level of the prominent natural features surrounding the City. City of San Luis Obispo--, 2-7 —/Jc�— Marsh Street Garage Expansion EIR Section 2.0 Summary operate acceptably. Impact T-2 Development of the None required. None. project will result in the addition of 247 attracted peak hour trips to the intersections adjacent to the site. This would result in a Class III - impact(adverse but less than significant), as the area intersections would continue to operate acceptably. Impact T-3 Development of the None required. However,the following Impacts would remain less project will result in increased mitigation measure is recommended: than significant. traffic at the entrances and exits to the garage. This would result in a T-3(a) Ingress. Based on the gate capacity _ Class III impact(adverse but less analysis reviewed above,the peak inbound than significant),as the proposed flows would be accommodated by the two configuration of the entrance and entrance gates. City parking staff have ,. . exits would accommodate peak indicated,however,that unequal loading traffic flows at the expanded occurs at the two entrance gates,which could garage. influence the future operation of the gate capacities. It is therefore recommended that the configuration of the two entrance gates and the driveway throat design be modified to promote more even utilization of the two entrance lanes. Improvements to the gate equipment,including bar code and proximity sensors,pre-dispensed spitters(loop detectors),etc. should also be considered to enhance the entrance gate capacities. Egress. Given the side-by-side configuration of the two outbound driveways proposed for the expanded structure and the high volume of outbound traffic which turns right onto Pacific Street,it is recommended that the westerly driveway be striped as aright-tum only exit lane and the easterly driveway be striped as a shared left-and-right-turn exit lane. Appropriate signage should be provided inside the garage to properly channeiize outbound traffic prior to the exit gates. In addition td the treatments at the exit driveways,it is recommended that the westbound Pacific Street approach at the Chorro Street intersection be restriped to provide a separate westbound right-turn lane. This lane addition = will allow for more vehicle queuing on this approach,thus minimizing interference with the - operation of the garage's exiting lanes. In - order to accommodate this restriping,the existing loading zone on the north side of Pacific Street would have to be removed,as well as on-street parking (approximately 2 -- spaces)on the south side of Pacific Street - adjacent to Chorro Street. With the revised exit lane configurations and the Pacific Street - -� _ : .Chyo(San Luis O61spo. _ 2-5 Y .. Marsh Street Garage Expansion EIR Section 2.0 Summary Impact Mitigation Measures F Impact AES-1 The proposed7Ten following mitigation measures would pResidual Impact parking garage extension mare insignificance: Th_proposed project conform with the aesthetic policy would generally conform guidelines of the City's General AES-1(a) The project shall adhere to all Ela he Land Use Plan Land Use Element and the applicable guidelines, =nt and ARC . pp Land Use Element Design guidelines,thus having-a.'. Architectural Review Commission. Principles and ARC design criteria,as less than significant This is considered a Class II, interpreted by the Director of Community impact significant but mitigable impact. Development and the ARC. - AES-1(b) The proposed garage expansion shall duplicate the design elements of the existing parking structure. AES-1(c) At locations where driveway access does not interrupt the facade,the : .i.• sidewalk frontage shall be buffered from the structure with either structural or landscaping elements that would be at a minimum of four feet in height. The provision of a recessed alcove area within the landscaped setback area,adorned with a sculpture,water feature, and seating shall be considered by the Architectural Review Committee. Impact AES-2 In adding to the Mitigation Measures AES-1(a), (b),and(c)as Design features would bulk and massing of the existing identified above would ensure insignificance. reduce the increase in parking structure,the proposed In addition,the following mitigation measure mass and building project would increase the level of is recommended: overall building intensity and scale intensity of the proposed in the project vicinity,therefore AES-2(a) Vary the surface forms and sionect to less than altering the existing design materials of the structure so that the Pacific igni,icant levels. character of the downtown Street frontage has the appearance of being community. This is considered a two or three buildings instead of one,with the Class III,adverse but less than part closest to Morro Street responding to the significant impact. context provided by the Post Office,the _ Presbyterian Church, or the Downtown Center. - - - Impact AES-3 Construction of the Ji!:; Ehlarged curbside planters shall The addition of the Proposed parking structure be provided on Pacific Street and planted mftigztion measures addition would result in the with wide-spreading trees. Due to s aceidentified above, - removal of the existing trees on- constraints,the trees cannot be replaced on educe he aesthet culd site,which contribute to the a one-to-one basis. Therefore,widened impact of removing the •d existing visual character of the planters shall occupy what is now curbside existing on-site trees to area.'This is considered a Class parking,thus allowing for wide-spreading an adverse but less than =- II, significant but mitigable impact. trees which would cover a bigger area. ' Selection of these trees shall be based on significant level. size,tong life, and structural soundness. AES-3(b) Areas of the subject site proposed for landscaping or street tree wells shall be planted with ash trees of a minimum 24-Inch box size. A minimum of eight(8)trees shall be planted. The locations shall be selected by a qualified landscape architect. Locations shall be reflective of the canopy massin - 2-8 City of San Luls Obispo Marsh Street Garage Expansion EIR ' Section 2.0 Summary 111ill! 111519 111 111i ii 5 IMI currently existing at the site. AES-3(c) If the former Parks and Recreation structure is demolished rather than moved, demolition of that building and construction of the garage expansion shall be done so that the Mo liquid amber trees are retained in their present location. Impact AES-4 The proposed Although the project's impact on viewsheds is Impacts on viewsheds parking structure expansion has considered less than significant, Mitigation would remain adverse but the potential to alter the vievished Measure AES-4(a) is recommended for the less than significant with of Cerro San Luis Obispo and City's approval, based on the Visual Arts in the development of the ' other surrounding hills. This is Public Places Program,which stipulates that proposed parking considered a Class 111,adverse but 1%of the total approved construction cost of structure. less than significant impact. eligible capital construction projects be expended for the design and installation of public art. AESA(a) The proposed project shall incorporate artwork on-site,visible to the public,that enhances and draws attention to the visual features of the San Luis Obispo area. ' ;CUL�T.UR,gL_R_E_SOURCES .... �.Tim:�•�•••: • '� •'�.•.` '•�'i•'•-•.` is•:-� ''•--.:�',.', •_•L•.•i a..t.l••(.�Y.1�:%u.{ .y Archaeological and historic artifacts discovered during a site investigation�suggest�that other resources maybe present In uninvestigated locations on-site. Construction of the proposed project could therefore pose a significant impact on these resources. A survey of historic buildings revealed that the one building on-site was previously determined to lack historical value. These archaeological and historical impacts are mitigabie to a less than significant level by combining archaeological monitoring and, if warranted, data recovery excavations into a single field operation during construction. Impact Mitigation Measures Residual Impact Impact CR-1 Project construction CRA(a) A detailed research design and With implementation of would adversely impact a mitigation plan shall be filed with the State this mitigation measure, potentially significant Historic Preservation Office prior to any Impacts to archaeological archaeological and historical construction activity that might disturb and historic resources resource. This is considered a important resources. The research design would be less than Class II,significant but mitigable would guide evaluation procedures for significant. impact. discoveries and the treatment plan would establish methods and procedures used for each phase of work,from discovery to report preparation. Evaluation and data recovery work shall be _ City of San Luls Oblspo= 2-9 "Marsh Street Garage Expansion EIR Section 2.0 Summary • . . combined into a single field operation. Initial demolition and pavement removal would be carefully monitored by a qualified archa=eologist. If intact archaeological or historical deposits are uncovered,their impoirtance would be evaluated according to a pre-approved research design.Data recovery would be carried out immediately - according to the treatment plan for discoveries that exhibit these specific c "important"characteristics. Discoveries that do not meet the criteria that would be considered ineligible for further treatment - under CEQA and City guidelines. Impacts to important resources would be immediately Mitigated to less than significant levels according to the predesigned mitigation plan. Recovered artifacts would then be processed at a laboratory and analyzed. A Subsurface Archaeological Resources Evaluation report would be prepared documenting the archaeological procedures and results. r2-10 City of San Luis Obispo a_,8 LEVEL OF SERVICE FOR SIGNALIZED INTERSECTIO\S Level of service for signalized intersections is defined in terns of delay, which is a measure of driver discomfort and frustration, fuel consumption, and lost travel time. Specifically, level- of-service (LOS) criteria are stated in terms of the average stopped delay per vehicle for a 15- min analysis period. The criteria are given in Table 9-1. Delay may be measured in the field or estimated using procedures presented later in this chapter. Delay is a complex measure-and is dependent upon a number of variables, including the quality of progression, the cycle length, . the green ratio, and the v/c ratio for the lane group in question. LOSA describes operations with very low delay, up to 5 sec per vehicle. This level of service occurs when progression is extremely favorable and most vehicles arrive during%the green phase. Most vehicles do not stop at all. Short cycle lengths may also contribute to low delay. LOS B describes operations with delay greater than 5 and up to 15 sec per vehicle. This level generally occurs with good progression, short cycle lengths, or both. More vehicles stop than with LOS A, causing higher level-of average delay. LOS C describes operations with delay greater than 15 and up to 25 sec per vehicle. These higher delays may result from fair progression, longer cycle lengths, or both. Individual cycle failures may begin to appear at-ihis level. The number of vehicles stopping is significant at this level, though many still pass through the intersection without stopping. LOS D describes operations with delay greater than 25 and up to 40 sec per vehicle. At level D, the influence of congestion becomes more noticeable. Longer delays may result from some high v/c ratios. Many vehicles stop, and the proportion of vehicles not stopping declines. Individual cycle failures are noticeable. LOS E describes operations with delay greater than 40 and up to 60 sec per vehicle. This level is considered by many agendies to be the limit of acceptable delay. These high delay values . generally indicate poor progression, long cycle lengths, and high v/c ratios. Individual cycle failures are frequent occurrences. LOS F describes operations with delay in excess of 60 sec per vehicle. This level, considered to be tinacceptable to most drivers, often occurs with oversaturation, that is, when arrival flow rates exceed the capacity of the intersection. It may also occur at high v/c ratios below 1/0 with many individual cycle failures. Pool progression and long cycle lengths may also be major contributing causesto such delay levels. Level of Service criteria for signalized intersections is summarized in Table 9.1, in the Highway Capacity Manual, in the table on the following page. ASSOCIATED TRANSPORTATION ENGINEERS Exhibit C 700 N.Hooe Avenue,5u:et,5en:a 6erosra.C4��17D•16057627.4476 i'-O- o FIN DIR ':;C rSTING AGENDA ". ❑ CHIEF PflE -E ITEM� NEY PW DR i/LLHKIORIG ❑ POLICE CH ❑ MGMT TEAM 13 REC DIR C3 ❑ UTIL DIRR❑ 0 PERS DI # San Luis Obispo, October 19, 1997 Mayor Allen Settle and Councilpersons Bill Roahnan, Dave Romero, Kathy Smith and Dodie Williams Re: Parking and Access Report Dear Mayor and Councilmembers: Martha and I going to be'down under' during your October 28 hearing on this very,very important matter. Here are my thoughts;rm sorry that they are lengthy. Nothing is simple. I think that most of you know that I have been a student of cities for most all of my adult life and that during my public life on our Planning Commission, City Council, the Downtown Concept Plan Design Team, and the BIA Parking Committee, I have attempted to insert the lessons I have learned into the discussions that have given form to our own community. Please allow me to share what I have learned. The fundamental lesson I have learned is that cities rot from the inside out- especially American cities. How to prevent that rot is the question before your Council as you consider this report. The physical form of all cities worldwide center on the initial commercial core. In our language, we call that core "downtown." When land was plentiful and cheap, there was generally enough "flex" surrounding the downtown to allow expansion outward in a concentric pattem. But as the uses surrounding these downtowns began to fill up and harden(becoming increasingly valuable in terms of the uses that land was put to)the downtown core became locked in. For a growing city, this presented a dilemma. Where could additional area needed for basic commercial expansion be found? In America,the response to that question has taken two primary forms: (1)the New York model in which added space was acquired by building upward producing dense skyscraper city cores; and(2)the Regional Shopping Center model wherein very large shopping centers were built on cheap land on the edge of cities. The newest planning jargon for these outlying centers is "edge cities" in that new communities spring up around these regional shopping centers. Los Angeles is a fairly good example ofthat model. The regional shopping center becomes essentially another city- at least shopping-wise. The historical downtown then begins to unravel and deteriorate. How many people go downtown is Los Angeles? Very,very few percentage-wise. Iris no longer an altogether pleasant place to go albeit there is a tremendous and costly ongoing effort to try to change that image. (Did you know that we in SLO planted street trees before LA did?) But to the issue. San Luis Obispo is now at the point where our downtown is virtually locked in. RECEIVED OCT 2 0 1996 - --- ci n PITv eni IAlr--n r Page 2 Surrounding land values are expensive. Not a single vacant parcel of land exists within the Palm, Nipomo, Marsh, Santa Rosa core on which to build a new commercial-retail building. Yet,within this same core area there exists some 54 public and private parking facilities taking up land which could/should be used to provide the additional space need to keep our downtown compact and viable. All but two of these are surface parking lots. At this point in our history we have three choices: (1)We can continue to bitch and fight over this access issue and let the downtown waste away to the competition being exerted by neighboring communities- and it surely will;(2)We can abandon downtown and focus attention to improving Madonna Plaza and Central Coast Plaza and work to tum them into more viable retail shopping areas- economically and otherwise; or(3)We can look at a vastly modified "New York"model and intensify our downtown by using the land presently covered by parking lots and/or raising our building height limits so as to create more commercial-retail floor area. This decision, of course, is yours. The phrase "economically viable" that we kick around is unfortunate. Any downtown could evolve into a restaurant and entertainment center or an office dominated service center and still be "economically viable." But I don't think that is what this community wants. My reading is that we want a diverse and interactive downtown the parts of which act synergistically so that the sum of the parts exceeds the simple addition of each of the components. We want commercial-retail, office-service, governmental,historical, recreational and cultural components to all act together in a manner that mutually strengthens each other. (Some degree of housing in the downtown also makes sense.) These components need be tied together in ways that make the downtown a pleasurable pedestrian friendly place to be; a place that is made easily accessible by multiple means of transit- automobiles,bicycles,public transit, etc. Downtown must continue to make a profit for those who invest in downtown and for the city which counts on tax revenues from retail sales- and to a lesser extent, from property taxes and business licenses. So we all are stake holders in this process- citizen/visitor users,property owners, business people and the city government as represented by you the Council members. What I have recited is essentially the vision of the Council adopted Downtown Concept Plan. I believe it is the guide that you should use to test all other proposals against- especially this Parking and Access Plan, which in my opinion,has failed to understand the comprehensiveness of the Concept Plan. The Concept Plan is the big picture plan;the Parking and Access Plan has turned out to be a pimple, a pimple that people keep scratching at,making it bleed and fester out of all proportion to maintaining the health of the body-the downtown. i Page 3 The consultant states that parking in the downtown is the most highly managed parking in the city. If highly managed means the parking program is most efficient,then this statement is dead wrong! The citymanages parking most efficiently in any other district save the downtown. Why? Because the city by means of its zoning requirements has come to specify the parking required for any land use prior to development taking place. And it has worked! The parking ratios peruse have turned out to be amazingly OK Developers even have to provide for employee parking. Why isn't parking downtown "managed" with the same efficiency? That's a long story,but those objecting to the provision of adequate parking downtown don't seem to understand nor care about the history of CR parking requirements that has brought the downtown district to this impasse. Allow me to try to summarize: 1. More commercial floor space is needed in the downtown core, and in particular, retail commercial to insure a better mix of downtown uses. (If this isn't true, then stop here.) 2. The downtown core must be kept compact geographically if we are to stress pedestrian use. 3. The prime properties for such commercial-retail expansion are presently covered by inefficient surface parting lots- some private, some public. 4. To make those properties available for commercial use requires the removal ofthe parking that currently covers them (The Court Street parking lot is a prime example.) and locating new parking in concentrated form(structures) accessible by perimeter streets. 5. Unless there is definitive proof otherwise, my contention is that alternative forms of transportation can not fulfill the customer loss created within a viable timeframe. 6. The Marsh Street Garage expansion should move ahead post haste. 7. The consultant's suggestion for a parking element in the Fremont Theatre area should be nixed;that is not where growth needs to be encouraged at this time. 8. The recommendation for a Palm II site as number two is correct. However, the diagram shown on page 13 is totally out of keeping with the recommendations of the Downtown Concept Plan which visualizes a multipurpose structure. The site should be brought into conformity with the Concept Plan. A Palm II structure should never be allowed to touch Monterey Street. (Remember the pedestrian friendly goal?) 9. The third parking structure should be located on Nipomo street between Palm and Monterey as per the Concept Plan. A structure at this location is only a block from Higuera Street to serve commercial retail needs. The surface parking lot at Nipomo and Higuera could be recycled into retail commercial and fiuthermore, the location of the third structure at this location would also allow parking lots with the Mission Plaza/Kistoricl Museum to be "lifted" to allow much needed expansions of our cultural facilities located there. This location would also provide some surplus to allow parking to be removed from the Wells Fargo site should Page 4 development in the SW quadrant of downtown so warrant. I will close with a snide question. What kind of impact do you think this report has on the public when the top photo on the cover page shows a meter maid writing a parking citation? Is that the message? Don't come downtown with your car or we will nail you? Ride alternative forms of transportation or drive you cars to shopping centers where there is plenty of free parking! I leave SIA on the 23rd. If you have a chance to read this before then and have questions, give me a call at 543-8592. S' erely, rc K eth Schwartz 201 Buena Vista San Luis Obispo, CA 93405 c: John Dunn, CAO Debora Holly,BIA Pierre Rademaker, Concept Plan Team Marsh Street Garage Expansion EIR Section 2.0 Summary organizations shall be provided in the parking structure in order to minimize vehicle use and related emissions. AQ-2(c) Final design of the Marsh Street Garage expansion shall incorporate infrastructure to accommodate electrical vehicle recharging. At such time as considered feasible by the Department of Public Works, recharge stations shall be installed at designated spaces, not to exceed a total of 10 spaces. Impact AQ-3 CO generated by None required. None. vehicles using the parking garage would increase local ambient CO concentrations. However,CO concentrations would fall below - -state and federal standards. Impacts are considered to be ata Class III, less than significant level. TRAFFIC/CIRCULATION/PARKING :.�•tw�,YCy�. The proposed 310 space garage expansion project is expected to generate a total of 3,475 ADT and 329 P.M. peak hour trips. The traffic analysis assumed that 75%of these trips(2,606 ADT and 247 Pr17)would be - 'attracted"to the study-area adjacent to the garage from other areas within and outside the downtown core area' of San Luis Obispo. The remaining 25%or the trips were assumed to be "captured"from existing traffic tlows within the immediate project study-area. All of the study-area roadways and intersections operate at LOS A=D,' which are considered good levels of service, under existing and existing+project conditions. Most of the study- V� area intersections are expected to operate acceptably in the cumulative conditions, with the exception of Broad Street and Pacific Street, which is forecast to operate at LOS F(57.1 sec. delay)with cumulative+project volumes. Review of the site access plan found that the entrance and exit gate capacities would generally . accommodate traffic volumes.associated with the 310 space expansion. The project is also expected to increase pedestrian flows in the study area. Impacts would be less than significant with the implementation of the following mitigation measures:signalizing the Broad Street/Pacific Street intersection under cumulative buildout conditions, monitoring the mid-block pedestrian crosswalk on Marsh street to determine the future need for signal installation, improvements to the ingress and egress driveways serving the garage, and restriping . westbound Pacific Street at the Chorro Street intersection. Pacific Street, west of the garege exit,is forecast to carry volumes in excess of the acceptable level of 5,000 ADT, as defined in the Circulation Element for Local streets, under the Cumulative+Project scenario. This would be potentially inconsistent with the existing Circulation Element policies. However,given the nature of the commercial(office/parking)land uses along this segment, Pacific Street operates as a Commercial Collector Street. As observed during field investigations, there is sufficient roadway width and capacity on this segment of Pacific Street to accommodate forecast cumulative volume of 5,200 ADT. Based on the current and future land uses abutting Pacific Street,it is recommended that the segment of Paciric Street between Osos Street and Broad Street be upgraded to a Commercial Collector Street with an acceptable capacity of 10,000 ADT as indicated in the City Circulation Element. All of the study-area roadways are forecast to operate acceptably in the cumulative conditions. _ Impact Mitigation Measures Residual Impact Impact T-1 Development of the None required. None. project will result in the addition of 2,606 attracted ADT to the roadways adjacent to the site. This would result in a Class III impact(adverse but less than significant),as the downtown-area roadways would continue to -:7, City of San Luls Obispo 24 �—` � Marsh Street Garage Expansion EIR Section 2.0 Summary . i 4 operate acceptably. Impact T-2 Development of the None required. None. project will result in the addition of 247 attracted peak hour trips to the intersections adjacent to the site. This would result in a Class III impact(adverse but less than significant), as the area intersections would continue to operate acceptably. Impact T-3 Development of the None required. However,the following Impacts would remain le_s_s project will result in increased mitigation measure is recommended: than significant. .r traffic at the entrances and exits to the garage. This would result in a T-3(a) Ingress. Based on the gate capacity _ Class 111 impact(adverse but less analysis reviewed above,the peak inbound than significant),as the proposed flows would be accommodated by the two configuration of the entrance and entrance gates. City parking staff have exits would accommodate peak indicated,however,that unequal loading traffic flows at the expanded occurs at the two entrance gates,which could garage. influence the future operation of the gate capacities. It is therefore recommended that the configuration of the two entrance gates and the driveway throat design be modified to promote more even utilization of the two entrance lanes. Improvements to the gate equipment,including bar code and proximity sensors,pre-dispensed spitters(loop detectors),etc. should also be considered to enhance the entrance gate capacities. Egress. Given the side-by-side configuration of the two outbound driveways proposed for the expanded structure and the high volume of outbound traffic which turns right onto Pacific Street,it is recommended that the westerly driveway be striped as a right-tum only exit lane and the easterly driveway be striped as a shared left-and-right-turn exit lane. Appropriate signage should be provided inside the garage to properly channelize outbound traffic prior to the exit gates. In addition to the treatments at the exit driveways,it is recommended that the westbound Pacific Street approach at the Chorro Street Intersection be restriped to provide a separate westbound right-turn lane. This lane addition _ will allow for more vehicle queuing on this approach,thus minimizing interference with the =� operation of the garage's exiting lanes. In - order to accommodate this restriping,the existing loading zone on the north side of Pacific Street would have to be removed,as well as on-street parking (approximately 2 ' spaces)on the south side of Pacific Street - adjacent to Chorro Street. With the revised exit lane configurations and the Pacific Street : .CilybfSan Luls Oblspo 2-5 Y • Marsh Street Garage Expansion Elk Section 2.0 Summary restriping at Chorro Street, Pacific Street could accommodate outbound traffic flows from the expanded garage with minimal delays in the LOS A range. Impact T4 Development of the None required. Impacts would be project will result in increased parking opportunities in the beneficial without downtown commercial area of the mitigation. City. This would result in a Class IV impact(beneficial). - — Impact T-5 Development of the None required. Howevzr,the following Impacts would be less project will result in additional mitigation measure is recommended: ! pedestrian traffic in the Marsh than signifignt without Street area. This would result in a T-5(a) Mid-Block Crosswalk on Marsh mitigation. Class III Impact(adverse but less Street Based on the signal warrant analysis _ than significant). discussed previously,a traffic signal is not warranted at the mid-block crosswalk However,development of the garage expansion is forecast to result in increases in pedestrians using the existing mid-block crosswalk on Marsh Street. It is therefore recommended that the City conduct a detailed pedestrian traffic signal warrant assessment for this cross-walk after the expansion project is completed to determine the ultimate need for pedestrian signal installation at this location. If the traffic signal is ultimately installed at the mid-block crosswalk,vehicle queues forming at the signal could block the entrance driveway to the garage. To rectify this potential problem,a separate right-turn lane into the Marsh Street garage entrance would need to be provided. In order to provide the right-turn lane,on-street parking along the south side of Marsh Street, between the driveway and Chorro Street would need to be removed, and the existing loading zone and trolley stop would need to be relocated. The potential signal would also need to be coordinated with the upstream and downstream signals at Chorro Street and Moro Street to ensure that traffic flows on Marsh Street are not significantly disrupted and that queues at the signal do not extend into the upstream intersection (Chorro Street/Marsh Street). Impact T-6 Development of the None required. project will result in additional Impacts would be less vehicle traffic in the area which than significant without. could impact bicycle travel. This mitigation would result in a Class III impact (adverse but less than significant), as the existing bike lane system in the area would help accommodate bicyclists in dealing with the Increased vehicular traffic. 2-6 City of San Luis Oblspo . Marsh Street Garage Expansion EIR Section 2.0 Summary � . . Impact T-7 Development of the one required. Impacts would be less project will result in the addition of than significant without 2,606 attracted ADT to the mitigation. roadways adjacent to the site under Cumulative conditions. This would result in a Class III impact (adverse but less than significant), as all segments would operate acceptably within their respective design capacities. Impact T-8 Development of the T-8(a) Broad Street/Pacific Street. Impacts would be less project will result in the addition of Development of the garage expansion would than sianificant without 247 attracted peak hour trips to the degrade the intersection operations to the mitigation. intersections adjacent to the site LOS F range(57.1 sec. Delay). A peak hour under Cumulative conditions. This traffic signal warrant analysis was completed would result in a Class II impact for the intersection to determine the future (significant but mitigable)at the need for traffic signals. The State peak hour Broad Street/Pacific Street warrants indicated that traffic signals would be intersection. required to accommodate Cumulative+Project P.M.peak hour volumes (worksheets are included in Appendix C). Given the close spacing between the Pacific Street and Marsh Street intersections along Broad Street,it is important that the signals be coordinated to minimize delays and queuing on Broad Street at Pacific Street. With the installation of a coordinated signal at this location,the ... Intersection would operate in the LOS B range, thus mitigating cumulative impacts. T-8(b) Osos Street/Pacific Street This intersection shall be monitored 6 months after and 1 year after the completion of the proposed project to determine whether the LOS has exceeded the significance threshold. - AESTHETiCS This section, in examining the potential of the proposed project to alter the visual oraesthetic environment of the.= site, analyzes: a. The project's conformance with aesthetic guidelines of the City'of San Luls Obispo General Plan Land'-, Use Element and Architectural Review Commission (ARC); b. The project's consistency with the existing design character of the downtown area; c. Whether the removal of existing trees constitutes a significant aesthetic impact;and. d. The project's impact on viewsheds available from public areas. The Marsh Street Garage expansion would conform with the General Plan Land Use Element andARC guidelines. Design features would reduce the impact of the project's mass and intensity to adverse but less than significant levels. The addition of street trees would reduce the aesthetic impact of removing existing trees on site to an adverse but less than significant level. Adverse but less than significant impacts on viewsheds would result with project implementation. Cumulative development in the downtown area is anticipated to result in Adverse but less than significant cumulative viewshed impacts on pedestrians and motorists over the next ten years due to the incremental reduction of the number of viewing opportunities from the street level of the prominent natural features surrounding the City. City of San Luls Oblspo=-_ 2-7 —•�. . . Marsh Street Garage Expansion EIR Section 2.0 Summary Impact Mitigation Measures Residual Impact Impact AES-1 The proposed The following mitigation measures would The proposed project parking garage extension may not ensure insignificance: would generally conform conform with the aesthetic policy guidelines of the City's General AES-1(a) The project shall adhere to all with the Land Use Plan Land Use Element and the applicable Land Use Element Design Element and ARC ' Architectural Review Commission. Principles and ARC design less n criteria as less t guidelines,thus having"a thin significant This is considered a Class II, interpreted by the Director of Community impact - significant but mitigable impact. Development and the ARC. — AES-1(b) The proposed garage expansion - shall duplicate the design elements of the existing parking structure. AES-1(c) At locations where driveway - access does not interrupt the facade,the =='� sidewalk frontage shall be buffered from the structure with either structural or landscaping elements that would be at a minimum of four feet in height. The provision of a recessed alcove area within the landscaped setback area,adorned with a sculpture,water feature, and seating shall be considered by the Architectural Review Committee. Impact AES-2 In adding to the Mitigation Measures AES bulk (b),and(c)as Design features would bulk and massing of the existing identified above would ensure insignificance. reduce the increase in parking structure,the proposed In addition,the following mitigation measure mass and building project would increase the level of is recommended: overall building intensity and scale intensity of the proposed in the project vicinity,therefore AES-2(a) Vary the surface forms and project to less than signiricant levels. altering the existing design materials of the structure so that the Pacific character of the downtown Street frontage has the appearance of being community. This is considered a two or three buildings instead of one,with the Class III,adverse but less than part closest to Morro Street responding to the significant impact. context provided by the Post Office,the _ Presbyterian Church, or the Downtown Center. —_— Impact AES-3 Construction of the AES-3(a) Enlarged curbside planters shall The addition of the proposed parking structure be provided on Pacific Street and planted mitigation measures . addition,would result in the with wide-spreading trees. Due to space identi ied above,would removal of the existing trees on- constraints,the trees cannot be replaced on reduce the aesthetic site,which contribute to the a one-to-one basis. Therefore,widened existing visual character of the. planters shall occupy what is now curbside existing oImpact of n site treesmoving toarea.'This is considered a Class parking,thus alloying for wide-spreading an adverse but less than II, significant but mitigable impact. trees which would cover a bigger area. significant level. Selection of these trees shall be based on size, long life, and structural soundness. AES-3(b) Areas of the subject site proposed r for landscaping or street tree wells shall be planted with ash trees of a minimum 24-Inch box size. A minimum of eight(8)trees shall be planted. The locations shall be selected by a qualified landscape architect. Locations shall be reflective of the canopy massing — 2-8 City of San Luis Obispo Marsh Street Garage Expansion EIR Section 2.0 Summary currently existing at the site. AES-3(c) If the former Parks and Recreation structure is demolished rather than moved, demolition of that building and construction of the garage expansion shall be done so that the two liquid amber trees are retained in their present location. Impact AES-4 The proposed Although the project's impact on viewsheds is Impacts on viewsheds parking structure expansion has considered less than significant,Mitigation would remain adverse but the potential to alter the viewshed Measure AES-4(a) is recommended for the less than significant with of Cerro San Luis Obispo and City's approval, based on the Vsuai Arts in the development of the ' other surrounding hills. This is Public Places Program,which stipulates that proposed parking considered a Class III,adverse but I%of the total approved construction cost of structure. less than significant impact. eligible capital construction projects be expended for the design and installation of public art. AESA(a) The proposed project shall incorporate artwork on-site,visible to the public,that enhances and draws attention to the visual features of the San Luis Obispo _ area. - CULT.URAL'RESOURCES • t`' ' '' -i.:d=i'. ' '�.:�� r.. . -'-.:i:;..•:..:'.':.i�':�'. '�.�:�-�: ''s.;:` .:. .. •: sii:.•ri.:v'el+�J'.•a�l+.-ta'�✓.. ' Archaeological and historic artifacts discovered during a site Investigationsuggestthat other resources maybe present in uninvestigated locations on-site. Construction of the proposed project could therefore pose a significant impact on these resources. A survey of historic buildings revealed that the one building on-site was previously determined to lack historical value. These archaeological and historical impacts are mitigable to a less than significant level by combining archaeological monitoring and, If warranted, data recovery excavations into a single t"reid operation during construction. Impact Mitigation Measures Residual Impact Impact CR-1 Project construction CR-1(a) A detailed research design and With implementation of would adversely impact a mitigation plan shall be filed with the State this mitigation measure, potentially significant Historic Preservation Office prior to any impacts to archaeological archaeological and hidtorical construction activity that might disturb and historic resources resource. This is considered a important resources. The research design would be less than Class II,significant but mitigable would guide evaluation procedures for significant. impact. discoveries and the treatment plan would establish methods and procedures used for each phase of work,from discovery to report preparation. Evaluation and data recovery work shall be City of San Luis Obfslior' 2-9 Marsh Street Garage Expansion EIR Section 2.0 Summary combined into a single field operation. Initial demolition and pavement removal would be carefully monitored by a qualified archaeologist. If intact archaeological or historical deposits are uncovered,their impoirtance would be evaluated according to a pre-approved research design. Data recovery would be carried out immediately - according to the treatment plan for discoveries that exhibit these specific - 'important"characteristics. Discoveries that do not meet the criteria that would be considered ineligible for further treatment - under CEQA and City guidelines. Impacts to important resources would be immediately mitigated to less than significant levels according to the predesigned mitigation plan. Recovered artifacts would then be processed at a laboratory and analyzed. A Subsurface Archaeological Resources Evaluation report would be prepared documenting the archaeological procedures and results. + 2-10 CRY of San Luis Obispo . _ a-/8 LEVEL OF SERVICE FOR SIGNALIZED INTERSECTIONS Level of service for signalized intersections is defined in terms of delay, which is a measure of driver discomfort and frustration, fuel consumption, and lost travel time. Specifically, level- of-service (LOS) criteria are stated in terms of the average stopped delay per vehicle for a 15- min analysis period. The criteria are given in Table 9-1. Delay may be measured in the field or estimated using procedures presented later in this chapter. Delay is a complex measure and is dependent upon a number of variables, including the quality of progression, the cycle length, the green ratio, and the v/c ratio for the lane group in question. LOS describes operations with very low delay, up to 5 sec per vehicle. This level of service occurs when progression is extremely favorable and most vehicles arrive during%the green phase. Most vehicles do not stop at all. Short cycle lengths may also contribute to low delay. LOS B describes operations with delay greater than 5 and up to 15 see per vehicle. This level generally occurs with good progression, short cycle lengths, or both. More vehicles stop than with LOS A, causing higher level-of average delay. LOS C describes operations with delay greater than 15 and up to 25 see per vehicle. These higher delays may result from fair progression, longer cycle lengths, or both. Individual cycle failures may begin to appear at"tMs level. The number of vehicles stopping is significant at this.level, though many still pass through the intersection without stopping. LOS D describes operations with delay greater than 25 and up to 40 sec per vehicle. At level D, the influence of congestion becomes more noticeable. Longer delays may result from some high v/c ratios. Many vehicles stop, and the proportion of vehicles not stopping declines. Individual cycle failures are noticeable. LOS E describes operations with delay greater than 40 and up to 60 sec per vehicle. This level is considered by many agencies to be the limit of acceptable delay. These high delay values . generally indicate poor progression, long cycle lengths, and high v/c ratios. Individual cycle failures are frequent occurrences. LOS F describes operations with delay in excess of 60 sec per vehicle. This level, considered to be unacceptable to most drivers, often occurs with oversaturation, that is, when arrival flow rates exceed the capacity of the intersection. It may also occur at high v/c ratios below 1/0 with many individual cycle failures. - Pool progression and long cycle lengths may also be major contributing causes to such delay levels. Level of Service criteria for signalized intersections is summarized in Table 9.1, in the Highway Capacity Manual, in the table on the following page. ' ASSOCIATED TRANSPORTATION ENGINEERS Exhibit C G .100 N.Hope Gvenwe.5u;:e e•Bence dbrbarb.CGB?110.1805)BB7•441B r i .AEETING AGENDA DATEA.Z ITEM # MEMORANDUM To: Members of Council From: Keith Opalewski, Parking Manager Subj: EIR Certification Clarification The revised second page of the resolution for tonight's' EIR certification item reflects a correction(Section 3 referred to a rescinded resolution which was inadvertently included) and a clarification on the Mitigation Monitoring Program. The revised language indicates a preliminary mitigation monitoring is being presented, and that the final monitoring program is contingent upon Council's final action at tonight's meeting and will return for Council's consideration before project approval. The Community Development Department will present the preliminary monitoring program in more detail as part of tonight's presentation. UFtOUNCIL ❑CDD DIR RECEIVED AO 13 FIN DIR FfiWAO ❑ RE CHIEF Eff)ffTORNEY DWPW DIR 0 C T Z 1 1997 EI CLERVORIG ❑POLICE CHF ❑MCGIIJT TEAM O REG DIR SLO CITY CLERK ®' .0 UM DIR p 0 PERS DDR or substantially lessen the identified adverse environmental impacts of the project to a level of insignificance and have been incorporated in the project. SECTION 3. The City Council has reviewed and approved a Preliminary Mitigation Monitoring and Reporting Program. Following certification of the Environmental Impact Report and before project approval, a final Mitigation Monitoring and Reporting Program will be presented to the Council for approval, to reflect Council actions in certifying the Environmental Impact Report. On motion of , seconded by and on the following roll call vote: AYES: NOES: ABSENT: The foregoing resolution was passed and adopted this day of 1997. Mayor Allen Settle ATTEST: City Clerk Bonnie Gawf APPROVED AS TO FORM: ity o ff rgensen c I o i CD O I E t 0 0 I U > I m U C 0) ca r_ 0I Ol' C 0 I m O C co >. 0 C .0 .L .0 'C 'C 'C 'C I'C 00 . •L r C O 7 7 7 7 � N O c Io o > vim. mU v C v c 'o c v v c'c civ c C 2 v e c m N � o � o � o' > j � o � vol� ocy soma � a coo mo mo 0a � p moon � �Imti oo c° � � oa� 6 2 m 2 a� 2 c +- c o 2 =0 ' m 21m 2 N o m a> > C O N O N O y �' "' O vi O O HIO H m L p H O L U L0 0 � c � c — c CCL m c0 � cc0 � c1� c o � c E02 � Cl F mc0im um uU OU 0m u0-Cl 0 0 mc0i 1m c0 cc M0Cp �m wCa � I I c v v v U c v Iv v m C7 mN to my my mNy � cc cu (n mN O 01 c C 2 C c 0 y O C EIC03 N C 2 U a C 0 0 0 0 0 0 N a_ O 0 O 0 Oa�? O 0 Oa . 'L .m L m L m L .m L .— a) N •m LI m L a� 5 m L CD Ue o 0 0 E E o n. �e m o o L o o L v +•. 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Uoa a voa' (L' p c o CM 0 c rn•c 2 r E in Co c a) E 3 _ EgnL N O �U ui a) _ o .3 a) N a 0 c e > € = y E cc ' ~ O nr 0 'a aa)i v aa)i a U �, 3 v CD T � (D Mcz Q 7 a Q` O U O•O y U C d « a� N c c vi c° > > 32 w c O — CD c LL O_ U p O cc ccv vv v 12) ^ > r N ch co ch �t .0i O d I I 1 r L CO CO U) co cn cn a E LU Q Q Q Q o Q¢ U Q 0 MEETING AGENDA DAT �-Zi-17ITEM # Interoffice Memo Date: October 21, 1997 From: Keith Opalewski Subject: Final Environmental Impact Report(EIR)for the Marsh Street Garage Expansion Project Exhibit B distributed to you this morning is a replacement for the original Exhibit B of the Council Agenda Report. This replacement is due to a printing error in the original report. The original document was two-sided and the second side was not duplicated. Please remove pages 2-11 through 2-15 of the original report and replace with pages 2-11 through 2-19 you received today. RECEIVED OCT 2 1 1996 SLO CITY :';OUNCIL council AG Enda izE 02 --- CITY OF :SAN LUIS OBISPO - - MOM: Mike McCluskey,Director of Public Works Prepared By: KeithOpalewski,Parking Manager SUBJEC L Final E-nvironmental.Impact Report.(EIR)f6r the Marsh Street Grarage. Expansion Project The attached package replaces pages 2=11 through 2-1 5ofthe original Cound Agenda Report. Marsh Street Garage Expansion EIR Stiction 2.0 Summary Class III-Less Than Significant Impacts Air Quality: cons tniction and operational emissions¢oould fail below Air Pollution Control District thresholds. Traffic/Circulation/Parking: additional average daily (ADT)and PM peak hour trips,increased traffic at entrances and exits to garage;additional pedestrian traffic; impact oii bicycle traffic; additional cumulative ADT trips. Aesthetics: increased level of overall building intensity and scale;viewshed niteration. Class IV-Beneficial Effects Traffic/Circulation/Parking: increased parking opportunities downtown. itt, . - MORI -XIR QUALITY N. The proposed parking structure would generate minor localized emissions of dust and otherpollutants during the construction period. These would be considered less than significant. Vehicle trips generated by the project are. anticipated to causeless than significant air pollutant emissions. The carbon monoxide emissions generated b}i:: vehicles while driving through the proposed parking structure would be considered less than significant Based•:. - on San Luis Obispo Clean Air Plan projections, cumulative growth in the City is not anticipated to exceedlocal . air pollutant thresholds, resulting in less than significant cumulative grovrth impacts. - Impact Mitigation Measures Residual Impact r, Impact AQ-1 Demolition and None required. However, due to the potential These recommended ,• ! construction activities would nuisance of construction generated dust,the measures would ensure generate exhaust emissions and following mitigation measures are that impacts remain,less fugitive dust. Because these recommended: than significant. emissions would fall below - recommended significance AQ-1(a) Water trucks shall be used during thresholds,this is considered a construction to keep all areas of vehicle Class III, adverse but less than movement damp enough to prevent dust from significant impact. leaving the site. At a minimum, this will require twice daily applications. Increased watering is required whenever wind speeds _ exceed 15 miles per hour. AQ-1(b) The amount of area that is disturbed r" at any one time shall be minimized. AQ-1(c) If stockpiling of fill material is involved, soil that is stockpiled for more than two days shall be covered, kept moist,or treated with soil binders to prevent dust generation. Impact AQ-2 The increase in Although the project would have less than These recommended vehicle emissions that is significant air quality impacts,the following measures would ensure .. anticipated upon completion of the mitigation measures from the APCD's CEQA that impacts remain less' proposed project may result in Air Quality Handbook are recommended: than significant. exceedances of the state and federal air emission significance AQ-2(a) Provide preferential carpool parking. thresholds. This is considered a Class III, less than significant AQ-2(b) Information on public transit and impact. local transportation management City of San Luis Obispo--. 2-3 EXHIBIT B '' i