HomeMy WebLinkAbout10/21/1997, 2 - FINAL ENVIRONMENTAL IMPACT REPORT (EIR) FOR THE MARSH STREET GARAGE EXPANSION PROJECT council Io_a
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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:
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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