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HomeMy WebLinkAbout01/16/2001, 2 - PRADO ROAD ALIGNMENT (HIGUERA TO BROAD STREET) AND THE DAMON-GARCIA SPORTS FIELD COMPLEXMwft DO. council • j apenaa nEpoat 2.6° C I T Y O F SAN L U I S O B I S P O FROM: Paul LeSage, Director of Parks and Recreation Mike McCluskey, Director of Public Works WL John Mandeville, Acting Director of Community Development Prepared By: Tim Bochum, Deputy Director of Public WorkJr' SUBJECT: PRADO ROAD ALIGNMENT ( Higuera to Broad Street) and the DAMON- GARCIA SPORTS FIELD COMPLEX CAO RECOMMENDATION: 1. Receive additional information from staff. 2. Reaffirm previous Council direction and support for the currently Adopted northern alignment of the Prado Road and proceed with finalizing design and construction of the Damon- Garcia project. 3. Review the inclusion of collector roads from the Adopted alignment to Tank Farm Road as part of the Airport Area and Margarita Area Specific Plans, • when those plans are considered (Figure 8). REPORT -IN-BRIEF At its meeting of November 9, 2000, the City Council agreed to revisit the issue of the Prado Road extension and alignment between Higuera Street and Broad Street. Prado Road currently terminates east of Higuera Street but has been planned for nearly forty years to extend across the Margarita- Garcia properties and tie into Broad Street. The Adopted alignment, often referred to as the "northern alignment ", was adopted in February 1, 2000 after significant discussion and review of pertinent issues such as safety, cost, environmental impacts and permitting requirements for the various alignments for Prado Road. It is important to note that this was not a new alignment for Prado Road just a more specific one. The Prado Road extension was first identified and included in the 1961 City General Plan and has been included in every General Plan update since. Attachment A outlines the City's planning history and how the location and alignment for Prado Road has been defined in the past. The Prado Road - General Plan extension has seen the following implementation decisions thus far: a) the purchase of the Damon Garcia property; and b) the purchase of the Lathrop parcel for park purposes; and c) the February 2000 precise alignment decision; and d) vesting approval of Lathrop property development • During the November 9's meeting, three speakers expressed concerns regarding the Prado alignment and the ball field properties. While a number of issues were discussed, pedestrian safety accessing the sports field site from an adjacent future school site was express -4 one Council Agenda Report - Prado Road And Damon - Garcia Sports Field Complex concern of the speakers. The City Council asked staff to address this concern and bring back • information as part of this report. Since that time an additional issue has arisen: the potential need to expand the sports field project. Staff, in bringing this issue back to Council, has belabored to achieve the following three goals: 1) Conduct a fair and impartial review of the various alignments and their related issues 2) Accurately portray the benefits and drawbacks regarding the Adopted northern alignment 3) Provide Council with a full description of the process, benefits and drawbacks (including potential delays to the Damon Garcia project and permitting issues) if a modified alignment for Prado Road is decided upon. For the last eleven months, staff has followed Council's direction and has held many public input meetings with sports field users, met with adjoining property owners on design and parking issues, met with the Army Corps of Engineers regarding environmental permits and processing. Consultants have been hired who have: conducted field surveys, preformed design analysis, prepared preliminary plans for the road construction, sports field layouts, and analyzed bicycle and pedestrian circulation plans. Preliminary design of the Sports Field project (with the adopted alignment of Prado Road) has addressed a multitude of issues including safety and potential expansion. As currently designed, the road will not preclude the potential use of the Margarita neighborhood park and elementary school sites when necessary to run high volume tournaments. • Depending on one's point of view, a case can be made for each of the three alignments that have been identified as being the superior alternative. Staffs charge however, is to make a recommendation to Council that best achieves all goals and objectives of the City's General Plan and the goals of the community. In this case, arriving at this conclusion is not an absolute science. Many issues are complex, particularly regarding any alignment through the Unocal property, and as such are probably not fully understood by members of the community that have well - meaning and very focused objectives. In particular; 1) findings of General Plan consistency, 2) costs for additional right -of -way and design, and 3) delay to delivery of the Damon - Garcia Sports field project. With this being said, and after careful consideration of the pros and cons of each alternative, staff continues to recommend the Adopted alignment for Prado Road as the best alignment for achieving the goals of the community. While this alignment is not ideal (none of the alignments are) it provides the best blend and balance for the various issues, i.e. costs, permitting, environmental review, that need to be resolved. It is the only alternative that is guaranteed not to delay delivery of the Sports Field project. For purposes of this report, an additional detailed listing of advantages and disadvantages for each alignment is provided in Attachment B. In addition, collector road connections from Prado Road to Tank Farm Road are currently being studied and are anticipated for adoption as part of the Airport Area and Margarita Area Specific Plans (AASP, MASP), and will allow traffic to travel between Tank Farm Road and Prado Road • on roads other than Broad Street. This road system is shown in Figure 8. 2 -2 Council Agenda Report - Prado Road And Damon - Garcia Sports Field Complex •Page DISCUSSION Background — Why the Prado Road alignment to Broad Street has been envisioned by the City for 40 years. While a "Master Plan of Streets and Highways" had been in existence since 1953, true transportation planning for the community's street system began in 1961 when the City developed its first circulation plan and adopted its first General Plan. While the 1953 master plan did not specifically identify the Prado Road extension, it did make reference to County plans that called for an additional east -west connection by either Prado Road or Tank Farm Road to provide future access. In its 1961 General Plan, the City identified Prado Road as the main east -west connection between Broad Street and Higuera Street. Subsequent General Plans (including the 1982 and 1994 Circulation Elements) all identified the need for a continuous east -west extension of Prado Road and also for the phased removal of the State Highway System from the interior core of the city: ❖ In 1969 and 1970, the City closed Monterey Street between Chorro and Broad Streets and constructed Mission Plaza. The construction of this important community space had a secondary effect of reducing the attractiveness of Monterey Street as a pass through route • for regional and local traffic. The goal of reducing "pass through" traffic in the downtown and the search for alternative routings for regional traffic emerged during this time frame. ❖ In 1992, the City and Caltrans worked together to remove the SR 227 designation from segments of Broad Street and Higuera Street in the downtown (north of South Street) and to reroute the highway onto South Street with a connection to SR 101 provided at Madonna Road. ❖ The City's current Circulation Element (1994) recommends that the extension of Prado Road between Broad Street and South Higuera Street become the new route for SR 227, thereby further redirecting interregional traffic away from the community's core. The City was fairly advanced in its 1961 Circulation Element. While others of that time were planning superhighways to ring a city or carry all truck and vehicular traffic, the City of San Luis Obispo provided (via planning) for two east -west connectors, thereby spreading traffic loads and making for a more efficient, less costly and human scale transportation system. This type of planning has recently come into vogue again under the moniker of "neo- traditional" design which tries to give the pedestrian, cyclist and motorist a greater variety of choices in transportation routing so as to not concentrate traffic impacts in any one area. The Circulation Element, by calling for both Prado Road and Tank Farm Road as separate east -west connectors, continues this approach of spreading traffic and its impacts. • Damon- Garcia Park: Current status of Environmental Review and Design The City Council adopted the northern alignment of Prado Road On February 1, 2000. jincte the Council Agenda Report - Prado Road And Damon- Garcia Sports Field Complex Page 4 northwest boundary of the Damon Garcia Sports Fields coincides with the road alignment, the road has been an integral part of the design process. Firma has been hired by the City as the planning/design consultant for the Damon - Garcia sports fields project. The consultant is also responsible for preparing the environmental document for the project. To this end, the consultant has reviewed several existing environmental documents that have been prepared in the vicinity (ie. the Lathrop annexation) as well as pertinent sections of the administrative draft of the Airport Area Specific Plan EIR and the environmental analysis for the Negative Declaration on the Prado Road Circulation Element amendment. Each level of environmental review has taken into consideration and built upon previous levels of environmental, getting more specific as a project becomes more exact. The consultant is also preparing or overseeing the preparation of several site - specific environmental assessments including a biological assessment, wetland resources assessment, noise study, light and glare analysis, traffic study and a cultural resources assessment. Once these studies are completed, the consultant will complete the site design for the sports fields, finalize the associated environmental initial study project and recommend either the approval of a mitigated negative declaration or the preparation of an environmental impact report. Preliminary engineering, including alignments and profiles for the road, has been completed. This engineering includes the bridge over Acacia Creek and the pedestrian "interchange" grade separation that provides safe and direct pedestrian and bicycle connections from the sports fields to the future Margarita neighborhood. The architect's concept of how the pedestrian interchange will look to members of the Margarita community is contained as Attachment C. A variety of conceptual field layouts have been produced, all of which consider the interrelation of the park and road (Attachments D — F). The field layouts have been subject to detailed grading and hydrologic (flood) analyses with flood conditions being modeled and analyzed in detail. In essence, 50 -60% of the engineering analysis necessary to finish the project is now complete. The current layout of the sports field project, the alignment of Prado Road and the location of the pedestrian interchange are shown in Attachments G & H. One of the first steps in design of a project is biological assessment and wetland delineation. This has been completed for the project. An application for a permit from the Army Corps of Engineers was filed in early November. Meetings with the Corps staff have given an indication that the Corps would approve the park project and the Adopted alignment for Prado Road and issue the necessary permits. This process is tentatively scheduled to be completed in March 2001. C, rI Extensive archeological investigations have taken place resulting in slight modifications to the alignment of Prado Road that allow avoidance of the archeological site located in the south portion of the South Hills which was identified for Council at its February 1, 2000 meeting. • Estimated earthwork calculations for Prado Road and the park have been completed and indicate that a rough balance exists which will require little additional cost for grading of the site 2-4 Council Agenda Report - Prado Road And Damon - Garcia Sports Field Complex • Page Two public workshops were conducted leading to the turf- field -only design concept and numerous meetings with stakeholder groups have been conducted. The consultants are now working on the final plans for the project which are scheduled for Council review in late March. To date, approximately $127,000 has been expended in the design process, at least half of which is associated with the relationship of Prado Road to the sports fields. In addition, the Lathrop parcel has been acquired to assist building the parking lot at a cost of $231,000. Finally, Council (pursuant to its alignment decision) approved a land development project (Lathrop) at the comer of Industrial and Broad that will effectively make switching back to the Industrial alignment for Prado Road significantly more difficult and expensive. Prado Road — What Alignments have been Studied Council approved four alternative street layouts in July 1998 to be studied as part of the Airport Area Specific Plan (AASP) process. The alternatives included two locations for Prado Road in the vicinity of the Damon Garcia project: 1) along the northern edge of the fields - which is the Council Adopted alignment (Figure 1); and 2) along the southern end of the fields — referred to as the Industrial Way alignment (Figure 2). A third Prado Road alignment intersected with Tank • Farm Road and bypasses the fields completely (Figure 3) but also included a collector road that effectively was, again, along the Industrial Way alignment. Airport Am Specifi[ PIM i*1r ' �Rgum 1 I PROJECT I TP I • Fds Veen Anerbsl Figure 1— Prado Road Northern Alignment Notes*: this figure is excerpted from the September 1999 Fehr & Peas Alternatives Study does not show the current configuration for the collector streets or Santa Fe Road as included in the AASP. Also, pursuant to the 02/2000 Council decision, extension of Prado Road east of Broad has been removed. 2 -5 Council Agenda Report - Prado Road And Damon - Garcia Sports Field Complex Page 6 AirJ Ana So * Plaa l.la IYN 4' Fl9m p ALTERNATIVE r- f GENERAL PLAN ALIGNMENT Figure 2 — Prado Road Industrial Way Alignment Note *: "General Plan Alignment' denotes the then current (06199) Circulation Element alignment A4pmr Arm 4.M Plan hk 1999 FMr � Pnnaaarlm+ Figure 3 - Tank Farm Road Alternative Note *: the AASP assessment included the cross -cross collectors as shown above. 2 -6 • • Council Agenda Report - Prado Road And Damon- Garcia Sports Field Complex • EM 7 The fourth alternative studied as part of the AASP is not included for consideration in this report because it is a hybrid of the Industrial Way alignment alternative and also includes an extension of Los Osos Valley Road through the Unocal property south of Tank Farm Road to connect with Tank Farm Road west of Hwy 227 (see Attachment 1). This alternative ranked lowest of all alignments studied as part of the AASP and for the sake of this report, would have similar issues as associated with the Industrial Way alignment. As part of the work underway to prepare an Airport and Margarita specific plan an independent consultant, Fehr & Peers (F &P) in 1999 assessed these alternatives to determine the best infrastructure for the existing and future needs of the southern section of the city. Their conclusion was that the Adopted "northern" alignment for Prado Road was the preferred alignment. While this work will not be formally considered until the specific plans proceed through review, a copy of their preliminary report (September 1999) has been provided in the Council's reading folder. Environmental Review of Adopted Alignment Analysis of potential environmental impacts of Prado Road's alignment, consistent with the California Environmental Quality Act, has occurred for each decision made by the Council. Environmental review for the extension of Prado Road from Higuera Street to Broad Street was analyzed in the environmental impact report prepared for the update of the General Plan is Circulation Element in 1994. That environmental impact report (EIR) was a program level document that addressed a very schematic, generalized route for Prado Road. In 1998 the Council directed that the EIR for the draft Margarita Area Specific Plan be based on the possibility of bringing Prado Road to its northern alignment. That EIR is nearing completion. This EIR takes the analysis prepared on the program level for the Circulation Element update in 1994 and updates and expands upon it, as a level of detail consistent with the Specific Plan's project description. Analysis developed for this EIR was used in the Negative Declaration the Council approved when amending the Circulation Element in February 2000. The Council approved environmental analysis and negative declaration last February that discussed in detail environmental impacts that could be expected from the northern alignment of Prado Road to Johnson Avenue. Alignments to Industrial Way and Tank Farm Road were analyzed as alternatives. Council directed that a northern alignment of Prado, that goes no further than Broad Street, should be shown in the Circulation Element. Issues and Analysis — Three Prado Road Alignments Pursuant to the most recent Council direction, staff analyzed the three alignments again on a multitude of issues, some new and others that were identified during the Airport Area/Margarita specific plan scoping process. Council should note that the Tank Farm Alignment shown in • Figure 3 and studied for this agenda report, includes a collector road along the Industrial Way alignment which is an integral part of the AASP/MASP transportation system and was studied as part of that process. 2 -7 Council Agenda Report - Prado Road And Damon - Garcia Sports Field Complex The collector street has been included to remain consistent with the analysis conducted for all • three of the alignments studied as part of the AASP/MASP process. If Council decides to investigate a Tank Farm Road alignment in more detail (one without a collector road), additional studies to that effect will have to be conducted to analyze the alignment and the associated environmental issues. For the purposes of this report, and for each of the three alignments shown above, numerous issues were investigated which included: 1. Design 2. Sports Field Expansion 3. Outside Agency Permitting 4. Environmental Issues a. planning and additional studies b. hazardous materials c. wildlife corridors and wetlands 5. Safety 6. Circulation 7. Timing of Sports Field Project Delivery A summary of these issues is contained in the text of this report. Again, Attachment B contains a detailed listing of potential advantages and disadvantages regarding each of the three possible • alignments for Prado Road and their relationship to the Damon - Garcia Project. Finally, these issues were then compiled to determine the effect on delivery of the Damon - Garcia Sports Field protect. Alternatives Assessment Summary EW .$N 0=4ru-IN MM Members of the Council and community have expressed the question of whether any of the various Prado Road alternatives offers substantial benefits relating to the design of the Sports Field project. These issues have mainly to do with the number of sports fields that can be constructed, available off' -street parking areas and type of sports fields to be designed. Some members of the public have expressed the belief that the Tank Farm Road alignment might yield significantly more room to build fields. This is not the case. All three alignments under consideration yield the same number of soccer fields (four) with no distinct advantage for any alignment. The design consultant for the sports field project has conceptually shown how each of the three road alignments affects the layout of the sports fields and the number of off -street parking spaces that can be provided on the Damon - Garcia site (see Attachments D, E & F). The Adopted and Industrial Way alignments offer the least off -site parking spaces — approximately* 150. The Industrial Way alignment may also yield an additional 75 spaces if a parking lot is expanded into the proposed `warm up" space. As described in the Permitting section lat&& this • C, • Council Agenda Report - Prado Road And Damon - Garcia Sports Field Complex Page 9 discussion, this option would have Caltrans permitting issues that might preclude its development. The reduced off - street parking issues associated with the Adopted and Industrial Way alignments can be mitigated through a joint use parking agreement with the Lathrop property. The Tank Farm Road alignment offers the highest amount of off -street parking spaces (up to 250). Are there adverse design issues associated with the alternatives? Yes, the major design issue for the Industrial Way alignment is the significant redesign and construction cost associated with the removal of the old red rock quarry site and creation of the 50' high retaining wall (Figure 4). Issues of aesthetics and impacts to visibility will definitely be of concern for implementation of this alignment. Figure 4 — Red Rock Quarry: west of Hwy 227 If, as suggested by members of the community, Prado Road is designed to circumnavigate the quarry site and avoid the massive retaining wall, four fields cannot be produced on the Damon - Garcia site. The Industrial Way alignment would also require substantial additional right -of -way costs, and possible eminent domain, to acquire needed property across the Lathrop property which the Council has already approved for a vested map. The location of the Adopted alignment allows for beneficial design issues for the Sports Field complex. Because it will be elevated as it passes the complex, Prado Road will create a wind break for park users and will assist in noise and light impact reduction of complex activities on the future adjacent neighborhood. The Adopted alignment will also supply buffering of Sports Field activities to the South Hill open spaces and adjacent archeological site. Finally, the location of the Adopted alignment has been designed to reduce impacts to the archeological site located in the South Hills. Moving the roadway slightly south from the alignment shown to Council in February 2000 has preserved all grinding rocks, identified by the consultant. Both the Industrial Way and Tank Farm alignments will require redesign of the Damon - Garcia project. Redesign costs of the sports field project for either of these alternatives are estimated to be a minimum of $30,000 and will probably be more. 2 -9 Council Agenda Report - Prado Road And Damon - Garcia Sports Field Complex Summary: The Adopted and Tank Farm alignments are superior to the Industrial way alignment. The Adopted alignment will assist noise, lighting and wind buffering for the Sports Field project. The Adopted alignment is slightly superior to the Tank Farm Road alignment in that there are no costs of redesign to the Damon - Garcia project. There are two types of "expansion" that have been discussed in relationship to the Sports Field project. First, the occasional expansion of Sports Field related activities such as high volume tournaments that would need to expand to adjacent public areas such as the future Margarita Area neighborhood park and school. Second is the actual expansion of the Sports Field complex that has been suggested onto the adjacent Unocal property in order to construct more fields. Occasional Joint Use expansion onto Margarita Area Park and School The topic of expansion of the Sports Field complex has been discussed since the beginning of consideration on how to arrange the Damon - Garcia Sports Fields project. An issue that has gained momentum since Council's November 2000 decision to reconsider the Prado Road alignment is that of occasional expandability of the sports field site during high participation programs such as AYSO league and tournament play. Dr'•aft Margaritas Area Specific Plan 9 IN 3W K._* _M" tX1ft* cu.crosan •y��P I Ucc, �Oau-,y ^ �YW�1:1�^ISrIFtiv.TVL ' •,.1 , I :. heyuasvoc Cor�.cem '' �p;R; fbrwsmtuha � Figure 5 - Margarita Specific Plan Area V41210 4W. 2 -10 • C] • Council Agenda Report - Prado Road And Damon- Garcia Sports Field Complex page 11 All three alignments of Prado Road allow for joint use expandability and connectivity of the Sports Field complex to the adjacent school and neighborhood park proposed for the Margarita Area. The primary issue the Council must decide upon: is the merging of the neighborhood park, the school site and the Sports Field complex a primary goal of the area? The neighborhood park is intended primarily for citizen use by nearby neighborhood residents. It can be designed to accommodate organized sports play as needed. The Sports Field project is meant for intense competitive sports activities. When the two types of areas interact, the neighborhood generally loses out to users of the Sports Field project. Addressing these types of complaints from neighborhood residents who see their park being taken over becomes a task in itself. To a large degree this is the situation the City currently has at some of its neighborhood parks, such as Sinsheimer Park. Parking for events held in the neighborhood park would be adjacent to that park and would be available to Sports Field users when the neighborhood park is used for tournament activity. The organized play at the neighborhood park could disrupt neighborhood uses, but. because of their occasional nature, is not felt to be a major negative impact to those localized uses. As shown in Figure 5, the Margarita Area residential uses, school and neighborhood park have all been designed on one side of Prado Road in the attempt to create a neo- traditional neighborhood that has some "ownership" of its facilities. The Adopted alignment essentially keeps the City from repeating a problem that exists at Sinsheimer Park, i.e. major sports facilities such as baseball and tennis in close proximity to neighborhood residential areas. If the Council believes that combining these future areas is a primary goal and that issues of circulation and neighborhood buffering are less important, then the Tank Farm Road or Industrial Way alignments are superior to the Adopted alignment. Expansion of Damon - Garcia Sports Complex On a pure field expansion basis, the Tank Farm and Adopted alignments offer the possibility of expansion into the Unocal area. However, the current AASP calls for Unocal to be industrial land use in this area and the adjacent MASP areas are designated for the school and a neighborhood park mentioned above. The Industrial Way alignment prohibits expansion onto the Unocal lands. A deficiency of the Tank Farm Road and Industrial Way alignments is that they both allow only for at -grade road crossings (for bikes and pedestrians) of the future .Prado Road to access the Unocal open spaces and if any, sports field expansion areas. The Adopted alignment still allows for expansion of the parks into the Unocal property via automobile access from Tank Farm Road or the extension of Santa Fe Road. Bikes and pedestrian would then access the properties via a series of separate class I bicycle paths facilities. The Damon - Garcia location was selected by the City Council as the best sport field site in August 1997. Staff has previously identified that this site would not fulfill all the recreational needs of its citizens but could put a significant dent in the demand on other smaller parks within the City. Staff is continually looking for more ways and means to meet the recreational needs of our community. Staff understands the rationale of those who propose combining the neighborhood park with the sports fields on behalf of greater productivity for organigedisgorts, Council Agenda Report - Prado Road And Damon- Garcia Sports Field Complex Page 12 however, staff continues to believe that the two should be separated, for the reasons given above, and that this Sports Field project is but one partial solution to the larger problem. Summary: The Adopted alignment is,superior in separating the competing neighborhood and sports field uses. The Tank Farm Road and Adopted alignments allow for highest degree of physical expansion into the Unocal area without impacting the school or neighborhood sites. The Industrial Way alignment could create a barrier to safe bicycle and pedestrian movements if expansion into the Unocal property is pursued and would bisect the two park areas. sommm—rimmereggrom Me Some members of the community have expressed the idea that by removing Prado Road from the sports field site both U.S. Army Corps of Engineers and Caltrans permitting requirements will be reduced or eliminated altogether. Unfortunately, this is not the case. Inherent in all three alignments for Prado Road are issues relating to oversight agency permitting requirements that affect delivery of the sports field project and its components. The Industrial Way alignment will have great difficulty in receiving permitting approval from the U.S. Army Corp of Engineers. Also, if a parking lot is created on the north side of the sports field project under this alternative, Caltrans permitting of the necessary traffic signal might be difficult to obtain. The Tank Farm Road alignment may allow for reduced Corps permitting requirements for the sports field project, assuming that the MASP /AASP collector street (which follows the Industrial Way alignment) across the sports field project is removed. However, even removing Prado Road entirely will not remove the permitting requirement by the Corps for impacts associated with the sports field project. The Tank Farm Road alignment for Prado Road will have its own Corps permitting issues relating to the road's impact to the wetlands across the Unocal property. It has been suggested by some members of the community that the sports field project may go forward by requesting permitting of the Adopted alignment and that a detailed investigation and ultimate decision on changing to the Tank Farm alignment be conducted concurrently. Staff has not discussed this matter with the Corps in order to avoid Corps' cessation of processing of the current permit request and the possible delay of the sports field project. The City could choose to drop the current Corps permit and wait until it decides to implement the Tank Farm Alignment before starting the permitting process again. It is important to state, that there are no assurances that the Corps will approve the current application knowing that the project may change and it could be perceived that the City is identifying an alignment in order to get a faster permit, but is actually pursuing another alignment as its real goal. Unfortunately, we have applied for the permit and the Corps does know that a roadway extension is in our General Plan. Thus, if the Army Corps believes that the Tank Farm Road alignment will collectively impact habitat greater than the Adopted alignment they may withhold permitting of the sports field project. 2 -12 Council Agenda Report - Prado Road And Damon -Garcia Sports Field Complex Page 13 The Adopted alignment is significantly along in the permitting process with the U.S. Army Corps of Engineers. This process is expected to conclude in March. In addition, staff has been working with Caltrans to resolve issues of the new Prado Road intersection created on Hwy 227. The alignment requires consideration by Caltrans for new intersection spacing and signal placement. However, the roadway is allowable under State guidelines and should not delay delivery of the sports field project (see Attachment J). Summary: The Adopted alignment offers least delay from the U.S. Army Corps and Caltrans. Both Tank Farm and Industrial Way could encounter Corps permitting hurdles that might delay the sports field project. All alignments require Caltrans permitting. Long -term issues regarding the Tank Farm alignment and Hwy 227 redesignation are unknown at this time. 4. Environmental iccuec A. Planning Studies and Approval Process Both the Tank Farm Road and Industrial Way alignments would require amending the Circulation Element to show the new alignment of Prado Road. The following issues regarding this process have been identified for each alterative. Tnd„ctrisl Way Aliment. The Industrial Way alignment and related Circulation Element amendment would not take substantial additional study or investigation. Council would need to formally introduce the Circulation Element amendment and proceed with the proper public hearings. Amending the Circulation Element will require public hearings at the Planning Commission and City Council. Public hearings could add 3 to 6 months to the amendment process, depending on the degree of public controversy. Most of the pertinent information now exists to process this change and conduct the necessary public hearing process that would be required. Even with a Circulation Element amendment, it is unknown if U.S. Army Corps permitting could be received for this alterative since it would most likely be seen as less environmentally preferred. Tank Farm Road Alignment. The Tank Farm Road alignment also requires amendment of the Circulation Element of the General Plan. However, because of the complex issues and the necessary additional environmental studies, this process would be substantially longer than the Industrial Way amendment process. If a different alignment is proposed, (particularly in order to avoid the wetlands and hazardous material, and to remove the collector street) new studies regarding specific alignment, especially traffic and other environmental impacts, will be needed prior to starting public hearings. Detailed studies of the hazardous materials and necessary mitigation strategies will be required to fully determine mitigation for the road extension. If the collector street is deleted to avoid creek - crossing issues, the City will need to evaluate a new alignment using the City's traffic model — a process that will take 2-4 months. Environmental inventories along the new alignment will be needed during the spring. Some of these tasks will be sequential rather than concurrent and it can easily be seen that processing of this amendment might take 12 months or more to complete. Public hearings coulc&I3 to 6 Council Agenda Report - Prado Road And Damon- Garcia Sports Field Complex Page 14 months to the amendment process, depending on the degree of public controversy. Why is this issue important to the approval of the Damon - Garcia project now? Choosing the Tank Farm Road alignment without fully understanding the ramifications of that choice leaves the sports field project open to legal challenge, as the project will not be consistent with the City's General Plan. While this issue is not likely to hamper the City's processing of the Prado Road alignment, it could none -the -less delay the sports field project many member of the community wishes to challenge the Damon - Garcia project. This outcome has become more likely based upon recent communication, which states opposition to this alignment by the Santa Lucia Hills Master Homeowners Association (see Attachment K). B. Hazardous Materials The primary issue with the Tank Farm Road alignment is the existence of hazardous material. As shown in Figure 6, the Tank Farm Road alignment studied bisects areas of known hazardous materials and wetlands. Many people have speculated that the areas of contamination may "just be covered up" by the road. However, because many major utilities will be needed beneath Prado Road, subsurface contamination will need to be removed or mitigated. Abpwn rPayh Pf ✓I wy FlJYRS HAMMUS UATMUUS CONST MMS - f PbA Fm�A ®/� Figure 6 — Hazardous Material Constraints Notes*: this figure is excerpted from the September 1999 Fehr & Peers Altematives Study In addition, Caltrans has stated that they will not accept contaminated right -of -way for the future Hwy 227 facility. As stated previously, an avoidance alignment for Tank Farm Road might exist. However, this alignment has not been identified and would require substantial additional study to review, approve and construct. 2 -14 Council Agenda Report - Prado Road And Damon - Garcia Sports Field Complex Page 1.5 C. Wildlife Corridors and Wetlands While not specifically an issue for the Army Corps in the Prado Road/Sports Fields application, maintaining wildlife corridors and preserving wetlands are City policies that have had active consideration during the AASP/MASP process. Of the existing Unocal property, a significant portion has been found to be eligible as a wetland. Figure 7 shows these biological constraint areas. In coordination with the City's Natural Resource Manager and City Biologist, land use designations to maintain and enhance these areas are included in each of the area plans. The Tank Farm Alignment studied requires Tank Farm Road and Prado to cross one another through this area. Airyan Ana SPstiJic Plan /ary 1979 Fab A P. A '- Figure 7 — Biological Constraints Notes*: this figure is excerpted from the September 1999 Fehr & Peers Alternatives Study This was deemed to be environmentally damaging and was significant enough an issue and that along with others, led the AASP/MASP consultants to recommend other transportation alternatives over Tank Farm Road. From a wetlands preservation perspective either the Industrial Way Alignment or the Adopted Alignment are highly superior to the Tank Farm Alignment. Environmental consultants on the AASP/MASP also identified Acacia Creek as the major wildlife corridor that would remain after all residential, commercial, industrial, and school uses were built out in the specific plan areas. One of the early factors identified that promoted location of the Prado Road alignment northerly (now the Adopted route) was the ability to span Acacia Creek with sufficient height and length to preserve and augment a true wildl' �cAp"dor. Council Agenda Report - Prado Road And Damon - Garcia Sports Field Complex Page 16 Subsequent studies bore out that supposition. Once passed under Prado Road, wildlife can continue along either Orcutt Creek or Acacia Creek until meeting existing Tank Farm Road. Because of existing topography constraints, the Industrial Way alignment almost completely blocks off any wildlife corridor to either creek. Raising the roadway into the air, via a high bridge structure, could be done to maintain the corridor but would in turn, substantially raise the cost of the roadway and create an aesthetic issue as well. Since wildlife follow the creek corridor, the Tank Farm Alignment would maintain a slightly larger corridor than the Adopted alignment, as there would be no bridge structure at all over Acacia Creek. It is unknown if the difference would be significant to wildlife migration but for the purposes of this report, it is assumed that the Tank Farm Alignment would be slightly superior to the Adopted Alignment in this regard and that both these alignments would be far superior to the Industrial Way Alignment. Summary: Adopted alignment is superior because it offers the fewest environmental constraints. The Industrial Way has the greatest impact to habitat migration. The Tank Farm Road has the greatest impact to wetlands and issues of hazardous materials. 5. Safety issues, particularly those of young pedestrians and bicyclists are of primary importance to staff, the Council, and community. The primary concern expressed by members of the public regarding the Adopted alignment is that it will create an unsafe roadway barrier for children using the Sports Field project, the Margarita school or neighborhood park. The Adopted alignment has been designed with a fence that will be installed along the border of the road and park site (anticipated to be at the bottom of slope) to separate the children from the roadway. Attachment H shows the architect's rendering of this cross section. Having a major roadway next to a park is not uncommon in the scheme of things. Several City parks are next to large roadways including: Santa Rosa Park, the Laguna Middle School Joint Use Field, Islay Park, and Meadow Park. South Street, located on the north side of Meadow Park, is currently State Route 227. Proper park design insures user safety in these parks. Each of these parks is next to a street with multiple vehicle lanes and class II bike lanes. The primary concern expressed by members of the community regarding the Adopted alignment of Prado Road is that it creates too much of a barrier that might constitute a hazard to occasional use of the neighborhood park and school. Will the Adopted alignment of Prado Road create an unsafe barrier between the Margarita Area and. the sports park? No. Staff has specifically addressed this issue in the design of the Adopted alignment. The bicycle and pedestrian interchange has been provided as a quick and easy means for all residents of the Margarita neighborhood to access the Sports Field complex and the nearby Mangold shopping center. This access will also work for Sports Field project users when the neighborhood park and school are used for tournament activities. The access is accented with pedestrian scale infrastructure that will encourage walking and bicycling and make community space of this area. Although some members of the public have stated that this grade separation will be nglhiIrre Council Agenda Report - Prado Road And Damon - Garcia Sports Field Complex Page 17 than a tunnel, the architect's rendition of this important feature shows clearly the positive nature of this connection in integrating (and at the same time separating) the public facilities in this area. The undercrossing to the neighborhood park will be open and airy and will be safer than a signalized crossing of Prado Road. It is important to note that the City's highest rate of pedestrian/vehicle collisions occur at signalized intersections. Traffic signals in and of themselves do not ensure the safest crossings of streets. Security of the undercrossing has also been planned for. Since the site will be supervised while in operation and high levels of pedestrian activity should take place, individuals will not be able to loiter in this area. This issue has been reviewed with representatives of the School District for their consideration of the pedestrian connection's effect on the school site, and so far, they have not determined that the undercrossing will create a safety issue for their future school site. Moving Prado Road to the Tank Farm Road alignment will not remove all issues of pedestrian safety from the Margarita area. Combining the existing Tank Farm Road vehicle volumes with the future volumes along Prado Road will create a significantly higher amount of traffic on this roadway. Issues of at -grade crossings particularly to access the future Unocal open spaces will be an issue. Already, a homeowners association, as noted earlier in this report, has expressed formal public concerns regarding this alignment. In considering adjacent pedestrian flow, it seems as likely that most regional sports field users will cross Broad Street at the Industrial Way intersection to patronize the fast food and supermarket establishments at Marigold Center. , If this is accurate, then the Industrial Way alignment will actually present more of a safety issue than the Adopted alignment. As previously mentioned, introducing the regional east -west vehicular traffic (and associated turning movements) at Industrial Way will cause a direct vehicle competition with pedestrians for limited crossing times at Hwy 227. A good example of this is the intersection of Madonna Road at LOVR where the turning movements of the roadways often come into direct conflict with pedestrians trying to cross the street. Summary: The Adopted and Tank Farm alignments are superior to the Industrial way alignment in providing safer access across Hwy 227. The Tank Farm and Industrial Way alignments are better than the Adopted alignment in achieving open access between Margarita and the Sports Field complex; however, they would require less safe, at -grade crossings of Prado Road to access the open spaces south of the Margarita area. (, Cirenlntion The location of the Prado Road connection between Higuera Street and Broad Street will have significant effect on the existing and future travel patterns in the southeast portion of the city. As identified earlier, the proper placement of Prado Road is anticipated to afford some relief to the heavily utilized South Street and Broad Street (north of Orcutt Road) corridors. Staff believes that if properly placed, Prado Road will siphon off a moderate portion of traffic currently being generated by the Orcutt and Johnson area residents and should allow the City the opportunity of providing the long needed "calming" of these roadways. Additional transportation enhancements such as raised medians, additional street trees and bulb -outs may then be installed al"alfoad Council Agenda Report - Prado Road And Damon - Garcia Sports Field Complex Page 18 and South Streets to calm traffic in the area. The Adopted alignment is best placed to allow this to occur. While some individuals are focused on the issue of traffic created along the Sports Field site it is important to note that by creating a balanced east -west roadway system, traffic volumes along South Street next to Meadow Park would decrease and thereby improve pedestrian and bicycle access to the park. As detailed in traffic consultant's "Alternatives Assessment" (circa September 1999, a copy of which is contained in the Council's reading file) for the Airport Area Specific Plan, the Adopted alignment was deemed the best link for vehicular transportation purposes of all alternatives studied as part of the AASP/MASP process. The Adopted alignment will require signalization of the newly created intersection however, because of specifically designed signal spacing and the ability to minimize pedestrian versus vehicle competition for green time, signal timing and progression along Broad Street should not be diminished. Haan 6 -! Prinury Cixvlar:ou .Sy:rnn end Funrrianal C/amfieatioro SGubin SPm�i'�PI""AR'° v+d S"^°"'+�' °g �°"p1°"'iry 6.1 ( Sw L u Oases tj A Am Srt Pw Figure 8 — Draft AASP/MASP Street System and Surrounding Areas The Industrial Way alignment also accomplishes (to a lesser extent than the Adopted alignment) the siphoning off of these traffic volumes. The primary deficiency with the Industrial Way alignment is that which was mentioned in the Safety section of this report. By focusing all volumes (vehicular, truck, bicycle and pedestrian) at one intersection, competition for the available green time of the signal is intensified and could lead to increased conflicts between pedestrians and vehicles. Pedestrians crossing Broad Street will block vehicles waiting to tutu right or left from Prado Road and as such will cut -down the effectiveness of the side street signal timing. 2 -18 Council Agenda Report - Prado Road And Damon- Garcia Sports Field Complex Page 19 Figure 8 shows the draft circulation system proposed for the Airport and Margarita Areas and also, the surrounding vicinities. Many individuals are not aware that a "system" of collector roadways is proposed to connect Prado Road and Tank Farm Road to assist in balancing traffic volumes between these roadways. The realignment and extension of Santa Fe Road has been . strategically placed on the west side of the Sports Field project and will assist in keeping heavy trucks and vehicles from using the section of Prado Road adjacent to the Sports Field complex as it provides a direct route to significant industrial uses. Staff's interpretation of forecast volumes shown in traffic consultant's "Alternatives Assessment" report indicate that the Tank Farm Road alignment will not siphon off the same level of Broad Street traffic as the two alignments and thus will reduce the City's ability in the future to calm the Broad Street corridor. The Tank Farm Road alternative may also be the busiest of all alternatives considered. In essence, Tank Farm Road will combine the existing traffic (8,000 vehicles per day) with the future Tank Farm and Prado Road volumes on only one street and as such, will need to be widened in the Unocal open space areas. There is the very real possibility that some of the east -west vehicular traffic will stay on Tank Farm Road east of Hwy 227 to access the Orcutt and Johnson areas. This has been expressed as a major concern of the Santa Lucia Master Homeowners Association who have indicated opposition to the Tank Farm Road Alignment. If this occurs, existing locations of concern such as the intersection of Poinsettia at Tank.Farm Road might experience degraded safety and roadway conditions. Truck traffic /circulation is also an important element of the Prado Road alignment. The Industrial Way alignment is moderately superior in that it has direct connection to Sacramento Avenue and the industrial area east of Broad Street. However, all remaining trucks with other industrial destinations will still need to turn. And, under this alternative, all trucks will. need share this intersection with pedestrians that may be trying to cross Broad Street. Both the Adopted and Tank Farm Road alignments require trucks to turn at Broad Street to access all industrial areas adjacent to Broad Street. While this does reduce the effectiveness of either of these alternatives in providing the best truck access in the area, removing their turning movements from the Intersection at Industrial Way is envisioned as a benefit to pedestrian crossings of Broad Street. Summary: The Adopted is the superior alignment in providing the most benefits to the future circulation needs of the community. The Tank Farm Road alignment might cause degraded conditions at Broad Street and areas east of Hwy 227. The Industrial Way alignment is moderately better in providing direct truck access to the Sacramento Avenue industrial area. WAIRT&M Va FM Since significant work has already gone into implementing the Council Adopted Prado Road alignment and it is on schedule, the reality measurement for all alternatives is the "delay to existing" path that has been set for project delivery of the sports field project. Both the Tank Farm Road and Industrial Way alignment, if chosen, will require that Council initiate a General Plan amendment. This process could take 3-4 months for Industrial Way and more than a year for Tank Farm Road. Table 1 offers a brief comparison of potential-admatages Council Agenda Report - Prado Road And Damon- Garcia Sports Field Complex Page 20 and delays that each alignment might cause for the sports field project. Table 1— Timing Delay Issues for Delivery of Damon- Garcia Permitting from the U.S. Army Corps of Engineers could be the significant delay to delivery of the Damon - Garcia project for both of these alignments, particularly if the Corps decides that the Tank Farm Road issue must obtain a LEPDA finding prior to proceeding with the sports field project. If the Corps determines that this is the required action necessary to permit the park, significant delays will result while the necessary studies and investigations take place to process the General Plan amendment. Summary: The Adopted is the superior alignment in keeping the Damon - Garcia Sports Field project on schedule. SUMMARY /CONCLUSIONS As exampled by the sheer length of this report, the issue of Prado Road and its best alignment is a complicated one. Many members of the community have expressed opinion that a simple alignment alternative exists for this roadway through the Tank Farm alignment corridor. In going through the above identified issues it can easily be seen that none of the alternative alignments is simple when all issues are considered. To simplify the previously described analysis the following comparison matrices of advantages and disadvantages has been developed. The Table 2 and 3 rankings of "high/medium/low" reflect both the previously described issues and also those outlined in Attachment B. As demonstrated by these comparisons and also discussed in -depth in the previous sections, the issues associated with choosing an alignment for Prado Road are complex and highly interrelated. There is no clear "perfect" alignment for Prado Road particularly in accomplishing all goals and policies of the City's General Plan. All three alignments have benefits and drawbacks that must be addressed in order to accomplish the sports field project, approve beneficial Margarita Area and Airport Area specific plans and satisfy the circulation needs of the community- 2-20 Advantages 1. May avoid major permit issues with 1. Majority of Army 1. Removes permit Army Corps if they agree to overlook Corps permit requirement for Prado Road issue. issues already Orcutt Creek Timing 2. Could take advantage of existing resolved Relocation intersection @ Broad. Issues: Potential Delay 1. Damon - Garcia approval may be found 1. Need Calttans 1. General Plan Delivery of inconsistent with General Plan and encroachment amendment required. Damon- may be open to legal challenge permit. 2. Potential Army Corps Garcia Park 2. Prado Road requires a General Plan Permit denial or delay Amendment process 3. Need Caltrans I Prado requires additional study encroachment permit, 4. Potential Army Corps Permit delay particularly if new S. Need Caluans encroachment rmit. si nested Table 1— Timing Delay Issues for Delivery of Damon- Garcia Permitting from the U.S. Army Corps of Engineers could be the significant delay to delivery of the Damon - Garcia project for both of these alignments, particularly if the Corps decides that the Tank Farm Road issue must obtain a LEPDA finding prior to proceeding with the sports field project. If the Corps determines that this is the required action necessary to permit the park, significant delays will result while the necessary studies and investigations take place to process the General Plan amendment. Summary: The Adopted is the superior alignment in keeping the Damon - Garcia Sports Field project on schedule. SUMMARY /CONCLUSIONS As exampled by the sheer length of this report, the issue of Prado Road and its best alignment is a complicated one. Many members of the community have expressed opinion that a simple alignment alternative exists for this roadway through the Tank Farm alignment corridor. In going through the above identified issues it can easily be seen that none of the alternative alignments is simple when all issues are considered. To simplify the previously described analysis the following comparison matrices of advantages and disadvantages has been developed. The Table 2 and 3 rankings of "high/medium/low" reflect both the previously described issues and also those outlined in Attachment B. As demonstrated by these comparisons and also discussed in -depth in the previous sections, the issues associated with choosing an alignment for Prado Road are complex and highly interrelated. There is no clear "perfect" alignment for Prado Road particularly in accomplishing all goals and policies of the City's General Plan. All three alignments have benefits and drawbacks that must be addressed in order to accomplish the sports field project, approve beneficial Margarita Area and Airport Area specific plans and satisfy the circulation needs of the community- 2-20 Council Agenda Report - Prado Road And Damon- Garcia Sports Field Complex Page 21 Table 2 - ADVANTAGES Average Assessment: Moderate/Low High/Moderate Low/Moderate Table 3 - DISADVANTAGES Ik�R>l. T--A-N,-KPMM NO 11 Alt - - . _ _ �. Design Moderate High low Expaodabdity of Sports Feld High Moderate High Site Moderate Moderate Moderate Planning ermi 'n Low High Moderate Pilittidug & permitting Moderate Moderate Low Environmental High Low/Moderate Moderate Hazardous Materials Low High EGgh Hamirdous Materials Low Low/Moderate Low/Moderate Pedestrian and Bicycle afe Moderate Moderate Low [Moderate Pedestrian and Bicycle Moderate High Low/Moderate Circulation I I High Moderate Moderate Vehicular Circulation Low Moderate Low/Moderm Damon-Garcia Delivery Low High low Fundin Cost I Low High Low FrmditWCost Average Assessment: Moderate/Low High/Moderate Low/Moderate Table 3 - DISADVANTAGES Average Assessment: fligh/Moderate Low/Moderate Moderate Individuals may choose to weigh certain categories in the above tables more than others, i.e. "Sports Field Expandability" over "Vehicular Circulation" in order to benefit the Damon - Garcia project. However, in order to comprehensively address the needs of the existing and future community all issues need to be considered to accomplish goals and objectives established in the General Plan. Many issues are complex, particularly regarding any alignment through the Unocal property, and may not be fully understood by members of the community that have well - meaning and very focused objectives. A clear difference in the three alignments is the advanced state in planning and des1n 2qt the Ik�R>l. ' NO 11 Alt - - High Low Low/Moderate Design Expandability of Sports Feld Moderate Moderate Moderate Site Pilittidug & permitting High Low High Environmental High Low/Moderate Moderate Hazardous Materials High Low Low Pedeshian and Bicycle Safety Low Low/Moderate Low/Moderate Pedestrian and Bicycle Low/Moderate Low/Moderate High i la ' Vehimiar Circulation I I High Moderate Moderate Damon -Garcia Tuning High Low High v Fundin Cost I Ifigh Low/Moderate Hi Average Assessment: fligh/Moderate Low/Moderate Moderate Individuals may choose to weigh certain categories in the above tables more than others, i.e. "Sports Field Expandability" over "Vehicular Circulation" in order to benefit the Damon - Garcia project. However, in order to comprehensively address the needs of the existing and future community all issues need to be considered to accomplish goals and objectives established in the General Plan. Many issues are complex, particularly regarding any alignment through the Unocal property, and may not be fully understood by members of the community that have well - meaning and very focused objectives. A clear difference in the three alignments is the advanced state in planning and des1n 2qt the Council Agenda Report - Prado Road And Damon- Garcia Sports Field Complex Page 22 current Adopted alignment has in its relationship to the Damon - Garcia Sports Field project. This fact is inherent in many of the rankings shown above and should be taken as a reality in making proper comparisons of the various alignments. The Adopted alignment ranks better than the other two alignments when considering all the issues associated with accomplishing the above mention objectives. No single road alignment can meet all objectives. The Adopted alignment has always been planned as a piece of the "system" of transportation corridors for the city as filled in by the AASP and MASP areas. While the Industrial Way alignment would not affect the systems planning done so far, the Tank Farm Road alignment would cause a fundamental shift in those assumptions because collector streets might need to be deleted to address citizen concerns. Because connector roads are a key element to successful transportation systems, staff recommends that they be specifically considered during the public hearing process of the AASP and MASP and not summarily deleted as part of the Sports Field project. FISCAL IMPACT Depending upon Council's decision, fiscal impacts of this issue will vary. The following are general descriptions of anticipated impacts with each of the alternatives. Adopted Alignment • No additional fiscal impact. Industrial Way Alignment • If Council chooses the Industrial Way or Tank Farm alignment, redesign and environmental work will be necessary for the Damon - Garcia project. Costs are estimated at $30,000 but could be more if U.S. Army Corps of Engineers requires additional levels of study. • For the present, the design budget for the project is approximately $1 S 1,000 over budget however, the total project budget of the project is $2.9 million therefore there is sufficient funding to cover the extra design work. Applying additional construction money to the design budget will result in less than anticipated funding for the sports field construction unless additional funding is secured. • The rework makes it more likely that the project will exceed the original budget estimates. • The cost for removal, mitigation and retaining wall of the red rock quarry site will be significant. • In retrospect, adopting the southern alignment will make the purchase of the Lathrop Property at a cost of $231,000, unnecessary. The site will now be part of Industrial Way and could have been acquired as a condition of the annexation of the property. Tank Farm Road Alignment • Redesign and environmental work will be necessary for the Damon - Garcia project. Costs are estimated at $30,000 but could be more if U.S. Army Corps of Engineers requires additional levels of study. • The added cost to export earthwork soil from the site in the Tank Farm aat is J Council Agenda Report - Prado Road And Damon - Garcia Sports Field Complex Page 23 estimated to be $15,000. • The same design budget issues detailed for the Industrial Way alignment applies to the Tank Farm Road alignment. • Additional studies and investigation for environmental review regarding hazardous materials, biological resources and circulation will need to be conducted for Prado Road and the AASP and MASP. Estimated at $50,000 to $75,000. • Long -term hazardous material clean-up costs are unknown but are assumed significant if an avoidance alignment cannot be achieved. These costs may or may not be bome by private development. Should the Council choose any of the alternatives listed below, staff will need to prepare a budget of time and expense in order to fully carry out the Council's direction. CONCURRENCES • At their November 30 meeting, the Joint Use Committee unanimously recommended to the City Council that no action be taken regarding the Prado Road alignment issue that would delay the construction of the Damon - Garcia Sports Fields. • At their January 3, 2001 meeting the Parks and Recreation Commission made the following motion related to this matter: Recommend to the City Council that the construction of the Damon- Garcia sports fields not be delayed and to consider realignment of Prado Road only if it would not delay the project. The Commission, mindful of the scope of its advisory role, limited their discussion of the project to just the sports fields. Since the goal of four fields can be achieved in all three of the Prado Road alignments, they did not object to the consideration of the other alignments. However, their overriding concern was that the project not be delayed as a result of that consideration. The Santa Lucia Hills Master Homeowners association has considered the issues of Prado Road alignment and has formally stated opposition (Attachment K) to the Tank Farm Road alternative. Their major concern is introducing additional automobile traffic along Tank Farm Road east of Broad Street. • City staff has met with Coastal Unified School District staff, including the Superintendent, to review issues associated with the Adopted alignment and the potential school site. During this meeting, District staff could not identify any safety related concerns. Staff has also invited District representatives to tour the area prior to the Council meeting, and a formal response from the District may be forthcoming prior to the January 16, 2001 Council meeting. • The City's Natural Resource Manager and City Biologist have assisted with the preparation of this report. 2 -23 Council Agenda Report - Prado Road And Damon - Garcia Sports Field Complex Page 2a ALTERNATIVES Alternative 1. Choose the Industrial Alignment. This alignment will mean delay in the Sports Field complex construction, require significant environmental processing of a low bridge over two creeks blocking habitat migration patters, and will require significant legal effort and expense in acquiring private property with development entitlements. For these and other reasons, this alternative is not recommended. Alternative 2. Choose the Tank Farm Alignment. This alignment would mean a significant delay in the Sports Field complex construction due to the need for a general plan amendment requiring significant additional environmental studies and a traffic impact study. Directing that the Sports Field project move forward without the General Plan amendment would open the City to legal challenge and may delay actual construction of the project until the issue is resolved. For this and numerous environmental factors this alternative is not recommended. Alternate 3. The Council could choose an alternative that preserves the Damon Garcia Sports Field layout and design that accompanies the Adopted Prado Road Alignment but only preserves the right -of -way for Prado Road with the intention of pursuing other alignments or the Tank Farm Alignment. This alternative would not necessitate a General Plan amendment, with all the accompanying additional studies, until such a time as a final alignment for Prado Road could be decided. Likewise, design and construction of the Damon Garcia Sports Field could proceed without delay. Thus, on the surface, this might look like an alternative worth pursuit. However, more subtle issues arise that work against this alternative. A major reason that the design for Prado Road has progressed as far as it has is a stated objective to build the sports fields once and not disrupt them again later on during Prado Road construction. Earthwork calculations for both the road and the sports fields have been concluded and both work to support each other. Building only the sports fields but not the mad could be done but later construction of the road would require considerable disruption to at least one playing field and additional road construction cost. The Corp permit to realign a small portion of Orcutt Creek would have been secured (under the premise that Prado Road would actually be built). Subsequent applications to the Corp for a different alignment would: a) expose the City's true original intention, and b) place the City in the position of arguing on behalf of a less environmentally friendly road route — as discussed earlier. Finally, even if the City were successful in Corp permitting issues, building the four fields and the parking lot, no additional fields would be possible. The four fields have been shown by the Architect to be the maximum achievable under any of the three alternatives. Positive outcomes of this alternative would be a possible additional parking lot at the north end of the sports fields (as shown in the Industrial Way alignment — which has its own issues) and additional open space on the adjacent hillside. Construction of the parking lot would have to await resolution of the `other alignment" issue and subsequent General Plan Amendment. 2 -24 Council Agenda Report - Prado Road And Damon- Garcia Sports Field Complex Page 25 In conclusion, this alternative is not recommended because there would be no net gain to the City in terms of issues seemingly of most importance — additional fields, cost and future disruption of sports activities. Alternative 4. Choose to direct staff to study additional combinations of existing alternatives or study new alternatives previously not studied. Design of the Sports Field project could proceed under this alternative, assuming that some form of Prado Road were to remain in order to allow the complex to be in compliance with the General Plan. However, this strategy may result in the delays mentioned for Alternative 2 and does not ensure timely deliverance of the sports field project. Staff time to perform the additional studies could be made available but to do so would take away time from other projects that have high priority with the Council and community. ATTACHMENTS A. Planning History — Prado Road B. Prado Road Alternative Alignment Comparison C. Pedestrian Interchange Conceptual Plan D. Damon - Garcia Concept Plan and the Adopted Alignment E. Damon - Garcia Concept Plan and the Industrial Way Alignment F. Damon - Garcia Concept Plan and the Tank Farm Road Alignment G. Plan and Cross Section — Prado Road and the future school site" H. Plan and Cross Section — Prado Road and the Damon - Garcia Park site I. Alternative 4 — AASP J. Caltrans Letter of Correspondence K. 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NIL oc ot- 2 -38 O a N a k e as w Ci Z uu d C lu g m dai d IO �Z d dV dV Olt OC IOU '3e VU L L zd d) QQ oot OOC VIE 2-IL u u F- Y M I � O v z Ck IL IL oc d � M IL Y� o� iz d aococ uu lu IL LLm Q u z d J u d OE H Q ti 4 Z (p �i O H � 111 and lu Q Zv fa Q f- OC t dZ HIL V- >� 2 -38 O a N a k e as w Ci Z uu d C lu g m dai d IO �Z d dV dV Olt OC IOU '3e VU L L zd d) QQ oot OOC VIE 2-IL Apr -03 -00 04:1OP (; STATE OF CALIFORNIA BUSINESS, TRANSPORTATION AND HOUSING AGENCY GRAY DAVIS, Governor DEPARTMENT OF TRANSPORTATION 50 Higuera Street SAN LUIS OBISPO, CA 93401 -5415 1* TELEPHONE: (805) 549 -3111 TDD (805) 549 -3259 April 3, 2000 Mr. Michael McCluskey, , Public Works Director City of San Luis Obispo 955 Morro Street San Luis Obispo, CA 93401 Subject: Prado Road Extension Dear Mr. McCluskey: Caltrans District 5 would like to take this opportunity to convey our thoughts in regard to the future extension of Prado Road to Broad Street (State Route 227). Route 227 is a conventional highway that primarily serves local and commute traffic between San Luis Obispo and the Five Cities area. It is not considered a route of interregional significance. The District is aware of the City's plans to construct an interchange at the existing Route 101/Prado Road intersection and extending Prado Road easterly to Broad Street. Specifically where Prado Road intersects Broad Street is not an issue with the District, as long as the connection occurs at a signalized intersection and operates at an acceptable level -0f -- service. We expect future City-traffic studies to verify that the location of the Prado Road/Broad Street intersection will meet Caltrans operational requirements. The extension of Prado Road is identified in our Route Concept for Route 227. The Route Concept includes the potential realignment of Route 227 to the new Prado Road to achieve a more direct connection with Route 101. We expect that the Prado Road extension will be designed and constructed to meet the design specifications for a conventional highway. We would be happy to work with you in an oversight capacity to assure that the Prado Road extension meets appropriate State Highway standards. I hope you and your Council find this information useful. If you have any questions regarding this issue, please call me at (805) 549 -3161. Thank you for the opportunity to comment. Sincerely, Rich d L. I{rumholz Acting Division Chief Division of Planning and Programming 2 -40 Attachment J SANTA LUCIA HILLS MASTER HOMEOWNERS ASSOCIATION; j/ 3563 Empleo Street, Suite B, San Luis Obispo CA 93401 (805) 544 - 9093 (Fax) 544 - 6215 UNCIL 0 coo P111 o ❑ FP! D`9 December 20, 2000 C4cno ❑ F 1 C::1 RECEI% C3'JITTOAN'cY C�]'�Fl 2 �.. f -1 EM rwr c a a LSL 4 2 1000 San Luis Obispo City Council e: AlSttC ❑ UTIL cn 990 Palm Street ?egg u O PERS DIR San Luis Obispo, Ca. 93401 -3249 f = - =- U Fz EK Honorable Mayor and Councilmembers, The Board of Directors for the Santa Lucia Hills Master Homeowners Association is very concerned about the proposed re- alignment that would have Prado Road connect with Tank Farm Road. TlSe Association believes that this would make a bad situation worse if this realignment were adopted. The Board has expressed concerns to your Council in the past about Tank Farm Road between Broad Street and Orcutt Road. The width of Tank Farm Road encourages higher speeds and creates a physical barrier dividing our neighborhood. Numerous residents complain to us about this already dangerous situation. If this proposed realignment is approved, it will make it more difficult for the residents of Santa Lucia Hills to access Tank Farm Road at Poinsettia, Hollyhock, Morning Glory, and Sunrose Lane. Of even more concern is the ability of the residents, especially children, to cross this street safely while walking or riding bikes. By increasing the traffic in this area, the safety of the residents in this area decreases significantly. Noise pollution from the additional traffic will also increase. Housing developments being built in this area as well as proposed new developments will negatively impact an already bad situation. With the proposed realignment, the traffic, safety, and quality of life for the current homeowners would be negatively impacted severely. The Association is concerned that property values of the homes near Tank Farm Road would decrease as more traffic is induced to use this corridor. The City Council was sympathetic to the residents.of the Johnson Avenue area when they were faced with increased traffic due to the Prado Road extension. The residents of Santa Lucia Hills are equally concerned with adding traffic into their neighborhood. Thank you for your consideration of this matter. Sincerely, Board of Directors Santa Lucia Hills Master Homeowners Association Prado Road Realionment Odi2.doc Attachment K MEETING. �` AGENDA Z DATE ITEM # From: "Carolyn Johnstone" <carolynj @thegrid.net> • To: <]price @ ci.san-luis-obispo.ca.us>, <sttendahl @ci.san - luis - obispo.ca.us> Date: 1/8/01 8:07AM Subject: Prado Road Alignment (Tues. 1/16/01 Council Item) Dear Ms. Price and./ or Ms. Stendahl: Please accept this as written correspondence on the above referenced matter, and please distribute to the Mayor and Councilmembers. Thank you. Carolyn Johnstone COUNCIL O CDD DIR I rwl,'. -) ❑ FIN DIR D ❑ -::-7v Dear Mayor and Councilmembers, G;-B;.[',aoAiG ❑ , il ❑ hl' MT TWJ As I have previously written to you (the last time this item was decided AZE ❑ UTII- Dill upon), I am a mother with a young child. Therefore, I will be at home TRiP NF E3 FERS DIR taking care of my child during Tuesday's Council meeting, and wish to state r my position in this letter. We live on Bougainvillea Street, San Luis ✓ t . BoChuwl Obispo. I wish to address the item of the Prado Road alignment project. There is no doubt that the city will need Prado Road, in the future, to link up with the easterly side of town. I first moved to San Luis Obispo in 1979 as a Cal Poly student; I've seen firsthand the changes in the traffic patterns in San Luis Obispo over the last 20+ years. To align Prado with Industrial Way is the wrong solution. Residents of Bougainvillea who occupy houses with Industrial Way as their back yard neighbor already put up with enough industrial noise, truck traffic, as well as the hooting and hollering that goes on with the late night clientele of The Graduate bar and restaurant located on Industrial Way. Often we are awakened promptly at 1:45 am with The Graduate's clientele exiting "the Grad" from their night of drinking, etc. (As an aside, is the police department aware of this nightly drunken behavior? I believe many of these Grad Clients may be drunk and driving.) My family and I based our homebuying decision on Bougainvillea Street on the City Council's previous decision in this matter, which decisively stated that Prado would NOT, in the future, be aligned with Industrial Way. To go back now and align Prado Road with Industrial Way seems to me to be both unethical, and potentially legally actionable. I hope that you will make the right decision: align Prado Road with Tank Farm Road. Thank you for your consideration. Carolyn Johnstone carolynj@thegrid.net telephone(805)541 -2820 RECEIVED JAN 9 -1001 SLO CITY CLERK San Luis CoastaC U) ;- Pied Schoo( Distfict 1499 San Luis Drive San Luis Obispo, CA 93401 -3099 (805) 543 -2010 MEETING AGENDA DATE ITEM # = Mr. Ken Hampian i VOUNCIL D MD DIR DIR City Administrator pIgCAO ❑ENE CHIEF City of San Luis Obispo PnTTORNEY . L�TPW DIR RECEIVED 990 Palm Street Pt! ERKIORIG ❑ rOLICE C P San Luis Obispo, CA 93401 �'C7 i,fE ❑ UTI DIR JAN 1' 1 2001 ❑ UTIL DIR GY. ,j�8 V M ❑ PERS DIR Dear Ken: T60C+\ u m SLO CITY CLERK I wish to take this opportunity to express my appreciation for your invitation to comment on the safety of the city's proposed Prado Road extension alignment. • You asked the school district to look at the suggested Prado Road alignment with regard to safety. We looked at three points. The first point is the distance between the edge of the road and the edge of the play field, as represented by the city's diagram. The traffic separation appeared to us to provide an appropriate distance from the edge of the road to the play surface. Point number two was the pedestrian connectivity between the Damon Garcia Sports Complex and any ultimate school park site on the opposite side of the highway. The connection proposed was via two pedestrian under crossings. The school district identified issues that the design team should be cognizant of such as reducing surfaces that could attract graffiti, blind spots so that someone supervising those under crossings could get a clear view, and appropriate illumination underneath those bridges for the safety of traveling pedestrians. I was appreciative of Mr. LeSage's assertion that there would be paid staff members, part of whose duty would be to monitor that particular passagement. It should be further noted that, should a school site be purchased and developed, there would be a requirement to plan for safe pedestrian and vehicle patterns — not only to the proposed school site but also between the sports complex. . While we are not safety engineers, we believe that the design schematic that was provided to us demonstrates the City's concern for the safety of particular sports complex users and, as such, the school district saw no safety objections. Continued... Disttid Supt>mtendcnt, STEVEN M. LARD, Ed-D. t ®bent ofBummnSa� xmRORYI -UVIN�N o.... ,.. r n rrrwie v,1 n. AMat=tsapain .1F.r< -11 -01 17:20 FROM:SLCU =.: SUPT /BUS OFC IC.:6499074 PAGE 3/3 Mr. Ken Hampian January 11, 2001 • Page 2 Please note that our response has focused on safety_ The school district has no position on the relative merits of any of the different altemative road alignments. We trust that the city's planning process has involved the appropriate constituencies. We hope that these comments are helpful to the degree that our observations are helpful. We are appreciative of the opportunity. Sincerely, * y. Steven M. Ladd, d_ . Superintendent SML.brm cc: Rory Livingston, Assistant Superintendent — Business Services Brad parker, Director— Buildings, Grounds & Transportation • • Unocal Corporatic Real Estate, Remedi,. - Services and Mining Operations C cr" MA 276 Tank Farm Road, P.O. Box 1069 San Luis Obispo, 0 84-0, SIG AGENDA Telephone 805 784 -0 I l7 �❑?,I_' Facsimile (805) 784 -04 ATE f -(� ( ITEM # °Z I p'f NOCAL19 J %{ C UTIL G;%1 C PERS DIR William J. Almas Manager, Govemment Affairs and Property Development Central Coast Group Hand Delivered January 16, 2001 The Honorable Allen K. Settle Mayor of San Luis Obispo City and Honorable Council Members 990 Palm Street San Luis Obispo, California 93401 Re: Comments Pertaining to the Prado Road Alignment Dear Mayor Settle and Council Members: The purpose of this letter is to provide comments on the issue of the future alignment of an extension to Prado Road. San Luis Obispo City staff has outlined the history and options that have been considered in a Council Agenda Report dated January 16, 2001. Unocal is a significant landowner in the area immediately south of the adopted (Northern) alignment, and the owner of the land underlying the proposed Tank Farm Prado Road connection. As such, we support the previously adopted alignment for the following reasons. • Construction of the Tank Farm Prado Road connection would traverse a large portion of the current Unocal Tank Farm site. This alignment would potentially remove and divide significant wetlands counter to City policy, and pose permitting issues with agencies such as the Army Corp of Engineers. • The Tank Farm Prado Road connection would also encounter soils contaminated with petroleum. This could result in the need for excavation and disposal of soils, with proportional increases in the costs associated with the road alignment. • Additional permitting requirements would likely result in delays to the construction of the extension and the adoption of the long awaited Airport Area Annexation Plan. • Area landowners would be subject to the additional time requirement associated with the delay of the adoption of the Airport Area Annexation Plan while drainage, utilities, and circulation issues are reevaluated. JAN 1 6 2001 SLO CITY COUNCIL The Honorable Allen K. �� tle Mayor of San Luis Obispo City and Honorable Council Members January 16, 2001 Page Two A potential Unocal land donation has been referenced by citizen's groups. This donation has been used to partially justify selection of an option other than the adopted northern route. Unocal has no current plans to make this donation. In fact, this area has been identified in the draft Airport Area Specific Plan as business park zoning. To conclude, Unocal reiterates its support for the previously adopted Prado Road alignment, and urges you to reaffirm previous Council direction. Sincerely, AWilliam Tuesday, January 16, 2001 Honorable Allen Settle 990 Palm Street San Luis Obispo, Ca. 93401 Prado Road Extension Mr. Mayor. MEETING AGENDA DATE L -L, ITEM # Z The Prado Road extension has again become an issue presented to the City Council. I own the property east of the northern alignment between Broad Street and Sacramento Road. It had been referenced in the past and recently again that the ex tension of Prado Road should through Broad St. to Sacramento to ease the industrial traffic. As property owner of this parcel, that is affected by this extension, we win not sell a portion of this property to the City to extend this road. If the City wishes to purchase this property as a whole, the price is $4500,000.00. As a parent of two children involved with sports in the City I have an interest in the proposed Sports Complex. When the Sports Fields were presented they were proposed as baseball fields, soccer fields, etc. Over the time of development the fields have been reduced to turf fields, in other words, grass area's. There are more youth sports than soccer going on throughout the city today. You have Youth Baseball ( 5-12 Year old), Babe Ruth Baseball (13-16 Year old), Girls softball (5-16 year old), Men's Adult Softball (18 -70 +), All of these program could be run out of the same facility if a proper field complex was built It has been done in other City's with great success. It is time for the City to be involved and provide a quality complex for all sports offered throughout the City of San Luis Obispo. They have such an opportunity with the Garcia Property, but again, as 1 fear they will come up short with what truly is needed. If you would like to discuss either issue, I can be reached at (805) 543 -2682 •II J Partner 2083 Partnership 3592 Broad Street San Luis Obispo, C 93401 (805) 543.2682 Fax (804) 5434447 4N 1 b 2001 SLO CITY COUNCIL y❑ i r. ❑ UTa I 4N 1 b 2001 SLO CITY COUNCIL Lee Price - Prado Road Extension ;.^c�Ti1. nnrAina �9e ITEM # - 2-_ From: "rcholc" <rcholc @gateway.net> To: "Allen Settle" <asettle @slocity.org >, "Ken Schwartz" <kschwartz @slocity.org >, "Dave Romero" <dromero @slocity.org >, "Jan Marx" <jmarx @slocity.org >, "John Ewan" <jewan @slocity.org> Date: 1/16/01 12:39PM Subject: Prado Road Extension RECEIVED Meeting Date: 1 -16 -01 Business Item #2 JAN 1 6 2001 Re: Prado Road Extension I SLG f. tRK Honorable Mayor and City Council Members In February of last year RQN supported the Johnson Avenue neighborhood in their quest to maintain the southern alignment for the extension of Prado Road and to stop it at Broad Street. The council stopped the Prado Road extension at Broad Street, however, adopted a northern alignment, that was requested by staff. We disagree with that decision . We urge the council to: a.. Revisit this matter, considering the alternative routes that have been suggested. b.. Request staff to prepare an EIR before any further decisions are made. c.. Consider the old adage: "Haste makes Waste ". Respectfully submitted, /s/ Cydney Holcomb Chairperson, RQN CC: "Lee Price" <Iprice @slocity.org> From. Karl Hottmayer To: Mayor and City Council Uate: I /IbNI lime: I Zo:Ub rm I of l MEETING AGENDA FACSI MILE COVER PAGE` r C I To: Mayor and City Council From : Karl Hoff mayer Sent : 1/16/01 at 1:26:04 PM act : Pages : 1 (including Cover) Our experiences with an underpass and overpass relate to ones that are in Pacific Palisades: CA. These both allow people to cross Pacific Coast Highway (PCH) to access the beach. The underpass. is dark, with graffiti covered walls, smells of urine, and was the site of several rapes and robberies. The overpass; about one mile south,.turned out to be inconvenient for people whose children wanted to use the beach. This "inconvenience.' led to parents dropping their children at the parking lots along the beach, which added to traffic congestion and not a few accidents. Karl & Sylvia Hoff mayer, Arroyo Grande []'COUNCIL ❑ CDD DIR O FIN DIR 30 a ❑ FIRE CHIEF ORNEY .0fW DIR GCCERKIOR10 ❑ rp1!CE CHF ❑ I.'G7.4T TEAM Pr9EC DIR 0- Le p'LOfFi ❑ UTIL DIR Ssjj rb_ ❑ PERS DIR RECEIVED JAN 1 6 2001 ISLO CITY CLERK k` From Michael Sullivan to SLO City Council - hearing of 16 Jan 2001 - Prado Rd. alignment / Damon - Garcia Sports complex Page 1 of 3 16 Jan. 2001 FROM: MICHAEL SULLIVAN 1127 Seaward St., San Luis Obispo, CA 93405 r� TO: City of San Luis Obispo (City Council) SUBJECT:. CITY COUNCIL HEARING ON TUESDAY JANUARY 16, 2001, 7 PM, AGENDA ITEM #2 - PRADO ROAD ALIGNMENT / DAMON- GARCIA SPORTS COMPLEX SUMMARY: The City of San Luis Obispo will be voting on the approval of a plan for a Sports Complex / park (soccer fields), and for a possible change in the adopted general plan for the alignment of Prado Road adjacent to the sports fields site. This site is adjacent to the South Hills open space. On 01 Feb 2000, the city council, by a narrow 3 -2 vote, approved changing the general plan from the earlier Industrial Way alignment to a new alignment of Prado Road, called the Northern alignment. The Prado Road plan (Northern alignment) would allow a new 4 -lane truck route highway (Prado Road) to pass through the park, with the sports fields to the south of the road and the Margarita neighborhood park and school and the South Hills open space to the north of the road. The Council also approved a motion requiring that the eastern end of Prado Road should terminate at Broad Street. (See minutes of Council hearing of 01 Feb 2000, attached, at p. 6) Prado Road will also pass through the future "Margarita" residential neighborhood located along the future extension of Prado Road between Broad Street and South Higuera Street. The other alignments of Prado Road that are being considered (on 16 Jan 2001) are (a) The "Industrial Way" alignment - connects Prado Road to Broad Street at Industrial Way. (This choice is undesirable because it limits the future expansion area for playing fields and requires extensive grading and road cuts.) (b) The "Tank Farm Road" alignment - connects Prado Road to Tank Farm Road at Santa Fe Road. A fourth alignment, the Los Osos Valley Road extension (See Staff Report of 16 Jan 2001 at P. 2- 39) was not considered as an alternative in comparison with the other three routes (northern alignment, Industrial Way alignment, and Tank Farm Road alignment of Prado Road.) The Tank Farm Road alignment will do the following: (a) avoid the intrusion of a busy 4 -lane highway through the area dedicated for sports fields and hillside open space; (b) allow a larger area within the property to be used for sports fields (so we can have more sports fields with this option); (c) offer the best protection for the two streams at the property (Acacia Creek and Orcutt Creek); (d) provide a quiet, natural setting for the hillside open space, rather than a setting directly adjacent to a noisy, dangerous, 4 -lane truck route roadway; (e) provide the best safety for children who use the sports field site From Michael Sullivan to SLO City Council - hearing of 16 Jan 2001 - Prado Rd. alignment/ Damon - Garcia Sports complex Page 2 of 3 Compare the 'Tank Farm Road" alignment of Prado road to the "Northern alignment" of Prado Road. The "Northern alignment" will do the following: (a) place a busy 4 -lane truck -route highway adjacent to the sports fields and adjacent to a -- proposed new school and park; (b) require special permits from the Army Corps of Engineers to re -route Orcutt Creek and to place a large bridge over Acacia Creek, destroying the natural setting of the creeks; (c) create unsafe conditions for children (danger from roadway if children try to cross it; danger from pedestrian tunnel under roadway due to loitering, graffiti, drug use, assaults, etc.. (These problems could be so severe that the Parks and Recreation Dept has proposed hiring a special tunnel guard to protect children when the park is in operation.) (d) require an extra signal on Broad Street, causing traffic congestion; (e) intrude into the hillside area, where there are archeological resources, serpentine rock outcroppings, and rare serpentine plants that will be negatively impacted; (f) produce a development that is inconsistent with the City General Plan in many ways (for example, it does not maintain creeks in natural conditions; it does not minimize grading of roads; it does not adequately protect archaeological resources; it does not yield as many playing fields as the Tank Farm alignment would; it does not minimize disturbance of the hillside at the South Hills open space; it impedes recreational access to the South Hills open space because of the 4-lane highway separating the open space; the roadway does not minimize visual impacts; etc.) See attachment, "Analysis of General Plan Inconsistencies" The staff report (prepared by Tim Bochum Deputy Director of Public Works) for SLO City Council hearing of 16 Jan 2001 contains numerous examples of faulty logic, inaccurate information, and conclusions not supported by substantial evidence. (See Attachment, Comments on Staff Report of 16 Jan 2001) The transportation goals of the City can be met adequately with the Tank Farm Road alignment for Prado Road. Advocates of the Northern alignment argue that it might offer a "short cut" as a cross- town highway. They also think it would take less time to build the sports fields using the northern alignment. But in reality, the short cut would only save a matter of seconds, at most, compared to travel on Tank Farm Road route to Prado Road. At the recent meeting (last week) of the City of SLO Parks and Recreation commission, testimony was given which indicated that with either the northern alignment or the Tank Farm Road alignment, the total time for completion of the sports fields would be approximately equal. The northern alignment of Prado Road has few advantages and many disadvantages. The northern alignment has significant environmental impacts, creates significant safety concerns for our children, is inconsistent with the general plan, and will permanently ruin one of our last unspoiled open spaces at South Hills. This is pgrhgps the last chance for the city to protect the valuable South Hills open space and to provide a sensible safe sports park for our children Alternative 2 (Tank Farm Road alignment of Prado Road) (Staff report, p. 2 -24) is the superior alternative and should be adopted. Staff's claim of significant delay with this option is speculative at best. In fact, it is possible that the opposite result could occur, i.e. that the Northern alignment could take longer, because of special concerns of the Army Corps of Engineers. Staff's analysis of the potential environmental impacts of the Tank Farm alignment is not adequate - -- it points to environmental problems (e.g. impacts on wetlands, contaminated soil) for Tank Farm alignment which will not actually exist with the slightly modified Tank Farm Road alignment I From Michael Sullivan to SLO City Council - hearing of 16 Jan 2001 - Prado Rd. alignment / Damon - Garcia Sports complex Page 3 of 3 recommended by me and others; and it omits various additional potential environmental problems of the northern alignment which will exist. Also, since the northern alignment presents various significant areas of concern for the Army Corps of Engineers (impacts on creeks; realignment of Orcutt Creek; disturbance of Acacia Creek by bridge; inconsistencies with general plan; other - concerns of the community, etc), it is likely that the Army Corps of Engineers will reject the Northern alignment, causing even more delay. Paul Le Sage of the Parks and Recreation Dept stated recently (10 Jan 2001 commission hearing) that he had no preference one way or the other and that either road alignment would be satisfactory from his perspective, provided there were no delays. It is possible to proceed with Alternate 2 (Tank Farm Alignment) quickly, because it is likely that an EIR will not be required. An EIR will likely not be required because the alignment we propose has no significant effects that have not already been analyzed in the negative declaration prepared earlier by staff for the northern alignment (See initial study, dated 01/2000, for council hearing of 01 Feb 2000, Pradc Road re- alignment gen. plan amendment). If there is a traffic study and a site analysis (archaeology, plants, etc) required, it could be done rapidly, in about 2 -4 months, not the 12 months claimed by staff. For these reasons, it is feasible to process the applications and construct the fields in a timely manner with the Tank Farm alignment. Thanks for your support! Michael Sullivan 1127 Seaward Street, San Luis Obispo, CA 93405 805- 545 -9614 Attachments 1. Minutes of City Council hearing of 01 Feb 2000 on proposed general plan amendment for realignment of Prado Road. 2. Michael Sullivan's Analysis of General Plan Inconsistencies (Northern alignment vs. Tank Farm Road alignment) 3. Michael Sullivan's Comments regarding staff report (for Council hearing of 16 Jan 2001, Prado Road Alignment / Damon- Garcia Sports Reld Complex) 4. Maps c d E R m O 2 E l0 W m Y E m 0 U ~ m CL t �= y 3 v N cc U (� 19 � O V o LO S D O to CL C Cd .0 Q Co C C N c 55.55 E d U cd m 0 U o r . C .� Co 41 m m O C O i`a Mn Cd LL J Q Y c m attF U m O O O Z r �a U m Q L. r O 0 0 O. 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F' d U L 0 ° 3 v U '1 aci fC w c c ° v O m C c M cc to rn o. c -� o m T (Q L C 0 C C o�°o E a, U d C7 V 1 L �. c ti COOL m E Q E rnE p c — CD — ev a LL ¢ e cl)� (D o O 0 o Z .. �a U 1 m p ¢ O N O to ca W d >_ma E 7 r F O m O L � o w ca cm r- 0 O Of � d la d 2 O. c I C G o ° 0 d LL LL U w 0 U O C a) •L O cC a` s x — a7 U O. C O ° U U - 0 o° 0 c Q N ttl cz O c m o n /oy E T IL tz o cL° aCL (D 0 m c c ED C o E U W O rn 0 m cc ui rn UI T L Q ° T O Q r CO CL O m E Q`w ^ a cccQ o a)cc o a m c C U Yd � O q 47 Q c 0 ca > o m U Z O a m .: aai o — c c Q a U N C O (L C m aa. a c¢m >� co ca m e Z5 a`5 m e oC c`oov UU acim v v aa) m o o C7 c n c L E ro a ms o c c° co CL "r° a) a) Emm�c� aa' wWmQ� E Co 0 Q ui O m OU1 O ca m c ca ca cr) W f0 fn W i0 0 ( C cc D _ C cts U O u EL J D zt O . O O O O O a cl) V U � co co _ C cn O O O p O O O O O CD U'p�UNUU000 _W 1 O 1 ^ 1 1 1 1 1 m T 2N 000NrLAccN Q O m O LL 0 0 0 0 0 i From Michael Sullivan to SLO City Council - hearing of 16 Jan 2001 - Prado Rd. alignment / Damon - Garcia Sports complex Page 1 of 9 14 Jan 2001 From: Michael C. Sullivan 1127 Seaward St., San Luis Obispo, CA 93405 805 - 545 -9614 To: City of San Luis Obispo (Council) RE: Staff report (author: Tim Bochum, Public Works Dept.) - Prado Road Alignment and Damon- Garcia Sports Field, Complex Project History has been distorted. 1. At page 2 -1, staff report claims that Prado Road has been planned for nearly 40 years to extend across the Margarita - Garcia properties and tie into Broad Street. This is only one of several options that has been considered. For example, the Margarita Specific Plan of April 1998 shows an option of connection of Prado Rd to Tank Farm Road rather than to Broad Street. The General Plan Circulation element of 1994 shows a possible alternate alignment of Prado connecting to Tank Farm Rd as an extension of Santa Fe Rd. The Airport Area Specific Plan alternate study (July 1998) considered two different links of Prado Road to Tank Farm Road as an alternative to the extension of Prado Road to Broad Street (See staff report of 16 Jan 2001 for Council hearing, p. 2 -5 -,2-7.) Note also in the history of the city's Circulation Plan (Attachment A of staff report of 16 Jan 2001) that beginning in 1979, Prado Rd was not considered for extensions east of Broad Street or across US 101, i.e. it was to be a non - arterial street. It wasn't until 1990 that these extensions were returned as part of the concept for Prado Rd. Since the extension from Broad Street to Johnson Av or Orcutt Rd has now been abandoned (Council action of 01 Feb 2000), there is no compelling rationale for considering Prado as the major ring road from Johnson / Orcutt area to Madonna Road. 2 The Northern Alignment is significantly' different from the Industrial Way alignment At page 2 -1, staff report claims the northern alignment is not a new alignment. This is false. The alignment which had existed for many years was the Industrial Way alignment. The northern alignment is a different alignment with different constraints, different environmental consequences, different traffic flow patterns, and different concerns for the Army Corps of Engineers. 3 Author claims Northern alignment yields significantly shorter time to completion of sports fields: this is rp obably false. At p. 2 -1, staff report claims that northern alignment is the only alternative that is guaranteed not to delay delivery of the Sports Field project. This is not necessarily true. There are various factors that need to be considered (such as the longer processing time by Army Corps of Engineers for Northern alignment; longer processing time by Cal Trans for Northern alignment; potentially longer time required for grading and construction for Northern alignment, etc.) The discussion of staff at SLO City Dept of Parks and Recreation (10 Jan 2001) was that either option would take about the same length of time. Also, it is possible to build some of the sports fields for the Tank Farm Road alignment soon, without doing a general plan amendment ahead of time. 4 .Claim of Cost Benefit is unproven. Staff report at p. 2 -5 mentions costs of $127,000 for design process and $231,000 for parking area at Industrial Way at Lathrop property. The latter cost of $231,000 would be about the same for either alignment (northern or Tank Farm) since the parking lot would be in that same location at Industrial Way in either case. (Tank Farm alignment would have a lot at Industrial Way that has 100 more spaces than lot at Industrial Way proposed for Northern alignment, so it could cost somewhat more.) But Northern alignment also proposes a parking area at Prado and Broad, another expense. Regardless of the cost for planning to date, the northern alignment still has numerous flaws, including many inconsistencies with the general plan, which make the Northern alignment unsupportable. From Michael Sullivan to SLO City Council - hearing of 16 Jan 2001 - Prado Rd. alignment / Damon - Garcia Sports complex Page 2 of 9 5.Fourth alternative was not discussed. Staff report at p. 2 -7 states that the fourth alternative (extension of Los Osos Valley Road connecting to Tank Farm Rd, Attachment I of staff report of 10 Jan 2001) would have similar issues as the Industrial Alignment. What are the issues? There should be more discussion of this alternative. Why is it being hidden? 6.Northern alignment should be abandoned because of numerous inconsistencies with General Plan. Staff report at p. 2 -7 states that an EIR is now being prepared for the draft Margarita Area Specific Plan with consideration. of the northern alignment of Prado Rd. An analysis of the proposed northern alignment would show that it has many (at least 12) inconsistencies with the Cites General Plan. (See Michael Sullivan's °Comparison of Prado Road Northern Alignment with Tank Farm Road alignment" submitted to Council for hearing of 16 Jan 2001.) 7. Staff report contains an inaccurate history of environmental analysis. Staff report at p. 2 -7 to 2 -8 says the City will need to do additional environmental analysis because the proposed Tank Farm alignment has not been studied sufficiently. Staff report at p. 2 -7 states that Figure 3 of staff report (the °criss- cross° concept, with Tank Farm Rd joining to Industrial Way, and Prado Rd joining to Tank Farm Rd) is the only alternative that has been studied. That is incorrect. The City of SLO Initial Study of Jan 2000 for the proposed northern alignment (Council hearing of 01 Feb 2000) discussed the alignment from Prado to Tank Farm Rd on a route southeasterly from Prado to Tank Farm (see page 4 of staff report for Council hearing of 01 Feb 2000 for Prado realignment). It is not necessary to conduct more environmental studies for that alignment because It has already been done for the Initial Study of Jan 2000 (for Council hearing of 01 Feb 2000 for Prado alignment). The alternative of the `criss cross" plan with collector road to Industrial Way has already been studied in the 1999 alternatives analysis for the Airport Area Specific Plan, as stated in staff report (16 Jan 2001) at p, 2 -7. Any new initial study for a potential General Plan Amendment (to abandon the northern alignment and adopt a new alignment from Prado Rd. to Tank Farm Rd) can use the earlier studies. 8 Staff report incorrectly concludes that Tank Farm alignment only allows 4 snorts fields. Staff report at p. 2 -8 states that a Tank Farm alignment of Prado Rd will not allow more room to build sports fields at Damon - Garcia sports complex. It is stated (p. 2 -8) that all three alignments under consideration (northern alignment, Industrial Way alignment, Tank Farm Rd alignment) yield the same number of possible fields, that is, a maximum of 4 fields for each alignment. Attachment F shows only 4 fields for the alternative with no roadway thru the site (i.e. the Tank Farm Road alignment). However, Ron Alers has shown a scaled drawing of the site, showing that it is feasible to have 5 or even 6 full -sized soccer fields at the site if the roadway is not there. 9 .Tank Farm Road alignment offers su erp for as rking lu an. The author of the staff report admits that a disadvantage of the northern alignment is that it can only feasibly accommodate 150 parking spaces, while the Tank Farm Rd or Industrial Way alignments could yield larger parking areas for up to 250 cars. Attachment E of staff report (16 Jan 2001) shows a proposed parking area on Broad Street but the staff report (p. 2 -9) concludes that this option is not viable. Furthermore, the Tank Farm alignment plan (if implemented with a connection to Tank Farm Rd at Santa Fe Road) can provide access to parking at the western boundary of the site (Unocal area), giving even more parking area. 10 Information in staff report on number of fields is contradictory and Inaccurate On p. 2 -9 of staff report, third paragraph from top, the author claims that 4 fields cannot be built at the Damon - Garcia site. This conflicts with the information in the earlier part of the staff report (p. 2 -8, second paragraph from bottom) which states that with all three alignments it is possible to create 4 fields at the Damon - Garcia site! Furthermore, Ron Alers has shown that actually 5 or 6 full -sized soccer fields could fit in the site associated with the Tank Farm Road alignment. From Michael Sullivan to SLO City Council - hearing of 16 Jan 2001 - Prado Rd. alignment/ Damon - Garcia Sports complex Page 3 of 9 11. Arguments in favor of Northern alignment are not convincing (and are also not based on substantial evidence.) On p. 2 -9 of staff report, the author argues in favor of the northern alignment in the following ways: (a) 'Because it will be elevated as it passes the (sports) complex, Prado Road will create a wind break for park users and will assist in noise and light impact reduction of (sports) complex activities on the future adjacent neighborhood." But.... Consider the disadvantages of this elevated roadway. It will create an unsightly visual impact; it will create a barrier to wildlife; it necessitates a pedestrian tunnel which is likely to be unsafe; it will block the connectivity of the sports fields to the other recreational activities that exist in the nearby park and in the South Hills open space area. An elevated roadway about 16 feet high would do little to block the impact of lights for the fields because the lights will likely be around 50 or more feet high. Noise from the sports fields is not likely to have a significant effect in comparison to the noise from Prado Road traffic which is likely to be 60 dB or higher. (source: City of SLO Gen. Plan, Noise Element) The elevated roadway for Prado Rd would have more disadvantages than benefits. (b) "The adopted (northern) alignment will also supply buffering of Sports Field activities to the South Hill open spaces and adjacent archeological site." But... Buffering (separation) of the sports activities from the open space is not desirable. City of SLO Gen. Plan Open Space element (Jan 1994), p. 91 -92, states that .recreational uses of open space may include trails, viewing stations, hiking, horseback riding, swimming, photography, painting, sketching, and other similar day recreation uses." People who use the sports fields should have easy access to the open space to enjoy these other recreational possibilities. The elevated roadway discourages access, and the noise of traffic spoils the enjoyment of the open space. The Margarita Specific Plan (Apr 1998) at p. 42 states, 'The City and the school district have established a program for joint use of recreational space, which is expected to extend to the elementary school" (adjacent to Damon - Garcia sports complex.) That means that school children from the elementary school would use the sports fields; people from the community might want to use the recreational facilities at the park (next to the school) and in the South Hills open space. The northern alignment Prado Road, even with a tunnel for pedestrians, presents a barrier and a safety problem for this access. The author complains of potential impacts on archeological resources from people who use the open space... What about the permanent impacts on archeological resources from the Prado Road cut and fill, which could forever bury some-of the as -yet unidentified archeological sites? Such impacts can be avoided by adopting the Tank Farm alignment. And, if the archeological sites remain in their natural setting (without an arterial truck . route running a few yards away), the sites could be protected as part of an interpretive exhibit. (c) (p. 2 -9) 'Both the Industrial Way and Tank Farm alignments will require redesign of the Damon - Garcia project. Redesign costs of the sports field project for either of these alternatives are estimated to be a minimum of $30,000 and will probably be more." Where does this 'estimate" come from? Is it valid? Probably not. Even assuming that this $30,000 figure is accurate, it is still better to pay the additional costs in order to avoid the many disadvantages of the northern alignment of Prado Rd. (d) (p. 2 -10) Summary: °The adopted (northern) and Tank Farm alignments are superior to the Industrial Way alignment. The adopted alignment will assist noise, lighting and wind buffering for the Sports Field project. The adopted (northern) alignment is slightly superior to the Tank Farm Road alignment in that there are no costs of redesign to the Damon - Garcia project." Comment: This opinion is does not make sense. As mentioned above, the author's claim of the supposed benefits (will assist noise, lighting and wind buffering) are insignificant. Noise from the northern alignment traffic is much more than the noise that would come from the playing fields; traffic noise would be constant, while playing field noise would be mainly from around 8 am to 9 pm or so. The elevated roadway (about 16 feet) will do little or nothing to avoid impacts of the high lights (about 50 feet or maybe taller) for the playing fields. Although the elevated roadway might buffer some wind, there will still be wind coming over the roadway and from other directions. The author claims that there is a $30,000 cost savings for the northern alignment, but offers no proof or substantiation of that claim. Also, the author From Michael Sullivan to SLO City Council - hearing of 16 Jan 2001 - Prado Rd. alignment/ Damon - Garcia Sports complex Page 4 of 9 overlooks the many potential inconsistencies of the northern alignment with the City's General Plan (Open Space element, Noise element, Parks and Recreation element, Circulation element, Land Use element) identified by Michael Sullivan and others. Conclusion: The northern alignment is the inferior choice of the three. _ 12.—The–Tank–Farm–Road alignment, offers superior opportunity for expansion of sports field area. See information on Sports Field Expansion (p. 2 -10) (a) The author claims (p. 2 -11) that the Margarita neighborhood park and school should be separated from the Damon - Garcia sports field users. The author points out that Prado Road (in the northern alignment) acts as a barrier between the sports field and the neighborhood park and school, and the author believes this is a good thing because it will keep the general public out of the neighborhood park and school. That was not the vision in the April 1998 Margarlta Specific Plan, which stated (p. 42) that "The City and the school district have established a oroaram for ioint use of recreational soace. which is expected to extend -to the ementary school." (b) The author claims (p. 2 -11) that both the Tank Farm alignment and the northern alignment offer the possibility of expansion of sports fields into the Unocal area. The author thinks that with the Tank Farm Road alignment, it would be necessary for bicyclists and pedestrians to cross Prado Rd. at grade level. This opinion is probably not valid. Prado Road can be located further toward the southwest, further from the sports fields, allowing expansion and avoiding the need to cross Prado Rd on foot or by bicycle. An access road from the extension of Santa Fe Rd could lead to a parking area at the western boundary of the expansion area. Access to this area can be by sidewalk or bike path. Summary (p 2 -12): °The adopted (northern) alignment is superior in separating the competing neighborhood and sports field uses. The Tank Farm Road and adopted (northern) alignments allow for highest degree of physical expansion Into the Unocal area without impacting the school or neighborhood sites. The Industrial Way alignment could create a barrier to safe bicycle and pedestrian movements if expansion into the Unocal property is pursued and would bisect the two park areas." Comment: The author has assumed that separation of the Margarita neighborhood uses (park, school) from the sports field uses is desirable. That opinion is at odds with the Margarita Area Specific Plan (Apr 1998) goal for sharing the two recreational areas. Under the Tank Farm alignment plan, Prado Road could serve as the western boundary of the expansion area in the Unocal lands, creating a safe situation for park users (it is not necessary to cross Prado on foot or bicycle), and providing ample room for expansion. Conclusion: The northern alignment plan seems Inconsistent with the goal of the Margarita Area specific plan for sharing of recreational uses between the Margarlta area and the Damon- Garcia sports fields. The Tank Fann Road alignment allows ample expansion and is safe. The Tank Farm Road alignment that we propose has a junction with Tank Farm Road at Santa Fe Rd. Thus there is ready access to the sports fields from Tank Farm Road. With the Tank Farm alignment here is potential for more parking near the western boundary of the expansion area. The Tank Farm Road alignment is the superior choice. 13. Permitting by the U.S. Army Corps of Engineers and Caltrans could be quicker for the Tank Farm alignment. (a) The author of the staff report (at p. 2 -12) assumes that the Tank Farm Road alignment would cross wetlands (near Tank Farm Rd) and therefore would have trouble getting a permit from Army Corps. But it is possible to route the Tank Farm Rd alignment so that it runs further east, away from the wetlands and also away from contaminated soil. (b) The author discusses problems with Cal Trans approval of the intersection of northern alignment Prado Road and Broad Street These problems would disappear with adoption of the Tank Farm alignment There would also be the advantage of not having the extra signal on Broad Street only 300 meters from the signal on Broad St at Industrial Way. Summary (p. 2 -13): The author states, "The adopted (northern) alignment offers least delay from the U.S. Army Corps and Caltrans. Both Tank Farm and Industrial Way could encounter Corps permitting From Michael Sullivan to SLO City Council - hearing of 16 Jan 2001 - Prado Rd. alignment / Damon - Garcia Sports complex Page 5 of 9 hurdles that might delay the sports field project. All alignments require Caltrans permitting. Long -term issues regarding the Tank Farm alignment and Hwy 227 redesignation are unknown at this time." Comment: The author's logic is flawed. Actually, the Tank Farm Road alignment would probably have the fewest problems with Army Corps approval. The Tank Farm Road alignment (the segment connecting Prado Road -to Tank Farm -Rd) can (and should) be moved further east, to avoid wetland impacts and contaminated soil. The Tank Farm Road alignment has no impact caused by road or bridge or realigned Orcutt Creek at Damon Garcia sports fields, as does the northern alignment. Therefore, the Army Corps permitting process for the Tank Farm alignment should be faster. The Tank Farm Road alignment creates no problem with Cal Trans, because the Tank Farm alignment does not require a parking lot at the junction of Prado Rd and Broad Street Conclusion: The Tank Farm alignment will be likely to have the fastest permitting process for both Army Corps and Cal Trans. 14 Tank Farm Road alignment has fewer significant environmental impacts (a) Author claims (p. 2 -13) that northern alignment might be preferred on environmental issues to the - northem alignment. This is probably incorrect. The northern alignment yields the following significant Impacts: (1) Scenic /aesthetic impact of roadway adjacent to South Hills open space (2) Impact of traffic noise on South Hills open space and neighborhood school and park (3) Necessity for large bridge over Acacia Creek and for alteration of course of Orcutt Creek (4) Substantial cut and fill for roadway- adjacent to South Hills open space (5) Safety issues for pedestrians and bicyclists at sports fields complex and neighborhood school and park (6) Various inconsistencies with City's General Plan The Industrial Way eliminates all of the above concerns, but still has impacts associated with grading a big cut through the hill by Unocal property. The Tank Farm Road is the preferred choice, because it eliminates all of those problems. (b) Author claims that Tank Farm Road alignment could take longer because it requires new studies. This is doubtful. The City's initial study (Jan 2000) for the northern alignment of Prado Rd (Council hearing of 01 Feb 2000) contains most of the information and analysis needed for further environmental review. The staff report did a thorough analysis of the southern (Tank Farm) alignment and the other proposed alignments, and compared the potential effects in 79 different 'impact topics and features." A summary of the initial study (comparing the Northern alignment and the Tank Farm alignment only) in 79 different categories of potential impact is shown below: (See Initial Study, Jan 2000, for Council hearing of 01 Feb 2000, Prado realignment) Impact topics and features (in the Prado Initial Study, 01/2000) Number of Categories with 'No impact° or No significant impact- Number of categories in which impact is possible but could be mitigated to insignificance Remaining Impacts identified as potentially significant Northern Terminating alignment 67 12 OD Tank Farm Rd alignment rN 12 05 Total 'impact topics an features" analyzed 79 79 Northern Terminating alignment Tank Farts Rd alianment From Michael Sullivan to SLO City Council - hearing of 16 Jan 2001 - Prado Rd. alignment / Damon - Garcia Sports complex Page 6 of 9 Issues of concern (Initial Issues of concern (Initial Study 0120001 StudV O1 f2000) (1) Concern with Broad St/Tank Farm intersection - safety of cyclists, walkers Staff claims that all Comment: This issue is not unique to concerns are mitigated Tank Farts alignment. Northern align- ment also has similar Issues at northern parking area (Prado at road) and at_ Industrial Way. (2) Volume, speed conflicts with cyclists, walkers at Broad St/Tank Farm intersection. Comment: This same issue exists with Northern alignment. Northern arignment also poses danger with additional inter- section crossing of Broad St. at Prado Rd. City is proposing an improved Cross -walk at Industrial Way, so this problem will be alleviated. (3) Habitat connections: Difficult to provide high-clearance bridge for Acacia Creek corridor connecting South Hits with down- stream open land. Comment: With Prado/Tank Farts align- ment, there is no blockage of migration due to Prado Road; this is a superior alternative. Between Industrial Way and southern properties, Acacia Creek corridor allows migration without need for bridge. Issues of concern (contd.) (4) Potential impact from disturbing the petroleum contamination. mm n : This impact can be avoided by routing the Prado -Tank Farm connection further to the east. (5) Potential impact from petroleum contamination of ground water. Comment: This impact can be avoided by routing the Prado -Tank Farm connection further east. Additional factors not addressed in the Prado Initial Study of 01/2000 Northern Terminating Tank Farm Rd alignment allanment Inconsistencies with Citys At least 12 Probably none. General Plan 15. Staff has assumed that environmental analysis for Tank Farm alignment will take 12 months or longer. This is probably not true. Staff report (p. 2 -13, bottom paragraph) says that for Tank Farm alignment, City must (a) do a traffic study for revised alignment (2-4 months) and (b) do environmental inventories for revised alignment. The author assumes it would take at least 12 months to do the traffic study plus the inventories, which means the author has assumed that the inventories would take at least 8-10 months; this is not realistic; the inventories should take no more than 2 -3 months. Staff report (p 2 -14, top) recommends that the sports field should not proceed unless the general plan is amended first. I agree. The circulation element should be amended as quickly as possible to abandon the northern alignment and adopt the Prado Rd to Tank Farm Rd. connection. Staff has already pointed out that some connection from Santa Fe Road /Tank Farm Road intersection to Prado Rd. is foreseen as part of the From Michael Sullivan to SLO City Council - hearing of 16 Jan 2001 - Prado Rd. alignment / Damon - Garcia Sports complex Page 7 of 9 Margarita Area Specific Plan and Airport Area Specific Plan. That connection can be the same roadway that is to be used for the Prado -Tank Farm alignment. Thus, this would enable the City to complete the implementation of this connector more quickly. 16 The "Hazardous Materials" issue staff rapport 12 2-14) can be avoided by routing the Prado Rd Tank Farm Rd connector further to the east away from contaminated ground and wetlands. Figure 6 of the staff report of 16 Jan 2001 shows the locations of hazardous ground contamination. The alignment for Prado Rd - Tank Farm Rd could bypass these hazard areas by following a route northerly on the extension of Santa Fe Road. The staff report admits this (p. 2 -14, bottom of page). The staff report claims that this option would require °substantial additional study to review, approve and construct." That is probably not true. For environmental review, the main things required are a traffic study (2 -4 months) and a site inventory for environmental factors (e.g. rare plants, archaeology, etc.) Total time for those two activities running concurrently is probably 3 to 4 months. As noted above, it is likely that the proposed alignment would not require an EIR, because the earlier initial study (01/2001) identified only 5 potentially significant effects, three of which would -not exist with the Santa Fe - Prado alignment, and two of which can be mitigated. For construction, the linkage from Prado Rd to Santa Fe (using Tank Farm alignment) would likely take much less time than the construction of the segment from Broad/Prado to the Margarita area (which requires extensive cut and fill, retaining walls, and a 44ane bridge over Acacia Creek). 17 The "Wildlife corridor and Wetlands " issues (staff report 12 2 -15) can be avoided by routing the Prado Rd Tank Farm Rd connector further to the east away from contaminated ground and wetlands Figure 7 of the staff report of 16 Jan 2001 shows the biological constraints (wetland areas). These areas can be avoided by routing the connection from Prado Rd to Tank Farm Road further to the east, connecting at Santa Fe Rd extension. The initial study (01/2000) for Council hearing of 01 Feb 2000 (Prado Rd alignment) considered the Tank Farm Road alignment to be the route from Prado Rd in a southeasterly direction, connecting to Tank Farm Rd about 1/3 mile west of the intersection of the Santa Fe Road extension and Tank Farm Rd. (See map, at p. 4, Initial Study, 01/2000). The initial study (01/2000) concluded that the Tank Farm alignment could have some impacts on Unocal wetlands but could be mitigated (See comparison matrix.) The staff report is concerned with the wildlife corridor from South Hills open space to lands to the south. With the northem alignment, the corridor is blocked by the road (Prado) and wildlife must be funneled along Acacia Creek under a bridge. With the Tank Farm Road alignment, this problem is eliminated because there is no blockage of the wildlife migration corridor. The staff report (p. 2 -16, second paragraph from top) admits that for wildlife migration, the Tank Farm alignment is superior. Summary of staff (p. 2 -16) - "Adopted (northern) alignment is superior because it offers the fewest environmental constraints. The Industrial Way has the greatest impact to habitat migration. The Tank Farm Road has the greatest impact to wetlands and issues of hazardous materials." Comment: These conclusions are false. • Actually, the northern alignment, compared to the Tank Farm alignment, has the most constraints on migration, as mentioned in staff report, p. 2 -16, and comparing northern to Tank Farm alignment, the Tank Farm alignment is superior for wildlife migration, 18 Safety issues are significant with the northern alignment Tank Farm alignment is the superior choice. Staff report (p. 2 -16) mentions some city parks that are adjacent to roads. The only one of these that has playing fields directly near the main road is Laguna Middle School. Some people that use Laguna Middle school have complained that the situation there is dangerous if, for example, a ball is kicked into the road and a child tries to retrieve the ball. Staff report (p. 2 -16) claims that the pedestrian underpass from sports fields to Margarita area can be safe. From Michael Sullivan to SLO City Council.- hearing of 16 Jan 2001 - Prado Rd. alignment/ Damon - Garcia Sports complex Page 8 of 9 But this requires a guard to be on duty to supervise children when the athletic activities are in operation. (Staff report, p. 2 -17). Will a tunnel guard be available 24 hours per day, 7 days per week? If not, what about the safety issues when the guard is not on duty? Do we really want to plan our parks in such a manner that we need to post a guard to watch over the safety of our children? Also, it is also likely that children would want to walk under the Acacia Creek bridge, and that could be another site with safety concerns. Also, the fence along Prado Road is no guarantee that children would not climb it and attempt to cross Prado Road. Staff wants to have the Prado Road be both a barrier (separating sports fields from Margarita area) and an inviting access way at the same time. This is not feasible. This barrier to pedestrian movement from Margarita area to sports fields is not what is envisioned by the Margarita Area Specific Plan (Apr 1998). That plan states, at p. 42, °The City and school (the elementary school at Margarita area) have established a program for joint use of recreational space, which is expected to extend to the elementary school." That means there should be a strong, open connection between school and playing fields, not the attempt of a separation. Staff Report (p. 2 -17) claims that Tank Farm alignment puts extra traffic onto Prado Road. This is only a guess, and is not backed up by firm evidence. If Prado Road is to be used mainly as a cross -town arterial truck route, then the traffic that would have gone along Tank Farm Rd would now be funneled onto Prado Road in regardless of which alignment is chosen. The concern of more traffic on Tank Farm Road (between Broad Street and Orcutt Road) can be mitigated by use of traffic signals on that part of Tank Farm Road. The amount of traffic on that part of Tank Farm Road is going to increase in any scenario, due to the future development of the Orcutt Road area southeast of SLO city limits. Whether.that traffic goes via Tank Farm Road alignment or Prado Road northern alignment, the traffic must still go via that same segment of Tank Farm Road from Broad Street to Orcutt Rd. The staff report (p. 2 -17) states that there could be safety issues for pedestrian crossing of Broad Street at Industrial Way. This same issue would exist with the northern alignment. Staff's summary (p. 2 -17): `The adopted (northern alignment) and Tank farm alignments are superior to the Industrial Way alignment in providing safer access across Highway 227 (Broad St., Prado Rd.). The Tank Farm and Industrial Way alignments are better than the adopted (northern) alignment in achieving open access between Margarita and the Sports Feld complex; however, they would require less safe, at -grade crossings of Prado Road to access the open spaces south of the Margarita area." Comment: It is true that the Tank Farm alignment gives the best access between Sports Fields and Margarita area (school, park). This is desirable I the goal of the Margarita Area Specific Plan is to be followed (a program for joint use of recreational space). The staff report concern about at -grade pedestrian crossings of Prado Rd (between Margarita area and Sports Fields) is unfounded for the Tank Farm alignment, because the Tank Farm alignment would not be routed through that area. 19 Alternative cross-town routes (Tank Farm Road or Los Osos Valley Road extension or Buckley Road) offer superior choices compared to Prado Road route Staff Report (p. 2 -18) claims that northern alignment would reduce traffic on South Street by Meadow Park. But so would the Tank Farm alignment. The new signal at Broad St and Prado Road creates a hindrance to traffic flow on Broad Street. It is too close (only about 300 M) from Industrial Way signal on Broad St. As the staff report says (p. 2 -18, bottom), the northern alignment creates a problem of more congestion at the intersection of Broad and Prado because pedestrians crossing Broad Street will block vehicles waiting to turn right or left from Prado Road. The collector road (staff report, p. 2 -19, top) from Santa Fe Rd to Prado Road could be along the Tank Farm Road alignment. This would allow an extra parking lot at the western boundary of the Sports Field expansion area Staff Report (p. 2 -19) claims that the Tank Farm alignment will combine all of the existing traffic from Tank Farm Road and Prado Road. The Initial Study (01 /2000) concluded that this was not a significant problem when Tank Farm Rd is widened. The staff report assumes that most of the traffic on Tank Farm between Broad and Orcutt Rd would be due to the traffic from south San Luis Obispo. But traffic terminating at the intersection of Tank Farm and Broad Street actually follows three paths: north on Broad Street, south on Broad Street (Highway 227), or east on Tank Farm Road. Probably only a third or less of the traffic continues onto Tank Farm Road; and that traffic would be there anyway, regardless of which alignment is chosen. 7 From Michael Sullivan to SLO City Council - hearing of 16 Jan 2001 - Prado Rd. alignment / Damon- Garcia Sports complex Page 9 of 9 20 Sports Field Timing Delays are about the same regardless of which alignment (jank Farm Rd or northern alignment) is chosen. At the Parks and Recreation commission hearing of 10 Jan 2001, Mr. David Foote (civil engineer for Firma) gave testimony that with either alignment (northem or Tank Farm), total time for processing and construction of sports complex would be about equal. ____ _ — - -- - A general plan amendment for the Tank Farm alignment can be completed. It is Ikely that an EIR will not be required. The Tank Farm alignment that we propose is similar to the one previously studied in the city's Initial Study (01/2000) for the council hearing of 01 Feb 2000 on Prado realignment. The alignment we propose has fewer environmental constraints.... it would not be located on the wetland,. and it would not be located on contaminated soil. If traffic study and a site analysis are required, they also could be done quickly, in about 4 months for both (done concurrently), not in 12 months as claimed in staff report. Total time for the general plan amendment could be as short As 6 months. Army Corps of Engineers approval requires the the least environmentally damaging alternative must be approved and no other. It is likely that Tank Farm, rather than Northern alignment, would be approved. Northem alignment has too many problems for the Corps... realignment of Orcutt Creek, a bridge over Acacia Creek, etc. The Army Corps of Engineers permit could take about 6 months. It could be processed concurrently with the general plan amendment. Summary / Conclusions The Tank Farm alignment plan is superior to Northern alignment because: Design - Tank Farm avoids need to realign Orcutt Creek; allows more sports fields; allows more parking; allows more expansion to the northwest; does not require tunnel or at -grade crossing of Prado Rd. Expandability of sports field site - Allows full integration of the sports field project with the planned neighborhood park and school site; allows more expansion to the northwest Environmental - Tank Farm route can avoid wetlands, contamination. Does not have the many negative impacts like Northern alignment has (e.g. creek impacts, open space impacts, noise, pedestrian and cyclist safety, archeological impacts, etc.) Hazardous materials - not an issue for Tank Farm if route is moved east near Santa Fe Rd. Planning and permitting - Tank Farm has advantage as only choice which will satisfy Army Corps. Possible to complete general plan amendment in 6 -9 months. Pedestrian and bicycle circulation - More open plan of Tank Farm alignment allows better safety, more space for bike paths (e.g. near Acacia Creek from Broad St.) Vehicular circulation - Tank Farm choice is superior. it avoids the awkward T- intersection at Broad and the associated increase in congestion on Broad at a new signal. It allows equivalent travel times from any direction, compared to Northern alignment. It avoids noise and traffic impacts at proposed school/park area. Pedestrian and bicycle safety - Tank Fans alignment avoids completely the impact of a roadway through the parkland. No need for tunnel. No need to cross Prado Road on foot or bicycle. Funding / cost - Probably less for Tank Farm. No signal at Broad. No bridge for Acacia Creek. No large retaining walls, no large amount of cut and fill. No need to build collector street. 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' WMA City of San Luis Obispo 990 Palm Street San Luis Obispo, 93401 January 16, 2001 SUBJECT: Public Comment /Agenda Item 2 — Prado Road Alignment (Higuera to Broad Street) and the Damon- Garcia Sports Complex. Mayor Allen Settle and Honorable Council Members, As a Certified Ecologist, with a Master's Degree and 20 years experience in field biology, I serve the Environmental Defense Center in the position of Environmental Analyst. On behalf of EDC, I wish to submit the following comment on the Staff Report for Agenda Item 2: We believe that adequate information has not been provided for your City Council to take action on the Prado Road Alignment, the Damon - Garcia Sports Complex, or the issue of collector roads. In addition, we believe Staff has provided inaccurate and misleading information in the Council Packet. Specifically, we believe Staff is mistaken in their assertion that the Army Corps of Engineers is ready to approve the park project and road alignment as proposed. Our concerns include, but are not limited to the following: 1. Environmental Review. It is reasonable to anticipate that potential impacts from the park and roads project being considered will have significant impacts — especially at the proposed stream crossings and points of wetland encroachment. The City's environmental consultant has yet to complete the site- specific environmental assessments for the project as proposed. Until those studies are completed, the Council will be unable to fully assess possible alternatives or options. 906 Garden Street 2021 Sperry Avenue, Suite 18 864 Osos Street, Suite A Santa Barbara, CA 93101 Ventura, CA 93003 San Luis Obispo, CA 93401 ® Phone (805) 963 -1622 Phone (805) 677 -2570 Phone (805) 781 -9932 FAX (805) 962.3152 FAX (805) 677 -2577 FAX (805) 781 -9384 edc @min.org edcvent @west.net edcmal @west.net 2. Army Corps of Engineers Permitting. Staff has assured the Council and the public that the Corps staff "have given an indication that the Corps would approve the park project and the Adopted alignment for'Prado,Road and issue the necessary permits." (See page 2-4; Table 1, page 2 =20; and Section 3, page 2 -12 & 2 -13). Staff implies that any debate by your Council .would result in delays to the project. However, EDC communication with the Ventura Office of the Corps indicates that Staff has misrepresented the content of Staff /Corps discussion and the process facing the City to move this project. forward. Federal regulations require that Corps evaluate all alternatives to, identify the least environmentally damaging option (See attached email; Corps.of Engineers to EDC, dated January 16, 2001). EDC questions Staffs assertion that Corps permitting process is "....scheduled to be completed in March 2001 ". Council should consider the implications to the proposed time -line resulting from the necessity of a NEPA alternatives analysis by the Corps. 3. General Plan Inconsistencies. EDC believes that any decision on this agenda item would be premature, absent complete review of the General Plan for internal consistency and legal adequacy — especially in regards to the Circulation Element and it's application to the proposed park project and Prado Road extension. In addition, we believe the northern alignment of Prado Road is inconsistent with the following General Plan policies: • LUE Policy 6.2.2. • LUE Policy 6.4.1 • LUE Policy 6.6.4 • Open Space Element Policy C.2.(A) • Open Space Element Policy C.3 • Open Space Element Policy 1.A (Creeks) • Open Space Element Policy 1.A (Archeological Resources) Considering that the Staff Report presents multiple inconsistencies with General Plan policies, and is inaccurate in significant portions of the information provided, EDC would urge no action on Agenda Item 2 at this time. Sincerely, le I�/U� Gordon R. Hensley Gordon From: <Imangione @spl,usace.army.mil> To: <edcgrh @west. net> Sent: Tuesday, January 16, 2001 11:43 Subject: RE: SLO Prado Road Extension Gordon, We received the City's permit application on November 15, 2000. Due to an unusually heavy permit workload, l have been unable to issue a public notice (PN) to date. I will issue and circulate the PN next week for a 30 day public comment period, provide the City 30 days to respond to the comments, then conduct the required NEPA analysis. Federal regulations require that we evaluate a range of alternatives to identify the Least Environmentally Damaging Practicable Alternative ( LEDPA). By law, we can only permit the LEDPA. The staff report included in your email infers the Corps has indicated we will approve the City's preferred alternative. This is inaccurate as we have not conducted the alternatives analysis required under NEPA to enable us to make the LEDPA determination. 1 apologize for the brief response but, as I mentioned, I'm incredibly busy with my permit workload this week. Please contact me if you have any further questions. Lisa Mangione From: Gordon Hensley [ mailto.edcgrh west.net <mailto_! d.ih @west_net> Sent: Monday, January 15, 2001 10:55 AM To: Imangione n s I.usace.army.mil < mai_ltoamapgione @spl.usace,army _mil> Cc: Alexander Henson Subject: SLO Prado Road Extension Lisa, SLO City Council will be hearing issues relative to the Prado Road Extension and Damon - Garcia Sports Field Complex at tonight's meeting. The Staff report contains the following (page 24): "One of the first steps in design of a project is biological assessment and wetland delineation. This has been completed for the project. An application for a permit from the Army Corps of Engineers was field in early November. Meetings with the Corps staff have given an indication that the Corps would approve the park project and the Adopted alignment for Prado Road and issue teh necessary permits. The process is tentatively scheduled to be completed in March 2001." Could you confirm the accuracy of this statement and outline where this project is the process relative to ACE review? Thanks, Gordon Hensley, Environmental Analyst Environmental Defense Center 864 Osos Street, Suite A Page] of 2 1/15/2001 Prado Road & Damon - Garcia Sports Fields Council Reading File Note *: This document contains attachments that predate the Council's decision of 02/01/2000 to terminate Prado Road at Broad Street. As such, some figures show Prado Road extending east of Broad Street. JAN -21 -2000 1646 FEHR & PEERS San Luis Obispo Airport Area Specific Plan EIR Alternatives Analysis Se tember, l999 1. ALTERNATIVES ANALYSIS This chapter summarizes the alternatives analysis of major street connections in the Airport and Margarita Specific Plan areas. The purpose of this evaluation is to compare the Project with three alternative "packages" of roadway alternatives, report the traffic projections for each alternative, and evaluate the advantages and disadvantages of the Project and the alternatives. 1. Introduction and Background The scope of work for the San Luis Obispo Airport Area Specific Plan and Environmental Impact Report includes an alternatives analysis for providing major circulation infrastructure between Broad Street (SR 227) and South Higuera Street. The Project and the alternatives include the extension of Prado Road from its existing terminus east of South I iguera Street to Broad Street. along various alignments. This east -west extension and improvement to a major arterial parkway may be designated as the SR 227 connection to US 101. Although not part of this evaluation, Prado Road is also planned to be extended west to connect with Madonna Road. This western extension includes a new interchange with US 101. The Prado Road extension is included in the City of San Luis Obispo's General Plan circulation element along a specific alignment connecting to Broad Street at Industrial Way. Subsequently, the Margarita Area Specific Plan has proposed a revised alignment of the extension which connects to Broad Street north of Industrial Way. In addition to the Prado Road extension. the City is considering an extension of Los Osos Valley Road from South ifiguera Street to connect with Tank Farm Road, providing a second high - capacity east -west facility through the Airport Area. This extension is considered in lieu of widening Tank Farm Road to four lanes because Tank Farm Road is located in an area contaminated with hazardous materials. The alternatives analysis includes two additional minor road connections, 1) the extension of Buckley Road west to connect with South Higuera Street and 2) a realignment of Santa Fe Road north to connect with Tank Farm Road and an extension north to connect with the Prado Road extension. These various road extensions and permutations are evaluated in terms of the Project and three alternative "packages" described in more detail below. The analysis evaluates a number of important physical, environmental, cost and operational constraints to select the optimal alternative. These constraints and evaluation criteria are described below. Description of Alternatives Project Figure 16 illustrates the Project circulation system, which includes a variation of the General Plan alignment of the Prado Road extension. In this circulation pattern, the Prado Road extension reaches the northern projection of Santa Fe Road with Prado Road aligned Fehr & Peers Associates, Inc. Page ! JAN -21 -2000 16:46 FEHR 8 PEERS 9252842691 P.03i21 IN San Luis Obispo Airport Area Specific Plan £IR Alternatives Anall sis Se tember, 1999 northeast to connect to Broad Street approximately 300 meters north of the Industrial Way intersection. The Project system includes the Santa Fe Road extension to Prado Road, the Buckley Road extension to South Higuera Street and the Prado Road extension to Madonna Road with a new interchange at US 101. Santa Fe will have two connection points to Tank Farm Road and a single connection to Prado Road opposite a future collector street. Advantages of the Project include: • The Prado Road alignment variation connects to Broad Street at a location that feasibly allows a future easterly extension to serve the Orcutt Expansion area and at a point where it is feasible to provide a railroad grade separation. • The Santa Fe Road design provides access to planned development within a restricted 44-foot right -of -way and two -lane maximum capacity. • The Santa Fe Road design aligns with a future collector street in the Margarita area. Disadvantages of the Project include: • The connection of Prado Road to Broad Street introduces an additional major intersection to the Broad Street corridor. However. the spacing between intersections (about 300 meters) is enough to permit coordination of traffic signals. • Alterations to the hillside in order that an appropriate horizontal alignment can be established. Alternative 1 - General Plan Alignment This variation of the Prado Road alignment provides slightly less of a direct connection to US 101 for traffic traveling to and from SR 227 south_ Figure 17 illustrates this alternative which includes the eastern extension of Prado Road to connect with Broad Street at the existing signalized intersection at Industrial Way, a northerly realignment of Santa Fe Road to connect perpendicularly with Tank Farm Road and further extended north to intersect with the Prado Road extension, and a westerly extension of Buckley Road to intersect with South Higuera Street. The alignment of the Prado Road extension is that identified in the City's General Plan. This alternative includes a westerly extension of Prado Road to Madonna Road and a new full interchange with US 101, an element common to all four alternatives. Advantages of Alternative 1 include: • The Prado Road alignment provides a relatively direct connection to South Higuera Street and US 101 from Broad Street. • The Broad Street connection utilizes an existing signalized intersection eliminating the introduction of another major intersection along this highly used arterial. • The Prado Road connection at Broad Street utilizes an existing connection (Industrial Way) that could be extended further east into the Orcutt Expansion area. • There are relatively few physical and environmental constraints along the Prado Road alignment. Fehr & Peers Associates, Inc. Page 2 JAN-21-2000 16 =47 FEHR 8 PEERS 9252842691 P.04%21 San Luis Obispo Airport Area Specific Plan E1R Alternatives Analysis Disadvantages of Alternative 1 include: sepre,nber, 1999 • The Prado Road alignment requires two, rather than one, new creek crossings. • The Santa Fe Road design provides poorer access to planned development. Alternative 2 - Tank Farts Road Alignment Figure 18 illustrates this alternative which consists of aligning the Prado Road extension southeasterly to connect and merge into existing Tank Farm Road approximately 900 meters west of Broad Street. This alternative essentially combines Prado Road and Tank Farm Road into a single major east -west corridor. Existing Tank Farm Road west of the merge point could either be terminated or realigned as a minor road searing as local circulation for the Margarita Area as shown in Figure 18. This minor road may even be extended easterly to connect with Industrial Road. Alternative 2 includes the Buckley Road extension to South Higuera Street and the Prado Road extension to Madonna Road with a new interchange at U5 101. Advantages of this alternative include: • A potentially substantial cost savings in roadway construction by utilizing 900 meters of the existing Tank Farm Road corridor. • A relatively direct connection between Broad Street and US 101 to and from SR 227 south. • The opportunity to de- emphasize or even abandon a segment of Tank Farm Road which has environmental constraints to widening. • The minor road realignment of Tank Farm Road could provide additional parallel capacity to the primary east -west corridor. Disadvantages of the alternative include: • The alignment shown in Figure 18 must pass through an area of substantial surface and subsurface contamination. Disruption of this area with road construction should be avoided due to costs of clean -up, but there may be alignment variations or other methods to minimize the impact. • This alternative does not provide for future extension into the Orcutt Expansion area along a parallel facility. This alternative encourages use of Tank Farm Road to access the area. • Concentrating all of the east -west travel at a single intersection at Tank Farm/Broad may accommodate vehicular demand with substantial widening, but discourages pedestrian and bicycle travel in the area. Alternative 3 - General Plan Ali nment Plus Los Osos Valley Road Extensia This altemative is illustrated in Figure 19 and is a permutation of Alternative 1. Alternative 3 maintains the General Plan alignment of Prado Road as in Alternative 1 and provides an additional east -west corridor via an extension of Los Osos Valley Road from South Higuera Fehr & Peers Associates, lnc. Page 3 JAN -21 -2000 16:4? FEHR 8 PEERS 9252842691 P.05i21 1 San Luis Obispo Airport Area Specific Plan EIR Alternatives Analysis September, 1999 Street to connect to existing Tank Farm Road. This alternative contains the northerly realignment of Santa Fe Road to Tank Farm Road and its extension to Prado Road, but eliminates the extension of Buckley Road to South Higuera. Figure 19 shows the Los Osos Valley Road extension aligned through the middle of large land parcels to allow access to development from either side of the new road. Advantages of this alternative include: • It provides an additional east -west high capacity corridor with direct connection to an interchange on US 101. • Construction costs for the Los Osos Valley Road extension could be minimized by constructing to rural highway standards rather than arterial parkway standards. Disadvantages of this alternative include: • The western portion of the road is within a 100 -year flood plain. • The alignment of Los Osos Valley Road needs to overcome potential environmental constraints such as creeks, hazardous materials contamination and sensitive habitats. • The Los Osos Valley Road extension could be viewed as growth inducing as it provides access to potentially developable land in the County, south of the City's current urban reserve limit. • The alignment may subdivide some smaller parcels within the Airport Area making it difficult to develop. • The extension of existing Los Osos Valley Road at South Higuera Street would impact (or require condemnation of) existing buildings. • The cost of constructing the Los Osos Valley Road extension substantially increases the total cost of Alternative 3 when compared to the other alternatives. Issues and Evaluation Criteria The detailed evaluation and analysis of the Project and three alternatives includes a review of key environmental, design, cost and operational issues_ These issues constitute the evaluation criteria and are weighted appropriately for the preferred alternative selection process. The issues/evaluation criteria are: • Topography and soil stability (affects design) • Hazardous materials avoidance (affects design, environmental impacts and cost) • Subdivision of parcels (affects land development, cost, design and acceptability) Sensitive environments (affects environmental impacts, design, cost and acceptability) • Flood plains (affects design and cost of maintenance) • Design standards and geometrics (affects Caltrans acceptability and operations) • Cost to benefits ratio (affects acceptability, fundability and design) • Creeks (affects environmental impacts, design and cost) • Growth inducement (affects environmental impacts, acceptability and fundability) rehr & Peers Associates, Inc. Page 4 JAN-21-2000 16:48 FEHR 8 PEERS 9252842691 P.06i21 San Luis Obispo Airport Area Specific Plan EIR Alternatives Analyris Change in regional traffic patterns (affect environmental impacts and operations) 1999 Effect on local traffic operations and capacity (affects design, cost and acceptability) • Optimal alignment for water and sewer (affects design and cost) • Connections to expansion areas (affects environmental impacts, design and acceptability) • Consistency with adopted plans and policies (affects overall approval strategy) Major Physical and Environmental Constraints The evaluation criteria listed above include several major physical and environmental constraints that play an important role in the feasibility of the alternatives. Figures 20 through 23 illustrate some of the key constraints identified by the consultant team. Each figure shows the approximate roadway alignments of each alternative and whether they are affected by the constraints. • Figure 20 shows areas with potential surface and subsurface contamination of hazardous materials. Alternative 2 and Alternative 3 have the highest potential constraint due to hazardous materials • Figure 21 shows areas with soil stability constraints including risks of seismic activity, landslides and liquefaction/settlement. Ah of the alternatives are affected by this constraint since any of the Prado Road extension variations pass through these areas. • Figure 22 shows areas with biological constraints such as sensitive habitats and creeks and streams. All of the alternative roadway alignments are relatively well - placed in respect to biologically constrained areas, There are a number of creek or stream crossings that are required, but should not constitute significant environmental impacts. • Figure 23 shows areas with topographical constraints (steep slopes) particularly the South Street Hills. None of the alternatives encroach upon the South Street Hills constrained area, but the Prado Road extension passes through a minor hillock constraint located approximately 500 to 600 meters north of Tank Farm Road. This hillock is approximately 3 meters higher than the surrounding topography and does not present a serious constraint. The roadway can either be aligned around the hillock or the hillock can be graded level. Traffic Projections Travel demand forecasts have been prepared for the four alternatives. Traffic projections are based on buildout of the City's General Plan land uses and includes the most recent land use projections for the Airport Specific Plan Area, the Orcutt Area, and the Margarita Specific Plan area. Outside of the City (County land), employment and population forecasts do not reflect buildout, but represent about the year 2020 to 2025. For all intents and purposes, the traffic projections represent buildout of San Luis Obispo in the year 2020. Assignment of the projected traffic volumes utilized the Citywide traffic model. This analytical tool is valuable in measuring the effect of new roads, changes in travel patterns, Fehr do Peers Associates. Inc. Page .5 JAN -21 -2600 16:48 FEHR 8 PEERS 9252842691 P.67/21 • 1 San Luis Obispo Airport Area Specific plan EIR Alternatives Analysis and determining intersection turning movements for detailed traffic o erations analysis. s. his EIR includes capacity analysis of roadways and operational analysts of intersections. This alternatives analysis summarizes the traffic projections in two levels: 1) Roadway traffic projections - This report includes two -way average daily and PM peak hour volumes on key roadways within the study area. 2) Intersection levels of service — How study intersections are anticipated to operate based upon network and land use assumptions. Table 11 presents the average weekday and PM peak hour traffic volumes on 7 streets at 16 locations. The Project and Alternative 1 result in very similar traffic volumes since these two alternatives differ only in the eastern alignment of Prado Road and the design of Santa Fe Road. Alternatives 2 and 3 result in moderate to substantial changes in traffic on some streets, due to the significant alternation in roadway alignments or entirely new east -west roads. Table 12 summarizes the intersection levels of service for the Project and the alternatives. For comparison purposes, the same set of future improvements (Project mitigated) at key intersections along South Higuera Street and Broad Street was assumed and the land use assumptions were all based upon the Project land use designations. Table 12 indicates that the Project results in similar acceptable operating conditions than the conditions reported for Alternatives 1, 2 and 3, except at three intersections. The intersection of Prado Road/South Higuera Street operates at LOS E or LOS F in Alternatives 1, 2 and 3, due to a very high northbound left rum volume on South Higuera Street (the northbound left turn volume in the Project conditions is low enough to allow LOS D). In Alternative 3, the Tank Farm Road/Broad Street intersection operates at LOS F due to the combined volume from the consolidation of Tank Farm Road and the Los Osos Valley Road extension. Additionally in Alternative 3, the Los Osos Valley Road/US 101 northbound ramp intersection operates at L05 F due to the volume of northbound off -ramp traffic attracted to the interchange because of the Los Osos Valley Road extension. Table 13 provides a cost comparison of the Project and the three circulation alternatives. On an overall basis, the Project results in the second most economical cost per average daily trip (ADT) — $205 per ADT. Alternative 1 has the economical cost per average daily trip at $203 per ADT. The project is higher per trip due to new diagonal collector included as part of the Unocal Property planning. The new diagonal collector costs nearly $2,000,000 to construct with a very high cost per ADT at $1,234_ If the new diagonal collector were added, Alternative 1 would cost nearly as much as the Project, and have a higher cost per ADT. Alternative 3 is the most expensive alternative at $287 per ADT, due to the relatively high cost of the Los Osos Valley Road extension. Selection of Preferred Circulation System Table 14 summarizes the evaluation of the Project and the three circulation alternatives. This table is based upon the criteria described earlier in this report. A total of 100 points were possible for each circulation system, and points were assigned based upon the range of Fehr & Peers Associates. Inc. Page 6 JAN -21 -2000 16:49 PEHR & PEERS 9252842691 P.08i21 San Luis Obispo Airport Area Specific Plan EIR Alternatives Analysis scores provided. Table 14 indicates that the Project received the highest number of po nts relative to the three alternatives and constitutes the preferred circulation system. In fact, Alternatives 2 and 3 ranked well behind the Project and Alternative 1, based on a number of different criteria. The point system was developed based on a review of important factors with the City and consultant team and engineering judgement. Buckley Road and Santa Fe Road Extension Analyses Buckley Road. This relatively short road extension would Connect Buckley Road with South Higuera Street_ As shown on Table 13, this project has a cost of over $1.1 million but carries relatively little traffic — under 1,000 ADT. The cost/benefit ratio is very poor, at over $1,400 insignificant impact on nearby intersection operations per ADT. This extension would have insigni . Unless constructed as part of nearby development, the Buckley Road extension is not a necessary component of the Airport Area circulation system. Sauna Fe Road. This proposed extension would connect Santa Fe Road with the proposed Prado Road extension. Table 13 provides the range of cost estimates for this extension, ranging from over $500,000 to nearly $1.3 million, depending on the design. The traffic Projections completed for the Project land use scenario without the Santa Fe Road extension resulted in unacceptable traffic conditions at Prado Road/South Higuera Street intersection and the Tank Farm Road/Broad Street intersection. This roadway will constitute a critical component of the overall Margarita and Airport Area circulation system, and is also important for access to local development. It is recommended as an integral part of the future circulation system. Fehr & Peers Associates. Inc. Page 7 Jm -1-2000 G :g E ? § § k § e� FEHR &PEES ! L2/ \ 2K � §® �9 K( §� §k R/ \} a; }� k 2§ ) §} k kk k § AAA§ )§B■ §§q 003§ §w S§2 $#; ■ �/J & J ■, ) � ■ \ ] ;� b.W 2 3 § k ;4 § t ■ § _ ; k ¥ 5 § � FEHR &PEES ! L2/ \ 2K � §® �9 K( §� §k R/ \} a; }� k 2§ ) §} k kk k § AAA§ )§B■ §§q 003§ §w S§2 $#; ■ y� � J ■, ) � ■ \ ] ;� b.W F _ F. f - Q 2 4 } ( # § \ k \ § k k 7 FEHR &PEES ! L2/ \ 2K � §® �9 K( §� §k R/ \} a; }� k 2§ ) §} k kk k § AAA§ )§B■ §§q 003§ §w S§2 $#; 9252842691 P.09/21 ■ y� � J ■, ) � ■ \ ] ;� 9252842691 P.09/21 JAN-21-2000 16:49 FEHR 8 PEERS M Table 11 AVERAGE DAILY TRAFFIC AND PEAK SOUR ROADWAY PROJECTIONS (Project Land Use) 9252842691 P.10i21 Roadway Average Daily Traffic (A- Project 1 2 PNI Peak H Traffic our Trac Prado Road 3 Prnjeet 1 2 East of South Higuera 37,000 26,600 26,300 28,000 3,000 3 West of Broad 13,100 15,100 22,500 10,500 1,580 2,930 0 Tank Farm Road 1,750 1,340 1112770 12 0 East of South Higuern West of Broad 17,300 18,100 18,700 7,800 1,810 1,870 1,880 Buckley Road 21,700 19,100 N/A 25,600 2,100 1,860 NIA' 920 2,560 East of South guera 800 800 1,800 900 West of Broad 3,300 3,200 3.200 3,200 420 398 440 520 550 Los Osos Valley Road 390 390 380 Extension East of South Higuera NIA N/A N/A 10,200 NIA South of Tank Farm NIA N/A N/A 1 1,600 N/A NIA NIA 1,030 Santa Fe Road N/A NIA 1,330 South of Prado North of Buckley 14,000 1 8,400 4,400 11,900 810 860 460 South of Aiguera Street 200 1,300 Z 600 1,000 150 140 280 1,080 150 North of Prado North of Tank Farm 9.700 11.300 10,300 I0,100 10,000 920 950 930 930 North of Los Osos Valle Y 13,400 11,000 11,700 10,900 11,000 8'8� 600 900 890 850 Broad Street 11.400 1,300 890 1,840 600 North of Prado North of Tank Farm 32,400 35,900 NIA 38,400 3,600 3,700 N/A North of Buckley 29,300 28,100 32,600 27,700 36,900 30,200 3.000 3'2� 2,800 3,970 3.040 WA =not applicable 28,000 28500 2,400 2,700 2,760 2,740 Tank Farm Road and the Prado Road extension merge into the existing Tank Farm Road alignment in Alternadvc 2 Q JAN -21 -2000 16:50 FEHR 8 PEERS 9252842691 P.1121 Table 12 INTERSECTION LEVELS OF SERVICE PROJECT CONDITIONS Intersection Prado Road/South Higuera Street Project P.M' Peak Hour Alt.1 Alt, 2 AIL Tank Farm Road/South I iguera Street B F $ F B Tank Farm Road/Broad Street B B Los OsoS Valley Road /CTS 101 SB Ramps B A F Los Osos Valley Road /US I01 NB Ramps C D C Aero Drive/Broad Street B B C F Buckley Road/Broad Street $ D B B Los Osos Valley Road/ South Higuera Street C B B B B Tank Farm Road/Santa Fe Road C B B Prado Road/Broad Street C N/A B C B Prado Road/Santa Fe Road C B Buckley Road/South Higuera Street B B A B Orcutt Road/Broad Street B B B B Prado RoadMroad/Industrial / A N/ D B N/A B B Intersection level of service comparison based on equivalent lane configurations. N/A = Not Annlirahla JAN -21 -2000 16:50 e I W I�ml z 1� Q z 0 H a V e U O z nC�.I 1.w M m s0M PEHR & PEERS p8.58a U'S 1m1 �N�pp (y M N N M s 8 ^ �88 N N N V » O ti S r. SO pp p m » O M h w � CI H G6 � n Q W a h 11'5 P P ^ a O 0 CIE m f3 M N tr P M A H y M N Rp N yf r N m O jy m O C P N O F S $ 8 83 m E V � q- » N 10 N y H C r ^ T G OC T m N N W9 u w H w 4 " _ CEoV ppN Y�r; vl n M M H » H h V Vi Vf H M M H ^ per, W CL -j !gip U H p8.58a U'S 1m1 �N�pp (y M N N M s 8 ^ �88 N N N V » O ti S r. SO pp p m » O M h w a 9252842691 P.12/21 C � n W a 9w C n ■ � � C V1 Y D 3gO > ua ii Fp' 3 h F G a 9252842691 P.12/21 JAN -21 -2000 16:50 FEHR & PEERS 9252842691 P.13i21 —I INI�� ICI IMi`-I I'"l V'I�IMI f ^I I�� ��I IN 0 O II �• Q I i Y� t o E a C j -5 :: es 7 4 N I NIQ, G IIPI d � jV". 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O (� W 2§ go CL CO) �O w O � z 0o o 91 aJE zx te LLI J J Qa m 4 w JAN -21 -2000 16 :54 cEFIR & PEERS 9252642691 P.19/21 Q w S2 a a e V l 4 e 0 4 O a v h N J Q Lu 4 �N U� Qz 09 z z x0 7 � 4 c .m ti JAN -21 -2000 16:55 FE-IR 8 PEERS 9252842691 P.21/21 �a Wa I 0 Q 0 .y 0 A e Q U y �z 0 Z ca qkC as � 4 t TOTAL P.21 EXHIBIT 4a United States Army Corps of Engineers Individual Permit Application Information Alternatives Analysis for the Damon - Garcia Sports Complex Project INTRODUCTION This alternatives analysis is intended to identify alternative project locations for the Damon - Garcia Sports Complex project. Exhibit lb contains the Alternatives Analysis prepared by the City of San Luis Obispo Public Works Department for the Prado Road Extension project. The Prado Road Alternatives analysis has been provided in this application in order to justify the current alignment of sports fields, which has been designed to accommodate the proposed future Prado Road extension project. PARK SITE ALTERNATIVES ANALYSIS Because of its compact urban form and desire to maintain an open space greenbelt around the city, there is little undeveloped land over 10 -acres in size within the City of San Luis Obispo. The City does not own any other land that could be considered for sports field construction. In 1997, the City studied the availability of property outside the City limits as possible locations for additional sports fields. Three sites were initially identified. After study of land use, biological, noise, visual, drainage and slope issues, only the Damon - Garcia site was identified as a viable location. The two sites deemed not suitable were: ❑ The Martinelli property: 16 acres located on Prado Road east of Higuera. The site was eliminated when it was learned that the property was within a restricted use zone of San Luis Obispo County. The property was located in the takeoff zone of the main airport runway. The airport would not permit a concentration of people, such as would be found at a sports field, in the restricted zone. This site also has potential soil contamination problems. ❑ The Pereira property: 57 acres located on Calle Joaquin Road, south of Los Osos Valley Road. This site had slope and circulation problems, but was generally suitable. However, the property was sold to the Vineyard Christian Fellowship Church. That organization intends to construct a church and religious education buildings on the site. The remaining site, known as the Damon- Garcia property, was seen as the only viable location with adequate size for sports fields in San Luis Obispo. City of San Luis Obispo Parks and Recreation Department E4a -1 Damon - Garcia Sports Complex Section 404 Individual Permit Alternatives Analysis ALTERNATIVE SITE DESIGN LAYOUTS WITH LESS FIELDS The proposed design of four soccer fields does not provide any fields to accommodate future growth. These fields are for existing demand. For all youth, adult, and senior programs, the current shortfall of fields City-wide is eight to ten. The City had hoped to acquire a site on which to build at least eight fields. A complex with just four fields is seen as an absolute minimum project. A number less than that is simply not acceptable to the community. This project is budgeted at $5,400,00. A project of less than four fields is not cost effective, and it does not satisfy the urgent existing need. There is no City funding available to purchase additional land and build the fields at another location. r E4a -2 City of San Luis Obispo Parks and Recreation Department October 27, 2000 E)(KI b 4 4 b city Of SAII Luis OBISPO 955 Morro Street • San Luis Obispo, CA 93401 Tiffany Welch U.S. Army Corps of Engineers SUBJECT: Damon - Garcia Sports Project Permit Application — Prado Road Alignment History and Justification Dear Tiffany: Attached is the detailed history and technical information you requested regarding the Prado Road alignment as it relates to the Damon -Garcia Sports Complex. Not knowing exactly what information you would need, the following discussion answers two principal questions: Why is the Prado Road connection between South Higuera and Broad Streets necessary? And why has the northern alignment of Prado Road across the sports field property been chosen as the preferred alignment? Why is the Prado Road Connection Necessary? The City has been planning for the extension of Prado Road since 1961. Prior to that time, the County of San Luis Obispo had identified the need for a future east -west arterial connection in this area. There are three main reasons why the City is pursuing the Prado Road extension: ❖ The extension will redirect traffic away from more congested downtown residential areas. This project will enable State Highway 227 to be rerouted to follow Prado Road and make a direct connection to State Route 101 at a planned new interchange. This rerouting will direct both local and regional traffic away from downtown San Luis Obispo while providing for improved interregional traffic circulation. Rerouting traffic away from downtown residential areas can help protect the quality of life for people living there. ti• The extension will reduce traffic congestion and improve air quality. With growth occurring within the southern quadrant of the City's General Plan Urban Reserve, traffic volumes and congestion will increase on existing arterial streets to unacceptable levels. With increased congestion comes degraded air quality. The extension of Prado Road will better distribute traffic from new growth areas onto the arterial street network and reduce potential congestion on existing routes. Also, by providing a direct linkage between the SR 227 and Madonna Road, the distance that motorists will have to travel can be reduced. Reducing trip distances and potential traffic congestion both have a positive /o The City of San Luis Obispo is committed to include the disabled in all of its services, programs and activities. v� Telecommunications Device for the Deaf (805) 781 -7410. EXHIBIT 4b Individual Permit Application Information Alternatives Analysis for the Prado Road Extension Project City of San Luis Obispo Parks and Recreation Department E4b -1 effect on air quality. Conversely, if the current more - circuitous travel patterns are retained, traffic congestion and air pollution will likely increase. The extension is an essential component of planning for the area's future development. Since 1961, the area south of the South Hills complex has been targeted for urban development by successive General Plans adopted by the City of San Luis Obispo. With the expansion of the community's urban area comes the need to provide effective circulation that enables access to new land uses and is linked to the existing network of arterial streets and highways. The extension of Prado Road between South Higuera Street and Broad Street is the principal roadway needed to serve this new growth area and provide for intercity and interregional travel. Other street connections from the north are precluded by the South Hills complex; and other existing streets that are oriented in an east -west direction are too remote from the planned future residential area to provide sufficient access. In general, the lion's share of future urban development in San Luis Obispo will occur at the community's southern edge. Given this pattern of growth, there will be additional demand by motorists, bicyclists, and transit.patrons to travel in an east -west direction to access community facilities (retail shopping areas, parks, schools, recreation areas, and job sites) as well as the County Airport. The extension of Prado.Road best satisfies this access demand because it can provide a direct connection between Broad Street and Madonna Road. Why has the northern alignment for Prado Road across the sports field property been selected? Four alternative east -west roadway connections were analyzed as part of the environmental report prepared for the City's Airport Area Specific Plan. This analysis identified the currently - proposed Prado Road extension between Broad and Higuera as providing the greatest ?transportation benefits of the four alternatives considered. The City has also extensively studied two alternative alignments for Prado Road, called the "northern" and "southern" alignments, that would cross Damon - Garcia Sports Field Complex (see Figures 5 and 6 in the attached discussion paper). The northern alignment would border the northern edge of the Sports Field Complex and intersect Broad Street approximately 300 meters north of industrial way. The southern alignment would border the southern edge the Sports Field Complex and intersect Broad Street at Industrial Way. After extensive review and public debate,: in February, 2000, the City Council selected the northern alignment as the superior alternative. The following factors contributed to this City Council decision: Reduced impact to Area Creeks. The northerly alignment only requires a single spanning of Acacia Creek whereas the southerly alignment would require nco spans: one for Acacia Creek and one for Orcutt Creek. •: Enables greater wildlife migration. The northerly alignment allows for the spanning of Acacia Creek using an elevated single span bridge. This bridge can be designed to enable wildlife from the adjoining South Hills complex to pass unimpeded under the bridge and along the Acacia Creek corridor. By comparison, the elevation of the creek banks at the southern alignment would require that two box culverts be installed to span the creek. This type of facility would more significantly impede the movement of wildlife. Safest access to and from the Damon Garcia Sports Complex (DGSC). The northerly alignment of Prado Road will allow DGSC patrons to use the existing signalized intersection at Broad Street and Industrial Way as an exclusive driveway access to the sports complex. By comparison, the southerly alignment of Prado Road (intersecting Broad Street at Industrial Way) would commingle regional traffic with the sport complex traffic. This commingling would create a conflict between motorists turning left into and out of the DGSC and through- moving motorists. These items are discussed in more depth in the attached issues paper. All City documents referenced on page 13, including previous and current General Plans, Circulation Elements, staff reports and other information, are available upon request. Please review these materials and contact Tim Bochum at (805) 781 -7203 if you have questions, need additional information, or have suggestions for improvements or modifications. Sincerely; Michael McCluskey Director of Public Works G: %T=spo=tion\RadoRoadNIemotoTi ffany Issues Paper Chronology and Evolution of Prado Road Submitted in conjunction with US Army Corp of Engineers Permit Request For The Damon - Garcia Sports Field Complex, San Luis Obispo An Historical View History of the State Highway System — Development of U.S. 101, SR 01 and SR 227 US 101 is perhaps the most historic highway in California. It follows the route Portola took in 1769 wluch later became El Camino Real, the King's Highway. This historic road connected the 21 missions of California and served as the main north -south road in California until the 1920s. US 101 was commissioned in 1926 as one of the original US highways. In Oregon and Washington it followed almost exactly the same route it does now, starting in Olympia, Washington and following the coast south. In California, it followed practically the same route south as it does now to San Francisco, although some sections, like the Avenue of the Giants have been bypassed. From San Francisco south, it followed El Camino Real, again along virtually the same route as it follows now to San Diego. Because of its central location, the City of San Luis Obispo has long been an overnight destination for motorists traveling between the San Francisco and Los Angeles metropolitan areas. Prior to development of the Federal Highway System regional and interstate traffic passed through the city using Monterey and Higuera Streets to access the Cuesta Grade and the junction of State Route 01 at Santa Rosa Street. (Historically, State Route 01 ran from southern California to the San Francisco Bay Area.) Within the City of San Luis, US 101 was upgraded to freeway status in the 1950's and 60's. Unfortunately, the construction of the freeway did not redistribute regional traffic away from the downtown residential core to the extent that was initially anticipated. In 1967, State Route 227 was designated along Broad Street, Pismo Street and Santa Rosa Street within the City of San Luis Obispo. While this designation did little to increase the existing regional traffic passing through the City, it none - the -less demonstrated that motorists were using city streets to travel throughout the region, passing thorough residential areas and disrupting quality of life for those residents. in response to a substantial number of complaints from residents on this issue, the City began planning for the rerouting of HWY 227 away from the downtown area. City Planning — Streets, Roads and Land Use Attachment A outlines the City's planning history and how the location and alignment for Prado Road has been defined in the past. While a "Master Plan of Streets and Highways" had been in existence since 1953, true transportation planning for the community's street system began in 1961 when the City developed its first circulation plan and adopted its first General Plan. 4 While the 1953 master plan did not specifically identify the Prado Road extension, it did make reference to County plans that called for an additional east -west connection by either Prado Road or Tank Farm Road to provide future access. In its 1961 General Plan, the City identified Prado Road as the main east -west connection between Broad Street and Higuera Street. Subsequent General Plans (including the 1982 and 1994 Circulation Elements) all identified the need for a continuous east -west extension of Prado Road and also for the phased removal of the State Highway System from the interior core of the city: In 1969 and 1970, the City closed Monterey Street between Chorro and Broad Streets and constructed Mission Plan. The construction of this important community space had a secondary effect of reducing the attractiveness of Monterey Street as a pass through route for regional and local traffic. The goal of reducing "pass through" traffic in the downtown and the search for alternative routings for regional traffic emerged during this. time frame. In 1992, the City and Caltrans worked together to remove the SR 227 designation from segments of Broad Street and Higuera Street in the downtown (north of South Street) and to reroute the highway onto South Street with a connection to SR 101 provided at Madonna Road. •:• The City's current Circulation Element (1994) recommends that the extension of Prado Road between Broad Street and South Higuera Street become the new route for SR 227, thereby further redirecting interregional traffic away from the community's core. Closure of Monterey Street — Chorro to Broad Street The closure of Monterey Street in the Downtown area (circa 1970) had the effect of reducing the attractiveness of Monterey Street as a pass through route for regional and local traffic. It was during this time that an effort to find routes that could better direct regional pass through traffic away from the downtown was initiated. While the closure of Monterey Street may have reduced some regional pass through traffic in the downtown, a negative byproduct of this project was the redistribution of some pass through traffic to the HWY 227 corridor, which further impacted that corridor. As a result, vehicle volumes and citizen complaints increased along Santa Rosa, Pismo and Broad Street south of the downtown. While the creation of Mission Plaza was clearly a success, the closure of Monterey brought with it the need to further study and find solutions to the HWY 227 and downtown circulation issues. In the 1980'x, a strong effort to preserve historic homes and the quality of life in the Oldtown Neighborhood (located south of the commercial core and bisected by Broad Street) was bom. This neighborhood advocacy effort further emphasized the desire to redirect regional traffic away from the segments of Broad Street north of the Broad - South -Santa Barbara Street intersection. Members of the Oldtown Neighborhood Association were successful in convincing the City Council to abandon- the long established building .setback lines on Broad Street. These setback lines (sometimes called "plan lines ") would have enabled the construction of a four lane arterial road. Neighborhood residents and the City Council felt that this type of street would invite regional traffic and would be out of character with the historic nature of the Oldtowrt Neighborhood. 5 Two additional street corridors were envisioned as ways of improving regional traffic circulation. First, South Street, at that time a City -owned and maintained street, was planned as the I" stage in rerouting HWY 227 away from downtown neighborhoods north of South Street. This initial rerouting supported the Oldtown residents desire to de- emphasize Broad Street as a regional route within their neighborhood. Second, Prado Road was planned as a long -term solution to the HWY 227 issue and would extend from US 101 to Broad Street and border the Margarita Area — a planned residential neighborhood. The 1994 Circulation Element shows Prado Road extending from South Higuera Street eastward through the Margarita Area to Broad Street. The element also shows Prado Road extending westward across US 101 to Madonna Road, adding connectivity to the community's future arterial roadway network. South Street/Madonna Road Interchange - Relocation of HWY 227 from Downtown After the 1970 closure of Monterey Street, traffic circulation in the downtown commercial core and adjoining residential areas continued to be an issue. Many of the motorists using streets in the commercial core (Monterey, Higuera and Marsh) did not have downtown destinations and were passing through the area. A search for a "downtown bypass route" to separate "pass through" traffic from "local" traffic was undertaken as pan of the preparation of the 1982 Circulation Element. While a number of routes were analyzed within the element's EIR, all of the streets parallel to the arterial roads within the downtown commercial core run through residential areas; and residents in these areas strongly objected to having pass - through traffic routed through their neighborhoods. Therefore, no significant changes to the downtowns street network were made at that time, and traffic from SR 227 continued to contribute to the "pass through "" traffic impact issue. Beginning in 1985, the City began closing Higuera Street between Osos and Nipomo Streets each Thursday night to allow the very- popular Farmer's Market to take place. Since part of that street segment was designated as State Route 227, Caltrans objected to the street closure. Rather than compromising the successful layout of the Farmer's Market, the City and Caltrans cooperatively worked on the rerouting of SR 227 to South Street. This rerouting further supported the long -range goal of removing regional "pass through" traffic from downtown residential and business districts. In 1993, the City completed its upgrading of South Street and Caltrans agreed to accept it as SR 227. In adopting a new Circulation Element in 1994, the City adopted a program for establishing Prado Road as the long -term route for SR 227. Segments of Broad Street and Santa Rosa Street that pass through the Oldtown Neighborhood were reclassified as Residential Arterial and Local streets, respectively, while Prado Road was classified as a High it-aylRegional Route. 1970's - Prado Road Extension Gets Regional At the same time that the City was pursuing relocation of HWY 727 to South Street, plans were being prepared by the County of San Luis Obispo and the County Regional Council (a precursor to the Council of Governments) that identified regional transportation needs and infrastructure improvements that would be necessary to satisfy future travel demand in the county. 6 The 1974 SLO County Regional Transportation Study identifies the Prado Road extension as a major facility that would be necessary for future development of County areas within the City's Urban Reserve. In addition, this plan recommended that Prado Road be extended westward across the US 101 freeway and provide additional access to the existing and planned commercial areas along Madonna Road. In 1979, the County of SLO adopted its own Circulation Element for the San Luis Obispo Area. This element attempted to coordinate County long -range transportation planning with City planning and identified Prado Road between South Higuera and Broad Streets as an arterial street. 1994 Circulation Element The 1994 Circulation Element update to the General Plan promotes the use of modes of travel other than the private motorized vehicle. Linkages for non - motorized transportation within San Luis Obispo were also emphasized. Roadway extensions, particularly within the designated peripheral growth areas of the city (Margarita, Airport and Orcutt Specific Plan Areas), were identified as in previous plans. For the first time, this updated Circulation Element provided specific policies relating to the rerouting of HWY 227 from South Street to the future Prado Road connection (see Policy 8.9 below). Policies established under the Circulation Element that pertain to the extension of Prado Road include: Table 1— City General Plan Policies POLICY # Description POLICY SATISFIED (1) YES/NO? 8.10 The City will ensure that changes to Prado Road (projects A. 1, A.2, BA Yes and CA) and other related system improvements are implemented in a sequence that satisfies circulation demand caused by area development. 8.1 New development will be responsible for constructing new streets, bike Yes lanes, sidewalks, pedestrian paths and bus turnouts or reconstructing existing facilities. 8.2 Specific Plans prepared for areas within the city's urban reserve should Yes include a street system that is consistent with the policies, programs and standards of this Circulation Element. 8.6 Street projects should be implemented as development occurs. Yes 8.7 Rights -of -way should he reserved through the building setback line Yes process or through other mechanisms so that options for making transportation improvements are preserved. 8.9 The City will ask Caltrans to designate Prado Road between Broad Yes Street and US 101 as State Highway 227. 3.3 The City shall compJcte a continuous network of safe and convenient Yes bikeways that connect neighborhoods with major activity centers and with county bike routes specified in the Bicycle Transportation Plan. 3.7 1 All arterials should provide bike lanes. Yes (I) Extending Prado Road eastward to connect with Broad Street (following the northern alignment) satisfies these policies contained within the 1993 Circulation Element. 7 The 1994 Circulation Element included the Prado Road extension from South Higuera to Broad Streets as a major infrastructure improvement (see page 27, project A.1). In addition, the element includes extending Prado Road across the US 101 freeway to intersect with Madonna Road (see page 27, project A.2). By malting this direct east -west connection, the freeway interchanges at Los Osos Valley Road and at Madonna Road should experience less traffic congestion and improved air quality since a new access route to SR 101 will be provided. Also by making these connections, alternative transportation links for bicyclists, pedestrians and transit patrons will enable direct access across the City, thereby fostering the use of these environmentally - friendly transportation modes. The Circulation Element also determined that the planning for Prado Road would best be accomplished as part of the preparation of Specific Plan for the area (see the following graphic). A View of the Future The Specific Plan Areas — Focus on City Growth The City is preparing three specific plans that will direct the pattern of urban development along the community's southern boundary. These specific plans are being prepared consistent with the basic planning framework established by the 1994 General Plan (Land Use and Circulation Elements). However, as part of this more detailed planning, refinements are being made to the General Plan itself to take advantage of a variety of detailed studies completed since 1994. The graphic below identifies three general areas where specific plans are being prepared. Margarita Specific Pln L 1991 Circulation Element - Prado Road Alignment Airport Arca Specific Pln — 1994 Circulation Element Alignment for Prado Road The Margarita Specific Plan Area will accommodate up to 1,200 residential dwellings, a new elementary school, neighborhood parks, and hillside and creekside open space. The dominant transportation facility that is planned for this area is the Prado Road extension, which forms the areas southern boundary. (A copy of the draft plan map is included on the next page.) 9 ❖ The Airport Area Specific Plan Area is located south of the extension of Prado Road and encompasses land lying between Broad and South Higuera Streets and north of Buckley Road. This area is being planned for service commercial and industrial development with a large central section south of Tank Farm Road (the old Union Oil Tank Farm) being identified as an open space wildlife preserve. The Orcutt Area Specific Plan Area is located east of the Union Pacific Railroad and is being planned to accommodate over 500 residential dwellings, neighborhood parks, and creek side and hillside open spaces. With full future development of these three specific planning areas in combination with proposed retail commercial development on land west of U.S. Highway 101, the east -west travel demand will be huge, necessitating the extension of Prado Road. Draft Margarita Area Specific Plan ,�•:... ice,- �. _.. �..,,,.. ��-"'y- J[i.u.� n�{I +l:tl•� ?ry IIYa•.;Cl4al "rtf, A1.. mmtl� . 4LCVs I � •c Figure 2 — Margarita 5pecitic Flan (1999) Airport and Margarita Areas Specific Plan Studies. As previously mentioned four alternative land use and circulation "scenarios" were evaluated for the Airport and Margarita Areas. These alternatives are shown in attachments B through D. While all alternatives have adverse and positive impacts, the studies showed that the extension of Prado Road to intersect Broad Street north of Industrial Way would have the fewest significant environmental impacts and would provide the best long -term circulation solution. This "northern" alignment avoids the disturbance of potentially hazardous materials on land owned by Unocal Corporation, minimizes impacts to the open Feld and wetland habitats in the area located WE on the old tank farm property north of Tank Farm Road, and minimizes the number of locations where bridges are needed to cross creeks. 1999 General Plan Amendment - Prado Road Extension Issue (February 2000 Decision) The public record concerning the extension of Prado Road is extensive. Most recently, in February 2000, the San Luis Obispo City Council considered and approved an amendment to its 1994 Circulation Element by adopting the northern alignment as the desired routing for this important regional route. As part of the public hearing process, there were two key circulation questions that were answered by the City Council: Should Prado Road be extended east of Broad Street to connect with the south end of Johnson Avenue? After hearing objections from property owners in the Orcutt Area and from residents along Johnson Avenue, the Council decided not to support this eastward extension. Should Prado Road follow a northern alignment through the sports field complex or a southern alignment? The City Council approved the northern alignment. A complete copy of all of the analysis that was available to the City Council and the public can be made available upon request (it's extensive and includes a thorough evaluation of both circulation and environmental factors). A copy of the amended Circulation Element map is shown below. To summarize in a few words, the northern alignment was judged to be the superior alternative. The northern alignment is actually shorter (although by only 18 feet); has far fewer environment impacts; provides better and safer. access to the sports field site (it was purchased during the study period); and is slightly cheaper to construct. a:.VI TON r Figure 3 - Revised San Luis Obispo Circulation Element Map (February 2000) H �v I "!I \I \Iii::::.\: T., \ .._._\ Figure 3 - Revised San Luis Obispo Circulation Element Map (February 2000) H LJ The effect of both the north and south alignment on the Damon- Garcia Sports Filed Complex must be considered. 'Figures 4 and 5 show conceptual layouts for the sports fields with Prado Road on each alignment. ctaes �A of Q --Kist )kS _' .. ,:.\',�;•?�, \:�.:- - .�:�:.:: -. -. . , 1. ,. e_, Intersection — ' _ Conceptual Location _.. at Pedestrian Tunnel ` 'Xp S';'' • 1' %'� �_ ` '• �' ":._ /'' / %:'i — ';; ;forth :�;• '���,?c.— : �/ /. , ,•:r it PARKIFJG - 'i ' \_ - ;}�.�P'•� _ - ' ! 1'• ly.. .. r • "iV : Local ces; '•, � Only \\ _ :.` rnters action -. _'_._ —_ :'�... •.1 :..gate ,.;rwvwo� — Vr]a ned] l:arreni Lo�awn of -2G-, I s ?o.xe..ry N.da3. firma Figure 4 — Prado Road Proposed "Northern" Alignment Figure 5 — Prado Road Southern (Industrial Way) Alignment �1. t }^ I S I �r1 S I�C�rI I /L Ufa b Q�1, CCL ?i Dh %'� �_ ` '• �' ":._ /'' / %:'i — ';; ;forth :�;• '���,?c.— : �/ /. , ,•:r it —. -_ •, ,�`. =. J, —_. � I - PARKING['_ '•: �.�.r`zr•.� . J . sigmhzcd rnters action -. _'_._ —_ :'�... •.1 :..gate ,.;rwvwo� — Lo�awn of i 1ronccrn I .. ter•; .An. -.,. .. - -. firm:: Figure 5 — Prado Road Southern (Industrial Way) Alignment �1. t }^ I S I �r1 S I�C�rI I /L Ufa b Q�1, CCL ?i Dh Staffs concern regarding the southern alignment is shown in Figure 5 above. To create the maximum number of play areas, provide adequate parking for patrons, and avoid encroachment into creek areas, the primary parking lot driveway would need to be located in close proximity to Industrial Way. Because of this proximity (and the need to provide lengthy eastbound left turn lanes on Prado Road), left turns from the sports complex driveway onto Prado Road would need to be restricted to address safety concerns. While a second driveway to Broad Street could be constructed to alleviate this access issue, it would reduce the amount of land available for play fields and would likely need to be signalized or left turns onto Broad Street prohibited to address turning safety issues. . Similarly, the northern proposed alignment has access issues that will need to be addressed. A frequently asked question has been: "If the northern alignment is established, how will school children get access to and from the sports fields ?" (The draft Margarita Area Specific Plan envisions the construction of an elementary school along the north side of Prado Road across from the sports field complex — see plan map on page 9.) As depicted in Figure 4, the northern alignment turns just prior to the quarry pit, rises over existing topography on a gradual slope and crosses a small valley connected to the south side of the South Hills, and then turns again to cross Acacia Creek and connect to Broad Street. As it passes over the small valley, the roadway will be about 10 -15 feet above grade. It is envisioned that one or more pedestrian underpasses will be constructed at this location to enable convenient and safe access for all pedestrian and bicyclists. 12 CONCLUSIONS The City of San Luis Obispo believes that the connection of Prado Road between Broad and South Higuera Streets along the proposed northern alignment is an essential component of the City's future infrastructure because: ❖ It is needed to provide access to urban growth proposed for the southern quadrant of the City's Urban Reserve. - . ❖ In is needed to provide east -west connection for local motorists and those traveling throughout the region. ❖ It can be located to minimize the impacts on the area's wildlife resources and can be designed to safely enable wildlife migration and avoid more sensitive habitat areas. ❖ It will benefit the entire community by reducing trip distances, providing an important linkage for bicyclists, pedestrians and transit patrons, and reducing the traffic impacts of growth on existing neighborhoods through improved traffic distribution. 13 �.i ao d b CC a O i. 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Send Dep men; of Deiense. Washington Headquarters Service Directorate of Information Operations and including Jefferson Davis Highway. Surie 20503 APlea en DO NOT RETURN your form to either of the a addresses. cCompled applications must be submitted to3the D,strict Engineer having prisdiction over the locator, of the proposed activity. PRIVACY ACT STATEMENT Authority: 33 USC 401, Section 10; 1413. Section 404. Principal Purpose: These laws require permits authorizing activities in. or affecting, navigable waters of the United States, the discharge of dredged or fill material into waters of the United Sties, and the transportation of dredged material for the purpose of dumping it into ocean waters. Routine Uses: Information provided on this form will be used in evaluating the application for a permit. Disclosure: Disclosure of requested information is voluntary. If information is not provided, however. the permit application cannot be processed nor can a permit be issued. One set cf original drawings or good reproducible copies which show the location and character of the proposed activity must b-: attached to this application (see example drawings and Instructions) and be submitted to the District Engineer having jurisdiction over the locatiim of the proposed activity. An application that is not completed in full will be retumed. . (ITEMS f THRU 4 TO BE FILLED BY THE CORPS) 1. APPLICATION NO. 2. FIELD OFFICE CODE I 3. DATE RECEIVED 4. DATE APPLICATION COMPLETED ITEMS TO BE FILLED BY APPLICANT) 5. APPLICANT'S NAME City of San Luis Obispo, Perks and Recreation Department 8. AUTHORIZED AGENTS NAME AND TITLE (an agent is not required) Rincon Consultants, Inc. Contact: Paul LeSage, Director Contact: David Wolff 5. APPLICANT'S ADDRESS 9. AGENT'S ADDRESS 1341 Nipomo Street San Luis Obispo, CA 93401 -3964 1530 Monterey Street, Suite D San Luis Obispo, CA 93401 7. APPLICANTS PHONE NOS. W!AREA CODE 10. AGENT'S PHONE NOS. WiAREA CODE a. Residence N/A a. Residence N/A b. Business (805) 781 -7300 b. Business (805) 547 -0900 11 STATEMENT OF AUTHORIZATION t hereby authorize DAvrO Wo LPF - W_MCeu CurfVL ♦offs to act in my behalf as my agent in the processing f this a ' furnish, upon rec�vest,�suppleme�!lformation in support of this permit application. 9 PP icaticr. and to 11-13-00 IVA I UKt DATE ns+mt, LUCgrtON AND DESCRIPTION OF PROJECT OR ACTIVITY 12. PROJECT NAME OR TITLE (see instructions) Damon - Garcia Sports Complex Project 13. NAME OF +NATERBODY, IF KNOWN (it applicable) 114 PROJECT STREET ADDRESS (if applicable) 1 Acacia Creek 2 Orcutt Creek th are tributaries to San is Obispo Creek See Exhibit 1 15. LOCATION OF THE PROJECT San Luis Obispo California 16. OTHER LOCATION DESCRIPTIONS. IF KNOWN, (see instructions) See Exhibitl r-- -- - - I V . "Q 011 C See Exhibit1 ENG FORM 4345, Feb 94 EDITION OF SEP 91 IS OBSOLETE (Prc- ponent CECbv -OR) 491 m �/ � I HUM z 0 Er. te sex rA \� + a 7m§|�| §| } ; | |||;;; HUM z 0 Er. te sex rA \� + a i a. .I 1 ij° .l -4 Us �rl °d f i 62 -338 Rev. 5/85 Right of Way Mao Section 1, SW 1/4 of SW 1/4 Section 12 NW 1/4 of NW 1/4 o;/� v �� s it 1.z LOT a L �R 6a O T 2 Scott R. Lathrop & Ellen A. Lathrop, H &1N Doc# 99 -17581 LOT 5 TRACTI 2t33 1 (Tentative' \' � I \ I SIA S 1 RS 92 TRACT LOT 82 \ / PLAT NO. QQ. NN -33 -14,15 NN -34 -1' SCALE � PN� n Luis Obis O In = 200' 6/17/99 SECTCN rOWNSHIP MERIDLAN 1,12 31S 12E MOB &M COUNTY OF: San Luis Obispo ;PT!ON RUTH BY CH F.B.: IM • CJ may: MJM 1E55056 F - tos Podres 30063020 1 5- 3112117 Ak;THCR17 I DRAWINr CuPY ! END OF DOCUMENT . . . . . . . . . . . . ............. V4 .............. -0 t) 'v �••-T 1 r \ � v Cf) m r o mmo ;sl \lz� MHz m --i z o T, m aigm 0 M r n 0 -IG)=-4 z 4 0 COO Ogma 0 0 o C: x oomz MZ > CD 0 z T 0 C) m :[) o mo V.. m Cl) T (j) -4 0 , 0 m CO rj) Z ' m o 5 U Z;u 0 Z > 0 M 0 Q 2 a in G) m 0 zr o CD > oom 5m ;o m Fn 0 r, z (J) - C � R V CD C) > C) m < !< m 0 �y 0 CD G fD Z Cu U) 9 ED CD a) -D N 0 co r > . > > _.. iil ,MM O O O O D D ,• OD O r . . / \\ 0 I 0 CD O mo N O O X m N 0 m u m D D CD am o� Cl) O z 0 --1m z v m n 2 -01 IMO O ��7 W x �mm x O CD =i "_ _ m o = -1 w o m Imo v � °o env G) 0M T m m Fn z v c ?D 0 z X m N 0 m u m D D CD am o� We m O �+ � a r • • �j C7 01 126 44. now A it y a o I .I 1 4 "At Your Own Risk" Safety Risks Associated with the Proposed Prado Road Extension, Elementary School, and Sports Complex Traffic engineers regard walkers as an impediment to the smooth flow of traffic - in fact their standard text, the Highway Capacity Manual, refers to walkers as "traffic flow interruptions." (Highway Capacity Manual 1994). Numerous polls have indicated that the public supports walkable streets (FHWA 1994). For decades, transportation planners, engineers and builders have equated traffic safety almost exclusively with driver and passenger safety. Driving is safer, thanks to mandatory crash testing, seat belt laws, drunk driving programs, and other road construction and redesign efforts. Pedestrian safety, on the other hand, has focused largely on telling pedestrians to get out of the way. Part of the problem is that pedestrian safety has always been a secondary traffic engineering issue. The overriding goal of traffic engineering has been to improve roadway "levels of service" (LOS), which often means designing roads with wide lanes and shoulders, large turn radii at intersections, passing and turning lanes, and other features so that more vehicles may travel at higher speeds (Ewing 1995). Few efforts have focused on ensuring that streets are safe for both pedestrians and vehicles: fewer still have sought to modify driving behavior to better protect and accommodate pedestrians. National Highway and Transportation Safety Administration (NHTSA) data indicate that, between 1986 and 1995, pedestrian fatalities accounted for roughly 14 percent of all automobile - related fatalities in the United States, or about 6,150 deaths per year. This means that one in seven people killed in car crashes are pedestrians - the equivalent of one large commercial plane crash with no survivors every two weeks. Pedestrians also pay a heavy toll in injuries. NHTSA data indicate that for every pedestrian killed by a car, approximately eight more suffer severe injuries and eleven suffer less serious injuries. Between 1991 and 1995, over 100,000 pedestrians were injured each year - roughly 47,500 pedestrians suffering severe injuries, and 66,000 more suffering mild to moderate injuries annually. And since many injuries go unreported, these numbers underestimate the actual number of pedestrian injuries. The consequences of these injuries are also disproportionately serious. Though motor vehicle - pedestrian crashes constitute just 2 percent of total crashes, they result in 14 percent of all traffic-related fatalities. Pedestrian fatality rates reveal that walking may be especially hazardous for children. Thirty -two percent of all the 5- 9- year -olds who died in car crashes in 1995 were pedestrians. Since 1986, seventeen percent of all pedestrian fatalities - an average of approximately 1,033 per year - involve children under age 18. Another 110,000 were injured. Pedestrians account for 14 percent of all motor vehicle - related deaths. 76,550 pedestrians were injured, and 5,300 killed by automobiles in 1997, more than the total population of San Luis Obispo: kil Most pedestrians are killed by cars on neighborhood streets - the streets where we walk, and where our children play. NHTSA data indicate that over half - 55 percent - of all pedestrian fatalities occurred on streets - defined in engineering parlance as "Local Roads ", "Collectors", and "Minor Arterials" - that run through residential neighborhoods. This problem is evident in many communities, where small streets become speedways due to so- called "improvements," or as they are invaded by commuters rushing to work, pizza delivery people, or unsafe drivers just looking for a shortcut. The relentless pursuit of improved traffic flow has increased speeds on many residential roads, which in turn puts pedestrians and bicyclists at higher risk. A ten -mile per hour increase in speed, from 20 mph to 30 mph, increases the risk of death for a pedestrian or bicyclist in a collision ninefold. If a car going 20 miles per hour hits a person, there is a 95 percent chance that the person will survive. If that same car is going 30 miles per hour, the person has slightly better than a 50/50 chance of survival. This simple safety fact is ignored or obscured by the highway lobby. The American Automobile Association (AAA) has for decades argued that wider and straighter roads are needed to improve motorist safety. AAA's ongoing lobbying campaign includes a national push for "higher7grade roads" that have wider travel lanes (at least twelve feet), shoulders at least eight feet wide, medians 30 feet wide, and no "roadside hazards" at the sides of roads up to 30 feet: in each direction - rules that would all but prohibit pedestrians from walking anywhere near these roads. "Higher grade roads are more forgiving of driver error, such as failure to stay in the proper lane or running off the road," states AAA in their recent Crisis Ahead report (AAA 1996). Despite their professed concern for transportation safety, the road lobby consistently overlooks the adverse impacts of such "upgrades" on pedestrian safety - longer street crossing times, higher vehicle speeds, and less motorist vigilance for pedestrian activity. The road lobby's misguided priorities are characteristic of a transportation system that fails to protect people who walk or bicycle, and blames the non -driver rather than the poorly designed roads that create hazards for them. Over a decade ago, DOT officials acknowledged that pedestrian and bicyclist fatality rates were alarming, and called for more action to improve public safety (U.S. DOT 1985). Still, state and local transportation agencies have failed to implement the measures necessary to meet this challenge. Is your child at risk? Accidents involving children are most likely to occur during the evening rush hour from 3:00 to 7:00 p.m. Areas with high traffic volumes, higher than average speeds, and fewer crossing signals put children at increased risk. Studies have found that more than half of the pedestrian injuries to children under 9 years of age result from children darting out into the street without warning. Fatigue and lack of attention increase the risk of a child suffering a pedestrian injury on the way home from school. According to figures from the U.S. Department of Transportation (US DOT), 806 children, ages 15 and younger were killed in pedestrian crashes in the United States in -. to 1994. These data also show that on average, 10 boys and 5 girls, in that same age bracket, died each week in a pedestrian crash in 1994. The incidence of injuries among children due to pedestrian crashes is even higher. Many of these injuries are also quite grave. The USDOT figures for that year show that 30,833 children, ages 15 and younger, were injured in pedestrian crashes. Those figures also show that 340 boys and 250 girls, ages 15 and younger, were injured each week in pedestrian crashes. "Kids are unacquainted with the dangers of the road and they also tend to think of adults as people who take care of children and that attitude may extend to how they think of drivers," said Partnership member Dr. Alfred Farina, a research psychologist in charge of pedestrian and bicycle safety research for the USDOT National Highway Traffic Safety Administration (NHTSA). "We did a study one time about the street crossing behaviors of kids, ranging in age from kindergartners to third graders," he said. "What we found was that about 90 percent of the crossings made by young children were in error. " One of the most common errors young children make, Dr. Farina said, is to "dart out" into the street without first checking left, right and. then left again for traffic. In fact, 46 percent of the pedestrian crashes involving children, ages 5 through 14, can be attributed to "dart out" behavior. Another factor contributing to child pedestrian crashes is that many parents tend to overestimate their child's ability to deal with street conditions, said John Moffat, director of the Washington Traffic Safety Commission. Moffat is a member of the National Association of Governors' Highway Safety Representatives, which is a member of the Partnership." Pedestrian crashes are one of the biggest killers of children ages 5 to 9," he said. 'That's because children often dart out into the road and by the time a driver detects them and is able to stop, it is often too late." Children under the age of 9 show Tittle awareness of the dangers of crossing the road. They are unable to determine when it is safe to cross the street because they have not yet developed the abilities to do so. Allowing children to play unattended near a street is also dangerous, according to Richard Blomberg, the president of Dunlap & Associates in Stamford, Conn., a research organization that specializes in pedestrian safety research. "We tend to look at children as Tittle adults and forget that they aren't fully developed yet," Blomberg said. "Their ability to localize sound isn't fully developed. Their judgment isn't fully developed. Their vision isn't fully developed. We as adults have to have an understanding of the limitations of a child." "Children are often so focused on their play activities that they don't notice cars," said Partnership member John Fegan, the bicycle and pedestrian program manager for the Office of the Secretary of the USDOT. "If a ball or something rolls out into the street, they just run out after it without thinking about the cars," he said. "Kids also don't have an appreciation for the dynamics of how cars work," he added. "A car obviously just can't stop on a dime and kids don't have an understanding of that. I don't think they have a sense of the danger that a car could hit them. And they're rewarded for that belief and that behavior because most likely, they have run across the street many times and have not been hit by a car. But it only takes one time." Lowering the vehicle speed on a street would allow more time to detect a child and reduce potential injuries if there's an unfortunate crash. h BICYCLING More than 70 percent of children ages 5 to 14 (27.7 million) ride bicycles. This age group rides about 50 percent more than the average bicyclist and accounts for approximately 30 percent of all bicycle - related deaths and more than 60 percent of all bicycle - related injuries. Bicycles remain associated with more childhood injuries than any other consumer product except the automobile. Deaths and Injuries In 1996, 213 children ages 14 and under died in bicycle - related crashes. Motor vehicles were involved in nearly 200 of these deaths. • In 1997, more than 350,000 children ages 14 and under were treated in hospital emergency rooms for bicycle- related injuries. • In 1997, children ages 14 and under accounted for 40 percent of bicyclists injured in motor vehicle crashes. It is estimated that collisions with motor vehicles account for 90 percent of all bicycle - related deaths and 10 percent of all nonfatal bicycle - related injuries. Collision with a motor vehicle increases the risk of death, severity of injury, and probability of sustaining a head injury. More than 40 percent of all head injury- related deaths and approximately three - fourths of head injuries occur among children ages 14 and under. Younger children suffer a higher proportion of head injuries than older children. When and Where Injuries Occur • Children are more likely to die from bicycle crashes at non - intersection locations (66 percent), during the months of May to August (55 percent), and between 3 p.m. and 6 p.m. (39 percent). • Nearly 60 percent of all childhood bicycle- related deaths occur on minor roads. The typical bicycle /motor vehicle crash occurs within one mile of the bicyclist's home. • Children ages 14 and under are more likely to be injured riding in non - daylight hours (e.g., at dawn, dusk or night). The risk of sustaining an injury during non - daylight conditions is nearly four times greater than during the daytime. • Among children ages 14 and under, more than 80 percent of bicycle - related fatalities are associated with the bicyclist's behavior including, riding into a street without stopping; turning left or swerving into traffic that is coming from behind; running a stop sign; and riding against the flow of traffic. • Collision with a motor vehicle and crashes occurring at speeds greater than 15 miles per hour increase the risk of severe bicycle- related injury and death. • Children ages 14 and under are five times more likely to be injured in a bicycle - related crash than older riders. • Males"account for more than 80 percent of bicycle - related deaths and 75 percent of nonfatal injuries. Children ages 10 to 14, especially males, have the highest death rate from bicycle - related head injury of all ages. • Among older children, bicycle injuries sustained by boys are more likely to .involve a motor vehicle and occur in a street location than bicycle injuries sustained by girls. The total annual cost of traffic- related bicyclist death and injury among children ages 14 and under is more than $3.4 billion. A review of hospital discharge data in Washington state found that treatment for nonfatal bicycle injuries among children ages 14 and under cost more than $113 million each year, an average of $218,000 per child. /�I //� b it / // •r Jr♦ .� / /a / II / r♦/ ♦ �. 0,10,4171-17mm r. ia• I / / I/ / - pia / ✓ � ♦l4J la.♦ ./ ii v � �i oor 0 / i,... .emu /I �� r .r / r M i :I / i -1 i I _I Ll1 I i 1_I Lj . 1 I 62 -338 Rev. 5/85 Right of Way Map 4 Section 1, SW 1/4 of SW 1/4 Section 12 NW 1/4 of NW 1/4 2 1 11 12 \` l LOT a LOT 2 Scott R. Lathrop & Ellen A. Lathrop, H &W Docl 99 -17581 :LOT S LOT �t: z \ TRACT 4 t I \ / SIA S 1 URRS 2 BA TRACT LOT 83 'LOT 82 PLAT NO. NN-33-14 NN3 34—" SCALE San Luis Obispo 1" = 200' 1 6/17/99 I N WNSMI MERIDIAN 1,12 315 12E MCB &M COUNTY OF: Son Luis Obis nn IESCRIPTION RUTH BY CH F.B.: 0R.8Y: Q CH.8Y: MJM 1E55086 Los Podres 30063020 S- 3112117 A AWI I. COPY FND OF DOCUMENT 1 " EXHIBIT 4a United States Army Corps of Engineers Individual Permit Application Information Alternatives Analysis for the Damon - Garcia Sports Complex Project INTRODUCTION This alternatives analysis is intended to identify alternative project locations for the Damon- Garcia Sports Complex project. Exhibit 4b contains the Alternatives Analysis prepared by the City of San Luis Obispo Public Works Department for the Prado Road Extension project. The Prado Road Alternatives analysis has been provided in this application in order to justify the current alignment of sports fields, which has been designed to accommodate the proposed future Prado Road extension project. PARK SITE ALTERNATIVES ANALYSIS Because of its compact urban form and desire to maintain an open space greenbelt around the city, there is little undeveloped land over 10 -acres in size within the City of San Luis Obispo. The City does not own any other land that could be considered for sports field construction. In 1997, the City studied the availability of property outside the City limits as possible locations for additional sports fields. Three sites were initially identified. After study of land use, biological, noise, visual, drainage and slope issues, only the Damon - Garcia site was identified as a viable location. The two sites deemed not suitable were: ❑ The Martinelli property. 16 acres located on Prado Road east of Higuera. The site was eliminated when it was learned that the property was within a restricted use zone of San Luis Obispo County. The property was located in the takeoff zone of the main airport runway. The airport would not permit a concentration of people, such as would be found at a sports field, in the restricted zone. This site also has potential soil contamination problems. ❑ The Pereira property: 57 acres located on Calle Joaquin Road, south of Los Osos Valley Road. This site had slope and circulation problems, but was generally suitable. However, the property was sold to the Vineyard Christian Fellowship Church. That organization intends to construct a church and religious education buildings on the site. The remaining site, known as the Damon- Garcia property, was seen as the only viable location with adequate size for sports fields in San Luis Obispo. City of San Luis Obispo Parks and Recreation Department E4a -1 Damon - Garcia Sports Complex Section 404 Individual Permit Alternatives Analysis ALTERNATIVE SITE DESIGN LAYOUTS WITH LESS FIELDS The proposed design of four soccer fields does not provide any fields to accommodate future growth. These fields are for existing demand. For all youth, adult, and senior programs, the current shortfall of fields City-wide is eight to ten. The City had hoped to acquire a site on which to build at least eight fields. A complex with just four fields is seen as an absolute minimum project. A number less than that is simply not acceptable to the community. This project is budgeted at $5,400,00. A project of less than four fields is not cost effective, and it does not satisfy the urgent existing need. There is no City funding available to purchase additional land and build the fields at another location. r E4a -2 City of San Luis Obispo parks and Recreation Department October 27, 2000 E)AWO city of son Luis OBISPO 955 Morro Street � San Luis Obispo, CA 93401 Tiffany Welch U.S. Army Corps of Engineers SUBJECT: Damon - Garcia Sports Project Permit Application — Prado Road Alignment History and Justification Dear Tiffany, Attached is the detailed history and technical information you requested regarding the Prado Road alignment as it relates to the Danion Garcia Sports Complex. Not !mowing exactly what information you would need, the following discussion answers two principal questions: Why is the Prado Road connection between South Higuera and Broad Streets necessary? And why has the northern alignment of Prado Road across the sports field property been chosen as the preferred alignment? Why is the Prado Road Connection Necessary? The City has been planning for the extension of Prado Road since 1961. Prior to that time, the County of San Luis Obispo had identified the need for a future east -west arterial connection in this area. There are three main reasons why the City is pursuing the Prado Road extension: ❖ The extension will redirect traffic away from more congested downtown residential areas. This project will enable State Highway 227 to be rerouted to follow Prado Road and make a direct connection to State Route 101 at a planned new interchange. This rerouting will direct both local and regional traffic away from downtown San Luis Obispo while providing for improved interregional traffic circulation. Rerouting traffic away from downtown residential areas can help protect the quality of life for people living there. •: The extension will reduce traffic congestion and improve air quality. With growth occurring within the southern quadrant of the City's General Plan Urban Reserve, traffic volumes and congestion will increase on existing arterial streets to unacceptable levels. With increased congestion comes degraded air quality. The extension of Prado Road will better distribute traffic from new growth areas onto the arterial street network and reduce potential congestion on existing routes. Also, by providing a direct linkage between the SR 227 and Madonna Road, the distance that motorists will have to travel can be reduced. Reducing trip distances and potential traffic congestion both have a positive rtO�, The City of San Luis Obispo is committed to include the disabled in all of its services, programs and activities. /t, Telecommunications Device for the Deaf (805) 781 -7410. EXHIBIT 4b Individual Permit Application Information Alternatives Analysis for the Prado Road Extension Project City of San Luis Obispo Parks and Recreation Department E4b -1 effect on air quality. Conversely, if the current more - circuitous travel patterns are retained, traffic congestion and air pollution will likely increase. ❖ The extension is an essential component of planning for the area's future development. Since 1961, the area south of the South Hills complex has been targeted for urban development by successive General Plans adopted by the City of San Luis Obispo. With the expansion of the community's urban area cones the need to provide effective circulation that enables access to new land uses and is linked to the existing network of arterial streets and highways. The extension of Prado Road between South Higuera Street and Broad Street is the principal roadway needed to serve this new growth area and provide for intercity and interregional travel. Other street connections from the north are precluded by the South Hills complex; and other existing streets that are oriented in an east -west direction are too remote from the planned future residential area to provide sufficient access. In general, the lion's share of future urban development in San Luis Obispo will occur at the community's southern edge. Given this pattern of growth, there will be additional demand by motorists, bicyclists, and transit patrons to travel in an east -west direction to access corrununity facilities (retail shopping areas, parks, schools, recreation . areas, and job sites) as well as the County Airport. The extension of Prado Road best satisfies this access demand because it can provide a direct connection between Broad Street and Madonna Road. Why has the northern alignment for Prado Road across the sports field property been selected? Four alternative east -west roadway connections were analyzed as part of the environmental report prepared for the City's Airport Area Specific Plan. This analysis identified the currently proposed Prado Road extension between Broad and Higuera as providing the greatest transportation benefits of the four alternatives considered. The City has also extensively studied two alternative alignments for Prado Road, called the "northern" and "southern" alignments, that would cross Damon -Garcia Sports Field Complex (see Figures 5 and 6 in the attached discussion paper). The northern: alignment would border the northern edge of the Sports Field Complex and intersect Broad Street approximately 300 meters north of industrial way. The southern alignment would border the southern edge the Sports Field Complex and intersect Broad Street at Industrial Way. After extensive review and public debate,: in February, 2000, the City Council selected the northern alignment as the superior alternative. The following factors contributed to this City Council decision: Reduced impact to Area Creeks. The northerly alignment only requires a single spanning of Acacia Creek whereas the southerly alignment would require tiro spans: one for Acacia Creek and one for Orcutt Creek. ❖ Enables greater wildlife migration. The northerly alignment allows for the spanning of Acacia Creek using an elevated single span bridge. This bridge can be designed to enable wildlife from the adjoining South Hills complex to pass unimpeded under the bridge and along the Acacia Creek corridor. By comparison, the elevation of the creek banks at the southern alignment would require that two box culverts be installed to span the creek. This type of facility would more significantly impede the movement of wildlife. ❖ Safest access to and from the Damon Garcia Sports Complex (DGSC). The northerly alignment of Prado Road will allow DGSC patrons to use the existing signalized intersection at Broad Street and Industrial Way as an exclusive driveway access to the sports complex. By comparison, the southerly alignment of Prado Road (intersecting Broad Street at Industrial Way) would commingle regional traffic with the sport complex traffic. This commingling would create a conflict between motorists turning left into and out of the DGSC and through - moving motorists. These items are discussed in more depth in the attached issues paper. All City documents referenced on page 13, including previous and current General Plans, Circulation Elements, staff reports and other information, are available upon request. Please review these materials and contact Tim Bochum at (805) 781 -7203 if you have questions, need additional information, or have suggestions for improvements or modifications. Sincerely; Michael McCluskey Director of Public Works G: \Transponat i un\Prado R oad A7 a motoTi ffany Issues Paper Chronology and Evolution of Prado Road Submitted in conjunction with US Army Corp of Engineers Permit Request For The Damon- Garcia Sports Field Complex, San Luis Obispo An Historical View History of the State Highway System — Development of U.S. 101, SR O1 and SR 227 US 101 is perhaps the most historic highway in Califomia. It follows the route Portola took in 1769 which later became El Camino Real, the King's Highway. This historic road connected the 21 missions of California and served as the main north -south road in California until the 1920s. US 101 was commissioned in 1926 as one of the original US highways. In Oregon and Washington it followed almost exactly the same route it does now, starting in Olympia, Washington and following the coast south. In California, it followed practically the same route south as it does now to San Francisco, although some sections, like the Avenue of the Giants have been bypassed. From San Francisco south, it followed El Camino Real, again along virtually the same route as it follows now to San Diego. Because of its central location, the City of San Luis Obispo has long been an overnight destination for motorists traveling between the San Francisco and Los Angeles metropolitan areas. Prior to development of the Federal Highway System regional and interstate traffic passed through the city using Monterey and Higuera Streets to access the Cuesta Grade and the junction of State Route 01 at Santa Rosa Street. (Historically, State Route 01 ran from southern California to the San Francisco Bay Area.) Within the City of San Luis, US 101 was upgraded to freeway status in the 1950's and 60's. Unfortunately, the construction of the freeway did not redistribute regional traffic away from the downtown residential core to the extent that was initially anticipated. In 1967, State Route 227 was designated along Broad Street, Pismo Street and Santa Rosa Street within the City of San Luis Obispo. While this designation did little to increase the existing regional traffic passing through the City, it none - the -less demonstrated that motorists were using city streets to travel throughout the .region, passing thorough residential areas and disrupting quality of life for those residents. In response to a substantial number of complaints from residents on this issue, the City began planning for the rerouting of HWY 227 away from the downtown area. City Planning — Streets, Roads and Land Use Attachment A outlines the City's planning history and how the location and alignment for Prado Road has been defined in the past. While a "Master Plan of Streets and Highways" had been in existence since 1953, true transportation planning for the community's street system began in 1961 when the City developed its first circulation plan and adopted its first General Plan. 4 While the 1953 master plan did not specifically identify the Prado Road extension, it did make reference to County plans that called for an additional east -west connection by either Prado Road or Tank Farm Road to provide future access. In its 1961 General Plan, the City, identified Prado Road as the main east -west connection between Broad Street and Higuera Street. Subsequent General Plans (including the 1982 and 1994 Circulation Elements) all identified the need for a continuous east -west extension of Prado Road and also for the phased removal of the State Highway System from the interior core of the city: ❖ In 1969 and 1970, the City closed Monterey Street between Chorro and Broad Streets and constructed Mission: Plaza. The construction of this important community space had a secondary effect of reducing the attractiveness of Monterey Street as a pass through route for regional and local traffic. The goal of reducing "pass through" traffic in the downtown and the search for alternative routings for regional traffic emerged during this time frame. ❖ In 1992, the City and Caltrans worked together to remove the SR 227 designation from segments of Broad Street and Higuera Street in the downtown (north of South Street) and to reroute the highway onto South Street with a connection to SR 101 provided at Madonna Road. ❖ The City's current Circulation Element (1994) recommends that the extension of Prado Road between Broad Street and South Higuera Street become the new route for SR 227, thereby further redirecting interregional traffic away from the community's core. Closure of Monterey Street — Chorro to Broad Street The closure of Monterey Street in the Downtown area (circa 1970) had the effect of reducing the attractiveness of Monterey Street as a pass through route for regional and local traffic. It was during this time that an effort to find routes that could better direct regional pass through traffic away from the downtown was initiated. While the closure of Monterey Street may have reduced some regional pass through traffic in the downtown, a negative byproduct of this project was the redistribution of some pass through traffic to the HWY 227 corridor, which further impacted that corridor. As a result, vehicle volumes and citizen complaints increased along Santa Rosa, Pismo and Broad Street south of the downtown. While the creation of Mission Plaza was clearly a success, the closure of Monterey brought with it the need to further study and find solutions to the HWY 227 and downtown circulation issues. In the 1980's, a strong effort to preserve historic homes and the quality of life in the Oldtown Neighborhood (located south of the commercial core and bisected by Broad Street) was born. This neighborhood advocacy effort further emphasized the desire to redirect regional traffic away from the segments of Broad Street north of the Broad- South -Santa Barbara Street intersection. Members of the Oldtown Neighborhood Association were successful in convincing the City Council to abandon the long established building setback liner on Broad Street. These setback lines (sometimes called "plan lines") would have enabled the construction of a four lane arterial road. Neighborhood residents and the City Council felt that this type of street would invite regional traffic and would be out of character with the historic nature of the Oldtown Neighborhood. 5 Two additional street corridors were envisioned as ways of improving regional traffic circulation. First, South Street, at that time a City -owned and maintained street, was planned as the I` stage in rerouting HWY 227 away from downtown neighborhoods north of South Street. This initial rerouting supported the Oldtown residents desire to de- emphasize Broad Street as a regional route within their neighborhood. Second, Prado Road was planned as a long -term solution to the HWY 227 issue and would extend from US 101 to Broad Street and border the Margarita Area — a planned residential neighborhood. The 1994 Circulation Element shows Prado Road extending from South Higuera Street eastward through the Margarita Area to Broad Street. The element also shows Prado Road extending westward across US 101 to Madonna Road, adding connectivity to the community's future arterial roadway network. South Street/Madonna Road Interchange- Relocation of HWY 227 from Downtown After the 1970 closure of Monterey Street, traffic circulation in the downtown commercial core and adjoining residential areas continued to be an issue. Many of the motorists using streets in the commercial core (Monterey, Higuera and Marsh) did not have downtown destinations and were passing through the area. A search for a "downtown bypass route" to separate "pass through" traffic from "local" traffic was undertaken as part of the preparation of the 1982 Circulation Element. While a number of routes were analyzed within the element's EIR, all of the streets parallel to the arterial roads within the downtown commercial core run through residential areas; and residents in these areas strongly objected to having pass - through traffic routed through their neighborhoods. Therefore, no significant changes to the downtowns street network were made at that time, and traffic from SR 227 continued to contribute to the "pass through "" traffic impact issue. Beginning in 1985, the City began closing Higuera Street between Osos and Nipomo Streets each Thursday night to allow the very- popular Fanner's Market to take place. Since part of that street segment was designated as State Route 227, Caltrans objected to the street closure. Rather than compromising the successful layout of the Farmer's Market, the City and Caltrans cooperatively worked on the rerouting of SR 227 to South Street. This rerouting further supported the long-range goal of removing regional "pass through" traffic from downtown residential and business districts. In 1993, the City completed its upgrading of South Street and Caltrans agreed to accept it as SR 227. In adopting a new Circulation Element in 1994, the City adopted a program for establishing Prado Road as the long -term route for SR 227. Segments of Broad Street and Santa Rosa Street that pass through the Oldtown Neighhorlhnnd were reclassified as Residential Arterial and Local streets, respectively, while Prado Road was classified as a Highway/Regional Route. 1970's - Prado Road Extension Gets Regional At the same time that the City was pursuing relocation of HWY 227 to South Street, plans were being prepared by the County of San Luis Obispo and the County Regional Council (a precursor to the Council of Governments) that identified regional transportation needs and infrastructure improvements that would be necessary to satisfy future travel demand in the county. 6 The 1974 SLO County Regional Transportation Study identifies the Prado Road extension as a major facility that would be necessary for future development of County areas within the City's Urban Reserve. In addition, this plan recommended that Prado Road be extended westward across the US 101 freeway and provide additional access to the existing and planned commercial areas along Madonna Road. In 1979, the County of SLO adopted its own Circulation Element for the San Luis Obispo Area. This element attempted to coordinate County long -range transportation planning with City planning and identified Prado Road between South Higuera and Broad Streets as an arterial street. 1994 Circulation Element The 1994 Circulation Element update to the General Plan promotes the use of modes of travel other than the private motorized vehicle. Linkages for non- motorized transportation within San Luis Obispo were also emphasized. Roadway extensions, particularly within the designated peripheral growth areas of the city (Margarita, Airport and Orcutt Specific Plan Areas), were identified as in previous plans. For the first time, this updated 'Circulation Element provided specific policies relating to the rerouting of HWY 227 from South Street to the future Prado Road connection (see Policy 8.9 below). Policies established under the Circulation Element that pertain to the extension of Prado Road include: Table 1— City General Plan Policies POLICY # Description POLICY SATISFIED (1) YES/NO? 8.10 The City will ensure that changes to Prado Road (projects A.1, A.2, B.4 Yes and C.1) and other related system improvements are implemented in a sequence that satisfies circulation demand caused by area development. 8.1 New development will be responsible for constructing new streets, bike Yes lanes, sidewalks, pedestrian paths and bus turnouts or reconstructing existing facilities. 8.2 Specific Plans prepared for areas within the city's urban reserve should Yes include a street system that is consistent with the policies, programs and standards of this Circulation Element. 8.6 Street projects should be implemented as development occurs. Yes 8.7 Rights -of -way should be reserved through 'the building setback line Yes process or through other mechanisms so that options for making transportation improvements are preserved.. 8.9 The City will ask Caltrans to designate Prado Road between Broad Yes Street and US 101 as State Highway 227. 3.3 The City shall complete a continuous network of safe and convenient Yes bikeways that connect neighborhoods with major activity centcrs and with county hike routes specified in the Bicycle Transportation Plan. 3.7 All arterials should provide hike lanes. Ycs ( I) Extending Prado Road eastward to connect with Broad Street (following the northern alignment) satisfies these policies contained within the 1994 Circulation Element. 7 The 1994 Circulation Element included the Prado Road extension from South Higuera to Broad Streets as a major infrastructure improvement (see page 27, project A.1). In addition, the element includes extending Prado Road across the US 101 freeway to intersect with Madonna Road (see page 27, project A.2). By malting this direct east -west connection, the freeway interchanges at Los Osos Valley Road and at Madonna Road should experience less traffic congestion and improved air quality since a new access route to SR 101 will be provided. Also by making these connections, alternative transportation links for bicyclists, pedestrians and transit patrons will enable direct access across the City, thereby fostering the use of these environmentally - friendly transportation modes. The Circulation Element also determined that the planning for Prado Road would best be accomplished as part of the preparation of Specific Plan for the area (see the following graphic). A View of the Future The Specific Plan Areas – Focus can City Growth The City is preparing three specific plans that will direct the pattern of urban development along the community's southern boundary. These specific plans are being prepared consistent with the basic planning framework established by the 1994 General Plan (Land Use and Circulation Elements). However, as part of this more detailed planning, refinements are being made to the General Plan itself to take advantage of a variety of detailed studies completed since 1994. The graphic below identifies three general areas where specific plans are being prepared. .. _ _ — \.. �7argarita Specific Pin �; �•-_..�. - c :�.... •F �` r: Orcun Specific Pin 1994 Cireul:uion Element - Prado Road - --- -- Alignment Airport Area Specific Pln I — 1994 Circulation Element Alignment for Prado Road The Margarita Specific Plan Area will accommodate up to 1,200 residential dwellings, a new elementary school, neighborhood parks, and hillside and creekside open space. The dominant transportation facility that is planned for this area is the Prado Road extension, which forms the areas southern boundary. (A copy of the draft plan map is included on the next page.) 9 •:• The Airport Area Specific Plan Area is located south of the extension of Prado Road and encompasses land lying between Broad and South Higuera Streets and north of Buckley Road. This area is being planned for service commercial and industrial development with a large central section south of Tank Farm Road (the old Union Oil Tank Farm) being identified as an open space wildlife preserve. ee The Orcutt Area Specific Plan Area is located east of the Union Pacific Railroad and is being planned to accommodate over 500 residential dwellings, neighborhood parks, and creek side and hillside open spaces. With full future development of these three specific planning areas in combination with proposed retail commercial development on land west of U.S. Highway 101, the east -west travel demand will be huge, necessitating the extension of Prado Road. Draft Margarita Area Specific Plan � ._•_ .. _ __. � 1 -. ^� _ to �: ' , M.n:W Figure 2 — Margarita Specific Plan (1999) Airport and Margarita Areas Specific Plan Studies. As previously mentioned four alternative land use and circulation "scenarios" were evaluated for the Airport and Margarita Areas. These alternatives are shown in attachments B through D. While all alternatives have adverse and positive impacts, the studies showed that the extension of Prado Road to intersect Broad Street north of Industrial Way would have the fewest significant environmental impacts and would provide the best long -term circulation solution. This "northern" alignment avoids the disturbance of potentially hazardous materials on land owned by Unocal Corporation, minimizes impacts to the open field and wetland habitats in the area located 9j 1$v JJ >nnnarn.n � ._•_ .. _ __. � 1 -. ^� _ to �: ' , M.n:W Figure 2 — Margarita Specific Plan (1999) Airport and Margarita Areas Specific Plan Studies. As previously mentioned four alternative land use and circulation "scenarios" were evaluated for the Airport and Margarita Areas. These alternatives are shown in attachments B through D. While all alternatives have adverse and positive impacts, the studies showed that the extension of Prado Road to intersect Broad Street north of Industrial Way would have the fewest significant environmental impacts and would provide the best long -term circulation solution. This "northern" alignment avoids the disturbance of potentially hazardous materials on land owned by Unocal Corporation, minimizes impacts to the open field and wetland habitats in the area located 9j on the old tank farm property north of Tank Farm Road, and minimizes the number of locations where bridges are needed to cross creeks. 1999 General Plan Amendment - Prado Road Extension Issue (February 2000 Decision) The public record concerning the extension of Prado Road is extensive. Most recently, in February 2000, the San Luis Obispo City Council considered and approved an amendment to its 1994 Circulation Element by adopting the northern alignment as the desired routing for this important regional route. As part of the public hearing process, there were two key circulation questions that were answered by the City Council: Should Prado Road be extended east of Broad Street to connect with the south end of Johnson Avenue? After hearing objections from property owners in the Orcutt Area and from residents along Johnson Avenue, the Council decided not to support this eastward extension. ❖ Should Prado Road follow a northern alignment through the sports field complex or a southern alignment? The City Council approved the northern alignment. A complete copy of all of the analysis that was available to the City Council and the public can be made available upon request (it's extensive and includes a thorough evaluation of both circulation and environmental factors). A copy of the amended Circulation Element map is shown below. To summarize in a few words, the northern alignment was judged to be the superior alternative. The northern alignment is actually shorter (although by only 18 feet); has far fewer environment impacts; provides better and safer_ access to the sports field site (it was purchased during the study period); and is slightly cheaper to construct. Fk". i. -:r a- Figure 3 - Revised San Luis Obispo Circulation Element Map (February 2000) a The effect of both the north and south alignment on the Damon- Garcia Sports Filed Complex must be considered. Figures 4 and 5 show conceptual layouts for the sports fields with Prado Road on each alignment. Mgnalized ' , Intersection JJ "IT r ; _:':';' Conceptual Location ..�� � : L_! 'qf Pedestrian Tunnel rt' l/ R��•I PARKING!.,:. ;/ — ,.LR� c n .% ..ltllerseta — — ._ A ` Local Acce� •, ..` \ Only 1''1 N:da nce7 tlaeGem AS9nman: ' F:m.ra d — Prndn Rnarl Prnnnced " Nnrthern" Alignment :��:•. _��''. — �� ;Joni, t �I `I PARKING r r �iynal cu / I'1 � f yR Jam/ Intersection .t Lxetiun of / tioncern r _i Figure 5 — Prado Road Southern (Industrial Way) Alignment Staffs concern reg rding the southern alignment is shown in Figure 5 above. To create the maximum number of play areas, provide adequate parking for patrons, and avoid encroachment into creek areas, the primary parking lot driveway would need to be located in close proximity to Industrial Way. Because of this proximity (and the need to provide lengthy eastbound left turn lanes on Prado Road), left turns from the sports complex driveway onto Prado Road would need to be restricted to address safety concerns. While a second driveway to Broad Street could be constructed to alleviate this access issue, it would reduce the amount of land available for play fields and would likely need to be signalized or left turns onto Broad Street prohibited to address turning safety issues. Similarly, the northern proposed alignment has access issues that will need to be addressed. A frequently asked question has been: "If the northern alignment is established, how will school children get access to and from the sports fields ?" (The draft Margarita Area Specific Plan envisions the construction of an elementary school along the north side of Prado Road across from the sports field complex — see plan map on page 9.) As depicted in Figure 4, the northern alignment turns just prior to the quarry pit, rises over existing topography on a gradual slope and crosses a small valley connected to the south side of the South Hills, and then turns again to cross Acacia Creek and connect to Broad Street. As it passes over the small valley, the roadway will be about 10 -15 feet above grade. It is envisioned that one or more pedestrian underpasses will be constructed at this location to enable convenient and safe access for all pedestrian and bicyclists. : i? CONCLUSIONS The City of San Luis Obispo believes that the connection of Prado Road between Broad and South Higuera Streets along the proposed northern alignment is an essential component of the City's future infrastructure because: ❖ It is needed to provide access to urban growth proposed for the southern quadrant of the City's Urban Reserve. - ❖ In is needed to provide east -west connection for local motorists and those traveling throughout the region. ❖ It can be located to minimize the impacts on the area's wildlife resources and can be designed to safely enable wildlife migration and avoid more sensitive habitat areas. ❖ It will benefit the entire community by reducing trip distances, providing an important linkage for bicyclists, pedestrians and transit patrons, and reducing the traffic impacts of growth on existing neighborhoods through improved traffic distribution. 13 yl .r b �O W O L U A y O A on c •r 0 a 0 7 ,G o y n U 1 L -ID G 1 G C D A r ' J ` •"'' O C9 L 4^ O Q+ CL C U a G c —_- y 0 G 7 C (y C G W W u 7 n cz '7 O ^ G v p G G - �q _ G. n 7 0 Fy u V o E 0 ' o G Go zaZc Q Q z z z G C4 - n ItD -0 a v _ c V 72 It oC o 0.. V7 (ii U y 7 U Oa C G C v U tw G �_ - r •" �cJ Q� n H L. "' L � O G U G t CC] cG-J -; C � 7 '.t U G A O O W 7 W r O-o O C •7 p U n C U u F r 6 T ', c = c n y V C U n L U H ^. U Y, CL. h y cU O U .` r G U .'� •D y 'O G C n 7p L '� U C r .l O. G UU '< ^' b U C U n 7 U C U �_ O v. O U U '• r, u_ .C. U U O u G c y y C n vTi C N u U L O W U L= 'n O C 1 'rJ O C V yam`- in G L G 6 .^ L7.] N 7 .D C7 n CIO 9 u a G •D r '`' G a O =? Co r. > . U N j -% C J' mo C C w` OU p p^ C U 7 U �,,.. Y ` O U C` 7 .r U_ O ` 7 �' L :7 p U y Nom'] > C y j c 0 x U U C O ` c11 ..^�• 1� n F.U1v],?¢ tJ m ca �• �, v M, � 7 r U r O� c� N 00 '7 00 y •L rf K rn C. 2 �'.. r � UGy UT CI Zfn U2 UL'] U -'7 ;y G C 7 T v, •n C. c cl DO on O G O U o G 8 0 3 L O U O >, C n ` p U - nj c in aG a a 7 y 7 LE :J U e U L C u E C- u CL �= r c m O O 0- u - . n _ °z y C = G '$ ti c a ° c U U J U ^ d- n y y L C Q � G v Q .:7 V L ^ V ,G L v � , T r. _ L cz 0 y G c 'C s c d —° r- cl u N L L c U n 7 C N N CLU n O s '.' C .. L U x �"' U u 'fl y S ci s a` c n o L + G U _ J L r U L MO L C '-y 52 C O y C L p ,� O C7 _ O v n y L y . oCiJ � y O n S G c e •— L •`o i n n — xG - .J U o cTa c U C V� u U 'y G G V U C6O o ._• L 0. C q U u cl C_ O W G - G r- 7 U 3 tj h J v y Q� y C➢ V7 G � O u C C G •C G C V ^ y y 7U C^ 3 V cn ? E N z E 91. cs •n C L � J p �- � u 'r G v 0 ?� C ? G L 7 5 _ c c r p, LLB c 7 .E G , c G_4 n w I c O C 7= O an 0 ❑? O O c ._ J d -o _ c❑ O y u u 0. O 00 0o O 7 'b O C4 L/ m T oo D\ a D` ON ON a\ a O\ o O C � r v, n '•T J Ell 4T V. L c� Ln y 7 LE :J U e U L C u E C- u CL �= r c m O O 0- u - . n _ °z y C = G '$ ti c a ° c U U J U ^ d- n y y L C Q � G v Q .:7 V L ^ V ,G L v � , T r. _ L L J jj Ij [,--,I Ell, Q 1111 mu a t I I I I I I I kri 4= Irl C) W) O C) N N M en Tr 19 SOM ai Ili .w x &`%m not I sue';.••' :' Molk I tavii 41 / f �' J '�piSSlllla! goal ZN Ow A � V �Q 7 i DZ W • `•:�f , U it Ir w X f J Z Q w D Q tc p �J ♦ Z . � V \\\ tc p \I . V. '71` • 1 1l�� 1 illllpia/il� w,MMD == 111 ■i B , «A Iv!`ob AbIam twiRm . Rol wow - .,• • ujn ,t � in' , r • T . Patti cultuw Res( u I 7 Archaeological Investigations at CA -SLO -1427: An Evaluation of Cultural Resources at the Proposed Damon Garcia Sports Complex in the City of San Luis Obispo - ABSTRACr- I I -i- Surface surveys of the project area revealed a single prehistoric archaeological site, CA -SLO -1427, located on an outcropping ridge of serpentinite. The physical dimensions, material contents, geologic and cultural features, and site soils were investigated to determine the cultural and scientific importance of the resource. Surface artifacts were mapped and collected, nine cultural features were identified and plotted, and 15 subsurface soil samples were processed. Cultural features include five bedrock outcrops and two isolated boulders containing 15 differentially weathered manufactured depressions, one probable house ring, and an unusual ocular boulder. A sample of 84 stone tools and artifacts was recovered from the surface and from 15 excavated test holes, but no marine shell or animal bone was found (recent historic shells and bones do occur elsewhere on the property). Data provided by the artifact assemblage, the three types of differentially weathered rock features, and the probable house ring together suggest repeated short duration occupations by small residential groups, probably nuclear families, from ca. 4500 BC to ca. 1000 AD. Occupants activities may have focused on acquisition and processing of resources from the nearby marshland, probably from early spring until late fall. Deposits of anthropic soil are present although material frequencies appear to be low. The site has an unusual grouping of features and meets CEQA criteria for qualification as an important cultural resource. Construction of the sports complex is not likely to affect any archaeological resources, however, construction of the Prado Road extension, as currently designed, will adversely affect site CA -SLO -1427. An adjustment of the Prado Road extension is recommended to reduce impacts to an acceptable level. .Realignment of the roadway, coupled with site stabilization, data recovery, and excavation monitoring, should adequately mitigate projected impacts to cultural and archaeological resources. Prepared for: Prepared by: David W. Foote, Principal Clay A. Singer, Anthropologist FIRMA C. A. Singer & Associates, Inc. 849 Monterey Street, Suite 205 P.O. Box #99 San Luis Obispo, CA 93401 Cambria, CA 93428 -0099 (805) 781 -9800 (805) 927 -0455 I I -i- 10-16-00 Larry Myers Native American Heritage Commission 915 Capitol Mail, Room 364 Sacramento, CA 95814 Dear Mr. Myers, I am enclosing two more Sacred Lands Inventory forms for CA -SLO -1427 and CA -SLO -2040. I would like you to enter into the Sacred Lands File. Also on July 17,2000, 1 sent you three other inventory forms for CA- SLO -16, CA- SLO -41 and CA -SLO -239. I was also wondering if these have been entered into the Sacred Lands File. The first form is for a very special place, which is located on which was private ranch land. When you stood above the mortar area along the ridge what a spectacular view you can see as the two valleys merged. l could feel the spirituality of the place and my heart filled, epically after talking to the Gracias who have owned the land for the past fifty years and explained to me that the area had not been touched or changed in that time. The next form is for EAGLE ROCK a very special and spiritual spot for the local Playano people, since we were children we were told stories of the place. That this is were we could go to pray to creator for this was his spot long ago. Sincerely, Patti Dunton Cultural Specialist, PSHS 377 Fairview Ave, Morro Bay CA 93442 Fax 805- 772 -7661 NATIVE AMERICAN HEP" GE COMMISSION Record nt• - ar NAHC Site ..o.' SACRED LANDS INVENTORY Date entered Site name: �Q PC,1 0— PC:t to c k S 1 +e- County: Car �--UiS �h t S b0 Tribe: pin A.vI n SCL t ock i,l LOCATION USGSOuad Meridian Township Range Section M W St'A L.0,sOb; © Fi—?---g 0 ❑ ❑ ❑ a El El F1 Sw SE OWNERSHIP ❑ ❑ ❑ Owner name: Owner address: SITE TYPE Burial Site Reburial Site Rock Sheller /Cave Lithic Scatter Caches Worship /Ritual Site Ceramic Scatter Village Site Sacred /Power Area Bedrock Mortar House Pits Collection Area Art Camp Site Unknown Other (specify): DOCUMENTATION Books, periodicals, know- ledgeable person, other references Name: Address: Phone: Tille /allillatIon: Play,, RECORDER pole'); Pneu;DOS L.aYka 0 (A;4121^S )VA-k-0 Y-% C 1a! j S i n 3l� �-•c�,j r\ � � P � �b � h � y N t �CR 34SQ bf��'- -7SS9 Rn S --7 -7 a e. Srste .Date originally recorded -7_1 4 _q O Has this silo been recorded by another agency? unovC.fl If 'Other': Agency name: Comments: Check If additional comments are on file: ❑ PlciyCt 01 /�rv1 �S �a rcia� teDpO I ®3 �s�� 21a yavt O Sa]i iha 'r"f -�V, L° - C-h t✓IGL✓I iAdC Site no.: C-A 11/88 NAHC STATE OF CAL1EDBISI A Grav Davis �Q�mo[ NATIVE AMERICAN HERITAGE COMMISSION 915 CAPITOL MALL, ROOM 364 SACRAMENTO, CA 95814 (916)6534082 (916) 657 -5390 - Fax November 17, 2000 Patti Dunton Cultural Specialist, PSHS 377 Fairview Ave. Morro Bay, CA 93442 Dear Patti: Thank you for your recent submittals of two sites for the Native American Heritage Commission Sacred Lands File. They have been entered into the database. The three sites that you submitted in July have also been entered. If you have any questions, please call meat (916) 653 -4040. Sincerely, Rob Wood Associate Government Program Analyst 0 ESTABLISHED 1982 PM %, ENVIRONMENTAL SERVICES, INC. Cultural Resource Management ■ Biology ■ Environmental Planning John W. Burch 14650 Morrow Road Atascadero, CA 93422 July 17, 2000 RE: CULTURAL RESOURCES INVENTORY OF THE PROPOSED. ROUTE 101/PRAD0 . . VY3171V n rrr 7� A-IrS E �rA.L a/.T ' CANT 7 LrzC (TTinn ".A%X%l. l (F fC iYCr. NO. 00-808) Dear Mr. Burch: PAR ENVIRONMENTAL SERVICES, INC. (PAR) has contracted with Mark Thomas & Co., Inc. to conduct a cultural resources inventory for the referenced project in San Luis Obispo County, California (maps attached). The proposed improvement, if implemented, would result in reconstruction of the existing partial interchange at Prado Road by extending Prado Road to the west, across the freeway to a proposed commercial shopping complex. In addition, the project will.result in auxiliary lanes in both directions between Madonna Road Interchange and the proposed Prado Road Interchange. Compliance with the California Environmental Quality Act (CEQA) of 1970 and the CEQA Guidelines is necessary for the approval of this project. PAR has completed an inventory and found no archaeological and historical resources within the project area. We are pleased to bring this proposed activity to your attention. If you have any additional background information you can provide regarding ethnographic land use of the project site, please feel free to call or write. I look forward to hearing from you. Sincerely, PAR ENVIRONMENTAL SERVICES, INC. t James GaryGGh� niery G� Principal JGM /dl Enclosures P.O. Box 160756 ■ Sacramento, California 95816 -0756 ■ (916) 739 -8356 ■ FAX (916) 739 -0626 http: / / www.PARenvironmental.com January 10, 2001 James Gary Maniery, Principal PAR Environmental Services, Inc. P.O. Box 160756 Sacramento, California 95816 -0756 Subject: Proposed Route 101/Prado Interchange Project, San Luis Obispo County, California (PAR REF. No. 00 -808) Dear Mr. Maniery, Back in July 2000, you sent a letter to my brother, Mr. John Burch. Concerning the above project. He turned it over to me, to respond to. My name is Patti Dunton; I am the cultural specialist for Playano Salinan Heritage Services. We are a business dedicated to the education and preservation of the Coastal Playano Salinan People. We offer qualified Consultants, Monitors and Archaeological Technicians. I recently worked on a project. The proposed Damon Garcia Sports Complex in the City of San Luis Obispo. Construction of the sports complex is not likely to affect any archaeological resources, however, construction of the Prado Road extension east of Highway 101, as currently designed, will adversely affect. site CA -SLO -1427. I'm not sure if the proposed Prado Road Interchange will affect any cultural resources. Unless it impacts areas of Prado Road east of Highway 101. In which, I would have some concern. It would be unfortunate if the design for the interchange contain, continuing Pardo Road to the east. Any such plans would have to be discussed. I believe any extension of Pardo Road to the east of lower Higuera Street in San Luis Obispo, CA. Could have adverse effects to CA -SLO -1427. The Playano Salinas people have lived along the Central Coast for thousands of years. Many of our fan-Mies still live in the area, for this land is who we are. As our ancestral lands are becoming more and more developed we have many concerns. Our ancestors have left these special places for us to care for and to watch over. It is Our responsibility to share knowledge in preserving and caring for Playano Salinan Cultural Resources. Please send me an update on this project. Thank You, Patti Dunton,Cultural Specialist, Playano Salinan Heritage Services, 377 Fairview, Morro Bay, CA 93442. (805)772 -7559 or fax (805)772 -7661. Dear Mayor and City Council- members, Thank you for this opportunity to speak. My name is Orval Osborne. I reside at 310 Calle Lupita. I am speaking as a private individual, citizen and resident of this great little City. I love the SLO life, and I want to keep SLO alive. My understanding of the effect of this ordinance is that it would stop CostCo. I think CostCo is a threat because it will undermine a whole host of small, locally -owned businesses in town. I don't include Von's or Ralph's in that list. Its not about supermarkets; its about the rest of what a CostCo sells. I am not trying to protect one conglomerate from another. I am trying to keep alive Mom & Pop businesses, to protect "the SLO life." I would have preferred a straightforward no big box ordinance. But this ordinance (limiting non- taxables sales at stores greater than 90,000 sq ft) is what is on the table. Business interests say they don't want regulations. Of course they don't. They don't want minimum wage or health & safety regulations laws either. Our society requires banks to be closed no more than 3 consecutive days. Real estate agents are required to disclose information about houses. Food manufacturers must list their ingredients. Society wants and needs these regulations. All our lives are better for it. Please pass this ordinance as an insurance policy. We can drop it later if we decide we do want big box stores here. The industry is in turmoil now, and a few years will tell us more about retailing. In the meantime, we can keep alive our independent merchants. Do you think a big box store like CostCo will undermine small, locally -owned businesses? I think that within five years, lots of locally owned stores will close if CostCo gets in. Please support the regulation on big box stores. Llry I.OIIIWU tvwma Vc'a- r � ► 4 Choose .a Destination... v ;; 01 MINUTES REGULAR MEETING OF THE CITY COUNCIL CITY OF SAN LUIS OBISPO TUESDAY, FEBRUARY 1, 2000 - 7:00 P.M. COUNCIL CHAMBER, 990 PALM STREET SAN LUIS OBISPO, CALIFORNIA ROLL CALL: Council Members .: .Q �earh Cantac Sis f.a: Present Council Members John Ewan, Jan Howell Marx, Ken Schwartz, Vice Mayor Dave Romero, and Mayor Allen K. Settle Absent: None City Staff Present: John Dunn, City Administrative Officer; Jeff Jorgensen, City Attorney; Lee Price, City Clerk; Ken Hampian, Assistant City Administrative Officer; Arnold Jonas, Community Development Director; Bill Statler, Finance Director, Ann Slate, Human Resources Director; Jim Gardiner, Police Chief Bob Neumann, Fire Chief, John Moss, Utilities Director, Mike McCluskey, Public Works Director, Paul LeSage, Parks and Recreation Director; Wendy George, Assistant to the CAO; Neil Havlik, Natural Resource Manager; Tim Bochum, Deputy Public Works Director; Shelly Stanwyck, Economic Development Manager CLOSED SESSION ANNOUNCEMENTS CONFERENCE WITH LABOR NEGOTIATOR, pursuant to Government Code § 54957.6 AGENCY NEGOTIATOR: John Dunn, Ann Slate UNREPRESENTED EMPLOYEES: Management Employees City Attorney Jorgensen reported that the Council met in dosed session and Council gave direction for further negotiations. 1 of 1/13/01 10:08 PM PRESENTATIONS ANNUAL GROUNDHOG JOB SHADOW DAY ACTION: Mayor Settle proclaimed. February 2, 2000 as Annual Groundhog Job Shadow Day and presented a proclamation to Robyn Hooker from the Educational Services Department of the San Luis Obispo County Office of Education. VOTER REGISTRATION WEEK (JANUARY 31ST THROUGH FEBRUARY 7TH) ACTION: Mayor Settle proclaimed the week of January 31st through February 7th as Voter Registration Week and presented the proclamation to City Clerk Price. PUBLIC COMMENT Sandra Marshall, Executive Director of the Earth Day Alliance, thanked Council for co- sponsoring the county -wide Earth Day 2000 (Item #C6 on this agenda). CONSENT AGENDA ACTION: Moved by Romero/Ewan to approve the consent agenda as recommended by the City Administrative Officer, motion carried 5:0. C1. COUNCIL MINUTES OF TUESDAY, JANUARY 18, 2000. ACTION: Moved by Romero/Ewan to waive oral reading and approve as submitted; motion carried 5:0. C2. AWARD OF CONTRACT 879 MORRO STREET RENOVATION/SEISMIC STRENGTHENING. ACTION: Moved by Romero/Ewan to 1) authorize the transfer of $173,800 from the Water Fund's completed Capital Improvement Project (CIP) account to the 879 Morro Street CIP construction. account to establish a new total construction budget of $847,600.2) Authorize the award of the construction contract for renovation and seismic strengthening of 879 Morro Street (CIP Specification Number 992296) to David Scarry Construction, Inc., of San Luis Obispo, in the amount of $737,000; motion carried 5:0. C3. ANDREWS/CONEJO STORM DRAINAGE IMPROVEMENTS, SPEC. 99704B. ACTION: Moved by Romero/Ewan to 1) accept completion of the Andrews/Conejo Strom Drainage Improvements, Specification No. 997048.2) Appropriate $18,769 from the unappropriated balance of the General Fund to the project account. 3) Direct Public Works to record the notice of completion within five days of this acceptance; motion carried 5:0. C4. CONTRACT FOR CONSTRUCTION MANAGEMENT SERVICES FOR THE MARSH STREET GARAGE EXPANSION. ACTION: Moved by Romero /Ewan to 1) approve the contract with Harris & Associates 2 of 8 1/13/01 10:08 PM in the amount of $304,600 for construction manag, ;nt services for the Marsh Street Garage Expansion and authorize the Mayor to execute the contract 2) Appropriate $179,600 from the unreserved Parldng Fund worldng capital in order to fully fund the construction management contract, motion carried 5:0. CS. CONSIDERATION OF A REQUEST TO ABANDON A PORTION OF THE PUBLIC RIGHT -0F -WAY (R/W) AT THE EASTERLY END OF BUCHON STREET, ADJACENT TO THE UNION PACIFIC RAILROAD RIW; (ABAN 11 -99). ACTION: Moved by Romero/Ewan to adopt Resolution of Intention No. 9011 to consider abandonment, and set a public hearing date for March 21, 2000; motion carried 5:0. C6. EARTH DAY COSPONSOR. ACTION: Moved by Romero/Ewan to approve a request by Earth Day Alliance for cosponsorship of county -wide Earth Day activities on April 22, 2000 and waive use fees for Mission Plaza; motion carried 5:0. COUNCIL LIAISON REPORTS Mayor Settle recently attended the League of California Cities Employee Relations Institute. He shared the highlights with Council and staff. Council Member Ewan reported on the latest Air Pollution Control District (APCD) meeting. He noted that the Board passed modifications to Rule 501 resulting in restrictions on the burning of green waste materials. He also informed Council that the Board is continuing to monitor potential impacts of proposed. new power plants in central California. Additionally, the Board has authorized funding for monitoring air quality on the eastern border of San Luis Obispo County. Council Member Romero attended the Integrated Waste Management Authority (IWMA) meeting on January 12th. He. advised Council that all cities within San Luis Obispo County are short of meeting the 50% diversion rate goal established under AB 939. The City of San Luis Obispo is at a 34% diversion rate. The State Board is due to meet this month to determine if it will allow consideration of a change in the base year calculation since 1990 was a drought year. Council Member Romero also presented several other items of interest. Vice Mayor Schwartz gave a brief overview of the Economic Vitality Commission's (EVC) president's report of December 1999. He encouraged Council and staff to briefly review it, especially the sections on revolving loan funds and new business sites. PUBLIC HEARING 1. RESOLUTION AMENDING THE GENERAL PLAN CIRCULATION ELEMENT AS IT RELATES TO THE PRADO ROAD ALIGNMENT. Public Works D"uector McCluskey presented an in-depth staff report Mayor Settle opened the public hearing. Speaking in support of the extension of Prado Road from South Higuera to Broad Street (the northerly alignment): 3 of 8 1/13/01 10:08 PM John Spatafore, President of Board for SLO Youth Sports Association John Stevens, 4308 Wavertree Mark Buckman, 2350 Lawton Scott Lathrop, 1619 LaVineda Rick May, 1635 Knoll Chris Whitby, 1970 Chorro Street Speaking in opposition to extending Prado Road through to Johnson Avenue: — Jeff Brewer, 2253 Johnson Ave' — Ann Marie Hall, 2302 Parkland Terrace Ron Alers, Parkland Terrace resident Doug Beery, Parkland Terrace resident Beverly Pratt, 2230 King Janice Hadsell, 3500 Bullock Lane Garrey Hall, 3711 Orcutt Road Paul Garay, 3821 Orcutt Road Mary Beth Schroeder, 2685 Wilding Lane Patti Taylor, 3731 Orcutt Road Paul Murphy, 3560 Cedar Court Jay Farrior,1495 Orcutt ' Andrew Wise, 3290 Johnson (and speaking on behalf of other neighbors) Jeff Spevack, 2410 Johnson Avenue Zack Hartley, 3721 Orcutt Road Jack Getz, Johnson/Laurel area resident Brian Christensen, representing Residents for Quality Neighborhoods (RON) Speaking in support of the southerly alignment: Nick Muick (also speaking on behalf of Anne Girard, Paul Fiala, Kevin Rollins, Thomas Baumberger, Dale Parmenter, Randy Adler, and Dan Long) Jeanne Anderson, 3580 Bullock Lane Jon Anderson, 3580 Bullock Lane Leo Evans, Santa Maria resident Michael Sullivan, SLO resident Wayne Gainey, 1850 Vewmont Speaking in support of all staff recommendations: Jean Knox, 982 Bougainvillea Other comments: Cal Poly student, Christopher Hinds, offered ideas to mitigate environmental impacts to the contaminated site on Tank Farm Road. Matt Quaglino, Sacramento Drive properly owner, commented that development of his property is dependent upon Council's decision. He urged the Council to not delay making their decision. Eugene Jud, 6855 Leff Street, proposed an aktemative southern alignment (see memo to Council dated February 1, 2000 on file with the City Clerk). Andrew Merriam, representing three property owners in the Orcutt Area, reported that the Orcutt Area Specific Plan (GASP) will solve the traffic problems under either scenario. He asked the Council to make a clear decision tonight and not delay it. Cayetano Moreno, Los Osos resident, suggested that the Council conduct a survey of 4 of 8 1/13/0110:08 PM the .,_j to determine if the extension is needed. h,, yxpressed concerns about access to hospitals from the south side of town. Alexander Henson, Carmel Valley resident and attorney representing the Environmental Defense Center, asserted that the City has taken the cart before the horse by considering an amendment to the General Plan before approving the OASP. Citing particular case law, he said that the City's Circulation Element of the General Plan is insufficient because it does not adopt a level of service. He added that there is no analysis of density and suggested that it is illegal for the General Plan to be controlled by the Zoning Ordinance. In conclusion, Mr. Hensen stated that he believes the City is liable and may sued if it amends the General Plan before approving the specific plans for the Margarita and Orcutt areas. Lance Parker, 1108 Poppy, voiced concern that without some connector between Orcutt Road and Broad Street, Tank Farm Road will turn into a freeway. Mayor Settle closed the public hearing. City Attorney Jorgensen responded to comments made by Alexander Henson regarding potential litigation. He advised the Council that what-is before them is dearly a matter of making a policy decision based upon comments and testimony in support or opposition and is not driven by any particular legal considerations. He argued that the case cited in support of a claim that the City's Circulation Element is insufficient is not applicable to the City of SLO and pointed out that the C" policies (7.1., 72 and 7.3) are comprehensive and supportable. He emphasized that the argument that the Council cannot amend the Circulation Element has no merit and, further, advised that the CounaTs decision to designate Prado Road as a thoroughfare was considered in 1994 as part of the adoption of the General Plan/Circulation Element and EIR. The environmental review did, in fad, look at existing conditions in the area and no further environmental review is required, he concluded. Council questions to staff followed. In response to inquiry made by Council Member Romero, Public Works Director McCluskey reported that neither the School District nor CalTrans have specified a preferred alignment Mayor Settle asked staff to comment about the alternative suggested by Mr. Jud. Public Works Director McCluskey reported that the proposal was rated low during the evaluation of optimal circulation altematives. Council Member Marx asked about the environmental review process and inquired why staff was recommending approval of the extension through to Johnson at this juncture. Long Range Planning Manager Mandeville reported that the level of environmental review is appropriate for the pending policy decision and noted that the reason staff needs direction now rather than later is because there are four applications pending which will be affected by the selection of the alignment. Parks & Recreation Director LeSage answered questions regarding the Damon -Garcia sports fields. Lengthy Council discussion ensued. Council Member Romero voiced objection to extending Prado through to Johnson. He spoke in favor of the southerly alignment to Broad only. In addition, he suggested that the Council direct staff to move ahead with the Orcutt Road grade separation over the railroad tracks to provide relief in the Orcutt area. Council Member Marx asserted that a full EIR should be undertaken before deciding 5 of 8 1/13/01 10:08 PM Council Minutes the alignment and that the matter should be referred back to the Planning Commission. She spoke in favor of the southerly alignment and voiced opposition . extending Prado through to Johnson. Council Member Ewan emphasized that the Council should be looking at the whole community, not just one section of it. He added that he believes the Council is missing an opportunity to make circulation better throughout town. He indicated support for the northerly alignment and added that he hopes bicycle /pedestrian access to the sports fields will be maintained. Vice Mayor Schwartz concurred with Council Member Ewan's comments. - - — Mayor Settle expressed support for the extension of Prado Road through to Broad Street ACTION: Moved by Romero /Marx to stop the Prado Road alignment at Broad Street; motion passed 4:1 (Ewan). ACTION: Moved by SchwarbJEwan to adopt Resolution 9012, as amended; motion passed 32 (Marc, Romero). Note: Council approved Recommendation #1(A) as modified, by selecting the northern alignment for the Prado Road extension from South Higuera to Broad Street; approved Recommendation #1(C) by agreeing that Prado Road between South Higuera and Broad Street shall remain a "Regional Route" and approved Recommendation #1(E) approving Negative Declaration associated with the General Plan Amendment Council took no action on Recommendations 1(B) and (D), and Recommendations #2 and #3. COMMUNICATIONS Mayor Settle suggested that the meeting of February 15, 2000 be canceled because there are no public hearings or business items pending. ACTION: Moved by Ewan/Settle to cancel the meeting of February 15, 2000 due to the lack of any public hearings and business items; motion carried 5:0. Note: Consent calendar items will be added to the special meeting (Mid -Year Budget Review) set for February 29th. Council Member Romero reminded Council and staff of the upcoming Channel Counties Division meeting scheduled for Friday, February 4th in Solvang. Assemblyman Abel Maldonado will be the featured speaker. Council Member Marx asked Council to consider regular meeting dates for the month of August in anticipation of summer vacation plans. City Clerk Price agreed to contact individual Council Members and coordinate a suitable August meeting schedule. The matter will come back to Council at a future date. BUSINESS ITEMS 2. RESOLUTION REVISING COUNCIL POLICIES & PROCEDURES. City Clerk Price presented the staff report Mayor Settle opened the meeting for public comment. 6of8 1/13/01 10:08 PM Carla Sanders remarked that she was pleased to see new language proposed for the Policies relevant to the municipal advocacy ordinance, but added that she does think it is enough to enforce the ordinance. She spoke in favor of allowing one or two members to place an item on the agenda and suggested that agenda titles do not give enough information to the public and should be expanded. Richard Kranzdorf urged the Council to change the procedure for placing items on the agenda and proposed that two members of the Council is sufficient. Gordon Insley, ECOSLO, commented that Council should consider one member sufficient to place an item on the agenda. Mayor Settle returned discussion to the Council. Lengthy Council discussion ensued regarding proposed changes submitted in writing by Vice Mayor Schwartz and Councfl Member Marx (on file with the City Clerk). Modifications to Chapter 1 proposed by Vice Mayor Schwartz were accepted. Most suggestions submitted by Council Member Marx were approved. There was no support for amending Section 122 of the Policies as it relates to the number of council members it takes to place an item on the agenda. ACTION: Moved by RomerolEwan to adopt Resolution No. 9013, as amended, revising the Council Policies and Procedures; motion carried 5:0. 3. APPROVAL OF AN OPTION TO PURCHASE REAL PROPERTY AT THE END OF ROYAL WAY FROM JACK AND PAT FOSTER. A brief staff report was provided. There were no comments from the public. ACTION: Moved by Marx/Ewan to 1) approve a one -year, $20,000, exclusive option agreement with Jack and Pat Foster, for the purchase of 154 acres of open space in three existing lots at a purchase price of $1,150,000, subject to certain financial arrangements. 2) Approve the advancement of the $20,000 option payment from the second year appropriation for open space acquisition in the 1999 -2001 Financial Plan; motion carried 5:0. 4. FIRST AMENDMENT OF EXCLUSIVE NEGOTIATING AGREEMENT RELATIVE TO THE PALM STREET /COURT STREET PROJECT. A brief staff report was provided. There were no comments from the public. ACTION: Moved by Marx/Romero to authorize the Mayor to execute the First Amendment to the Exclusive Negotiating Agreement (ENA) with Chinatown -Court Street Partners, LLC in order to extend the ENA's term for 90 days; motion carried 5:0. There being no further business to come before the City Council, Mayor Settle adjourned the meeting at 2:30 a.m. to Tuesday, February 29, 2000 for a special meeting to consider the mid year budget. review. Said meeting to be held at 7:00 p.m. in the Council Chamber, 990 Palm Street, San Luis Obispo. /s/Lee Price, C.M.C. City Clerk 7 of S 1/13/01 10:08 PM 4 counat kan o;N012001 acEnaa aEpout 2N� C I T Y O F SA N L U IS O B I S P O FROM: Paul LeSage, Director of Parks and Recreation Mike McCluskey, Director of Public Works OL John Mandeville, Acting Director of Community Development Prepared By: Tim Bochum, Deputy Director of Public Works SUBJECT: PRADO ROAD ALIGNMENT ( Higuera to Broad Street) and the DAMON- GARCIA SPORTS FIELD COMPLEX CAO RECOMMENDATION: 1. Receive additional information from staff. 2. Reaffirm previous Council direction and support for the currently Adopted northern alignment of the Prado Road and proceed with finalizing design and construction of the Damon - Garcia project. 3. Review the inclusion of collector roads from the Adopted alignment to Tank Farm Road as part of the Airport Area and Margarita Area Specific Plans, when those plans are considered (Figure 8). REPORT -IN -BRIEF At its meeting of November 9, 2000, the City Council agreed to revisit the issue of the Prado Road extension and alignment between Higuera Street and Broad Street. Prado Road currently terminates east of Higuera Street but has been planned for nearly forty years to extend across the Margarita - Garcia properties and tie into Broad Street. The Adopted alignment, often referred to as the "northern alignment", was adopted in February 1, 2000 after significant discussion and review of pertinent issues such as safety, cost, environmental impacts and permitting requirements for the various alignments for Prado Road. It is important to note that this was not a new alignment for Prado Road just a more specific one. The Prado Road extension was first identified and included in the 1961 City General Plan and has been included in every General Plan update since. Attachment A outlines the City's planning history and how the location and alignment for Prado Road has been defined in the past. The Prado Road - General Plan extension has seen the following implementation decisions thus far: a) the purchase of the Damon Garcia property; and b) the purchase of the Lathrop parcel for park purposes; and c) the February 2000 precise alignment decision; and d) vesting approval of Lathrop property development During the November 9's meeting, three speakers expressed concerns regarding the Prado alignment and the ball field properties. While a number of issues were discussed, pedestrian safety accessing the sports field site from an adjacent future school site was expressed T one Council Agenda Report - Prado Road And Damon- Garcia Sports Field Complex Page 2 concern of the speakers. The City Council asked staff to address this concern and bring back information as part of this report. Since that time an additional issue has arisen: the potential need to expand the sports field project. Staff, in bringing this issue back to Council, has belabored to achieve the following three goals: 1) Conduct a fair and impartial review of the various alignments and their related issues 2) Accurately portray the benefits and drawbacks regarding the Adopted northern alignment 3) Provide Council with a full description of the process, benefits and drawbacks (including potential delays to the Damon Garcia project and permitting issues) if a modified alignment for Prado Road is decided upon. For the last eleven months, staff has followed Council's direction and has held many public input meetings with sports field users, met with adjoining property owners on design and parking issues, met with the Army Corps of Engineers regarding environmental permits and processing. Consultants have been hired who have: conducted field surveys, preformed design analysis, prepared preliminary plans for the road construction, sports field layouts, and analyzed bicycle and pedestrian circulation plans. Preliminary design of the Sports Field project (with the adopted alignment of Prado Road) has addressed a multitude of issues including safety and potential expansion. As currently designed, the road will not preclude the potential use of the Margarita neighborhood park and elementary school sites when necessary to run high volume tournaments. Depending on one's point of view, a case can be made for each of the three alignments that have been identified as being the superior alternative. Staffs charge however, is to make a recommendation to Council that best achieves all goals and objectives of the City's General Plan and the goals of the community. In this case, arriving at this conclusion is not an absolute science. Many issues are complex, particularly regarding any alignment through the Unocal property, and as such are probably not fully understood by members of the community that have well - meaning and very focused objectives. In particular; 1) findings of General Plan consistency, 2) costs for additional right -of -way and design, and 3) delay to delivery of the Damon - Garcia Sports field project. With this being said, and after careful consideration of the pros and cons of each alternative, staff continues to recommend the Adopted alignment for Prado Road as the best alignment for achieving the goals of the community. While this alignment is not ideal (none of the alignments are) it provides the best blend and balance for the various issues, i.e. costs, permitting, environmental review, that need to be resolved. It is the only alternative that is guaranteed not to delay delivery of the Sports Field project. For purposes of this report, an additional detailed listing of advantages and disadvantages for each alignment is provided in Attachment B. In addition, collector road connections from Prado Road to Tank Farm Road are currently being studied and are anticipated for adoption as part of the Airport Area and Margarita Area Specific Plans (AASP, MASP), and will allow traffic to travel between Tank Farm Road and Prado Road on roads other than Broad Street. This road system is shown in Figure 8. 2 -Z Council Agenda Report - Prado Road And Damon- Garcia Sports Field Complex Page 3 DISCUSSION Background — Why the Prado Road alignment to Broad Street has been envisioned by the City for 40 years. While a "Master Plan of Streets and Highways" had been in existence since 1953, true transportation planning for the community's street system began in 1961 when the City developed its first circulation plan and adopted its first General Plan. While the 1953 master plan did not specifically identify the Prado Road extension, it did make reference to County plans that called for an additional east -west connection by either Prado Road or Tank Farm Road to provide future access. In its 1961 General Plan, the City identified Prado Road as the main east -west connection between Broad Street and Higuera Street. Subsequent General Plans (including the 1982 and 1994 Circulation Elements) all identified the need for a continuous east -west extension of Prado Road and also for the phased removal of the State Highway System from the interior core of the city: ❖ In 1969 and 1970, the City closed Monterey Street between Chorro and Broad Streets and constructed Mission Plaza. The construction of this important community space had a secondary effect of reducing the attractiveness of Monterey Street as a pass through route for regional and local traffic. The goal of reducing "pass through" traffic in the downtown and the search for alternative routings for regional traffic emerged during this time frame. ❖ In 1992, the City and Caltrans worked together to remove the SR 227 designation from segments of Broad Street and Higuera Street in the downtown (north of South Street) and to reroute the highway onto South Street with a connection to SR 101 provided at Madonna Road. ❖ The City's current Circulation Element (1994) recommends that the extension of Prado Road between Broad Street and South Higuera Street become the new route for SR 227, thereby further redirecting interregional traffic away from the community's core. The City was fairly advanced in its 1961 Circulation Element. While others of that time were planning superhighways to ring a city or carry all truck and vehicular traffic, the City of San Luis Obispo provided (via planning) for two east -west connectors, thereby spreading traffic loads and making for a more efficient, less costly and human scale transportation system. This type of planning has recently come into vogue again under the moniker of "neo- traditional" design which tries to give the pedestrian, cyclist and motorist a greater variety of choices in transportation routing so as to not concentrate traffic impacts in any one area. The Circulation Element, by calling for both Prado Road and Tank Farm Road as separate east -west connectors, continues this approach of spreading traffic and its impacts. Damon- Garcia Park: Current status of Environmental Review and Design The City Council adopted the northern alignment of Prado Road On February 1, 2000. j nee the Council Agenda Report - Prado Road And Damon - Garcia Sports Field Complex Page 4 northwest boundary of the Damon Garcia Sports Fields coincides with the road alignment, the road has been an integral part of the design process. Firma has been hired by the City as the planning/design consultant for the Damon - Garcia sports fields project. The consultant is also responsible for preparing the environmental document for the project. To this end, the consultant has reviewed several existing environmental documents that have been prepared in the vicinity (ie. the Lathrop annexation) as well as pertinent sections of the administrative draft of the Airport Area Specific Plan EIR and the environmental analysis for the Negative Declaration on the Prado Road Circulation Element amendment. Each level of environmental review has taken into consideration and built upon previous levels of environmental, getting more specific as a project becomes more exact. The consultant is also preparing or overseeing the preparation of several site - specific environmental assessments including a biological assessment, wetland resources assessment, noise study, light and glare analysis, traffic study and a cultural resources assessment. Once these studies are completed, the consultant will complete the site design for the sports fields, finalize the associated environmental initial study project and recommend either the approval of a mitigated negative declaration or the preparation of an environmental impact report. Preliminary engineering, including alignments and profiles for the road, has been completed. This engineering includes the bridge over Acacia Creek and the pedestrian "interchange" grade separation that provides safe and direct pedestrian and bicycle connections from the sports fields to the future Margarita neighborhood. The architect's concept of how the pedestrian interchange will look to members of the Margarita community is contained as Attachment C. A variety of conceptual field layouts have been produced, all of which consider the interrelation of the park and road (Attachments D — F). The field layouts have been subject to detailed grading and hydrologic (flood) analyses with flood conditions being modeled and analyzed in detail. In essence, 50 -60% of the engineering analysis necessary to finish the project is now complete. The current layout of the sports field project, the alignment of Prado Road and the location of the pedestrian interchange are shown in Attachments G & H. One of the first steps in design of a project is biological assessment and wetland delineation. This has been completed for the project. An application for a permit from the Army Corps of Engineers was filed in early November. Meetings with the Corps staff have given an indication that the Corps would approve the park project and the Adopted alignment for Prado Road and issue the necessary permits. This process is tentatively scheduled to be completed in March 2001. Extensive archeological investigations have taken place resulting in slight modifications to the alignment of Prado Road that allow avoidance of the archeological site located in the south portion of the South Hills which was identified for Council at its February 1, 2000 meeting. Estimated earthwork calculations for Prado Road and the park have been completed and indicate that a rough balance exists which will require little additional cost for grading of the site 2 -4 Council Agenda Report - Prado Road And Damon - Garcia Sports Field Complex Page 5 Two public workshops were conducted leading to the turf- field -only design concept and numerous meetings with stakeholder groups have been conducted. The consultants are now working on the final plans for the project which are scheduled for Council review in late March. To date, approximately $127,000 has been expended in the design process, at least half of which is associated with the relationship of Prado Road to the sports fields. In addition, the Lathrop parcel has been acquired to assist building the parking lot at a cost of $231,000. Finally, Council (pursuant to its alignment decision) approved a land development project (Lathrop) at the comer of Industrial and Broad that will effectively make. switching .back to the Industrial alignment for Prado Road significantly more difficult and expensive. Prado Road - What Alignments have been Studied Council approved four alternative street layouts in July 1998 to be studied as part of the Airport Area Specific Plan (AASP) process. The alternatives included two locations for Prado Road in the vicinity of the Damon Garcia project: 1) along the northern edge of the fields - which is the Council Adopted alignment (Figure 1); and 2) along the southern end of the fields - referred to as the Industrial Way alignment (Figure 2). A third Prado Road alignment intersected with Tank Farm Road and bypasses the fields completely (Figure 3) but also included a collector road that effectively was, again, along the Industrial Way alignment. AiRbrt A.ro .speefx P7m JW, /YYY Rgure 1 PROJECT r./. a n.necae�a. Figure 1- Prado Road Northern Alignment Notes *: this figure is excerpted fmm the September 1999 Fehr & Peers Alternatives Study does not show the current configuration For the collector streets or Santa Fe Road as included in the RASP. Also, pursuant to the 02/2000' Council decision, extension of Prado Road east of Broad has been removed. 2 -5 Council Agenda Report - Prado Road And Damon - Garcia Sports Field Complex Pagg 6 AiM.MArta SpK&Plan Jah I9i9 Flgure 2 ALTERNATIVE t- A� GENERAL PLAN ALIGNMENT r Figure 2 — Prado Road Industrial Way Alignment Note': "General Plan Alignment- denotes the then current (06/99) Circulation Element alignment An,p ArtaSpate Plan Ju 1999 Figure 3 - Tank Farm Road Alternative Note': the RASP assessment included the criss -cross collectors as shown above. 2 -6 Council Agenda Report - Prado Road And Damon- Garcia Sports Field Complex Page 7 The fourth alternative studied as part of the AASP is not included for consideration in this report because it is a hybrid of the Industrial Way alignment alternative and also includes an extension of Los Osos Valley Road through the Unocal property south of Tank Farm Road to connect with Tank Farm Road west of Hwy 227 (see Attachment I). This alternative ranked lowest of all alignments studied as part of the AASP and for the sake of this report, would have similar issues as associated with the Industrial Way alignment. As part of the work underway to prepare an Airport and Margarita specific plan an independent consultant, Fehr & Peers (F &P) in 1999 assessed these alternatives to determine the best infrastructure for the existing and future needs of the southern section of the city. Their conclusion was that the Adopted "northern" alignment for Prado Road was the preferred alignment. While this work will not be formally considered until the specific plans proceed through review, a copy of their preliminary report (September 1999) has been provided in the Council's reading folder. Environmental Review of Adopted Alignment Analysis of potential environmental impacts of Prado Road's alignment, consistent with the California Environmental Quality Act, has occurred for each decision made by the Council. Environmental review for the extension of Prado Road from Higuera Street to Broad Street was analyzed in the environmental impact report prepared for the update of the General Plan Circulation Element in 1994. That environmental impact report (EIR) was a program level document that addressed a very schematic, generalized route for Prado Road. In 1998 the Council directed that the EIR for the draft Margarita Area Specific Plan be based on the possibility of bringing Prado Road to its northern alignment. That EIR is nearing completion. This EIR takes the analysis prepared on the program level for the Circulation Element update in 1994 and updates and expands upon it, as a level of detail consistent with the Specific Plan's project description. Analysis developed for this EIR was used in the Negative Declaration the Council approved when amending the Circulation Element in February 2000. The Council approved environmental analysis and negative declaration last February that discussed in detail environmental impacts that could be expected from the northern alignment of Prado Road to Johnson Avenue. Alignments to Industrial Way and Tank Farm Road were analyzed as alternatives. Council directed that a northern alignment of Prado, that goes no further than Broad Street, should be shown in the Circulation Element. Issues and Analysis — Three Prado Road Alignments Pursuant to the most recent Council direction, staff analyzed the three alignments again on a multitude of issues, some new and others that were identified during the Airport Area/Margarita specific plan scoping process. Council should note that the Tank Farm Alignment shown in Figure 3 and studied for this agenda report, includes a collector road along the Industrial Way alignment which is an integral part of the AASP/MASP transportation system and was studied as Part of that process. 2 -7 Council Agenda Report - Prado Road And Damon- Garcia Sports Field Complex Page 8 The collector street has been included to remain consistent with the analysis conducted for all three of the alignments studied as part of the AASP/MASP process. If Council decides to investigate a Tank Farm Road alignment in more detail (one without a collector road), additional studies to that effect will have to be conducted to analyze the alignment and the associated environmental issues. For the purposes of this report, and for each of the three alignments shown above, numerous issues were investigated which included: 1. Design 2. Sports Field Expansion 3. Outside Agency Permitting 4. Environmental Issues a. planning and additional studies b. hazardous materials c. wildlife corridors and wetlands 5. Safety 6. Circulation 7. Timing of Sports Field Project Delivery A summary of these issues is contained in the text of this report. Again, Attachment B contains a detailed listing of potential advantages and disadvantages regarding each of the three possible alignments for Prado Road and their relationship to the Damon - Garcia Project. Finally, these issues were then compiled to determine the effect on delivery of the Damon - Garcia Sports Field project. Alternatives Assessment Summary ... 0.- =1 Members of the Council and community have expressed the question of whether any of the various Prado Road alternatives offers substantial benefits relating to the design of the Sports Field project. These issues have mainly to do with the number of sports fields that can be constructed, available off -street parking areas and type of sports fields to be designed. Some members of the public have expressed the belief that the Tank Farm Road alignment might yield significantly more room to build fields. This is not the case. All three alignments under consideration yield the same number of soccer fields (four) with no distinct advantage for any alignment. The design consultant for the sports field project has conceptually shown bow each of the three road alignments affects the layout of the sports fields and the number of off -street parking spaces that can be provided on the Damon - Garcia site (see Attachments D, E & F). The Adopted and Industrial Way alignments offer the least off -site parking spaces — approximately 150. The Industrial Way alignment may also yield an additional 75 spaces if a parking lot is expanded into the proposed "warm up" space. As described in the Permitting section la] za this Council Agenda Report - Prado Road And Damon - Garcia Sports Field Complex Page 9 discussion, this option would have Caltrans permitting issues that might preclude its development. The reduced off -stmt parking issues associated with the Adopted and Industrial Way alignments can be mitigated through a joint use parking agreement with the Lathrop property. The Tank Farm Road alignment offers the highest amount of off -street parking spaces (up to 250). Are there adverse design issues associated with the alteratives? Yes, the major design issue for the Industrial Way alignment is the significant redesign and construction cost associated with the removal of the old red rock quarry site and creation of the 50' high retaining wall (Figure 4). Issues of aesthetics and impacts to visibility will definitely be of concern for implementation of this alignment. Figure 4 - Red Rock Quarry: west of Hwy 227 If, as suggested by members of the community, Prado Road is designed to circumnavigate the quarry site and avoid the massive retaining wall, four fields cannot be produced on the Damon - Garcia site. The Industrial Way alignment would also require substantial additional right -of -way costs, and possible eminent domain, to acquire needed property across the Lathrop property which the Council has already approved for a vested map. The location of the Adopted alignment allows for beneficial design issues for the Sports Field complex. Because it will be elevated as it passes the complex, Prado Road will create a wind break for park users and will assist in noise and light impact reduction of complex activities on the future adjacent neighborhood. The Adopted alignment will also supply buffering of Sports Field activities to the South Hill open spaces and adjacent archeological site. Finally, the location of the Adopted alignment has been designed to reduce impacts to the archeological site located in the South Hills. Moving the roadway slightly south from the alignment shown to Council in February 2000 has preserved all grinding rocks, identified by the consultant. Both the Industrial Way and Tank Farm alignments will require redesign of the Damon - Garcia project. Redesign costs of the sports field project for either of these alteratives are estimated to be a minimum of $30,000 and will probably be more. 2 -9 Council Agenda Report - Prado Road And Damon - Garcia Sports Field Complex Page 10 Summary: The Adopted and Tank Farm alignments are superior to the Industrial way alignment. The Adopted alignment will assist noise, lighting and wind buffering for the Sports Field project. The Adopted alignment is slightly superior to the Tank Farm Road alignment in that there are no costs of redesign to the Damon - Garcia project. aaa - a .a.1 61 There are two types of "expansion" that have been discussed in relationship to the Sports Field project. First, the occasional expansion of Sports Field related activities such as high volume tournaments that would need to expand to adjacent public areas such as the future Margarita Area neighborhood park and school. Second is the actual expansion of the Sports Field complex that has been suggested onto the adjacent Unocal property in order to construct more fields. Occasional Joint Use expansion onto Margarita Area Park and School The topic of expansion of the Sports Field complex has been discussed since the beginning of consideration on how to arrange the Damon - Garcia Sports Fields project. An issue that has gained momentum . since Council's November 2000 decision to reconsider the Prado Road alignment is that of occasional expandability of the sports field site during high participation programs such as AYSO league and tournament play. Draft Margarita.. Area Specific Plan 1 9 1W 2N H. -b 6YY:9 4. `;•;�.�� I've. 'i .' 4 , �ts•Y•aa'owe Rsec i b 1y� MQ� J�= •.�.s. `. , A lJ Fhjtr''25id71 ik�l3,i IS41 :{i G81 �4 -4,- \ t I"" i %amtaeep$ita axx4J his �t �; av I •� O �.3, it � � •, -, .� ' ' ° •�„ I...eu�ah� t ail', tiS W . bwscaar a { 1 I L T.� f School r �. �. h N'• f , •� n.. Unocal Opeo Space Neighborhood Park Figure 5 - Margarita Specific Plan Area 2 -10 Council Agenda Report - Prado Road And Damon - Garcia Sports Field Complex All three alignments of Prado Road allow for joint use expandability and connectivity of the Sports Field complex to the adjacent school and neighborhood park proposed for the Margarita Area. The primary issue the Council must decide upon: is the merging of the neighborhood park, the school site and the Sports Field complex a primary goal of the area? The neighborhood park is intended primarily for citizen use by nearby neighborhood residents. It can be designed to accommodate organized sports play as needed. The Sports Field project is meant for intense competitive sports activities. When the two types of areas interact, the neighborhood generally loses out to users of the Sports Field project. Addressing these types of complaints from neighborhood residents who see their park being taken over becomes a task in itself. To a large degree this is the situation the City currently has at some of its neighborhood parks, such as Sinsheimer Park. Parking for events held in the neighborhood park would be adjacent to that park and would be available to Sports Field users when the neighborhood park is used for tournament activity. The organized play at the neighborhood park could disrupt neighborhood uses, but. because of their occasional nature, is not felt to be a major negative impact to those localized uses. As shown in Figure 5, the Margarita Area residential uses, school and neighborhood park have all been designed on one side of Prado Road in the attempt to create a neo- traditional neighborhood that has some "ownership" of its facilities. The Adopted alignment essentially keeps the City from repeating a problem that exists at Sinsheimer Park, i.e. major sports facilities such as baseball and tennis in close proximity to neighborhood residential areas. If the Council believes that combining these future areas is a primary goal and that issues of circulation and neighborhood buffering are less important, then the Tank Farm Road or Industrial Way alignments are superior to the Adopted alignment. Expansion of Damon - Garcia Sports Complex On a pure field expansion basis, the Tank Farm and Adopted alignments offer the possibility of expansion into the Unocal area. However, the current AASP calls for Unocal to be industrial land use in this area and the adjacent MASP areas are designated for the school and a neighborhood park mentioned above. The Industrial Way alignment prohibits expansion onto the Unocal lands. A deficiency of the Tank Farm Road and Industrial Way alignments is that they both allow only for at -grade road crossings (for bikes and pedestrians) of the future . Prado Road to access the Unocal open spaces and if any, sports field expansion areas. The Adopted alignment still allows for expansion of the parks into the Unocal property via automobile access from Tank Farm Road or the extension of Santa Fe Road. Bikes and pedestrian would then access the properties via a series of separate class I bicycle paths facilities. The Damon - Garcia location was selected by the City Council as the best sport field site in August 1997. Staff has previously identified that this site would not fulfill all the recreational needs of its citizens but could put a significant dent in the demand on other smaller parks within the City. Staff is continually looking for more ways and means to meet the recreational needs of our community. Staff understands the rationale of those who propose combining the. neighborhood park with the sports fields on behalf of greater productivity for organledispoits, Council Agenda Report - Prado Road And Damon -Garcia Sports Field Complex Page 12 however, staff continues to believe that the two should be separated, for the reasons given above, and that this Sports Field project is but one partial solution to the larger problem. Summary: The Adopted alignment is, superior in separating the competing neighborhood and sports field uses. The Tank Farm Road and Adopted alignments allow for highest degree of physical expansion into the Unocal area without impacting the school or neighborhood sites. The Industrial Way alignment could create a barrier to safe bicycle and pedestrian movements if expansion into the Unocal property is pursued and would bisect the two park areas. Some members of the community have expressed the idea that by removing Prado Road from the sports field site both U.S. Army Corps of Engineers and Caltrans permitting requirements will be reduced or eliminated altogether. Unfortunately, this is not the case. Inherent in all three alignments for Prado Road are issues relating to oversight agency permitting requirements that affect delivery of the sports field project and its components. The Industrial Way alignment will have great difficulty in receiving permitting approval from the U.S. Army Corp of Engineers. Also, if a parking lot is created on the north side of the sports field project under this alternative, Caltrans permitting of the necessary traffic signal might be difficult to obtain. The Tank Farm Road alignment may allow for reduced Corps permitting requirements for the sports field project, assuming that the MASP /AASP collector street (which follows the Industrial Way alignment) across the sports field project is removed. However, even removing Prado Road entirely will not remove the permitting requirement by the Corps for impacts associated with the sports field project. The Tank Farm Road alignment for Prado Road will have its own Corps permitting issues relating to the road's impact to the wetlands across the Unocal property. It has been suggested by some members of the community that the sports field project may go forward by requesting permitting of the Adopted alignment and that a detailed investigation and ultimate decision on changing to the Tank Farm alignment be conducted concurrently. Staff has not discussed this matter with the Corps in order to avoid Corps' cessation of processing of the current permit request and the possible delay of the sports field project. The City could choose to drop the current Corps permit and wait until it decides to implement the Tank Farm Alignment before starting the permitting process again. It is important to state, that there are no assurances that the Corps will approve the current application knowing that the project may change and it could be perceived that the City is identifying an alignment in order to get a faster permit, but is actually pursuing another alignment as its real goal. Unfortunately, we have applied for the permit and the Corps does know that a roadway extension is in our General Plan. Thus, if the Army Corps believes that the Tank Farm Road alignment will collectively impact habitat greater than the Adopted alignment they may withhold permitting of the sports field project. 2 -12 Council Agenda Report - Prado Road And Damon- Garcia Sports Field Complex Page 13 The Adopted alignment is significantly along in the permitting process with the U.S. Army Corps of Engineers. This process is expected to conclude in March. In addition, staff has been working with Caltrans to resolve issues of the new Prado Road intersection created on Hwy 227. The alignment requires consideration by Caltrans for new intersection spacing and signal placement. However, the roadway is allowable under State guidelines and should not delay delivery of the sports field project (see Attachment J). Summary: The Adopted alignment offers least delay from the U.S. Army Corps and Caltrans. Both Tank Farm and Industrial Way could encounter Corps permitting hurdles that might delay the sports field project. All alignments require Caltrans permitting. Long -term issues regarding the Tank Farm alignment and Hwy 227 redesignation are unknown at this time. 4. Rnvironmentnl Nsnes A. Planning Studies and Approval Process Both the Tank Farm Road and Industrial Way alignments would require amending the Circulation Element to show the new alignment of Prado Road. The following issues regarding this process have been identified for each alternative. industrial Way Alignment. The Industrial Way alignment and related Circulation Element amendment would not take substantial additional study or investigation. Council would need to formally introduce the Circulation Element amendment and proceed with the proper public hearings. Amending the Circulation Element will require public hearings at the Planning Commission and City Council. Public hearings could add 3 to 6 months to the amendment process, depending on the degree of public controversy. Most of the pertinent information now exists to process this change and conduct the necessary public hearing process that would be required. Even with a Circulation Element amendment, it is unknown if U.S. Army Corps permitting could be received for this alternative since it would most likely be seen as less environmentally preferred. Tank Farm Road Alignment. The Tank Farm Road alignment also requires amendment of the Circulation Element of the General Plan. However, because of the complex issues and the necessary additional environmental studies, this process would be substantially longer than the Industrial Way amendment process. If a different alignment is proposed, (particularly in order to avoid the wetlands and hazardous material, and to remove the collector street) new studies regarding specific alignment,. especially traffic and other environmental impacts, will be needed prior to starting public hearings. Detailed studies of the hazardous materials and necessary mitigation strategies will be required to fully determine mitigation for the road extension. If the collector street is deleted to avoid creek - crossing issues, the City will need to evaluate a new alignment using the City's traffic model — a process that will take 2-4 months. Environmental inventories along the new alignment will be needed during the spring. Some of these tasks will be sequential rather than concurrent and it can easily be seen that processing of this amendment might take 12 months or more to complete. Public hearings cou106113 to 6 Council Agenda Report - Prado Road And Damon - Garcia Sports Field Complex Page 14 months to the amendment process, depending on the degree of public controversy. Why is this issue important to the approval of the Damon - Garcia project now? Choosing the Tank Farm Road alignment without fully understanding the ramifications of that choice leaves the sports field project open to legal challenge, as the project will not be consistent with the City's General Plan. While this issue is not likely to hamper the City's processing of the Prado Road alignment, it could none -the -less delay the sports field project zany member of the community wishes to challenge the Damon - Garcia project. This outcome has become more likely based upon recent communication, which states opposition to this alignment by the Santa Lucia Hills Master Homeowners Association (see Attachment K). B. Hazardous Materials The primary issue with the Tank Farm Road alignment is the existence of hazardous material. As shown in Figure 6, the Tank Farm Road alignment studied bisects areas of known hazardous materials and wetlands. Many people have speculated that the areas of contamination may "just be covered up" by the road. However, because many major utilities will be needed beneath Prado Road, subsurface contamination will need to be removed or mitigated. A,MWAMSM*P/ M, MY Fl9�5 HAUTIMUS UATETUMS i:. CONsnWN B r Figure 6 — Hazardous Material Constraints Notes*: this figure is excerpted from the September 1999 Fehr & Peers Altematives Study In addition, Caltrans has stated that they will not accept contaminated right -of -way for the future Hwy 227 facility. As stated previously, an avoidance alignment for Tank Farm Road might exist. However, this alignment has not been identified and would require substantial additional study to review, approve and construct. 2 -14 Council Agenda Report - Prado Road And Damon- Garcia Sports Field Complex Page 15 C. Wildlife Corridors and Wetlands While not specifically an issue for the Army Corps in the Prado Road/Sports Fields application, maintaining wildlife corridors and preserving wetlands are City policies that have had active consideration during the AASP/MASP process. Of the existing Unocal property, a significant portion has been found to be eligible as a wetland. Figure 7 shows these biological constraint areas. In coordination with the City's Natural Resource Manager and City Biologist, land use designations to maintain and enhance these areas are included in each of the area plans. The Tank Farm Alignment studied requires Tank Farm Road and Prado to cross one another through this area. Alrp*HA=SPM Plcn ld 1499 Rgum 7 BIOLOGICAL CONSMAIMM (smsmw WWWATS, CREEKS. ETC.) f Figure 7 — Biological Constraints Notes *: this figure is excerpted from the September 1999 Fehr & Peers Altematives Study This was deemed to be environmentally damaging and was significant enough an issue and that along with others, led the AASP/MASP consultants to recommend other transportation alternatives over Tank Farm Road. From a wetlands preservation perspective either the Industrial Way Alignment or the Adopted Alignment are highly superior to the Tank Farm Alignment. Environmental consultants on the AASP/MASP also identified Acacia Creek as the major wildlife corridor that would remain after all residential, commercial, industrial, and school uses were built out in the specific plan areas. One of the early factors identified that promoted location of the Prado Road alignment northerly (now the Adopted route) was the ability to span Acacia Creek with sufficient height and length to preserve and augment a true wildl�i 9. Wdor. Council Agenda Report - Prado Road And Damon - Garcia Sports Field Complex Page 16 Subsequent studies bore out that supposition. Once passed under Prado Road, wildlife can continue along either Orcutt Creek or Acacia Creek until meeting existing Tank Farm Road. Because of existing topography constraints, the Industrial Way alignment almost completely blocks off any wildlife corridor to either creek. Raising the roadway into the air, via a high bridge structure, could be done to maintain the corridor but would in turn, substantially raise the cost of the roadway and create an aesthetic issue as well. Since wildlife follow the creek corridor, the Tank Farm Alignment would maintain a slightly larger corridor than the Adopted alignment, as there would be no bridge structure at all over Acacia Creek. It is unknown if the difference would be significant to wildlife migration but for the purposes of this report, it is assumed that the Tank Farm Alignment would be slightly superior to the Adopted Alignment in this regard and that both these alignments would be far superior to the Industrial Way Alignment. Summary: Adopted alignment is superior because it offers the fewest environmental constraints. The Industrial Way has the greatest impact to habitat migration. The Tank Farm Road has the greatest impact to wetlands and issues of hazardous materials. 5. Safe lssues Safety issues, particularly those of young pedestrians and bicyclists are of primary importance to staff, the Council, and community. The primary concern expressed by members of the public regarding the Adopted alignment is that it will create an unsafe roadway barrier for children using the Sports Field project, the Margarita school or neighborhood park. The Adopted alignment has been designed with a fence that will be installed along the border of the road and park site (anticipated to be at the bottom of slope) to separate the children from the roadway. Attachment H shows the architect's rendering of this cross section. Having a major roadway next to a park is not uncommon in the scheme of things. Several City parks are next to large roadways including: Santa Rosa Park, the Laguna Middle School Joint Use Field, Islay Park, and Meadow Park. South Street, located on the north side of Meadow Park, is currently State Route 227. Proper park design insures user safety in these parks. Each of these parks is next to a street with multiple vehicle lanes and class II bike lanes. The primary concern expressed by members of the community regarding the Adopted alignment of Prado Road is that it creates too much of a barrier that might constitute a hazard to occasional use of the neighborhood park and school. Will the Adopted alignment of Prado Road create an unsafe barrier between the Margarita Area and the sports park? No. Staff has specifically addressed this issue in the design of the Adopted alignment. The bicycle and pedestrian interchange has been provided as a quick and easy means for all residents of the Margarita neighborhood to access the Sports Field complex and the nearby Marigold shopping center. This access will also work for Sports Field project users when the neighborhood park and school are used for tournament activities. The access is accented with pedestrian scale infrastructure that will encourage walking and bicycling and -make community space of this area. Although some members of the public have stated that this grade separation will be nglhi%nore Council Agenda Report - Prado Road And Damon- Garcia Sports Field Complex Page 17 than a tunnel, the architect's rendition of this important feature shows clearly the positive nature of this connection in integrating (and at the same time separating) the public facilities in this area. The undercrossing to the neighborhood park will be open and airy and will be safer than a signalized crossing of Prado Road. It is important to note that the City's highest rate of pedestrian/vehicle collisions occur at signalized intersections. Traffic signals in and of themselves do not ensure the safest crossings of streets. Security of the undercrossing has also been planned for. Since the site will be supervised while in operation and high levels of pedestrian activity should take place, individuals will not be able to loiter in this area. This issue has been reviewed with representatives of the School District for their consideration of the pedestrian connection's effect on the school site, and so far, they have not determined that the undercrossing will create a safety issue for their future school site. Moving Prado Road to the Tank Farm Road alignment will not remove all issues of pedestrian safety from the Margarita area. Combining the existing Tank Farm Road vehicle volumes with the future volumes along Prado Road will create a significantly higher amount of traffic on this roadway. Issues of at -grade crossings particularly to access the future Unocal open spaces will be an issue. Already, a homeowners association, as noted earlier in this report, has expressed formal public concerns regarding this alignment. In considering adjacent pedestrian flow, it seems as likely that most regional sports field users will cross Broad Street at the Industrial Way intersection to patronize the fast food and supermarket establishments at Marigold Center. , If this is accurate, then the Industrial Way alignment will actually present more of a safety issue than the Adopted alignment. As previously mentioned, introducing the regional east -west vehicular traffic (and associated turning movements) at Industrial Way will cause a direct vehicle competition with pedestrians for limited crossing times at Hwy 227. A good example of this is the intersection of Madonna Road at LOVR where the turning movements of the roadways often come into direct conflict with pedestrians trying to cross the street. Summary: The Adopted and Tank Farm alignments are superior to the Industrial way alignment in providing safer access across Hwy 227. The Tank Farm and Industrial Way alignments are better than the Adopted alignment in achieving open access between Margarita and the Sports Field complex; however, they would require less safe, at -grade crossings of Prado Road to access the open spaces south of the Margarita area. 6. Circulation The location of the Prado Road connection between Higuera Street and Broad Street will have significant effect on the existing and future travel patterns in the southeast portion of the city. As identified earlier, the proper placement of Prado Road is anticipated to afford some relief to the heavily utilized South Street and Broad Street (north of Orcutt Road) corridors. Staff believes that if properly placed, Prado Road will siphon off a moderate portion of traffic currently being generated by the Orcutt and Johnson area residents and should allow the City the opportunity of providing the long needed "calming" of these roadways. Additional transportation enhancements such as raised medians, additional street trees and bulb -outs may then be installed a12p4E%oad Council Agenda Report - Prado Road And Damon - Garcia Sports Field Complex Page 18 and South Streets to calm traffic in the area. The Adopted alignment is best placed to allow this to occur. While some individuals are focused on the issue of traffic created along the Sports Field site it is important to note that by creating a balanced east -west roadway system, traffic volumes along South Street next to Meadow Park would decrease and thereby improve pedestrian and bicycle access to the park. As detailed in traffic consultant's "Alternatives Assessment" (circa September 1999, a copy of which is contained in the Council's reading file) for the Airport Area Specific Plan, the Adopted alignment was deemed the best link for vehicular transportation purposes of all alternatives studied as part of the AASP/MASP process. The Adopted alignment will require signalization of the newly created intersection however, because of specifically designed signal spacing and the ability to minimize pedestrian versus vehicle competition for green time, signal timing and progression along Broad Street should not be diminished. Figr 6.1 augfw tiamwahin SNrflcP&x AmaArdSu"un ing G^nAV 4 w 1 sw wo Oe AJ aT AM SW W F� Figure 8 — Draft AASP/MASP Street System and Surrounding Areas The Industrial Way alignment also accomplishes (to a lesser extent than the Adopted alignment) the siphoning off of these traffic volumes. The primary deficiency with the Industrial Way alignment is that which was mentioned in the Safety section of this report. By focusing all volumes (vehicular, truck, bicycle and pedestrian) at one intersection, competition for the available green time of the signal is intensified and could lead to increased conflicts between pedestrians and vehicles. Pedestrians crossing Broad Street will block vehicles waiting to turn right or left from Prado Road and as such will cut -down the effectiveness of the side street signal throng. 2-18 Council Agenda Report - Prado Road And Damon- Garcia Sports Field Complex Page 19 Figure 8 shows the draft circulation system proposed for the Airport and Margarita Areas and also, the surrounding vicinities. Many individuals are not aware that a "system" of collector roadways is proposed to connect Prado Road and Tank Farm Road to assist in balancing traffic volumes between these roadways. The realignment and extension of Santa Fe Road has been . strategically placed on the west side of the Sports Field project and will assist in keeping heavy trucks and vehicles from using the section of Prado Road adjacent to the Sports Field complex as it provides a direct route to significant industrial uses. Staff's interpretation of forecast volumes shown in traffic consultant's "Alternatives Assessment" report indicate that the Tank Farm Road alignment will not siphon off the same level of Broad Street traffic as the two alignments and thus will reduce the City's ability in the future to calm the Broad Street corridor. The Tank Farm Road alternative may also be the busiest of all alternatives considered. In essence, Tank Farm Road will combine the existing traffic (8,000 vehicles per day) with the future Tank Farm and Prado Road volumes on only one street and as such, will need to be widened in the Unocal open space areas. There is the very real possibility that some of the east -west vehicular traffic will stay on Tank Farm Road east of Hwy 227 to access the Orcutt and Johnson areas. This has been expressed as a major concern of the Santa Lucia Master Homeowners Association who have indicated opposition to the Tank Farm Road Alignment. If this occurs, existing locations of concern such as the intersection of Poinsettia at Tank.Farm Road might experience degraded safety and roadway conditions. Truck traffic /circulation is also an important element of the Prado Road alignment. The Industrial Way alignment is moderately superior in that it has direct connection to Sacramento Avenue and the industrial area east of Broad Street. However, all remaining trucks with other industrial destinations will still need to turn. And, under this alternative, all trucks will. need share this intersection with pedestrians that may be trying to cross Broad Street. Both the Adopted and Tank Farm Road alignments require trucks to turn at Broad Street to access all industrial areas adjacent to Broad Street. While this does reduce the effectiveness of either of these alternatives in providing the best truck access in the area, removing their turning movements from the Intersection at Industrial Way is envisioned as a benefit to pedestrian crossings of Broad Street. Summary: The Adopted is the superior alignment in providing the most benefits to the future circulation needs of the community. The Tank Farm Road alignment might cause degraded conditions at Broad Street and areas east of Hwy 227. The Industrial Way alignment is moderately better in providing direct truck access to the Sacramento Avenue industrial area. Te.. ii s MMME.M Since significant work has already gone into implementing the Council Adopted Prado Road alignment and it is on schedule, the reality measurement for all alternatives is the "delay to existing" path that has been set for project delivery of the sports field project. Both the Tank Farm Road and Industrial Way alignment, if chosen, will require that Council initiate a General Plan amendment. This process could take 3-4 months for Industrial Way and more than a year for Tank Farm Road. Table 1 offers a brief comparison of potential'Radm�tages Council Agenda Report - Prado Road And Damon - Garcia Sports Field Complex Page 20 and delays that each alignment might cause for the sports field project. cr }' ♦his '� �w �': i'c�' ��-.� lC�.T r - 1 �.[ �iri t i na y,, S-:r 4' r4 ws.E Zfl.<:i y�'i y �+ st bM "' r .�y Y'1F'� r fjr - s �s - 'T,�'tt t• yr yt etjw.P ��..., q� �� Ef��`�Y('•.19y�. - n _ r.� t Rt.kt^S.i � -•wF.i err• 'Ma •�' rt ttt v i .:.a m.s s�ta ! O i i� i � 0 !�F .4 �i ( � r - r• (� t i 1��' •fr �r �.va ��v 1 . N{ }; �.�.( 1p 1C -• � . .1.' S u.: Advantages 1. May avoid major permit issues with 1. Majority of Army 1. Removes permit Army Corps if they agree to overlook Corps permit requirement for Prado Road issue. issues already Orcutt Creek Timing 2. Could take advantage of existing resolved Relocation intersection ® Broad. Issues: Potential Delay 1. Damon - Garcia approval may be found I. Need Caltrans 1. General Plan Delivery of inconsistent with General Plan and encroachment amendment required. Damon- may be open to legal challenge permit. 2. Potential Army Corps Garcia Park 2. Prado Road requires a General Plan Permit denial or delay Amendment process 3. Need Caltrans 3. Prado requires additional study encroachment permit 4. Potential Army.Corps Permit delay particularly if new 5. Need Caltrans encroachment it. signal nested. Table 1= Timing Delay Issues for Delivery of Damon- Garcia Permitting from the U.S. Army Corps of Engineers could be the significant delay to delivery of the Damon - Garcia project for both of. these alignments, particularly if the Corps decides that the Tank Farm Road issue must obtain a LEPDA finding prior to proceeding with the sports field project. If the Corps determines that this is the required action necessary to permit the park, significant delays will result while the necessary studies and investigations take place to process the General Plan amendment. Summary: The Adopted is the superior alignment in keeping the Damon - Garcia Sports Field project on schedule. SUMMARY /CONCLUSIONS As exampled by the sheer length of this report, the issue of Prado Road and its best alignment is a complicated one. Many members of the community have expressed opinion that a simple alignment alternative exists for this roadway through the Tank Farm alignment corridor. In going through the above identified issues it can easily be seen that none of the alternative alignments is simple when all issues are considered. To simplify the previously described analysis the following comparison matrices of advantages and disadvantages has been developed. The Table 2 and 3 rankings of "high/medium/low" reflect both the previously described issues and also those outlined in Attachment B. As demonstrated by these comparisons and also discussed in -depth in the previous sections, the issues associated with choosing an alignment for Prado Road are complex and highly interrelated. There is no clear "perfect" alignment for Prado Road particularly in accomplishing all goals and policies of the City's General Plan. All three alignments have benefits and drawbacks that must be addressed in order to accomplish the sports field project, approve beneficial Margarita Area and Airport Area specific plans and satisfy the circulation needs of the community. 2 -20 Council Agenda Report - Prado Road And Damon- Garcia Sports Field Complex Page 21 Table 2 - ADVANTAGES Average Assessment: Moderate /Low High/Moderate Low/Moderate Table 3 - DISADVANTAGES WWI Design High Low Low/Moderate Expandabitity of Sports Feld Site Moderate Moderate Moderate f I 1 Low Hi Environmental High Low/Moderate Moderate Design Moderate High Low Expandability of Sports Feld Site High Moderate High planning & rmittin Low Hi ch Moderate Enviromnental Moderate Moderate Low Damon -Garcia Twing Deli Low High High Hazardous Materials Hi Low/Moderate Hi h Pedestrian and Bicycle of Moderate Moderate Low/Moderate Pedestrian and Bicycle Moderate High Low/Moderate cimulation Vehicular Circulation low Moderate Low/Moderate DamonwGarrcia Timine i e Low High Low L ow High Low Funding/Cost Average Assessment: Moderate /Low High/Moderate Low/Moderate Table 3 - DISADVANTAGES Average Assessment: High/Moderate Low/Moderate Moderate Individuals may choose to weigh certain categories in the above tables more than others, i.e. "Sports Field Expandability" over "Vehicular Circulation" in order to benefit the Damon - Garcia project. However, in order to comprehensively address the needs of the existing and future community all issues need to be considered to accomplish goals and objectives established in the General Plan. Many issues are complex, particularly regarding any alignment through the Unocal property, and may not be fully understood by members of the community that have well- meaning and very focused objectives. A clear difference in the three alignments is the advanced state in planning and deslnllt the Design High Low Low/Moderate Expandabitity of Sports Feld Site Moderate Moderate Moderate Planning & Permittin High Low Hi Environmental High Low/Moderate Moderate Hazardous a e 'al High Low Low Pedestrian and Bi cle Safety Low Low/Moderate L.owl I erase Pedestrian and Bicycle Circulation L.ow/Moderate Low/Moderate High hicular Circulation Hi Moderate Moderate Damon -Garcia Twing Deli High Law [;igh ndin Cost Hi Low/Moderate Hi h Average Assessment: High/Moderate Low/Moderate Moderate Individuals may choose to weigh certain categories in the above tables more than others, i.e. "Sports Field Expandability" over "Vehicular Circulation" in order to benefit the Damon - Garcia project. However, in order to comprehensively address the needs of the existing and future community all issues need to be considered to accomplish goals and objectives established in the General Plan. Many issues are complex, particularly regarding any alignment through the Unocal property, and may not be fully understood by members of the community that have well- meaning and very focused objectives. A clear difference in the three alignments is the advanced state in planning and deslnllt the Council Agenda Report - Prado Road And Damon - Garcia Sports Field Complex Page 22 current Adopted alignment has in its relationship to the Damon - Garcia Sports Field project. This fact is inherent in many of the rankings shown above and should be taken as a reality in making proper comparisons of the various alignments. The Adopted alignment ranks better than the other two alignments when considering all the issues associated with accomplishing the above mention objectives. No single road alignment can meet all objectives. The Adopted alignment has always been planned as a piece of the "system" of transportation corridors for the city as filled in by the AASP and MASP areas. While the Industrial Way alignment would not affect the systems planning done so far, the Tank Farm Road alignment would cause a fundamental shift in those assumptions because collector streets might need to be deleted to address citizen concerns. Because connector roads are a key element to successful transportation systems, staff recommends that they be specifically considered during the public hearing process of the AASP and MASP and not summarily deleted as part of the Sports Field project. FISCAL LWPACT Depending upon Council's decision, fiscal impacts of this issue will vary. The following are general descriptions of anticipated impacts with each of the alternatives. Adopted Alignment • No additional fiscal impact. Industrial Way Alignment If Council chooses the Industrial Way or Tank Farm alignment, redesign and environmental work will be necessary for the Damon - Garcia project. Costs are estimated at $30,000 but could be more if US. Army Corps of Engineers requires additional levels of study. For the present, the design budget for the project is approximately $181,000 over budget however; the total project budget of the project is $2.9 million therefore there is sufficient funding to cover the extra design work. Applying additional construction money to the design budget will result in less than anticipated funding for the sports field construction unless additional funding is secured. The rework makes it more likely that the project will exceed the original budget estimates. • The cost for removal, mitigation and retaining wall of the red rock quarry site will be significant. In retrospect, adopting the southern alignment will make the purchase of the Lathrop Property at a cost of $231,000, unnecessary. The site will now be part of Industrial Way and could have been acquired as a condition of the annexation of the property. Tank Farm Road Alignment • Redesign and environmental work will be necessary for the Damon - Garcia project. Costs are estimated at $30,000 but could be more if U.S. Army Corps of Engineers requires additional levels of study. • The added cost to export earthwork soil from the site in the Tank Farm a2pMt is Council Agenda Report - Prado Road And Damon - Garcia Sports Field Complex Page M estimated to be $15,000. • The same design budget issues detailed for the Industrial Way alignment applies to the Tank Farm Road alignment. • Additional studies and investigation for environmental review regarding hazardous materials, biological resources and circulation will need to be conducted for Prado Road and the AASP and MASP. Estimated at $50,000 to $75,000. • Long -term hazardous material clean-up costs are unknown but are assumed significant if an avoidance alignment cannot be achieved. These costs may or may not be bome by private development. Should the Council choose any of the alternatives listed below, staff will need to prepare a budget of time and expense in order to fully carry out the Council's direction. CONCURRENCES • At their November 30 meeting, the Joint Use Committee unanimously recommended to the City Council that no action be taken regarding the Prado Road alignment issue that would delay the construction of the Damon - Garcia Sports Fields. • At their January 3, 2001 meeting the Parks and Recreation Commission made the following motion related to this matter: Recommend to the City Council that the construction of the Damon - Garcia sports fields not be delayed and to consider realignment of Prado Road only if it would not delay the project. The Commission, mindful of the scope of its advisory role, limited their discussion of the project to just the sports fields. Since the goal of four fields can be achieved in all three of the Prado Road alignments, they did not object to the consideration of the other alignments. However, their overriding concern was that the project not be delayed as a result of that consideration. The Santa Lucia Hills Master Homeowners association has considered the issues of Prado Road alignment and has formally stated opposition (Attachment K) to the Tank Farm Road alternative. Their major concern is introducing additional automobile traffic along Tank Farm Road east of Broad Street. • City staff has met with Coastal Unified School District staff, including the Superintendent, to review issues associated with the Adopted alignment and the potential school site. During this meeting, District staff could not identify any safety related concerns. Staff has also invited District representatives to tour the area prior to the Council meeting, and a formal response from the District may be forthcoming prior to the January 16, 2001 Council meeting. The City's Natural Resource Manager and City Biologist have assisted with the preparation of this report. 2 -23 Council Agenda Report - Prado Road And Damon - Garcia Sports Field Complex Page 24 ALTERNATIVES Alternative 1. Choose the Industrial Alignment. This alignment will mean delay in the Sports Field complex construction, require significant environmental processing of a low bridge over two creeks blocking habitat migration patters, and will require significant legal effort and expense in. acquiring private property with development entitlements. For these and other reasons, this alternative is not recommended. Alternative 2. Choose the Tank Farm Alignment. This alignment would mean a significant delay in the Sports Field complex construction due to the need for a general plan amendment requiring significant additional environmental studies and a traffic impact study. Directing that the Sports Field project move forward without the General Plan amendment would open the City to legal challenge and may delay actual construction of the project until the issue is resolved. For this and numerous environmental factors this alternative is not recommended. Alternate 3. The .Council. could choose an alternative that preserves the Damon Garcia Sports Field layout and design that accompanies the Adopted Prado Road Alignment but only preserves the right -of -way for Prado Road with the intention of pursuing other alignments or the Tank Farm Alignment. This alternative would not necessitate a General Plan amendment, with all the accompanying additional studies, until such a time as a final alignment for Prado Road could be decided. Likewise, design and construction of the Damon Garcia Sports Field could proceed without delay. Thus, on the surface, this might look like an alternative worth pursuit. However, more subtle issues arise.that work against this alternative. A major reason that the design for Prado Road has progressed as far as it has is a stated objective to build the sports fields once and not disrupt them again later on during Prado Road construction. Earthwork calculations for both the road and the sports fields have been concluded and both work to support each other. Building only the sports fields but not the road could be done but later construction of the road would require considerable disruption to at least one playing field and additional road construction cost. The Corp permit to realign a small portion of Orcutt Creek would have been secured (under the premise that Prado Road would actually be built). Subsequent applications to the Corp for a different alignment would: a) expose the City's true original intention, and b) place the City in the position of arguing on behalf of a less environmentally friendly road route — as discussed earlier. Finally, even if the City were successful in Corp permitting issues, building the four fields and the parking lot, no additional fields would be possible. The four fields have been shown by the Architect to be the maximum achievable under any of the three alternatives. Positive outcomes of this alternative would be a possible additional parking lot.at the north end of the sports fields (as shown in the Industrial Way alignment — which has its own issues) and additional open space on the adjacent hillside. Construction of the parking lot would have to await resolution of the `other alignment" issue and subsequent General Plan Amendment. 2 -24 Council Agenda Report'- Prado Road And Damon - Garcia Sports Field Complex Page 25 In conclusion, this alternative is not recommended because there would be no net gain to the City in terms of issues seemingly of most importance — additional fields, cost and future disruption of sports activities. Alternative 4. Choose to direct staff to study additional combinations of existing alternatives or study new alternatives previously not studied. Design of the Sports Field project could proceed under this alternative, assuming that some form of Prado Road were to remain in order to allow the complex to be in compliance with the General Plan. However, this strategy may result in the delays mentioned for Alternative 2 and does not ensure timely deliverance of the sports field project. Staff time to perform the additional studies could be made available but to do so would take away time from other projects that have high priority with the Council and community. ATTACBNMNTS A. Planning History — Prado Road B. Prado Road Alternative Alignment Comparison C. Pedestrian Interchange Conceptual Plan D. Damon - Garcia Concept Plan and the Adopted Alignment E. Damon - Garcia Concept Plan and the Industrial Way Alignment F. Damon - Garcia Concept Plan and the Tank Farm Road Alignment G. Plan and Cross Section — Prado Road and the future school site' H. Plan and Cross Section — Prado Road and the Damon - Garcia Park site 1. Alternative 4 — AASP J. Caltrans Letter of Correspondence K. 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F'- Y I OC ' o�C Q d Q � d J I 4 c 0 � 0 lu U OTC 4 IL 2 -38 a k z -A lu lu luH d lu dddVlll ma lu 0 oc z d dU 0KI oc Ilu ii -j ;o J %) OE m af� of 2f IL IL in l Y d� z' d Z and � lug luC L < u ju n. I lu Ck R) I 2 -38 a k z -A lu lu luH d lu dddVlll ma lu 0 oc z d dU 0KI oc Ilu ii -j ;o J %) OE m af� of 2f IL IL in l z' d v d H IL Q Z Ki ILI and O lu u-1 Q z J Z > > �4 _ 4z v4. �IL OC p� >� 2 -38 a k z -A lu lu luH d lu dddVlll ma lu 0 oc z d dU 0KI oc Ilu ii -j ;o J %) OE m af� of 2f IL IL Apr -03 -00 04:10P P.02 STATE OF CALIFORNIA BUSINESS, TRANSPORTATION AND HOUSING AGENCY GRAY DAVIS, Governor DEPARTMENT OF TRANSPORTATION 50 Higuera Street no SAN LUIS 081SPO, CA 93401 -5415 TELEPHONE: (805) 549 -3111 TDD (805) 549 -3259 April 3, 2000 Mr. Michael McCluskey, , Public Works Director City of San Luis Obispo 955 Morro Street San Luis Obispo, CA 93401 Subject: Prado Road Extension Dear Mr. McCluskey: Caltrans District 5 would like to take this opportunity to convey our thoughts in regard to the future extension of Prado Road to Broad Street (State Route 227). Route 227 is a conventional highway that primarily serves local and commute traffic between San Luis Obispo and the Five Cities area. It is not considered a route of interregional significance. The District is aware of the City's plans to construct an interchange at the existing Route 101/Prado Road intersection and extending Prado Road easterly to Broad Street. Specifically where Prado Road intersects Broad Street is not an issue with the District, as long as the connection occurs at a signalized intersection and operates at an acceptable level -of- service. We expect future City.traffic studies to verify that the location of the Prado Road/Broad Street intersection will meet Caltrans operational requirements. The extension of Prado Road is identified in our Route Concept for Route 227. The Route Concept includes the potential realignment of Route 227 to the new Prado Road to achieve a more direct connection with Route 101. We expect that the Prado Road extension will be designed and constructed to meet the design specifications for a conventional highway. We would be happy to work with you in an oversight capacity to assure that the Prado Road extension meets appropriate State highway standards. I hope you and your Council find this information useful. If you have any questions regarding this issue, please call me at (805) 549 -3161. Thank you for the opportunity to comment. Sincerely, Ric d L. Krvmholz Acting Division Chief Division of Planning and Programming 2 -40 Attachment J SANTA LUCIA HILLS MASTER HOMEOWNERS ASSOCIATION 3563 Empleo Street, Suite B, San Luis Obispo CA 93401 (805) 544 - 9093 (Fax) 544 - 6215 f OUNCIL D CCO DIP 0 FIN D:1 December 20, 2000 r-KCA0 d FIRE c". - D- ATTORNEY iRftiv D:a RECEIVED ..::.:T TEA,; 13'r�'cC DI; DEC 2 2 2000 San Luis Obispo City Council Ce CaAtILT10 D UTIL MA 990 Palm Street g, ?R%t %g D PERS DIR SLU f_` CLERK San Luis Obispo, Ca. 93401 -3249 Honorable Mayor and Councilmembers, The Board of Directors for the Santa Lucia Hills Master Homeowners Association is very concerned about the proposed re- alignment that would have Prado Road connect with Tank Farm Road. Tf 6 Association believes that this would make a bad situation worse if this realignment were adopted. The Board has expressed concerns to your Council in the past about Tank Farm Road between Broad Street and Orcutt Road. The width of Tank Farm Road encourages higher speeds and creates a physical barrier dividing our neighborhood. Numerous residents complain to us about this already dangerous situation. If this proposed realignment is approved, it will make it more difficult for the residents of Santa Lucia Hills to access Tank Farm Road at Poinsettia, Hollyhock, Morning Glory, and Sunrose Lane. Of even more concern is the ability of the residents, especially children, to cross this street safely while walking or riding bikes. By increasing the traffic in this area, the safety of the residents in this area decreases significantly. Noise pollution from the additional traffic will also increase. Housing developments being built in this area as well as proposed new developments will negatively impact an already bad situation. With the proposed realignment, the traffic, safety, and quality of fife for the current homeowners would be negatively impacted severely. The Association is concerned that property values of the homes near Tank Farm Road would decrease as more traffic is induced to use this corridor. The City Council was sympathetic to the residents. of the Johnson Avenue area when they were faced with increased traffic due to the Prado Road extension. The residents of Santa Lucia Hills are equally concerned with adding traffic into their neighborhood. Thank you for your consideration of this matter. Sincerely, Board of Directors Santa Lucia Hills Master Homeowners Association 2 -41 Prado Roar! Raalignmrnt Od12.doc Attachment K FAG i San Luis Coastal U : ied Schoo[ District Mr. Ken Hampian City Administrator City of San Luis Obispo 990 Palm Street San Luis Obispo, CA 93401 Dear Ken: 1499 San Luis Drive San Luis Obispo, CA 93401 -3099 (805) 543 -2010 MEETING AGENDA DATE I ( ITEM # = I L3POUNOIL IR C CAO 2*ACAO HIEF R IiTTORNEY �! ERKIORIO 7FINDIR E CHF "T TEAM IIt ;rl • rash C t,& lll IR V Tt5ochu m RECEIVED JAN 1''1 2001 SLO CITY CLERK I wish to take this opportunity to express my appreciation for your invitation to comment on the safety of the city's proposed Prado Road extension alignment. You asked the school district to look at the suggested Prado Road alignment with regard to safety. We looked at three points. The first point is the distance between the edge of the road and the edge of the play field, as represented by the city's diagram. -The traffic separation appeared to us to provide an appropriate distance from the edge of the road to the play surface. Point number two was the pedestrian connectivity between the Damon Garcia Sports Complex and any ultimate school park site on the opposite side of the highway. The connection proposed was via two pedestrian under crossings. The school district identified issues that the design team should be cognizant of, such as reducing surfaces that could attract graffiti, blind spots so that someone supervising those under crossings could get a clear view, and appropriate illumination underneath those badges for the safety of traveling pedestrians. I was appreciative of Mr. LeSage's assertion that there would be paid staff members, part of whose duty would be to monitor that particular passagement. It should be further noted that, should a school site be purchased and developed, there would be a requirement to plan for safe pedestrian and vehicle patterns — not only to the proposed school site but also between the sports complex. . While we are not safety engineers, we believe that the design schematic that was provided to us demonstrates the city's concern for the safety of particular sports complex users and, as such, the school district saw no safety objections. Continued .. . District Superint=dtnt, 5TEVEN M. )ADD, Ed.D. A.%" ntSupc mt ®dent aBumncsrSer+im,RORYL IIVlNGS1UN JAN -11 -01 17:20 FROM:SLCUaJ SUPT /BUS OFC 11.:5499074 PAGE 3/3 Mr. Ken Hampian January 11, 2001 Page 2 Please note that our response has focused on safety. The school district has no position on the relative merits of any of the different alternative road alignments. We trust that the city's planning process has involved the appropriate constituencies. We hope that these comments are helpful to the degree that our observations are helpful. We are appreciative of the opportunity_ Sincerely, Ns"r' �. Steven M. Ladd, d_ . Superintendent SML:brm cc; Rory Livingston, Assistant Superintendent — Business Services Brad Parker, Director— Buildings, Grounds & Transportation i William J. Almas Manager, Government Affairs and Property Development Central Coast Group Unocal Corporatio Real Estate, RemediL. . � Services and Mining Operations 276 Tank Farm Road, P.O. Box 1069 San p Luis Obispo, 0 7 Califo MG AGENDA Telephone 805 784 - Facsimile (805) 784 -04 NATE i "lk -c ( ITEM # NOCAL 9 Hand Delivered January 16, 2001 The Honorable Allen K. Settle Mayor of San Luis Obispo City and Honorable Council Members 990 Palm Street San Luis Obispo, California 93401 Re: Comments Pertaining to the Prado Road Ali ng ment Dear Mayor Settle and Council Members: The purpose of this letter is to provide comments on the issue of the future alignment of an extension to Prado Road. San Luis Obispo City staff has outlined the history and options that have been considered in a Council Agenda Report dated January 16, 2001. Unocal is a significant landowner in the area immediately south of the adopted (Northern) alignment, and the owner of the land underlying the proposed Tank Farm Prado Road connection. As such, we support the previously adopted alignment for the following reasons. • Construction of the Tank Farm Prado Road connection would traverse a large portion of the current Unocal Tank Farm site. This alignment would potentially remove and divide significant wetlands counter to City policy, and pose permitting issues with agencies such as the Army Corp of Engineers. • The Tank Farm Prado Road connection would also encounter soils contaminated with petroleum. This could result in the need for excavation and disposal of soils, with proportional increases in the costs associated with the road alignment. • Additional permitting requirements would likely result in delays to the construction of the extension and the adoption of the long awaited Airport Area Annexation Plan. • Area landowners would be subject to the additional time requirement associated with the delay of the adoption of the Airport Area Annexation Plan while drainage, utilities, and circulation issues are reevaluated. RECEIVED ALAN 1 6 2001 St0 CITY COUNCIL Z i i,ne.at� ❑ UTII D;f1 D HERS DIR William J. Almas Manager, Government Affairs and Property Development Central Coast Group Unocal Corporatio Real Estate, RemediL. . � Services and Mining Operations 276 Tank Farm Road, P.O. Box 1069 San p Luis Obispo, 0 7 Califo MG AGENDA Telephone 805 784 - Facsimile (805) 784 -04 NATE i "lk -c ( ITEM # NOCAL 9 Hand Delivered January 16, 2001 The Honorable Allen K. Settle Mayor of San Luis Obispo City and Honorable Council Members 990 Palm Street San Luis Obispo, California 93401 Re: Comments Pertaining to the Prado Road Ali ng ment Dear Mayor Settle and Council Members: The purpose of this letter is to provide comments on the issue of the future alignment of an extension to Prado Road. San Luis Obispo City staff has outlined the history and options that have been considered in a Council Agenda Report dated January 16, 2001. Unocal is a significant landowner in the area immediately south of the adopted (Northern) alignment, and the owner of the land underlying the proposed Tank Farm Prado Road connection. As such, we support the previously adopted alignment for the following reasons. • Construction of the Tank Farm Prado Road connection would traverse a large portion of the current Unocal Tank Farm site. This alignment would potentially remove and divide significant wetlands counter to City policy, and pose permitting issues with agencies such as the Army Corp of Engineers. • The Tank Farm Prado Road connection would also encounter soils contaminated with petroleum. This could result in the need for excavation and disposal of soils, with proportional increases in the costs associated with the road alignment. • Additional permitting requirements would likely result in delays to the construction of the extension and the adoption of the long awaited Airport Area Annexation Plan. • Area landowners would be subject to the additional time requirement associated with the delay of the adoption of the Airport Area Annexation Plan while drainage, utilities, and circulation issues are reevaluated. RECEIVED ALAN 1 6 2001 St0 CITY COUNCIL The Honorable Allen K. zs ) e Mayor of San Luis Obispo City and Honorable Council Members January 16, 2001 Page Two A potential Unocal land donation has been referenced by citizen's groups. This donation has been used to partially justify selection of an option other than the adopted northern route. Unocal has no current plans to make this donation. In fact, this area has been identified in the draft Airport Area Specific Plan as business park zoning. To conclude, Unocal reiterates its support for the previously adopted Prado Road alignment, and urges you to reaffirm previous Council direction. Sincerel , William J. 1 "16, Fee � I= Tuesday, January 16, 2001 Honorable Allen Settle 990 Palm Street San Luis Obispo, Ca. 93401 Prado Road Extension Mr. Mayor. MEETING AGENDA DATE L_ STEM # Z The Prado Road extension has again become an issue presented to the City Council. I own the property east of the northern alignment between Broad Street and Sacramento Road. It had been referenced in the past and recently again that the extension of Prado Road should through Broad St. to Sacramento to ease the industrial traffic. As property owner of this parcel, that is affected by this extension, we will not sell a portion of this property to the City to extend this road. If the City wishes to purchase this property as a whole, the price is $4,500,000.00. As a parent of two children involved with sports in the City I have an interest in the proposed Sports Complex. When the Sports Fields were presented they were proposed as baseball fields, soccer fields, etc. Over the time of development the fields have been reduced to turf fields, in other words, grass area's. There are more youth sports than soccer going on throughout the city today. You have Youth Baseball ( 5-12 Year old), Babe Ruth Baseball (13 -16 Year old), Girls softball (5-16 year old), Men's Adult Softball (18 -70 +), All of these programs could be nm out of the same facility if a proper field complex was built It has been done in other City's with great success. It is time for the City to be involved and provide a quality complex for all sports offered throughout the City of San Luis Obispo. They have such an opportunity with the Garda Property, but again, as I fear they will come up short with what truly is needed. If you would like to discuss either issue, I can be reached at (805) 543 -2682. 6old r IIal Partner ✓:.. 2083 Partnership -� C T T =:.:.1 p� [ pi�jasL6�f('i ❑ UTI! i C .i3e!A1f. i ❑ PUS I �• — 3592BmadSmvt I •� - -- - S. t..is Obispo, Ca. 93401 (SDS)543.2682 I 1 b 7.001 Fax (805) 563-0447 SLO CITY COUNCIL Lee Price - Prado Road Extension ^rrr�I- - Page ATE /6-0/ ITEM # - L_ From: "rcholc" <rcholc @gateway.net> To: "Allen Settle" <asettle @slocity.org >, "Ken Schwartz" <kschwartz @slocity.org >, "Dave Romero" <dromero @slocity.org >, "Jan Marx" <jmarx @slocity.org >, "John Ewan" <jewan @slocity.org> Date: 1/16/01 12:39PM Subject: Prado Road Extension RECEIVED Meeting Date: 1 -16 -01 Business Item #2 JAN 1 6 2001 Re: Prado Road Extension I SLG ` .. L.ERK Honorable Mayor and City Council Members: In February of last year RQN supported the Johnson Avenue neighborhood in their quest to maintain the southern alignment for the extension of Prado Road and to stop it at Broad Street. The council stopped the Prado Road extension at Broad Street, however, adopted a northern alignment, that was requested by staff. We disagree with that decision . We urge the council to: a.. Revisit this matter, considering the alternative routes that have been suggested. b.. Request staff to prepare an EIR before any further decisions are made. c.. Consider the old adage: "Haste makes Waste ". Respectfully submitted, /s/ Cydney Holcomb Chairperson, RQN CC: "Lee Price" <Iprice @slocity.org> From. Karl Hoffmayer To: Mayor and City Council Date: 1/] 6/01 Time: 1:26:06 FM Page 1 or ] MEETING AGENDA FACSIMILE COVER PAGE' To : Mayor and City Council From : Karl Hoff mayer Sent : 1/16/01 at 1:26:04 PM ect : Pages : 1 (including Cover) Our experiences with an underpass and overpass relate to ones that are in Pacific Palisades, CA. These both allow people to cross Pacific Coast Highway (PCH) to access the beach. The underpass is dark, with graffiti covered walls, smells of urine, and was the site of several rapes and robberies. The overpass, about one mile south,.turned out to be inconvenient for people whose children wanted to use the beach. This "inconvenience.. led to parents dropping their children at the parking lots along the beach, which added to traffic congestion and not a few accidents. Karl & Sylvia Hoff mayer, Arroyo Grande BTOUNCIL O COD DIR 0 ❑ FIN DIR P❑ FIRE CHIEF CKTrORNEY ,EY W DIR WCERKIORIO ❑ rgVCE CHF ❑ I.'r ;MT TEAM 2'9cC DIR m' iA WkAi i ❑ UTIL DIR e'SX� I,$ ❑ PERS DIR RECEIVED JAN 1 6 2001 I SLO CITY CLERK From Michael Sullivan to SLO City Council - hearing of 16 Jan 2001 - Prado Rd. alignment / Damon - Garcia Sports complex Page 1 of 3 16 Jan. 2001 '" at . FROM: MICHAEL SULLIVAN 1127 Seaward St., San Luis Obispo, CA 93405 TO:. City of San Luis Obispo (City Council) SUBJECT: CITY COUNCIL HEARING ON TUESDAY JANUARY 16, 2001, / 7 PM, AGENDA ITEM #2 - PRADO ROAD ALIGNMENT / DAMON- GARCIA SPORTS COMPLEX SUMMARY: The City of San Luis Obispo will be voting on the approval of a plan for a Sports Complex / park (soccer fields), and for a possible change in the adopted general plan for the alignment of Prado Road adjacent to the sports fields site. This site is adjacent to the South Hills open space. On 01 Feb 2000, the city council, by a narrow 3 -2 vote, approved changing the general plan from the earlier Industrial Way alignment to a new alignment of Prado Road, called the Northern alignment. The Prado Road plan (Northern alignment) would allow a new 4 -lane truck route highway (Prado Road) to pass through the park, with the sports fields to the south of the road and the Margarita neighborhood park and school and the South Hills open space to the north of the road. The Council also approved a motion requiring that the eastern end of Prado Road should terminate at Broad Street. (See minutes of Council hearing of 01 Feb 2000, attached, at p. 6) Prado Road will also pass through the future "Margarita" residential neighborhood located along the future extension of Prado Road between Broad Street and South Higuera Street. The other alignments of Prado Road that are being considered (on 16 Jan 2001) are (a) The "Industrial Way" alignment - connects Prado Road to Broad Street at Industrial Way. (This choice is undesirable because it limits the future expansion area for playing fields and requires extensive grading and road cuts.) (b) The "Tank Farm Road" alignment - connects Prado Road to Tank Farm Road at Santa Fe Road. A fourth alignment, the Los Osos Valley Road extension (See Staff Report of 16 Jan 2001 at p. 2- 39) was not considered as an alternative in comparison with the other three routes (northern alignment, Industrial Way alignment, and Tank Farm Road alignment of Prado Road.) The Tank Farm Road alignment will do the following: (a) avoid the intrusion of a busy 4 -lane highway through the area dedicated for sports fields and hillside open space; (b) allow a larger area within the property to be used for sports fields (so we can have more sports fields with this option); (c) offer the best protection for the two streams at the property (Acacia Creek and Orcutt Creek); (d) provide a quiet, natural setting for the hillside open space, rather than a setting directly adjacent to a noisy, dangerous, 4 -lane truck route roadway; (e) provide the best safety for children who use the sports field site From Michael Sullivan to SLO City Council - hearing of 16 Jan 2001 - Prado Rd. alignment/ Damon - Garcia Sports complex Page 2 of 3 Compare the "Tank Farm Road" alignment of Prado road to the "Northern alignment" of Prado Road. The "Northern alignment" will do the following: (a) place a busy 4 -lane truck -route highway adjacent to the sports fields and adjacent to a - - -- proposed new school and park; (b) require special permits from the Army Corps of Engineers to re -route Orcutt Creek and to place a large bridge over Acacia Creek, destroying the natural setting of the creeks; (c) create unsafe conditions for children (danger from roadway if children try to cross it; danger from pedestrian tunnel under roadway due to loitering, graffiti, drug use, assaults, etc.. (These problems could be so severe that the Parks and Recreation Dept has proposed hiring a special tunnel guard to protect children when the park is in operation.) (d) require an extra signal on Broad Street, causing traffic congestion; (e) intrude into the hillside area, where there are archeological resources, serpentine rock outcroppings, and rare serpentine plants that will be negatively impacted; (f) produce a development that is inconsistent with the City General Plan in many ways (for example, it does not maintain creeks in natural conditions; it does not minimize grading of roads; it does not adequately protect archaeological resources; it does not yield as many playing fields as the Tank Farm alignment would; it does not minimize disturbance of the hillside at the South Hills open space; it impedes recreational access to the South Hills open space because of the 4 -lane highway separating the open space; the roadway does not minimize visual impacts; etc.) See attachment, "Analysis of General Plan Inconsistencies" The staff report (prepared by Tim Bochum Deputy Director of Public Works) for SLO City Council hearing of 16 Jan 2001 contains numerous examples of faulty logic, inaccurate information, and conclusions not supported by substantial evidence. (See Attachment, Comments on Staff Report of 16 Jan 2001) The transportation goals of the City can be met adequately with the Tank Farm Road alignment for Prado Road. Advocates of the Northern alignment argue that it might offer a "short cut" as a cross- town highway. They also think it would take less time to build the sports fields using the northern alignment. But in reality, the short cut would only save a matter of seconds, at most, compared to travel on Tank Farm Road route to Prado Road. At the recent meeting (last week) of the City of SLO Parks and Recreation commission, testimony was given which indicated that with either the northern alignment or the Tank Farm Road alignment, the total time for completion of the sports fields would be approximately equal. The northem alignment of Prado Road has few advantages and many disadvantages. The northern alignment has significant environmental impacts, creates significant safety concerns for our children, is inconsistent with the general plan, and will permanently ruin one of our last unspoiled open spaces at South Hills. This is perhaps the last chance for the city to protect the valuable South Hills open space and to provide a sensible safe sports park for our children Alternative 2 (Tank Farm Road alignment of Prado Road) (Staff report, p. 2 -24) is the superior alternative and should be adopted. Staff's claim of significant delay with this option is speculative at best. In fact, it is possible that the opposite result could occur, i.e. that the Northern alignment could take longer, because of special concerns of the Army Corps of Engineers. Staffs analysis of the potential environmental impacts of the Tank Farm alignment is not adequate - -- it points to environmental problems (e.g. impacts on wetlands, contaminated soil) for Tank Farm alignment which will not actually exist with the slightly modified Tank Farm Road alignment From Michael Sullivan to SLO City Council - hearing of 16 Jan 2001 - Prado Rd. alignment / Damon - Garcia Sports complex Page 3 of 3 recommended by me and others; and it omits various additional potential environmental problems of the northern alignment which will exist. Also, since the northern alignment presents various significant areas of concern for the Army Corps of Engineers (impacts on creeks; realignment of Orcutt Creek; disturbance of Acacia Creek by bridge; inconsistencies with general plan; other concerns of the community, etc), it is likely that the Army Corps of Engineers will reject the Northern alignment, causing even more delay. Paul Le Sage of the Parks and Recreation Dept stated recently (10 Jan 2001 commission hearing) that he had no preference one way or the other and that either road alignment would be satisfactory from his perspective, provided there were no delays. It is possible to proceed with Alternate 2 (Tank Farm Alignment) quickly, because it is likely that an EIR will not be required. An EIR will likely not be required because the alignment we propose has no significant effects that 'have not already been analyzed in the negative declaration prepared earlier by staff for the northern alignment (See initial study, dated 01/2000, for council hearing of 01 Feb 2000, Prado Road re- alignment gen. plan amendment). If there is a traffic study and a site analysis (archaeology, plants, etc) required, it could be done rapidly, in about 2 -4 months, not the 12 months claimed by staff. For these reasons, it is feasible to process the applications and construct the fields in a timely manner with the Tank Farm alignment. Thanks for your support! Michael Sullivan 1127 Seaward Street, San Luis Obispo, CA 93405 805 - 545 -9614 Attachments 1. Minutes of City Council hearing of 01 Feb 2000 on proposed general plan amendment for realignment of Prado Road. 2. Michael Sullivan's Analysis of General Plan Inconsistencies (Northern alignment vs. Tank Farm Road alignment) 3. Michael Sullivan's Comments regarding staff report (for Council hearing of 16 Jan 2001, Prado Road Alignment / Damon- Garcia Sports Feld Complex) 4. M aps C W E a) A a of O 2 G ca LL _m Y 0 tCO a 0 a) U L y M 0 3 ca N p) 0 0 O O u IL m E C M ctf 0 ^ o r /a C a) c U Cd y C7 L TLL �) L Co N a) _ U cm ca Ma U. —J ` Y c / � co � L cn Y ` 4� O O O YO Z r >a U m r O 0 CD N O w m L Ra > to d E 3 r f O .O L C w c O o U L a+ a] a L v 2 a C R o LO 0 O CL LL LL U .U.. 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G im g C `O O O 0 IL LL LL U w 0 C O O ca a` m L X — O U a c E ° U U o o Cl CL o U N ca C O U ca � a C ca n 0 CO ET LL LO T ° ° co w as L O C) C N u C U C w O m ui O c) ca O) Q O T U U L c ° 0) ¢ rn E d E T ¢ =3 w .: uQ c o CO a j cc ro CL C3) 0) m ¢ o 0) c c °� o ai co Y U a Z > > CL o Co m CL c U a) O ca C O o¢ ac) as M0- > � Cd IZ C m y a) C W m m E mua°`i a Qca C r a) U C *O a) a) p 0 L C C " E ca a c O U c c° c� a Y .: o m Cl) E E m V C13 E O N fa w W�¢ Q d O y 0 °b O 0 0 C NCIS Oa ° `co �aci y u c c`ac`a iU O d (L J a) D 000OO u:�:0 co a CO CO) rn cf) co co _ c O CO O p O O O O O U Ds > O >, T ` >, m UmUNUU(j0 U CD .2 0 9 om0Li00000 From Michael Sullivan to SLO City Council - hearing of 16 Jan 2001 - Prado Rd. alignment / Damon - Garcia Sports complex Page 1 of 9 14 Jan 2001 From: Michael C. Sullivan 1127 Seaward St., San Luis Obispo, CA 93405 __ —__- ___805- 545 -961 4 To: City of San Luis Obispo (Council) RE: Staff .report (author: Tim Bochum, Public Works Dept.) - Prado Road Alignment and Damon - Garcia Sports Field Complex Project History has been distorted. 1. At page 2 -1, staff report claims that Prado Road has been planned for nearly 40 years to extend across the Margarita - Garcia properties and tie into Broad Street. This is only one of several options that has been considered. For example, the Margarita Specific Plan of April 1998 shows an option of connection of Prado Rd to Tank Farm Road rather than to Broad Street. The General Plan Circulation element of 1994 shows a possible aftemate alignment of Prado connecting to Tank Farm Rd as an extension of Santa Fe Rd. The Airport Area Specific Plan alternate study (July 1998) considered two different links of Prado Road to Tank Farm Road as an alternative to the extension of Prado Road to Broad Street (See staff report of 16 Jan 2001 for Council hearing, p. 2 -5 - 2 -7.) Note also in the history of the city's Circulation Plan (Attachment A of staff report of 16 Jan 2001) that beginning in 1979, Prado Rd was not considered for extensions east of Broad Street or across US 101, i.e. it was to be a non - arterial street. It wasn't until 1990 that these extensions were returned as part of the concept for Prado Rd. Since the extension from Broad Street to Johnson Av or Orcutt Rd has now been abandoned (Council action of 01 Feb 2000), there is no compelling rationale for considering Prado as the major ring road from Johnson / Orcutt area to Madonna Road. 2 The Northern Alignment is significantly different from the Industrial Way alignment At page 2 -1, staff report claims the northern alignment is not a new alignment. This is false. The alignment which had existed for many years was the Industrial Way alignment. The northern alignment is a different alignment with different constraints, different environmental consequences, different traffic flow patterns, and different concerns for the Army Corps of Engineers. 3.Author claims Northern alignment yields significantly shorter time to completion of sports fields: this is probably false. At p. 2 -1, staff report claims that northern alignment is the only alternative that is guaranteed not to delay delivery of the Sports Field project. This is not necessarily true. There are various factors that need to be considered (such as the longer processing time by Army Corps of Engineers for Norther alignment; longer processing time by Cal Trans for Northern alignment; potentially longer time required for grading and construction for Northern alignment, etc.) The discussion of staff at SLO City Dept of Parks and Recreation (10 Jan 2001) was that either option would take about the same length of time. Also, it is possible to build some of the sports fields for the Tank Farm Road alignment soon, without doing a general plan amendment ahead of time. 4.Claim of Cost Benefit is unproven. Staff report at p. 2 -5 mentions costs of $127,000 for design process and $231,000 for parking area at Industrial Way at Lathrop property. The latter cost of $231,000 would be about the same for either alignment (northern or Tank Farm) since the parking lot would be in that same location at Industrial Way in either case. (Tank Farm alignment would have a lot at Industrial Way that has 100 more spaces than lot at Industrial Way proposed for Northern alignment, so It could cost somewhat more.) But Norther alignment also proposes a parking area at Prado and Broad, another expense. Regardless of the cost for planning to date, the northern alignment still has numerous flaws, including many inconsistencies with the general plan, which make the Northern alignment unsupportable. From Michael Sullivan to SLO.City Council - hearing of 16 Jan 2001 - Prado Rd. alignment / Damon - Garcia Sports complex Page 2 of 9 5.Fourth alternative was not discussed Staff report at p. 2 -7 states that the fourth alternative (extension of Los Osos Valley Road connecting to Tank Farm Rd, Attachment I of staff report of 10 Jan 2001) would have similar issues as the Industrial Alignment. What are the issues? There should be more discussion of this alternative. Why is it being hidden? 6 Northern alignment should be abandoned because of numerous inconsistencies with General Plan. Staff report at p. 2 -7 states that an EIR is now being prepared for the draft Margarita Area Specific Plan with consideration. of the northern alignment of Prado Rd. An analysis of the proposed northern alignment would show that it has many (at least 12) inconsistencies with the City's General Plan. (See Michael Sullivan's °Comparison of Prado Road Northern Alignment with Tank Farm Road alignment" submitted to Council for hearing of 16 Jan 2001.) 7. Staff report contains an inaccurate history of environmental analysis. Staff report at p. 2 -7 to 2 -8 says the City will need to do additional environmental analysis because the proposed Tank Farm alignment has not been studied sufficiently. Staff report at p. 2 -7 states that Figure 3 of staff report (the "criss -cross" concept, with Tank Farm Rd joining to Industrial Way, and Prado Rd joining to Tank Farm Rd) is the only alternative that has been studied. That is incorrect. The City of SLO Initial Study of Jan 2000 for the proposed northern alignment (Council hearing of 01 Feb 2000) discussed the alignment from Prado to Tank Farm Rd on a route southeasterly from Prado to Tank Farm (see page 4 of staff report for Council hearing of 01 Feb 2000 for Prado realignment). It is not necessary to conduct more environmental studies for that alignment because it has already been done for the Initial Study of Jan 2000 (for Council hearing of 01 Feb 2000 for Prado alignment). The alternative of the "criss cross" plan with collector road to Industrial Way has already been studied in the 1999 alternatives analysis for the Airport Area Specific Plan, as stated in staff report (16 Jan 2001) at p" 2 -7. Any new initial study for a potential General Plan Amendment (to abandon the northern alignment and adopt a new alignment from Prado Rd. to Tank Farm Rd) can use the earlier studies. 8.Staff report incorrectly concludes that Tank Farm alionment oniv allows 4 snorts fields. Staff report at p. 2 -8 states that a Tank Farm alignment of Prado Rd will not allow more room to build sports fields at Damon - Garcia sports complex. It is stated (p. 2 -8) that all three alignments under consideration (northern alignment, Industrial Way alignment, Tank Farm Rd alignment) yield the same number of possible fields, that is, a maximum of 4 fields for each alignment. Attachment F shows only 4 fields for the alternative with no roadway thru the site (i.e. the Tank Farm Road alignment). However, Ron Alers has shown a scaled drawing of the site, showing that it is feasible to have 5 or even 6 full -sized soccer. fields at the site if the roadway is not there. 9 Tank Farm Road alignment offers superior parking plan The author of the staff report admits that a disadvantage of the northern alignment is that it can only feasibly accommodate 150 parking spaces, while the Tank Farm Rd or Industrial Way alignments could yield larger parking areas for up to 250 cars. Attachment E of staff report (16 Jan 2001) shows a proposed parking area on Broad Street but the staff report (p. 2 -9) concludes that this option is not viable. Furthermore, the Tank Farm alignment plan (if implemented with a connection to Tank Farm Rd at Santa Fe Road) can provide access to parking at the western boundary of the site (Unocal area), giving even more parking area. 10.Information in staff report on number of fields is contradictory and inaccurate. On p. 2 -9 of staff report, third paragraph from top, the author claims that 4 fields cannot be built at the Damon - Garcia site. This conflicts with the information in the earlier part of the staff report (p. 2 -8, second paragraph from bottom) which states that with all three, alignments it is possible to create 4 fields at the Damon - Garcia site! Furthermore, Ron Alers has shown that actually 5 or 6 full -sized soccer fields could fit in the site associated with the Tank Farm Road alignment. From Michael Sullivan to SLO City Council -hearing of 16 Jan 2001 - Prado Rd. alignment/ Damon - Garcia Sports complex Page 3 of 9 11. Arguments in favor of Northern alignment are not convincing (and are also not based on substantial evidence.) On p. 2 -9 of staff report, the author argues in favor of the northern alignment in the following ways: (a) 'Because... it will be elevated as it passes the (sports) complex, Prado Road will create a wind break for park users and will assist in noise and light impact reduction of (sports) complex activities on the future adjacent neighborhood." But.... Consider the disadvantages of this elevated roadway. It will create an unsightly visual impact; it will create a barrier to wildlife; It necessitates a pedestrian tunnel which is likely to be unsafe; it will block the connectivity of the sports fields to the other recreational activities that exist in the nearby park and in the South Hills open space area. An elevated roadway about 16 feet high would do little to block the impact of lights for the fields because the lights will likely be around 50 or more feet high. Noise from the sports fields is not likely to have a significant effect in comparison to the noise from Prado Road traffic which is likely to be 60 dB or higher. (source: City of SLO Gen. Plan, Noise Element) The elevated roadway for Prado Rd would have more disadvantages than benefits. (b) °The adopted (northern) alignment will also supply buffering of Sports Field activities to the South Hill open spaces and adjacent archeological site." But... Buffering (separation) of the sports activities from the open space is not desirable. City of SLO Gen. Plan Open Space element (Jan 1994), p. 91 -92, states that .recreational uses of open space may include trails, viewing stations, hiking, horseback riding, swimming, photography, painting, sketching, and other similar day recreation uses." People who use the sports fields should have easy access to the open space to enjoy these other recreational possibilities. The elevated roadway discourages access, and the noise of traffic spoils the enjoyment of the open space. The Margarita Specific Plan (Apr 1998) at p. 42 states, 'The City and the school district have established a program for joint use of recreational space, which is expected to extend to the elementary school" (adjacent to Damon - Garcia sports complex.) That means that school children from the elementary school would use the sports fields; people from the community might want to use the recreational facilities at the park (next to the school) and in the South Hills open space. The northern alignment Prado Road, even with a tunnel for pedestrians, presents a barrier and a safety problem for this access. The author complains of potential impacts on archeological resources from people who use the open space... What about the permanent impacts on archeological resources from the Prado Road cut and fill, which could forever bury some-of the as -yet unidentified archeological sites? Such impacts can be avoided by adopting the Tank Farm alignment. And, if the archeological sites remain in their natural setting (without an arterial truck route running a few yards away), the sites could be protected as part of an interpretive exhibit. (c) (p. 2 -9) °Both the Industrial Way and Tank Farm alignments will require redesign of the Damon - Garcia project. Redesign costs of the sports field project for either of these alternatives are estimated to be a minimum of $30,000 and will probably be more." Where does this °estimate" come from? Is it valid? Probably not. Even .assuming that this $30,000 figure is accurate, it is still better to pay the additional costs in order to avoid the many disadvantages of the northern alignment of Prado Rd. (d) (p. 2 -10) Summary: "The adopted (northern) and Tank Farm alignments are superior to the Industrial Way alignment. The adopted alignment will assist noise, lighting and wind buffering for the Sports Field project. The adopted (northern) alignment is slightly superior to the Tank Farm Road alignment in that there are no costs of redesign to the Damon - Garcia project." Comment: This opinion is does not make sense. As mentioned above, the author's claim of the supposed benefits (will assist noise, lighting and wind buffering) are insignificant. Noise from the northern alignment traffic is much more than the noise that would come from the playing fields; traffic noise would be constant, while playing field noise would be mainly from around 8 am to 9 pm or so. The elevated roadway (about 16 feet) will do little or nothing to avoid impacts of the high lights (about 50 feet or maybe taller) for the playing fields. Although the elevated roadway might buffer some wind, there will still be wind coming over the roadway and from other directions. The author claims that there is a $30,000 cost savings for the northern alignment, but offers no proof or substantiation of that claim. Also, the author From Michael Sullivan to SLO City Council - hearing of 16 Jan 2001 - Prado Rd. alignment / Damon - Garcia Sports complex Page 4 of 9 overlooks the many potential inconsistencies of the northern alignment with the City's General Plan (Open Space element, Noise element, Parks and Recreation element, Circulation element, .Land Use element) identified by Michael Sullivan and others. Conclusion: The northern alignment is the inferior choice of the three. 12._ _The- Tank—Farm _Road..alignment. offers superior. opportunity for expansion of sports field area. See information on Sports Field Expansion (p. 2 -10) (a) The author claims (p. 2 -11) that the Margarita neighborhood park and school should be separated from the Damon - Garcia sports field users. The author points out that Prado Road (in the northern alignment) acts as a barrier between the sports field and the neighborhood park and school, and the author believes this is a good thing because it will keep the general public out of the neighborhood park and school. That was not the vision in the April 1998 Margarita Specific Plan which stated (0 42) that `The City and the school district have established a program for joint use of recreational space. which is expected to extend to the ementary school." (b) The author claims (p. 2 -11) that both the Tank Farm alignment and the northern alignment offer the possibility of expansion of sports fields into the Unocal area. The author thinks that with the Tank Farm Road alignment, it would be necessary for bicyclists and pedestrians to cross Prado Rd. at grade level. This opinion is probably not valid. Prado Road can be located further toward the southwest, further from the sports fields, allowing expansion and avoiding the need to cross Prado Rd on foot or by bicycle. An access road from the extension of Santa Fe Rd could lead to a parking area at the western boundary of the expansion area. Access to this area can be by sidewalk or bike path. Summary (p 2 -12): 'The adopted (northern) alignment is superior in separating the competing neighborhood and sports field uses. The Tank Farm Road and adopted (northern) alignments allow for highest degree of physical expansion into the Unocal area without impacting the school or neighborhood sites. The Industrial Way alignment could create a barrier to safe bicycle and pedestrian movements if expansion into the Unocal property is pursued and would bisect the two park areas." Comment: The author has assumed that separation of the Margarita neighborhood uses (park, school) from the sports field uses is desirable. That opinion is at odds with the Margarita Area Specific Plan (Apr 1998) goal for sharing the two recreational areas. Under the Tank Farm alignment plan, Prado Road could serve as the western boundary of the expansion area in the Unocal lands, creating a safe situation for park users (it is not necessary to cross Prado on foot or bicycle), and providing ample room for expansion. Conclusion: The northern alignment plan seems inconsistent with the goal of the Margarita Area specific plan for sharing of recreational uses between the Margarita area and the Damon - Garcia sports fields. The Tank Farm Road alignment allows ample expansion and is safe. The Tank Farm Road alignment that we propose has a junction with Tank Farm Road at Santa Fe Rd. Thus there is ready access to the sports fields from Tank Farm Road. With the Tank Farm alignment here is potential for more parking near the western boundary of the expansion area. The Tank Farm Road alignment Is the superior choice. 13 Permitting by the U.S. Army Corps of Engineers and Caltrans could be quicker for the Tank Farm alignment. (a) The author of the staff report (at p. 2 -12) assumes that the Tank Farm Road alignment would cross wetlands (near Tank Farm Rd) and therefore would have trouble getting a permit from Army Corps. But it is possible to route the Tank Farm Rd alignment so that it runs further east, away from the wetlands and also away from contaminated soil. (b) The author discusses problems with Cal Trans approval of the intersection of northern alignment Prado Road and Broad Street. These problems would disappear with adoption of the Tank Farm alignment There would also be the advantage of not having the extra signal on Broad Street only 300 meters from the signal on Broad St at Industrial Way. Summary (p. 2 -13): The author states, 'The adopted (northern) alignment offers least delay from the U.S. Army Corps and Caltrans. Both Tank Farm and Industrial Way could encounter Corps permitting From Michael Sullivan to SLO City Council - hearing of 16 Jan 2001 - Prado Rd. alignment/ Damon - Garcia Sports complex Page 5 of 9 hurdles that might delay the sports field project. All alignments require Caltrans permitting. Long -term issues regarding the Tank Farm alignment and Hwy 227 redesignation are unknown at this time." Comment: The author's logic is flawed. Actually, the Tank Farm Road alignment would probably have the fewest problems with Army Corps approval. The Tank Farm Road alignment (the segment connecting Prado - - - Road -to Tank Farm -Rd) can (and should) be moved further east, to avoid wetland impacts and contaminated soil. The Tank Farm Road alignment has no impact caused by road or bridge or realigned Orcutt Creek at Damon Garcia sports fields, as does the northern alignment. Therefore, the Army Corps permitting process for the Tank Farm alignment should be faster. The Tank Farm Road alignment creates no problem with Cal Trans, because the Tank Farm alignment does not require a parking lot at the junction of Prado Rd and Broad Street. Conclusion: The Tank Farm alignment will be likely to have the fastest permitting process for both Army Corps and Cal Trans. 14. Tank Farm Road alignment has fewer significant environmental impacts (a) Author claims (p. 2 -13) that northern alignment might be preferred on environmental issues to the - northern alignment. This is probably incorrect. The northern alignment yields the following significant impacts: (1) Scenic /aesthetic impact of roadway adjacent to South Hills open space (2) Impact of traffic noise on South Hills open space and neighborhood school and park (3) Necessity for large bridge over Acacia Creek and for alteration of course of Orcutt Creek (4) Substantial cut and fill for roadway adjacent to South Hills open space (5) Safety issues for pedestrians and bicyclists at sports fields complex and neighborhood school and park (6) Various inconsistencies with City's General Plan The Industrial Way eliminates all of the above concerns, but still has impacts associated with grading a big cut through the hill by Unocal property. The Tank Farm Road is the preferred choice, because it eliminates all of those problems. (b) Author claims that Tank Farm Road alignment could take longer because it requires new studies. This is doubtful. The City's initial study (Jan 2000) for the northern alignment of Prado Rd (Council hearing of 01 Feb 2000) contains most of the information and analysis needed for further environmental review. The staff report did a thorough analysis of the southern (Tank Farm) alignment and the other proposed alignments, and compared the potential effects in 79 different °impact topics and features." A summary of the initial study (comparing the Northern alignment and the Tank Farm alignment only) in 79 different categories of potential impact is shown below: (See Initial Study, Jan 2000, for Council hearing of 01 Feb 2000, Prado realignment) Impact topics and features (In the Prado Initial Study, 01/2000) Number of categories with 'No Impact' or 'No significant impact" Number of categories in which Impact Is possible but could be mitigated to insignificance Remaining impacts identified as potentially significant Northern Terminating alionment 67 12 f�$ Tank Farm Rd alignment f 12 05 Total °impact topics and features" analyzed 79 79 Northern Terminating alignment Tank Farm Rd alignment From Michael Sullivan to SLO City Council - hearing of 16 Jan 2001 - Prado Rd. alignment / Damon - Garcia Sports complex Page 6 of 9 Additional factors not addressed in the Prado Initial Study of 01/2000 Inconsistencies with City's General Plan Issues of concern (Initial Sludv 0120001 Staff claims that all concerns are mitigated Northern Terminating alignment At least 12 Issues of concern (Initial Study 0120001 (1) Concern with Broad St/rank Farm intersection - safety of cyclists, walkers Comment : This issue is not unique to Tank Farm alignment. Northern allgn- ment also has simlar issues at northem parking area (Prado at Broad) and at. Industrial Way. (2) Volume, speed conflicts with cyclists, walkers at Broad St/rank Farm intersection. Comment This same issue exists with Northern alignment. Northern afignmem also poses danger with additlonal inter- section crossing of Broad St. at Prado Rd. City is proposing an improved cross -walk at Industrial Way, so this problem will be alleviated. (3) Habitat connections: Difficult to provide high-clearance bridge for Acacia Creek corridor connecting South Hills with down- stream open land. Comment: With Prado/Tank Farm align- ment, there is no blockage of migration due to Prado Road; this is a superior alternative. Between Industrial Way and southern properties, Acacia Creek corridor allows migration without need for bridge. Issues of concern (comd.l (4) Potential impact from disturbing the petroleum contamination. Comment: This impact can be avoided by routing the Prado -Tank Farm connection further to the east. (5) Potential Impact from petroleum contamination of ground water. Comment: This impact can be avoided by routing the Prado -Tank Farm connection further east. Tank Farm Rd alignment Probably none. 15 Staff has assumed that environmental analysis for Tank Farm alignment will take 12 months or longer. This is probably not true. Staff report (p. 2 -13, bottom paragraph) says that for Tank Farm alignment, City must (A) do a traffic study for revised alignment (2 -4 months) and (b) do environmental inventories for revised alignment. The author assumes it would take at least 12 months to do the traffic study plus the inventories, which means the author has assumed that the inventories would take at least 8-10 months; this is not realistic; the inventories should take no more than 2 -3 months. Staff report (p 2 -14, top) recommends that the sports field should not proceed unless the general plan is amended first. I agree. The circulation element should be amended as quickly as possible to abandon the northern alignment and adopt the Prado Rd to Tank Farm Rd. connection. Staff has already pointed out that some connection from Santa Fe Road /Tank Farm Road intersection to Prado Rd. is foreseen as part of the From Michael Sullivan to SLO City Council - hearing of 16 Jan 2001 - Prado Rd. alignment / Damon - Garcia Sports complex Page 7 of 9 Margarita Area Specific Plan and Airport Area Specific Plan. That connection can be the same roadway that is to be used for the Prado -Tank Farm alignment. Thus, this would enable the City to complete the implementation of this connector more quickly. 16. The "Hazardous Materials" issue (staff report, p. 2 -14) can be avoided by routing. the Prado Rd -Tank Farm Rd. connector further to the east, away from. contaminated ground and wetlands. Figure 6 of the staff report of 16 Jan 2001 shows the locations of hazardous ground contamination. The alignment for Prado Rd - Tank Farm Rd could bypass these hazard areas by following a route northerly on the extension of Santa Fe Road. The staff report admits this (p. 2 -14, bottom of page). The staff report claims that this option would require "substantial additional study to review, approve and construct." That is probably not true. For environmental review, the main things required are a traffic study (2-4 months) and a site inventory for environmental factors (e.g. rare plants, archaeology, etc.) Total time for those two activities running concurrently is probably 3 to 4 months. As noted above, it is likely that the proposed alignment would. not require an EIR, because the earlier initial study (01/2001) identified only 5 potentially significant effects, three of which would not exist with the Santa Fe - Prado alignment, and two of which can be mitigated. For construction, the linkage from Prado Rd to Santa Fe (using Tank Farm alignment) would likely take much less time than the construction of the segment from Broad /Prado to the Margarita area (which requires extensive cut and fill, retaining walls, and a 4 -lane bridge over Acacia Creek). 17 The "Wildlife corridor and Wetlands " issues (staff report p 2 -15) can be avoided by routing the Prado Rd -Tank Farm Rd connector further to the east away from contaminated ground and wetlands. Figure 7 of the staff report of 16 Jan 2001 shows the biological constraints (wetland areas). These areas can be avoided by routing the connection from Prado Rd to Tank Farm Road further to the east, connecting at Santa Fe Rd extension. The initial study (0112000) for Council hearing of 01 Feb 2000 (Prado Rd alignment) considered the Tank Farm Road alignment to be the route from Prado Rd in a southeasterly direction, connecting to Tank Farm Rd about 1/3 mile west of the intersection of the Santa Fe Road extension and Tank Farm Rd. (See map, at p. 4, Initial Study, 01/2000). The initial study (01 /2000) concluded that the Tank Farm alignment could have some impacts on Unocal wetlands but could be mitigated (See comparison matrix) The staff report is concerned with the wildlife corridor from South Hills open space to lands to the south. With the northern alignment, the corridor is blocked by the road (Prado) and wildlife must be funneled along Acacia Creek under a bridge. With the Tank Farm Road alignment, this problem is eliminated because there is no blockage of the wildlife migration corridor. The staff report (p. 2 -16, second paragraph from top) admits that for wildlife migration, the Tank Farm alignment is superior. Summary of staff (p. 2 -16) - °Adopted (northern) alignment is superior because it offers the fewest environmental constraints. The Industrial Way has the greatest impact to habitat migration. The Tank Farm Road has the greatest impact to wetlands and issues of hazardous materials." Comment: These conclusions are false. Actually, the northern alignment, compared to the Tank Farm alignment, has the most constraints on migration, as mentioned in staff report, p. 2 -16, and comparing northern to Tank Farm alignment, the Tank Farm alignment is superior for wildlife migration. 18 Safety issues are significant with the northern alignment Tank Farm alignment is the superior choice. Staff report (p. 2 -16) mentions some city parks that are adjacent to roads. The only one of these that has playing fields drectly near the main road is Laguna Middle School. Some people that use Laguna Middle school have complained that the situation there is dangerous 'rf, for example, a ball is kicked into the road and a child tries to retrieve the ball. Staff report (p. 2 -16) claims that the pedestrian underpass from sports fields to Margarita area can be safe. From Michael Sullivan to SLO City Council.- hearing of 16 Jan 2001 - Prado Rd. alignment / Damon - Garcia Sports complex Page 8 of 9 But this requires a guard to be on duty to supervise children when the athletic activities are in operation. (Staff report, p. 2 -17). Will a tunnel guard be available 24 hours per day, 7 days per week? If not, what about the safety issues when the guard is not on duty? Do we really want to plan our parks in such a manner that we need to post a guard to watch over the safety of our children? Also, it is also likely that children would want to walk under the Acacia Creek bridge, and that could be another site with safety concerns. Also, the fence along Prado Road is no guarantee that children would not climb_ it_and attempt to cross Prado Road. Staff wants to have the Prado Road be both a barrier (separating sports fields from Margarita area) and an inviting access way at the same time. This is not feasible. This barrier to pedestrian movement from Margarita area to sports fields is not what is envisioned by the Margarita Area Specific Plan (Apr 1998). That plan states, at p. 42, "The City and school (the elementary school at Margarita area) have established a program for joint use of recreational space, which is expected to extend to the elementary school." That means there should be a strong, open connection between school and playing fields, not the attempt of a separation. Staff Report (p. 2 -17) claims that Tank Farm alignment puts extra traffic onto Prado Road. This is only a guess, and is not backed up by firm evidence. If Prado Road is to be used mainly as a cross -town arterial truck route, then the traffic that would have gone along Tank Farm Rd would now be funneled onto Prado Road in regardless of which alignment is chosen. The concern of more traffic on Tank Farm Road (between Broad Street and Orcutt Road) can be mitigated by use of traffic signals on that part of Tank Farm Road. The amount of traffic on that part of Tank Farm Road is going to increase in any scenario, due to the future development of the Orcutt Road area southeast of SLO city limits. Whether-that traffic goes via Tank Farm Road alignment or Prado Road northern alignment, the traffic must still go via that same segment of Tank Farm Road from Broad Street to Orcutt Rd. The staff report (p. 2 -17) states that there could be safety issues for pedestrian crossing of Broad Street at Industrial Way. This same issue would exist with the northern alignment. Staffs summary (p. 2 -17): °The adopted (northem alignment) and Tank farm alignments are superior to the Industrial Way alignment in providing safer access across Highway 227 (Broad St., Prado Rd.). The Tank Farm and Industrial Way alignments are better than the adopted (northern) alignment in achieving open access between Margarita and the Sports Field complex; however, they would require less safe, at -grade crossings of Prado Road to access the open spaces south of the Margarita area." Comment: It is true that the Tank Farm alignment gives the best access between Sports Fields and Margarita area (school, park). This is desirable if the goal of the Margarita Area Specific Plan is to be followed (a program for joint use of recreational space). The staff report concern about at -grade pedestrian crossings of Prado Rd (between Margarita area and Sports Fields) is unfounded for the Tank Farm alignment, because the Tank Farm alignment would not be routed through that area. 19 Alternative cross-town routes (Tank Farm Road or Los Osos Valley Road extension or Buckley Roads offer superior choices compared to Prado Road route Staff Report (p. 2 -18) claims that northern alignment would reduce traffic on South Street by Meadow Park. But so would the Tank Farm alignment. The new signal at Broad St and Prado Road creates a hindrance to traffic flow on Broad Street. It is too close (only about 300 M) from Industrial Way signal on Broad St. As the staff report says (p. 2 -18, bottom), the northern alignment creates a problem of more congestion at the intersection of Broad and Prado because pedestrians crossing Broad Street will block vehicles waiting to turn right or left from Prado Road. The collector road (staff report, p. 2 -19, top) from Santa Fe Rd to Prado Road could be along the Tank Farm Road alignment. This would allow an extra parking lot at the western boundary of the Sports Field expansion area Staff Report (p. 2 -19) claims that the Tank Farm alignment will combine all of the existing traffic from Tank Farm Road and Prado Road. The Initial Study (01/2000) concluded that this was not a significant problem when Tank Farm Rd is widened. The staff report assumes that most of the traffic on Tank Farm between Broad and Orcutt Rd would be due to the traffic from south San Luis Obispo. But traffic terminating at the intersection of Tank Farm and Broad Street actually follows three paths: north on Broad Street, south on Broad Street (Highway 227), or east on Tank Farm Road. Probably only a third or less of the traffic continues onto Tank Farm Road; and that traffic would be there anyway, regardless of which alignment is chosen. From Michael Sullivan to SLO City Council - hearing of 16 Jan 2001 - Prado Rd. alignment / Damon - Garcia Sports complex Page 9 of 9 20 Sports Field Timing Delays are about the same regardless of which alignment (Tank Farm Rd or northern alignment) is chosen. At the Parks and Recreation commission hearing of 10 Jan 2001, Mr. David Foote (civil engineer for Firma) gave testimony that with either alignment (northern or Tank Farm), total time for processing and construction of sports complex would be about equal. _— A general plan amendment for the Tank Farm alignment can be completed. It is likely that an EIR will not be required. The Tank Farm alignment that we propose is similar to the one previously studied in the city's Initial Study (01/2000) for the council hearing of 01 Feb 2000 on Prado realignment. The alignment we propose has fewer environmental constraints.... it would not be located on the wetland, and it would not be located on contaminated soil. If traffic study and a site analysis are required, they also could be done quickly, in about 4 months for both (done concurrently), not in 12 months as claimed in staff report. Total time for the general plan amendment could be as short as 6 months. Army Corps of Engineers approval requires the the least environmentally damaging alternative must be approved and no other. .It is likely that Tank Farm, rather than Northern alignment, would be approved. Northern alignment has too many problems for the Corps... realignment of Orcutt Creek, a bridge over Acacia Creek, etc. The Army Corps of Engineers permit could take about 6 months. It could be processed concurrently with the general plan amendment. Summary / Conclusions The Tank Farm alignment plan is superior to Northern alignment because: Design - Tank Farm avoids need to realign Orcutt Creek; allows more sports fields; allows more parking; allows more expansion to the northwest; does not require tunnel or at -grade crossing of Prado Rd. Expandability of sports field site - Allows full integration of the sports field project with the planned neighborhood park and school site; allows more expansion to the northwest Environmental - Tank Farm route can avoid wetlands, contamination. Does not have the many negative impacts like Northam alignment has (e.g. creek impacts, open space impacts, noise, pedestrian and cyclist safety, archeological impacts, etc.) Hazardous materials - not an issue for Tank Farm if route is moved east near Santa Fe Rd. Planning and permitting - Tank Farm has advantage as only choice which will satisfy Army Corps. Possible to complete general plan amendment in 6 -9 months. Pedestrian and bicycle circulation - More open plan of Tank Farm alignment allows better safety, more space for bike paths (e.g. near Acacia Creek from Broad St.) Vehicular circulation - Tank Farm choice is superior. It avoids the awkward T- intersection at Broad and the associated increase in congestion on Broad at a new signal. It allows equivalent travel times from any direction, compared to Northern alignment. It avoids noise and traffic impacts at proposed school/park area Pedestrian and bicycle safety - Tank Farm alignment avoids completely the impact of a roadway through the parkland. No need for tunnel. No need to cross Prado Road on foot or bicycle. Funding / cost - Probably less for Tank Farm. No signal at Broad. No bridge for Acacia Creek. No large retaining walls, no large amount of cut and fill. No need to build collector street. Trail Open Space and Recreational Trails Geesr;ata Srrvres Open Space sw 0 WO 1000 ISW 2000 Metem en.v.,& 1211=0 ou S nd V_ w (No BM 22 3 elf f X, '.Q ell ' 1 Di sposa 66. Flo well lot NJ is, Gra t rr-r-A 51 bile 1-11 11151 Park I Pumping 124 tati n • I k IN il.­..� ..... ........ .... It* I io 10 1 . .. . .............. ............ ism 4M ......... . ...... to U 7 � .. .. � v Y� Q �II O � I tl LIJMLEY If ,$ Z.10 41 710 SCALE 1:24000 0 GN 1000 0 1000 2000 3000 4000 5000 6000 7000 FEET .5 0 1 KILOMETER CONTOUR INTERVAL 40 FEET 24 MILS SUPPLEMENTARY CONTOUR INTERVAL 20 FEET NATIONAL GEODETIC VERTICAL DATUM OF 1929 SHORELINE SHOM REPRESENTS THE APPROXIMATE LINE OF MEAN HIGH WATER THE MEAN RANGE OF TIDE IS APPROXIMATELY 4 FEET Ij Z4 N j �e "A,C,,,,,,,, %-ircuiauon tiement Amendment Foe 4 t J f , 1 ! o a) CD f any uGSU140 a) I a ►pa a� Blue a) - I s� CL E E,. C �\ Ir $ a 0 1 a) Ql N . 1 75 CL 0 N a ��• o ) l \ \ C "0 M • L� m \ \ l\ C LL O l7f Q N N C C Z. to > o'N c a% l w X cc ) _ (a ` j o ++ / a a Q \ tiS o tr O / 1 o a LPL ,�� j auoe m in in / oc�i lm �a \ 4j Cp y 0 a CL ° O m a �s °SJ y CL _� �j is I'l I C4 Is il TANK FARM F77 .. .... . .... . ... .......... I( g " ELM y � P 1 O O r z L 0 oU 0 If V rc 0 L sF J . SaQ EZ N i BRAD S •a w 4 I. 1 � ! ! si 4 4 O•s `0. •a V J LL 4 4 •r J } Q CE z O Cl) O5 s c s Q ¢ . E� €Iq mij :; ,� ill 1 I�I Hill e 3 .1 a :s ii e 3� F� %4i o _J •=z 3� \ L O 4 1 � a I �l}� i ;r. 6 4 I I� 4 : : i i e, NY � o Q` G7 y F- y e 3 .1 a :s ii e 3� F� %4i o _J •=z 3� \ L O 4 1 � a I �l}� i ;r. 6 City of San Luis Obispo 990 Palm Street San Luis Obispo, 93401 January 16, 2001 SUBJECT: Public Comment / Agenda Item 2 — Prado Road Alignment (Higuera to Broad Street) and the Damon- Garcia Sports Complex. Mayor Allen Settle and Honorable Council Members, As a Certified Ecologist, with a Master's Degree and 20 years experience in field biology, I serve the Environmental Defense Center in the position of Environmental Analyst. On behalf of EDC, I wish to submit the following comment on the Staff Report for Agenda Item 2: We believe that adequate information has not been provided for your City Council to take action on the Prado Road Alignment, the Damon - Garcia Sports Complex, or the issue of collector roads. In addition, we believe Staff has provided inaccurate and misleading information in the Council Packet. Specifically, we believe Staff is mistaken in their assertion that the Army Corps of Engineers is ready to approve the park project and road alignment as proposed. Our concerns include, but are not limited to the following: 1. .Environmental Review. It is reasonable to anticipate that potential impacts from the park and roads project being considered will have significant impacts — especially at the proposed stream crossings and points of wetland encroachment. The City's environmental consultant has yet to complete the site- specific environmental assessments for the project as proposed. Until those studies are completed, the Council will be unable to fully assess possible alternatives or options. 906 Garden Street 2021 Sperry Avenue, Suite 18 864 Osos Street, Suite A Santa Barbara, CA 93101 Ventura, CA 93003 San Luis Obispo, CA 93401 ® Phone (805) 963 -1622 Phone (805) 677 -2570 Phone (805) 781 -9932 FAX (805) 962 -3152 FAX (805) 677 -2577 FAX (805) 781 -9384 edc @rain.org edcventCwest.net edcmal ©west.net 2. Army Corps of Engineers Permitting. Staff has assured the Council and the public that the Corps staff "have given an indication that the Corps would. approve the park project and the Adopted alignment for Prada' ;Road and issue the necessary permits." (See page 2 -4; Table 1, page 2 =20; and Section 3, page 2 -12`& 2 -13). -Staff implies that any debate by your Council .would result in delays to the project. However, EDC communication with the Ventura Office of the Corps indicates that Staff has. misrepresented the content of Staff /Corps discussion and the process facing the City to move this project forward, Federal regulations. require that Corps evaluate all alternatives to, identify the least environmentally damaging option (See attached email;. Corps.of Engineers to EDC, dated January 16, 2001). EDC questions Staffs assertion that Corps permitting process is "...scheduled to be completed in March 2001 ". Council should consider the implications to the proposed time -line resulting from the necessity of a NEPA alternatives analysis by the Corps. 3. General Plan Inconsistencies. EDC believes that any decision on this agenda item would be premature, absent complete review of the General Plan for internal consistency and legal adequacy — especially in regards to the Circulation Element and it's application to the proposed park project and Prado Road extension. In addition, we believe the northern alignment of Prado Road is inconsistent with the following General Plan policies: • LUE Policy 6.2.2. • LUE Policy 6.4.1 • LUE Policy 6.6.4 • Open Space Element Policy C.2.(A) • Open Space Element Policy C.3 • Open Space Element Policy 1.A (Creeks) • Open Space Element Policy 1.A (Archeological Resources) Considering that the Staff Report presents multiple inconsistencies with General Plan policies, and is inaccurate in significant portions of the information provided, EDC would urge no action on Agenda Item 2 at this time. Sincerely, . Gordon R. Hensley 47 From: <Imangione @spl,usace.army.mil> To: <edcgrh @west.net> Sent: Tuesday, January 16, 2001 11:43 Subject: RE: SLO Prado Road Extension Gordon, We received the City's permit application on November 15, 2000. Due to an unusually heavy permit workload, I have been unable to issue a public notice (PN) to date. I will issue and circulate the PN next week for a 30 day public comment period, provide the City 30 days to respond to the comments, then conduct the required NEPA analysis. Federal regulations require that we evaluate a range of alternatives to identify the Least Environmentally Damaging Practicable Alternative ( LEDPA). By law, we can only permit the LEDPA. The staff report included in your email infers the Corps has indicated we will approve the City's preferred alternative. This is inaccurate as we have not conducted the alternatives analysis required under NEPA to enable us to make the LEDPA determination. I apologize for the brief response but, as 1 mentioned,'I'm incredibly busy with my permit workload this week. Please contact me if you have any further questions. Lisa Mangione From: Gordon Hensley[ mailto:gdcgrrh west.net <mailto:ed�rMa�west_net> ] Sent: Monday, January 15, 2001 10:55 AM To: Imangione @�spl.usace.arm mil < mall to: Imaneion—e@spl ._u..sgce_a_tmy_mil> Cc: Alexander Henson Subject: SLO Prado Road Extension Lisa, SLO City Council will be hearing issues relative to the Prado Road Extension and Damon - Garcia Sports Field Complex at tonight's meeting. The Staff report contains the following (page 2 -4): "One of the first steps in design of a project is biological assessment and wetland delineation. This has been completed for the project. An application for a permit from the Army Corps of Engineers was field in early November. Meetings with the Corps staff have given an indication that the Corps would approve the park project and the Adopted alignment for Prado Road and issue teh necessary permits. The process is tentatively scheduled to be completed in March 2001." Could you confirm the accuracy of this statement and outline where this project is the process relative to ACE review? Thanks, Gordon Hensley, Environmental Analyst Environmental Defense Center 864 Osos Street, Suite A =C Page] of 2 1/15/2001 Prado Road & Damon - Garcia Sports Fields Council Reading File Note *: This document contains attachments that predate the Council's decision of 02/01/2000 to terminate Prado Road at Broad Street. As such, some figures show Prado Road extending east of Broad Street. JRN -21 -2000 1646 FEHR & PEERS San Luis Obispo Airport Area Specific Plan EIR Alternatives Anah•sis Se to lber, 1999 I. ALTERNATIVES ANALYSIS This chapter summarizes the alternatives analysis of major street connections in the Airport and Margarita Specific Plan areas. The purpose of this evaluation is to compare the Project with three alternative "packages" of roadway alternatives, report the traffic projections for each alternative, and evaluate the advantages and disadvantages of the Project and the alternatives. 1. Introduction and Background The scope of work for the San Luis Obispo Airport Area Specific Plan and Environmental Impact Report includes an alternatives analysis for providing major circulation infrastructure between Broad Street (SR 227) and South Higuera Street. The Project and the alternatives include the extension of Prado Road from its existing terminus east of South Higuera Street to Broad Street. along various alignments. This east -west extension and improvement to a major arterial parkway may be designated as the SR 227 connection to US 10I. Although not part of this evaluation, Prado Road is also planned to be extended west to connect with Madonna Road. This western extension includes a new interchange with US 101. The Prado Road extension is included in the City of San Luis Obispo's General Plan circulation element along a specific alignment connecting to Broad Street at Industrial Way. Subsequently, the Margarita Area Specific Plan has proposed a revised alignment of the extension which connects to Broad Street north of Industrial Way. In addition to the Prado Road extension, the City is considering an extension of Los Osos Valley Road from South Higuera Street to connect with Tank Farm Road, providing a second high - capacity east -west facility through the Airport Area. This extension is considered in lieu of widening Tank Farm Road to four lanes because Tank Farm Road is located in an area contaminated with hazardous materials. The alternatives analysis includes two additional minor road connections, 1) the extension of Buckley Road west to connect with South Higuera Street and 2) a realignment of Santa Fe Road north to connect with Tank Farm Road and an extension north to connect with the Prado Road extension. These various road extensions and permutations are evaluated in terms of the Project and three alternative "packages" described in more detail below. The analysis evaluates a number of important physical, environmental, cost and operational constraints to select the optimal alternative. These constraints and evaluation criteria are described below_ Description of Alternatives Pr�ect Figure 16 illustrates the Project circulation system, which includes a variation of the General Plan alignment of the Prado Road extension. In this circulation pattern, the Prado Road extension reaches the northern projection of Santa Fe Road with Prado Road aligned Fehr & Peers Associares, Inc. Page 1 JAN -21 -2000 16:46 FEHR 8 PEERS 9252842691 P.03/21 San Luis Obispo Airport Area Specific Plan E1R Alternatives Anal1•sis Se tember, 1999 northeast to connect to Broad Street approximately 300 meters north of the Industrial Way intersection. The Project system includes the Santa Fe Road extension to Prado Road, the Buckley Road extension to South Higuera Street and the Prado Road extension to Madonna Road with a new interchange at US 101. Santa Fe will have two connection points to Tank Farm Road and a single connection to Prado Road opposite a future collector street. Advantages of the Project include: • The Prado Road alignment variation connects to Broad Street at a location that feasibly allows a future easterly extension to serve the Orcutt Expansion area and at a point where it is feasible to provide a railroad grade separation. • The Santa Fe Road design provides access to planned development within a restricted 44 -foot right -of -way and two -lane maximum capacity. • The Santa Fe Road design aligns with a future collector street in the Margarita area. Disadvantages of the Project include: • The connection of Prado Road to Broad Street introduces an additional major intersection to the Broad Street corridor. However, the spacing between intersections (about 300 meters) is enough to permit coordination of traffic signals. • Alterations to the hillside in order that an appropriate horizontal alignment can be established. Alternative I — General Plan Alignment This variation of the Prado Road alignment provides slightly less of a direct connection to US 101 for traffic traveling to and from SR 227 south. Figure 17 illustrates this alternative which includes the eastern extension of Prado Road to connect with Broad Street at the existing signalized intersection at Industrial Way, a northerly realignment of Santa Fe Road to connect perpendicularly with Tank Farm Road and further extended north to intersect with the Prado Road extension, and a westerly extension of Buckley Road to intersect with South Higuera Street. The alignment of the Prado Road extension is that identified in the City's General Plan. This alternative includes a westerly extension of Prado Road to Madonna Road and a new full interchange with US 101, an element common to all four alternatives. Advantages of Alternative 1 include. • The Prado Road alignment provides a relatively direct connection to South Higuera Street and US 101 from Broad Street. • The Broad Street connection utilizes an existing signalized intersection eliminating the introduction of another major intersection along this highly used arterial. • The Prado Road connection at Broad Street utilizes an existing connection (Industrial Way) that could be extended further east into the Orcutt Expansion area. • There are relatively few physical and environmental constraints along the Prado Road alignment. Fehr & Peers Associares. Inc. Page 2 JAN-21 -2000 1647 FEHR 8 PEERS 9252842691 P.0421 San Luis Obispo Airport Area Specific Plan E/R AlternatiVes Analyst's Disadvantages of Alternative 1 include: September, 1999 • The Prado Road alignment requires two, rather than one, new creek crossings. • The Santa Fe Road design provides poorer access to planned development. Alternative 2 - Tank Farm 92ad-A-1ignment Figure 18 illustrates this alternative which consists of aligning the Prado Road extension southeasterly to connect and merge into existing Tank Farm Road approximately 900 meters west of Broad Street. This altemative essentially combines Prado Road and Tank Farm Road into a single major east -west corridor. Existing Tank Farm Road west of the merge point could either be terminated or realigned as a minor road serving as local circulation for the Margarita Area as shown in Figure 18. This minor road may even be extended easterly to connect with Industrial Road. Alternative 2 includes the Buckley Road extension to South Higuera Street and the Prado Road extension to Madonna Road with a new interchange at LTS 101. Advantages of this alternative include: • A potentially substantial cost savings in roadway construction by utilizing 900 meters of the existing Tank Farm Road corridor. • A relatively direct connection between Broad Street and US 101 to and from SR 227 south. • The opportunity to de- emphasize or even abandon a segment of Tank Farm Road which has environmental constraints to widening. • The minor road realignment of Tank Farm Road could provide additional parallel capacity to the primary east -west corridor. Disadvantages of the alternative include: • The alignment shown in Figure 18 must pass through an area of substantial surface and subsurface contamination. Disruption of this area with road construction should be avoided due to costs of clean -up, but there may be alignment variations or other methods to minimize the impact. • This alternative does not provide for future extension into the Orcutt Expansion area along a parallel facility. This alternative encourages use of Tank Farm Road to access the area. • Concentrating all of the east -west travel at a single intersection at Tank Farm/Broad may accommodate vehicular demand with substantial widening, but discourages pedestrian and bicycle travel in the area. Alternative 3 - General Plan Alignment Plus Los Osos Valley Road Extension This alternative is illustrated in Figure 19 and is a permutation of Alternative 1. Alternative 3 maintains the General Plan alignment of Prado Road as in Alternative 1 and provides an additional east -west corridor via an extension of Los Osos Valley Road from South Higuera Fehr & Peers Associates, 111c. Page 3 JAN -21 -2000 16:4? FEHR 8 PEERS 9252842691 P.05/21 San Luis Obispo Airport Area Specific Plait EIR AlternativesAnai-v is zareet to connect to existing Tank Farm Road. This alternative contains the northerly realignment of Santa Fe Road to Tank Farm Road and its extension to Prado Road, but eliminates the extension of Buckley Road to South Higuera. Figure 19 shows the Los Osos Valley Road extension aligned through the middle of large land parcels to allow access to development from either side of the new road. Advantages of this alternative include: • It provides an additional east -west high capacity corridor with direct connection to an interchange on US 101. • Construction costs for the Los Osos Valley Road extension could be minimized by constructing to rural highway standards rather than arterial parkway standards. Disadvantages of this alternative include: • The western portion of the road is within a 100 -year flood plain. • The alignment of Los Osos Valley Road needs to overcome potential environmental constraints such as creeks, hazardous materials contamination and sensitive habitats. • The Los Osos Valley Road extension could be viewed as growth inducing as it provides access to potentially developable land in the County, south of the City's current urban reserve limit. • The alignment may subdivide some smaller parcels within the Airport Area making it difficult to develop. • The extension of existing Los Osos Valley Road at South Higuera Street would impact (or require condemnation of) existing buildings. • The cost of constructing the Los Osos Valley Road extension substantially increases the total cost of Alternative 3 when compared to the other alternatives. !Issues and Evaluation Criteria The detailed evaluation and analysis of the Project and three alternatives includes a review of key environmental, design, cost and operational issues_ These issues constitute the evaluation criteria and are weighted appropriately for the preferred alternative selection process. The issues /evaluation criteria are: • Topography and soil stability (affects design) • Hazardous materials avoidance (affects design, environmental impacts and cost) • Subdivision of parcels (affects land development, cost, design and acceptability) • Sensitive environments (affects environmental impacts, design, cost and acceptability) • Flood plains (affects design and cost of maintenance) • Design standards and geometrics (affects Caltrans acceptability and operations) • Cost to benefits ratio (affects acceptability, fundability and design) • Creeks (affects environmental impacts, design and cost) • Growth inducement (affects environmental impacts, acceptability and fundability) Fehr & Peers Associates, Inc. Page 4 JPN-21 -2000 16:48 FEHR 8 PEERS 9252642691 P.0621 San Luis Obispo Airport Area Specific Plan EIR Alternatives Analysis • Change in regional traffic patterns (affect environmental impacts and operations) 1499 • Effect on local traffic operations and capacity (affects design, cost and acceptability) • Optimal alignment for water and sewer (affects design and cost) • Connections to expansion areas (affects environmental impacts, design and acceptability) • Consistency with adopted plans and policies (affects overall approval strategy) Major Physical and Environmental Constraints The evaluation criteria listed above include several major physical and environmental constraints that play an important role in the feasibility of the alternatives. Figures 20 through 23 illustrate some of the key constraints identified by the consultant team. Each figure shows the approximate roadway alignments of each alternative and whether they are affected by the constraints. • Figure 20 shows areas with potential surface and subsurface contamination of hazardous materials. Alternative 2 and Alternative 3 have the highest potential constraint due to hazardous materials • Figure 21 shows areas with soil stability constraints including risks of seismic activity, landslides and liquefaction/settlement. All of the alternatives are affected by this constraint since any of the Prado Road extension variations pass through these areas. • Figure 22 shows areas with biological constraints such as sensitive habitats and creeks and streams. All of the alternative roadway alignments are relatively well - placed in respect to biologically constrained areas. There are a number of creek or stream crossings that are required, but should not constitute significant environmental impacts. • Figure 23 shows areas with topographical constraints (steep slopes) particularly the South Street Hills. None of the alternatives encroach upon the South Street Hills constrained area, but the Prado Road extension passes through a minor hillock constraint located approximately 500 to 600 meters north of Tank Farm Road. This hillock is approximately 3 meters higher than the surrounding topography and does not present a serious constraint. The roadway can either be aligned around the hillock or the hillock can be graded level. Traffic Projections Travel demand forecasts have been prepared for the four alternatives. Traffic projections are based on buildout of the City's General Plan land uses and includes the most recent land use projections for the Airport Specific Plan Area, the Orcutt Area, and the Margarita Specific Plan area. Outside of the City (County land), employment and population forecasts do not reflect buildout, but represent about the year 2020 to 2025. For all intents and purposes, the traffic projections represent buildout of San Luis Obispo in the year 2020. Assignment of the projected traffic volumes utilized the Citywide traffic model. This analytical tool is valuable in measuring the effect of new roads, changes in travel patterns, Fehr de peers Associates. Inc. Page 5 JAN -21 -2000 1648 FEHR 8 PEERS 9252642691 P.07/21 San Luis Obispo Airport Area Specific Plan E(R Alternatives Anall.A. and determining intersection turning movements for detailed traffic operations analysis. . his EIR includes capacity analysis of roadways and operational analysis of intersections. This alternatives analysis summarizes the traffic projections in two levels: 1) Roadway traffic projections - This report in two -way average daily and PM peak hour volumes on key roadways within the study area. 2) Intersection levels of service — How study intersections are anticipated to operate based upon network and land use assumptions. Table 11 presents the average weekday and PM peak hour traffic volumes on 7 streets at 16 locations. The Project and Alternative 1 result in very similar traffic volumes since these two alternatives differ only in the eastern alignment of Prado Road and the design of Santa Fe Road. Alternatives 2 and 3 result in moderate to substantial changes in traffic on some streets, due to the significant alternation in roadway alignments or entirely new east -west roads. Table 12 summarizes the intersection levels of service for the Project and the alternatives. For comparison purposes, the same set of future improvements (Project mitigated) at key intersections along South Higuera Street and Broad Street was assumed, and the land use assumptions were all based upon the Project land use designations. Table 12 indicates that the Project results in similar acceptable operating conditions than the conditions reported for Alternatives 1, 2 and 3, except at three intersections. The intersection of Prado Road/South Higuera Street operates at LOS E or LOS F in Alternatives 1, 2 and 3, due to a very high northbound left turn volume on South Higuera Street (the northbound left turn volume in the Project conditions is low enough to allow LOS D). In Alternative 3, the Tank Farm Road/Broad Street intersection operates at LOS F due to the combined volume from the consolidation of Tank Farm Road and the Los Osos Valley Road extension. Additionally in Alternative 3, the Los Osos Valley Road/US 101 northbound ramp intersection operates at LOS F due to the volume of northbound off -ramp traffic attracted to the interchange because of the Los Osos Valley Road extension. Table 13 provides a cost comparison of the Project and the three circulation alternatives. On an overall basis, the Project results in the second most economical cost per average daily trip (ADT) -- $205 per ADT. Alternative 1 has the economical cost per average daily trip at $203 per ADT. The project is higher per trip due to new diagonal collector included as part of the Unocal Property planning. The new diagonal collector costs nearly $2,000,000 to construct with a very high cost per ADT at $1,234. If the new diagonal collector were added, Alternative 1 would cost nearly as much as the Project and have a higher cost per ADT, Alternative 3 is the most expensive alternative at $287 per ADT, due to the relatively high cost of the Los Osos Valley Road extension. Selection of Preferred Circulation System Table 14 summarizes the evaluation of the Project and the three circulation alternatives. This table is based upon the criteria described earlier in this report. A total of 100 points were possible for each circulation system, and points were assigned based upon the range of Fehr & Peers Associates, lnr. Page 6 JAN-21 -2000 16:49 -fEHR 8 PEERS :1• 9252842691 P.08/21 San Luis Obispo Airport Area Specific plan PIR Alternatives Analysis scores provided. Table 14 indicates that the Project received the highest number of points relative to the three alternatives and constitutes the preferred circulation system. In fact, Alternatives 2 and 3 ranked well behind the Project and Alternative 1, based on a number of different criteria. The point system was developed based on a review of important factors with the City and consultant team and engineering judgement. Buckley Road and Santa Fe Road Extension Analyses Buckley Road. This relatively short road extension would connect Buckley Road with South Higuera Street. As shown on Table 13, this project has a cost of over $1.1 million but carries relatively little traffic , under 1,000 ADT. The cost/benefit ratio is very poor, at over $ I,400 per ADT. This extension would have insignificant impact on nearby intersection operations. Unless constructed as part of nearby development, the Buckley Road extension is not a necessary component of the Airport Area circulation system. Santa Fe Road. This proposed extension would connect Santa Fe Road with the proposed Prado Road extension. Table 13 provides the range of cost estimates for this extension, ranging from over $500,000 to nearly $1.3 million, depending on the design. The traffic projections completed for the Project land use scenario without the Santa Fe Road extension resulted in unacceptable traffic conditions at Prado Road/South Higuera Street intersection and the Tank Farm Road/Broad Street intersection. This roadway will constitute a critical component of the overall Margarita and Airport Area circulation system, and is also important for access to local development. It is recommended as an integral part of the future circulation system. Fehr & Peers Associates. Inc. Page 7 JAN-21-2000 16:49 e 2 -FEHR &PEERS . 1 § 925m42691 P.09/21 — a� - ` al CL 0: «P£A /) k k V z )§k■ � ® & 2 Q « ) ! f � k§ § § k IR` $] ■ $ . ® - – Id of (� 2£ §KK – ■/d . _ § 44 2 B $ E § p - MW § ik §iK – � _ -- f\ \Cc - -- . ) � } 2 O E� ,; ` m \ ! « ■ 7 § 925m42691 P.09/21 JAN -21 -2000 16:49 FEHR 8 PEERS 9252842691 P.10i21 Table 11 AVERAGE DAILY TRAFFIC AND PEAK HOUR ROADWAY PROJECTIONS (Project Land Use) _- �--� °, Project Average Daily Traffic (ADT) Peak-Hour Traffic Prado Road 1 2 3 P Project 1 % East of South Higuera 37,000 26,600 26,300 28,000 3 West of Broad 14,100 15,100 22,500 10,500 3,000 21930 2,950 3,770 Tank Farm Road 1,580 1,750 1,340 1,120 East of South Higuera 17,300 18,100 18,700 7,800 West of Broad 21,700 19,100 N /A1 25.E 1,810 1,870 1,880 920 Buckley Road 2,100 1,860 N /A' 2,560 East of South Higuera 800. 800 1,800 900 West of Broad Los Osos Valley Road 3.300 3,200 3,200 3,200 39 398 8 440 390 520 550 390 380 Extension East of South Higuera N/A NIA N/A South of Tank Farm NIA N/A N/A 10,200 N/A NIA NIA 11030 Santa Fe Road 11,600 N/q N/A N/A 1,330 South of Prado North of Buckley 14,000 1,200 8,400 4,400 11,900 810 860 460 South of Higuera Street 1,300 2,600 1,000 150 140 280 1,080 150 North of Prado North of Tank Farm 9.700 10,300 10,100 10,000 920 950 930 North of Los Osos Valle Y 11,300 13,400 11,000 11,700 10,900 8'800 600 900 890 g30 850 Broad Street 11,000 11,400 1,300 890 1.840 600 North of Prado North of Tank Farm 32,400 35,900 NIA 38,400 3,600 3,700 NIA North of Buckley 29,300 28,100 32,600 27.700 36900 , 30.200 3000 3,200 2,800 3,970 3.040 N/A = not applicable 28,000 28,500 2 400 2'700 2,760 2,740 1 Tank Farm Road and the Prado Road extension merge into the existing Tank Farm Road alignment in Alternativc 2. to JAN -21 -2000 16:50 FEHR 8 PEERS Table 12 INTERSECTION LEVELS OF SERVICE PROJECT CONDPTIONS 9252842691 P.11 /21 Prado Road/South Higuera Street rro-ect AIL 1 Alt. 2 Alt. Tank Farm Road/South Higuera Street D B F B F Tank Farm Road/Broad Street B B Los Osos Valley Road AJS 101 SB Ramps B Los Osos Valley Road /US 101 NB Ramps C A A A Aero Drive/Broad Street B C B C F Buckley Road/Broad Street B D B B Los OSOS Valley Road/ South Higuera Street C B B B Tank Farm Road/Santa Fe Road C B B Prado Road/Broad Street C B B B Prado Road/Santa Fe Road C N/A C B Buckley Road/South Higuera Street B B B A B Orcutt Road/Broad Street B B B B Prado Road/Broad/Industrial N/ / A b N/A B B Intersection level of service comparison based on equivalent lane configurations. N/A = Not Aoolicahle mw21-e2 S :g . &PEERS . % \ ; � � � * � Q O . H � Q b � o � � k � S �? @28; [ §kk §K$ Ekk K f1§ E §2 § } §J§ k &E2 7 \ ■ \ § ` ! ` - pl c J \ \ \ / ot \ \ \ 7 Olt ( § } • - - e� _ ;■ » § e K 2 §§ § k§ } §§ g ! & § E A @ 3 k\ 44 } §\ } _ 7 , f / 22 ! 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EHR 8 PEERS 9252842691 P.18/21 a a Ltl o� r C v ti O 4 4 O .y a 0 O g Y z FQ- O z WO C9 W d d z5 CLo CL C0 �O W 0 z 00 �i 0 W 55 >z F'H zx W uj m ¢a .a h a JAN -21 -2000 16 54 _cEI -Z 8 PEERS _ 9252842691 P.19/21 Ch a a e ti V 4 0 a O a v C9 CLX- J Q LU Q �y Z o og I I.- CM z x c0i 0 N d la Z 0 h h d 4 .d J_AN -21 -2096 16:55 .FEHR & PEERS 9252642691 P.21/21 `` �a Wa a 0 c 0 h C] e J a U_y CL Z gL t- V .l V d � ti LL a TnTAI P . ?1 It EXHIBIT 4a United States Army Corps of Engineers Individual Permit Application Information Alternatives Analysis for the Damon - Garcia Sports Complex Project INTRODUCTION This alternatives analysis is intended to identify alternative project locations for the Damon - Garcia Sports Complex project. Exhibit 41) contains the Alternatives Analysis prepared by the City of San Luis Obispo Public Works Department for the Prado Road Extension project. The Prado Road Alternatives analysis has been provided in this application in order to justify the current alignment of sports fields, which has been designed to accommodate the proposed future Prado Road extension project. PARK SITE ALTERNATIVES ANALYSIS Because of its compact urban form and desire to maintain an open space greenbelt around the city, there is little undeveloped land over 10 -acres in size within the City of San Luis Obispo. The City does not own any other land that could be considered for sports field construction. In 1997, the City studied the availability of property outside the City limits as possible locations for additional sports fields. Three sites were initially identified. After study of land use, biological, noise, visual, drainage and slope issues, only the Damon - Garcia site was identified as a viable location. The two sites deemed not suitable were: ❑ The Martinelli property: 16 acres located on Prado Road east of Higuera. The site was eliminated when it was learned that the property was within a restricted use zone of San Luis Obispo County. The property was located in the takeoff zone of the main airport runway. The airport would not permit a concentration of people, such as would be found at a sports field, in the restricted zone. This site also has potential soil contamination problems. ❑ The Pereira property: 57 acres located on Calle Joaquin Road, south of Los Osos Valley Road. This site had slope and circulation problems, but was generally suitable. However, the property was sold to the Vineyard Christian Fellowship Church. That orgaiuzation intends to construct a church and religious education buildings on the site. The remaining site, known as the Damon- Garcia property, was seen as the only viable location with adequate size for sports fields in San Luis Obispo. r E4a -1 City of San Luis Obispo Parks and Recreation Department Damon - Garcia Sports Complex Section 404 Individual Permit Alternatives ALTERNATIVE SITE DESIGN LAYOUTS WITH LESS FIELDS The proposed design of four soccer fields does not provide any fields to accommodate future growth. These fields are for existing demand. For all youth, adult, and senior programs, the current shortfall of fields City-wide is eight to ten. The City had hoped to acquire a site on which to build at least eight fields. A complex with just four fields is seen as an absolute minimum project. A number less than that is simply not acceptable to the community. This project is budgeted at $5,400,00. A project of less than four fields is not cost effective, and it does not satisfy the urgent existing need. There is no City funding available to purchase additional land and build the fields at another location. r E4a -2 City of San Luis Obispo Parks and Recreation Department October 27, 2000 Euh16i� 46 city Of sAn LUIS oBsPo 955 Morro Street • San Luis Obispo, CA 93401 Tiffany Welch U.S. Army Corps of Engineers SUBJECT: Damon - Garcia Sports Project Permit Application — Prado Road Alignment History and Justification Dear Tiffany; Attached is the detailed history and technical information you requested regarding the Prado Road alignment as it relates to the Damon- Garcia Sports COmtnleC Not knowing exactly what information you would need, the following discussion answers two principal questions: Why is the Prado Road connection between South Higuera and Broad Streets necessary? And why has the northern alignment of Prado Road across the sports field property been chosen as the preferred alignment? Why is the Prado Road Connection Necessary? The City has been planning for the extension of Prado Road since 1961. Prior to that time, the County of San Luis Obispo had identified the need for a future east -west arterial connection in this area. There are three main reasons why the City is pursuing the Prado Road extension: ❖ The extension will redirect traffic away from more congested downtown residential areas. This project will enable State Highway 227 to be rerouted to follow Prado Road and make a direct connection to State Route 101 at a planned new interchange. This rerouting will direct both local and regional traffic away from downtown San Luis Obispo while providing for improved interregional traffic circulation. Rerouting traffic away from downtown residential areas can help protect the quality of life for people living there. The extension will reduce traffic congestion and improve air quality. With growth occurring within the southern quadrant of the City's General Plan Urban Reserve, traffic volumes and congestion will increase on existing arterial streets to unacceptable levels. With increased congestion comes degraded air quality. The extension of Prado Road will better distribute traffic from new growth areas onto the arterial street network and reduce potential congestion on existing routes. Also, by providing a direct linkage between the SR 227 and Madonna Road, the distance that motorists will have to travel can be reduced. Reducing trip distances and potential traffic congestion both have a positive /O The City of San Luis Obispo is committed to include the disabled in all of its services, programs and activities. v Telecommunications Device for the Deaf (805) 7817410. EXHIBIT 4b Individual Permit Application Information Alternatives Analysis for the Prado Road Extension Project City of San Luis Obispo Parks and Recreation Department E4b -1 effect on air quality. Conversely, if the current more - circuitous travel patterns are retained, traffic congestion and air pollution will likely increase. ❖ The extension is an essential component of planning for the area's future development. Since 1961, the area south of the South Hills complex has been targeted for urban development by successive General Plans adopted by the City of San Luis Obispo. With the expansion of the community's urban area cones the need to provide effective circulation that enables access to new land uses and is linked to the existing network of arterial streets and highways. The extension of Prado Road between South Higuera Street and Broad Street is the principal roadway needed to serve this new growth area and provide for intercity and interregional travel. Other street connections from the north are precluded by the South Hills complex; and other existing streets that are oriented in an east -west direction are too remote from the planned future residential area to provide sufficient access. In general, the lion's share of future urban development in San Luis Obispo will occur at the community's southern edge. Given this pattern of growth, there will be additional demand by motorists, bicyclists, and transit.patrons to travel in an east -west direction to access community facilities (retail shopping areas, parks, schools, recreation. areas, and job sites) as well as the County Airport. The extension of Prado.Road best satisfies this access demand because it can provide a direct connection between Broad Street and Madonna Road. Why has the northern alignment for Prado Road across the sports field property been selected? Four alternative east -west roadway connections were analyzed as part of the environmental 'report prepared for the City's Airport Area Specific Plan. This analysis identified the currently - proposed Prado Road extension between Broad and Higuera as providing the greatest transportation benefits of the four alternatives considered. The City has also extensively studied two alternative alignments for Prado Road, called the "northern" and "southern" alignments, that would cross Damon - Garcia Sports Field Complex (see Figures 5 and 6 in the attached discussion paper). The northern alignment would border the northern edge of the Sports Field Complex and intersect Broad Street approximately 300 meters north of industrial way. The southern alignment would border the southern edge the Sports Field Complex and intersect Broad Street at Industrial Way. After extensive review and public debate,: in February, 2000, the City Council selected the northern alignment as the superior alternative. The following factors contributed to this City Council decision: Reduced impact to Area Creeks. The northerly alignment only requires a single spanning of Acacia Creek whereas the southerly alignment would require two spans: one for Acacia Creek and one for Orcutt Creek. Enables greater wildlife migration. The northerly alignment allows for the spanning of Acacia Creek using an elevated single span bridge. This bridge can be designed to enable 2 wildlife from the adjoining South Hills complex to pass unimpeded under the bridge and along the Acacia Creek corridor. By comparison, the elevation of the creek banks at the southern alignment would require that two box culverts be installed to span the creek. This type of facility would more significantly impede the movement of wildlife. Safest access to and from the Damon Garcia Sports Complex (DGSC). The northerly alignment of Prado Road will allow DGSC patrons to use the existing signalized intersection at Broad Street and Industrial Way as an exclusive driveway access to the sports complex. By comparison, the southerly alignment of Prado Road (intersecting Broad Street at Industrial Way) would commingle regional traffic with the sport complex traffic. This commingling would create a conflict between motorists turning left into and out of the DGSC and through - moving motorists. These items are discussed in more depth in the attached issues paper. All City documents referenced on page 13, including previous and current General Plans, Circulation Elements, staff reports and other information, are available upon request. Please review these materials and contact Tim Bochum at (805) 781 -7203 if you have questions, need additional information, or have suggestions for improvements or modifications. Sincerely; L'r[ Michael McCluskey Director of Public Works G:\Transportation\PradoRoadNIeniotoTiffany Issues Paper Chronology and Evolution of Prado Road Submitted in conjunction with US Army Corp of Engineers Permit Request For The Damon - Garcia Sports Field Complex, San Luis Obispo An Historical View History of the State Highway System — Development of U.S. 101, SR 01 and SR 227 US 101 is perhaps the most historic highway in California. It follows the route Portola took in 1769 which later became El Camino Real, the King's Highway. This historic road connected the 21 missions of California and served as the main north -south road in California until the 1920s. US 101 was commissioned in 1926 as one of the original US highways. In Oregon and Washington it followed almost exactly the same route it does now, starting in Olympia, Washington and following the coast south. In California, it followed practically the same route south as it does now to San Francisco, although some sections, like the Avenue of the Giants have been bypassed. From San Francisco south, it followed El Camino Real, again along virtually the same route as it follows now to San Diego. Because of its central location, the City of San Luis Obispo has long been an overnight destination for motorists traveling between the San Francisco and Los Angeles metropolitan areas. Prior to development of the Federal Highway System regional and interstate traffic passed through the city using Monterey and Higuera Streets to access the Cuesta Grade and the junction of State Route 01 at Santa Rosa Street. (Historically, State Route 01 ran from southern California to the San Francisco Bay Area.) Within the City of San Luis, US 101 was upgraded to freeway status in the 1950's and 60's. Unfortunately, the construction of the freeway did not redistribute . regional traffic away from the downtown residential core to the extent that was initially anticipated. In 1967, State Route 227 was designated along Broad Street, Pismo Street and Santa Rosa Street within the City of San Luis Obispo. While this designation did little to increase the existing regional traffic passing through the City, it none - the -less demonstrated that motorists were using city streets to travel throughout the region, passing thorough residential areas and disrupting quality of life for those residents. In response to a substantial number of complaints from residents on this issue, the City began planning for the rerouting of HWY 227 away from the downtown area. City Planning — Streets, Roads and Land Use Attachment A outlines the City's planning history and how the location and alignment for Prado Road has been defined in the past. While a "Master Plan of Streets and Highways' had been in existence since 1953, true transportation planning for the community's street system began in 1961 when the City developed its first circulation plan and adopted its first General Plan. 4 While the 1953 master plan did not specifically identify the Prado Road extension, it did make reference to County plans that called for an additional east -west connection by either Prado Road or Tank Farm Road to provide future access. In its 1961 General Plan, the City identified Prado Road as the main east -west connection between Broad Street and Higuera Street. Subsequent General Plans (including the 1982 and 1994 Circulation Elements) all identified the need for a continuous east -west extension of Prado Road and also for the phased removal of the State Highway System from the interior core of the city: •:• In 1969 and 1970, the City closed Monterey Street between Chorro and Broad Streets and constructed Mission Plaza. The construction of this important community space had a secondary effect of reducing the attractiveness of Monterey Street as a pass through route for regional and local traffic. The goal of reducing "pass through" traffic in the downtown and the search for alternative routings for regional traffic emerged during this. time frame. In 1992, the City and Caltrans worked together to remove the SR 227 designation from segments of Broad Street and Higuera Street in the downtown (north of South Street) and to reroute the highway onto South Street with a connection to SR 101 provided at Madonna Road. •: The City's current Circulation Element (1994) recommends that the extension of Prado Road between Broad Street and South Higuera Street become the new route for SR 227, thereby further redirecting interregional traffic away from the community's core. Closure of Monterey Street — Chorro to Broad Street The closure of Monterey Street in the Downtown area (circa 1970) had the effect of reducing the attractiveness of Monterey Street as a pass through route for regional and local traffic. It was during this time that an effort to find routes that could better direct regional pass through traffic away from the downtown was initiated. While the closure of Monterey Street may have reduced some regional pass through traffic in the downtown, a negative byproduct of this project was the redistribution of some pass through traffic to the HWY 227 corridor, which further impacted that corridor. As a result, vehicle volumes and citizen complaints increased along Santa Rosa, Pismo and Broad Street south of the downtown. While the creation of Mission Plaza was clearly a success, the closure of Monterey brought with it the need to further- study and find solutions to the 14WY 227 and downtown circulation issues. In the 1980'x, a strong effort to preserve historic homes and the quality of life in the Oldtown Neighborhood (located south of the commercial core and bisected by Broad Street) was born. This neighborhood advocacy effort further emphasized the desire to redirect regional traffic away from the segments of Broad Street north of the Broad- South -Santa Barbara Street intersection. Members of the Oldtown Neighborhood Association were successful in convincing the City Council to abandon the long - established building setback lines on Broad Street. These setback lines (sometimes called "plan lines ") would have enabled the construction of a four lane arterial road. Neighborhood residents and the City Council felt that this type of street would invite regional traffic and would be out of character with the historic nature of the Oldtown Neighborhood. Two additional street corridors were envisioned as ways of improving regional traffic circulation. First, South Street, at that time a City -owned and maintained street, was planned as the I` stage in rerouting HWY 227 away from downtown neighborhoods north of South Street. This initial rerouting supported the Oldtown residents desire to de- emphasize Broad Street as a regional route within their neighborhood. Second, Prado Road was planned as a long -term solution to the HWY 227 issue and would extend from US 101 to Broad Street and border the Margarita Area — a planned residential neighborhood. The 1994 Circulation Element shows Prado Road extending from South Higuera Street eastward through the Margarita Area to Broad Street. The element also shows Prado Road extending westward across US 101 to Madonna Road, adding connectivity to the community's future arterial roadway network. South Street/Madonna Road Interchange - Relocation of HWY 227 from Downtown After the. 1970 closure of Monterey Street, traffic circulation in the downtown commercial core and adjoining residential areas continued to be an issue. Many of the motorists using streets in the commercial core (Monterey, Higuera and Marsh) did not have downtown destinations and were passing through the area. A search for a "downtown bypass route" to separate "pass through" traffic from "local" traffic was undertaken as part of the preparation of the 1982 Circulation Element. While a number of routes were analyzed within the element's EIR, all of the streets parallel to the arterial roads within the downtown commercial core run through residential areas; and residents in these areas strongly objected to having pass - through traffic routed through their neighborhoods. Therefore, no significant changes to the downtowns street network were made at that time, and traffic from SR 227 continued to contribute to the "pass through "" traffic impact issue. Beginning. in 1985, the City began closing Higuera Street between Osos and Nipomo Streets each Thursday night to allow the very- popular Farmer's Market to take place. Since part of that street segment was designated as State Route 227, Caltrans objected to the street closure. Rather than compromising the successful layout of the Farmer's Market, the City and Caltrans cooperatively worked on the rerouting of SR 227 to South Street. This rerouting further supported the long -range goal of removing regional "pass through" traffic from downtown residential and business districts. In 1993, the City completed its upgrading of South Street and Caltrans agreed to accept it as SR 227. In adopting a new Circulation Element in 1994, the City adopted a program for establishing Prado Road as the long -term route for SR 227. Segments of Broad Street and Santa Rosa Street that pass through the Oldtnxn Neighborhood were reclassified as Residential Arterial and Local streets, respectively, while Prado Road was classified as a High waYlRegional Ronde. 1970's - Prado Road Extension Gets Regional At the same time that the City was pursuing relocation of HWY 227 to South Street, plans were being prepared by the County of San Luis Obispo and the County Regional Council (a precursor to the Council of Governments) that identified regional transportation needs and infrastructure improvements that would be necessary to satisfy future travel demand in the county. I The 1974 SLO County Regional Transportation Study identifies the Prado Road extension as a major facility that would be necessary for future development of County areas within the City's Urban Reserve. In addition, this plan recommended that Prado Road be extended westward across the US 101 freeway and provide additional access to the existing and planned commercial areas along Madonna Road. In 1979, the County of SLO adopted its own Circulation Element for the San Luis Obispo Area. This element attempted to coordinate County long -range transportation planning with City planning and identified Prado Road between South Higuera and Broad Streets as an arterial street. 1994 Circulation Element The 1994 Circulation Element update to the General Plan promotes the use of modes of travel other than the private motorized vehicle. Linkages for non- totorized transportation within San Luis Obispo were also emphasized. Roadway extensions, particularly within the designated peripheral growth areas of the city (Margarita, Airport and Orcua Specific Plan Areas), were identified as in previous plans. For the first time, this updated Circulation Element provided specific policies relating to the rerouting of HWY 227 from South Street to the future Prado Road connection (see Policy 8.9 below). Policies established under the Circulation Element that pertain to the extension of Prado Road include: Table 1— City General Plan Policies POLICY # Description POLICY SATISFIED (1) YES/NO? 8.10 The City will ensure that changes to Prado Road (projects A.1, A.2, 13.4 Yes and C.1) and other related system improvements are implemented in a sequence that satisfies circulation demand caused by area development. 8.1 New development will be responsible for constructing new streets, bike i Yes lanes, sidewalks, pedestrian paths and bus turnouts or reconstructing existing facilities. 8.2 Specific Plans prepared for areas within the city's urban reserve should Yes include a street system that is consistent with the policies, programs and standards of this Circulation Element. 8.6 Street projects should be implemented as development occurs. Yes 8.7 Rights -of -way should be reserved through the building setback line Yes process or through other mechanisms so that options for making transportation improvements are preserved. 8.9 The City will ask Caltrans to designate Prado Road between Broad Yes Street and US 101 as State Highway 227. 3.3 The City shall complete a continuous network of safe and convenient Yes bikeways that connect neighborhoods with mayor activity centers and with county bike routes s ecified in the Bicycle Transportation Plan. 3.7 All arterials should provide bike lanes. Yes ( I) Extending Prado Road eastward to connect with Broad Street (following the northern alignment) satisfies these policies contained within the 1994 Circulation Element. 7 The 1994 Circulation Element included the Prado Road extension from South Higuera to Broad Streets as a major infrastructure improvement (see page 27, project A.1). In addition, the element includes extending Prado Road across the US 101 freeway to intersect with Madonna Road (see page 27, project A.2). By making this direct east -west connection, the freeway interchanges at Los Osos Valley Road and at Madonna Road should experience less traffic congestion and improved air quality since a new access route to SR 101 will be provided. Also by making these connections, alternative transportation links for bicyclists, pedestrians and transit patrons will enable direct access across the City, thereby fostering the use of these environmentally - friendly transportation modes. The Circulation Element also determined that the planning for Prado Road would best be accomplished as part of the preparation of Specific Plan for the area (see the following graphic). A View of the Future The SnecLfic Plant Areas — Fnrric on Cit3 C -rowth The City is preparing three specific plans that will direct the pattern of urban development along the community's southern boundary. These specific plans are being prepared consistent with the basic planning framework established by the 1994 General Plan (Land Use and Circulation Elements). However, as part of this more detailed planning, refinements are being made to the General Plan itself to take advantage of a variety of detailed studies completed since 1994. The graphic below identifies three general areas where specific plans are being prepared. Margarita Specific Pin ,, �• - -. • - • • • • t4 orcurt Specific Pln 1994 Circulation Element - Pmdo P.oad ..._....-- Alignment Airport Area Specific Pln Figure 1 — 1994 Circulation Element Alignment for Prado Road The Margarita Specific Plan Area will accommodate up to 1,200 residential dwellings, a new elementary school, neighborhood parks, and hillside and creekside open space. The dominant transportation facility that is planned for this area is the Prado Road extension, which forms the areas southern boundary. (.A copy of the draft plan map is included on the next page.) 9 ❖ The Airport Area Specific Plan Area is located south of the extension of Prado Road and encompasses land lying between Broad and South Higuera Streets and north of Buckley Road. This area is being planned for service commercial and industrial development with a large central section south of Tank Farm Road (the old Union Oil Tank Farm) being identified as an open space wildlife preserve. The Orcutt Area Specific Plan Area is located east of the Union Pacific Railroad and is being planned to accommodate over 500 residential dwellings, neighborhood parks, and creek side and hillside open spaces. With full future development of these three specific planning areas in combination with proposed retail commercial development on land west of U.S. Highway 101, the east -west travel demand will be huge, necessitating the extension of Prado Road. Draft Margarita Area Specific Plan r. I.� � CND vvliR �tr�al 9 E _ 1 _ Av J l—LL L ^y 'Ii T. IN r I \ \ •: �• Figure 2 — Margarita Specific Plan (1999) Airport and Margarita Areas Specific Plan Studies. As previously mentioned four alternative land use and circulation "scenarios" were evaluated for the Airport and Margarita Areas. These alternatives are shown in attachments B through D. While all alternatives have adverse and positive impacts, the studies showed that the extension of Prado Road to intersect Broad Street north of Industrial Way would have the fewest significant environmental impacts and would provide the best long -term circulation solution. This "northern" alignment avoids the disturbance of potentially hazardous materials on land owned by Unocal Corporation, minimizes impacts to the open field and wetland habitats in the area located u on the old tank farm property north of Tank Farm Road, and minimizes the number of locations where bridges are needed to cross creeks. 1999 General Plan Amendment - Prado Road Extension Issue (February 2000 Decision) The public record concerning the extension of Prado Road is extensive. Most recently, in February 2000, the San Luis Obispo City Council considered and approved an amendment to its 1994 Circulation Element by adopting the northern alignment as the desired routing for this important regional route. As part of the public hearing process, there were two key circulation questions that were answered by the City Council: •:• Should Prado Road be extended east of Broad Street to connect with the south end of Johnson Avenue? After hearing objections from property owners in the Orcutt Area and from residents along Johnson Avenue, the Council decided not to support this eastward extension. Should Prado Road follow a northern alignment through the sports field complex or a southern alignment? The City Council approved the northern alignment. A complete copy of all of the analysis that was available to the City Council and the public can be made available upon request (it's extensive and includes a thorough evaluation of both circulation and environmental factors). A copy of the amended Circulation Element map is shown below. To summarize in a few words, the northern alignment was judged to be the superior alternative. The northern alignment is actually shorter (although by only 15 feet); has far fewer environment impacts; provides better and safer_ access to the sports field site (it was purchased during the study period); and is slightly cheaper to construct. Y 1 ' 1 I�I1'i;F bJ Figure 3 - Revised San Luis Obispo Circulation Clement Map (February 2000) The effect of both the north and south alignment on the Damon-Garcia Sports Filed Complex must be considered. -Figures 4 and 5 show conceptual layouts for the sports fields with Prado Road on each alignment. Slgnal;z ed' Interseetion f q. Conceptual Location LL Li —':-Tkf PCclesinaA Tunnel PART �e 4 �7 Cll.,.r Swtacl r-,.,Jo -,Cal 1 J�t A — Prnrin Rnnd Prcinciqed "Northern" Alionment f. - rMJ X TI- % A, PARKING ('-� 'Siqna zed (Me,secton V;.: Concern 2 7, AIL r,. Figure 5 - Prado Road Southcrn (Industrial Way) Alignment .-,A 71- Staff's concern regarding the southern alignment is shown in Figure 5 above. To create the maximum number of play areas, provide adequate parking for patrons, and avoid encroachment into creek areas, the primary parking lot driveway would need to be located in close proximity to Industrial Way. Because of this proximity (and the need to provide lengthy eastbound left turn lanes on Prado Road), left turns from the sports complex driveway onto Prado Road would need to be restricted to address safety concerns. While a second driveway to Broad Street could be constructed to alleviate this access issue, it would reduce the amount of land available for play fields and would likely need to be signalized or left turns onto Broad Street prohibited to address turning safety issues. .. Similarly, the northern proposed alignment has access issues that will need to be addressed. A frequently asked question has been: "If the northern alignment is established, how will school children get access to and from the sports fields ?" (The draft Margarita Area Specific Plan envisions the construction of an elementary school along the north side of Prado Road across from the sports field complex — see plan map on page 9.) As depicted in Figure 4, the northern alignment turns just prior to the quarry pit, rises over existing topography on a gradual slope and crosses a small valley connected to the south side of the South Hills, and then turns again to cross Acacia Creek and connect to Broad Street. As it passes over the small valley, the roadway will be about 10 -15 feet above grade. It is envisioned that one or more pedestrian underpasses will be constructed at this location to enable convenient and safe access for all pedestrian and bicyclists. i? CONCLUSIONS The City of San Luis Obispo believes that the connection of Prado Road between Broad and South Higuera Streets along the proposed northern alignment is an essential component of the City's future infrastructure because: It is needed to provide access to urban growth proposed for the southern quadrant of the City's Urban Resenle. - ❖ In is needed to provide east -west connection for local motorists and those traveling throughout the region. ❖ It can be located to minimize the impacts on the area's wildlife resources and can be designed to safely enable wildlife migration and avoid more sensitive habitat areas. ❖ It will benefit the entire community by reducing trip distances, providing an important linkage for bicyclists, pedestrians and transit patrons, and reducing the traffic impacts of i growth on existing neighborhoods through improved traffic distribution. 13 •nn d b CC O a O b cu U A �1 U C A bA C C� a 0 ,5 O � CJ v � a r O h O CC7 � x r... cl w. o = 'O _ � bG rn of U ' iy Co E = N t C ( _ tw p U c= E o c ^ U� G F 2 x Im z x z x Q z z z • G ° v CL Rl i U bL Ln o U E c 00.0 cJ CIO = J C G O L n h ..^. 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Suite 20 03 Please DO NOT RETURN your formtoleither of Management addresser. Completed Reduction submitted Oto the D.Strictt Engineer having jurisdiction over the location of the proposed activity. PRIVACY ACT STATEMENT Authorit : 33 USC 401, Section 10: 1413. Section 404. Principal Purpose: These laws require permits authorizing activities in. or affecting, navigable waters of the United States, the discharge of dredged or fill material into waters of the United States, and the transportation of dredged material for the purpose of dumping it into ocean waters. Routine Uses: Information provided on this form will be used in evaluating the application for a permit. Disclosure: Disclosure of requested information Is voluntary. If information is not provided, however. the permit application cannot be processed nor can a permit be issued. One set of original drawings or good reproducible copies which show the location and character of the proposed activity must b-: attached to this application (see example drawings and Knstructionsj and be submitted to the District Engineer having jurisdiction over the locatlan of the proposed activity. An application that is not completed in full will be returned. 1. APPLICATION NO. (ITEMS 1 THRU 4 TO BE FILLED BY THE CORPSI 2. FIELD OFFICE CODE 3. DATE RECEIVED 4. DATE APPLICATION COMPLETED (ITEMS TO BE FILLED BY APPLICANT) 5. APPLICANT'S NAME City of San Luis Obispo, Parks and Recreation Department UCOn Consultants, Inc. Contact: Paul LeSage, Director __[San Contact: David Wolff 6. APPLICANT'S ADDRESS ADDRESS 1341 Nipomo Street San Luis Obispo, CA 93401 -3964 1530 Monterey Street, Suite D San Luis Obispo, CA 93401 7. APPLICANTS PHONE NOS. WrAREA CODE 10. AGENTS PHONE NOS. WiAREA CODE a. Residence NSA a. Residence N/A It. Business (805 ) 781 -7300 b. Business (805) 547 -0900 11 STATEMENT OF AUTHORIZATION I hereby authorize aAvtO weLpR - 2rw eau c wsvL*Ar& i to act in my behalf as my agent in the processing of this applicat cr. and to furnish. upon rWst, suppleme?Vlltfom ation in support of this permit application. lI -13- OD I UKIZ DATE nruvic, 1-UL A r iuN ANU DESCRIPTION OF PROJECT OR ACTIVITY 12. PROJECT NAME OR TITLE (see instructions) Damon - Garcia Sports Complex Project 13. NAME OF WATERBODY, IF KNOWN (itappficabfe) 1 Acacia Creek 2 Orcutt Creek Idoth are tributaries to San Luis Obispo Creek 15. LOCATION OF THE PROJECT San Luis Obispo California 14. PROJECT STREET ADDRESS (if appGcabie) 16. OTHER LOCATION DESCRIPTIONS. IF KNOWN. (see instructions) See Exhibitl 17 DIRECTIONS TO THE SITE See ExWb it 1 See Exhibit ENG FORM 4345. Fat 94 EDITION OF SEP 41 IS OBSOLETE (Proponent CECbV -OR) q9l nI rH 0 107 E 0. 0. 0 i 0. I 1 62 -336 Rev, 5/85 Right of Woy mcp I Section 1, SW 1/4 of SW 1/4 Section 12 NW 1/4 of NW 1/4 L l L it 12 :. Ll 1 rVT�, I i R • 1 / Ui (� 121 f.(;T 4 �,� 65 '� 94 LOT 2 Scott R. Lathrop & E11en A. Lathrop, H &W Ooci 99 -17581 LGT 5 LOT 1 TRr.Ct (Tentativ_) LOT 83 SLO SUBURBAN TRACT I RS 92 `1 ;n Luis Obis LOT 82 PLAT II NO. NNN— 414115 SCALE O 1" = 200' 6/17/99 I SECTICN 1,12 j TOWN SHI 3 15 12E MERIOLM MD6 &M - COUNTY Or: Son Luis Obispo +-A F. S.: IDRAY! CJ cm.syr MJM ;PT!CN G51 8r CH IE55086 P - 020 A CR S -311: 21 17 .rf AM L C0 ?1' ! END OF DOCUMENT ........ ... N ............... ............. iTill. 1A B:E K 0 mmo m 0 00 K 0 po Z. m z C.) z Fn om Om cq Oc 0 0 = oomz >MZ 0 Z 1-54 0 4-.-Isc�,�. MAO illit, 0 - �V�5 M000 M 71 GI -n M Mo :S Om Z 0 cn Z M, rz- > 0 0;0 1 Q20 -may r M > o -, p — -q Co 0 -< = co z M CD oom M z 9 -0 0 z ,InC :-4 Mr > x C) M C) Z: M z SD CD 0 CD CD En K 0 0 `b0 o°i=, D D� O� OD O ®O m J (5. Vol AV � - ® : :REI 0O-4 m m�m�_ 0 m m_ x x m y 0 m co 0 00 cn� m0 m�0 O rn;o CO 0 0 z o o v O0 �0DV O zcn ° n m �] m m m. 6 Z 1 rn °ZD m ° z K3 0 ' • N V D C7 m D v D CD m CD m 1 \^ • a • w 0 i a a► o� r V► �* e "y �l s n [A to 14 g O r a "At Your Own Risk" Safety Risks Associated with the Proposed Prado Road Extension, Elementary School, and Sports Complex Traffic engineers regard walkers as an impediment to the smooth flow of traffic - in fact their standard text, the Highway Capacity Manual, refers to walkers as "traffic flow interruptions." (Highway Capacity Manual 1994). Numerous polls have indicated that the public supports walkable streets (FHWA 1994). For decades, transportation planners, engineers and builders have equated traffic safety almost exclusively with driver and passenger safety. Driving is safer, thanks to mandatory crash testing, seat belt laws, drunk driving programs, and other road construction and redesign efforts. Pedestrian safety, on the other hand, has focused largely on telling pedestrians to get out of the way. Part of the problem is that pedestrian safety has always been a secondary traffic engineering issue. The overriding goal of traffic engineering has been to improve roadway "levels of service" (LOS), which often means designing roads with wide lanes and shoulders, large turn radii at intersections, passing and turning lanes, and other features so that more vehicles may travel at higher speeds (Ewing 1995). Few efforts have focused on ensuring that streets are safe for both pedestrians and vehicles: fewer still have sought to modify driving behavior to better protect and accommodate pedestrians. National Highway and Transportation Safety Administration ( NHTSA) data indicate that, between 1986 and 1995, pedestrian fatalities accounted for roughly 14 percent of all automobile - related fatalities in the United States, or about 6,150 deaths per year. This means that one in seven people killed in car crashes are pedestrians - the equivalent of one large commercial plane crash with no survivors every two weeks. Pedestrians also pay a heavy toll in injuries. NHTSA data indicate that for every pedestrian killed by a car, approximately eight more suffer severe injuries and eleven suffer less serious injuries. Between 1991 and 1995, over 100,000 pedestrians were injured each year - roughly 47,500 pedestrians suffering severe injuries, and 66,000 more suffering mild to moderate injuries annually. And since many injuries go unreported, these numbers underestimate the actual number of pedestrian injuries. The consequences of these injuries are also disproportionately serious. Though motor vehicle- pedestrian crashes constitute just 2 percent of total crashes, they result in 14 percent of all traffic-related fatalities. Pedestrian fatality rates reveal that walking may be especially hazardous for children. Thirty-two percent of all the 5- 9- year -olds who died in car crashes in 1995 were pedestrians. Since 1986, seventeen percent of all pedestrian fatalities - an average of approximately 1,033 per year - involve children under age 18. Another 110,000 were injured. Pedestrians account for 14 percent of all motor vehicle - related deaths. 76,550 pedestrians were injured, and 5,300 killed by automobiles in 1997, more than the total population of San Luis Obispo. t. Most pedestrians are killed by cars on neighborhood streets - the streets where we walk, and where our children play. NHTSA data indicate that over half - 55 percent - of all pedestrian fatalities occurred on streets - defined in engineering parlance as "Local Roads ", "Collectors ", and "Minor Arterials" - that run through residential neighborhoods. This problem is evident in many communities, where small streets become speedways due to so- called "improvements," or as they are invaded by commuters rushing to work, pizza delivery people, or unsafe drivers just looking for a shortcut. The. relentless pursuit of improved traffic flow has increased speeds on many residential roads, which in turn puts pedestrians and bicyclists at higher risk. A ten -mile per hour increase in speed, from 20 mph to 30 mph, increases the risk of death for a pedestrian or bicyclist in a collision ninefold. If a car going 20 miles per hour hits a person, there is a 95 percent chance that the person will survive. If that same car is going 30 miles per hour, the person has slightly better than a 50150 chance of survival. This simple safety fact is ignored or obscured by the highway lobby. The American Automobile Association (AAA) has for decades argued that wider and straighter roads are needed to improve motorist safety. AAA's ongoing lobbying campaign includes a national push for "higher -grade roads" that have wider travel lanes (at least twelve feet), shoulders at least eight feet wide, medians 30 feet wide, and no "roadside hazards" at the sides of roads up to 30 feet in each direction - rules that would all but prohibit pedestrians from walking anywhere near these roads. "Higher grade roads are more forgiving of driver error, such as failure to stay in the proper lane or running off the road," states AAA in their recent Crisis Ahead report (AAA 1996). Despite their professed concern for transportation safety, the road lobby consistently overlooks the adverse impacts of such "upgrades" on pedestrian safety - longer street crossing times, higher vehicle speeds, and less motorist vigilance for Pedestrian activity. The road lobby's misguided priorities are characteristic of a transportation system that fails to protect people who walk or bicycle, and blames the non -driver rather than the poorly designed roads that create hazards for them. Over a decade ago, DOT officials acknowledged that pedestrian and bicyclist fatality rates were alarming, and called for more action to improve public safety (U.S. DOT 1985). Still, state and local transportation agencies have failed to implement the measures necessary to meet this challenge. Is your child at risk? Accidents involving children are most likely to occur during the evening rush hour from 3:00 to 7:00 p.m. Areas with high traffic volumes, higher than average speeds, and fewer crossing signals put children at increased risk. Studies have found that more than half of the pedestrian injuries to children under 9 years of age result from children darting out into the street without warning. Fatigue and lack of attention increase the risk of a child suffering a pedestrian injury on the way home from school. According to figures from the U.S. Department of Transportation (US DOT), 806 children, ages 15 and younger were killed in pedestrian crashes in the United States in 1994. These data also show that on average, 10 boys and 5 girls, in that same age bracket, died each week in a pedestrian crash in 1994. The incidence of injuries among children due to pedestrian crashes is even higher. Many of these injuries are also quite grave. The USDOT figures for that year show that 30,833 children, ages 15 and younger, were injured in pedestrian crashes. Those figures also show that 340 boys and 250 girls, ages 15 and younger, were injured each week in pedestrian crashes. "Kids are unacquainted with the dangers of the road and they also tend to think of adults as people who take care of children and that attitude may extend to how they think of drivers, said Partnership member Dr. Alfred Farina, a research psychologist in charge of pedestrian and bicycle safety research for the USDOT National Highway Traffic Safety Administration (NHTSA). "We did a study one time about the street crossing behaviors of kids, ranging in age from kindergartners to third graders," he said. "What we found was that about 90 percent of the crossings made by young children were in error. One of the most common errors young children make, Dr. Farina said, is to "dart out" into the street without first checking left, right and then left again for traffic. In fact, 46 percent of the,pedestrian crashes involving children, ages 5 through 14, can be attributed to "dart out" behavior. Another factor contributing to child pedestrian crashes is that many parents tend to overestimate their child's ability to deal with street conditions, said John Moffat, director of the Washington Traffic Safety Commission. Moffat is a member of the National Association of Governors' Highway Safety Representatives, which is a member of the Partnership." Pedestrian crashes are one of the biggest killers of children ages 5 to 9," he said. 'That's because children often dart out into the road and by the time a driver detects them and is able to stop, it is often too late." Children under the age of 9 show little awareness of the dangers of crossing the road. They are unable to determine when it is safe to cross the street because they have not yet developed the abilities to do so. Allowing children to play unattended near a street is also dangerous, according to Richard Blomberg, the president of Dunlap & Associates in Stamford, Conn., a research organization that specializes in pedestrian safety research. .'We tend to look at children as Tittle adults and forget that they aren't fully developed yet," Blomberg said. "Their ability to localize sound isn't fully developed. Their judgment isn't fully developed. Their vision isn't fully developed. We as adults have to have an understanding of the limitations of a child." "Children are often so focused on their play activities that they don't notice cars," said Partnership member John Fegan, the bicycle and pedestrian program manager for the Office of the Secretary of the USDOT. "If a ball or something rolls out into the street, they just run out after it without thinking about the cars," he said. "Kids also don't have an appreciation for the dynamics of how cars work," he added. "A car obviously just can't stop on a dime and kids don't have an understanding of that. I don't think they have a sense of the danger that a car could hit them. And they're rewarded for that belief and that behavior because most likely, they have run across the street many times and have not been hit by a car. But it only takes one time." Lowering the vehicle speed on a street would allow more time to detect a child and reduce potential injuries if there's an unfortunate crash. BICYCLING More than 70 percent of children ages 5 to 14 (27.7 million) ride bicycles. This age group rides about 50 percent more than the average bicyclist and accounts for approximately 30 percent of all bicycle - related deaths and more than 60 percent of all bicycle - related injuries. Bicycles remain associated with more childhood injuries than any other consumer product except the automobile. Deaths and Injuries • In 1996, 213 children ages 14 and under died in bicycle - related crashes. Motor vehicles were involved in nearly 200 of these deaths. • In 1997, more than 350,000 children ages 14 and under were treated in hospital emergency rooms for bicycle- related injuries. • In 1997, children ages 14 and under accounted for 40 percent of bicyclists injured in motor vehicle crashes. It is estimated that collisions with motor vehicles account for 90 percent of all bicycle - related deaths and 10 percent of all nonfatal bicycle - related injuries. Collision with a motor vehicle increases the risk of death, severity of injury, and probability of sustaining a head injury. • More than 40 percent of all head injury- related deaths and approximately three - fourths of head injuries occur among children ages 14 and under. Younger children suffer a higher proportion of head injuries than older children. When and Where Injuries Occur • Children are more likely to die from bicycle crashes at non - intersection locations (66 percent), during the months of May to August (55 percent), and between 3 p.m. and 6 p.m. (39 percent). • Nearly 60 percent of all childhood bicycle - related deaths occur on minor roads. The typical bicycle /motor vehicle crash occurs within one mile of the bicyclist's home. • Children ages 14 and under are more likely to be injured riding in non - daylight hours (e.g., at dawn, dusk or night). The risk of sustaining an injury during non - daylight conditions is nearly four times greater than during the daytime. • Among children ages 14 and under, more than 80 percent of bicycle - related fatalities are associated with the bicyclist's behavior including, riding into a street without stopping; turning left or swerving into traffic that is coming from behind; running a stop sign; and riding against the flow of traffic. • Collision with a motor vehicle and crashes occurring at speeds greater than 15 miles per hour increase the risk of severe bicycle - related injury and death. • Children ages 14 and under are five times more likely to be injured in a bicycle - related crash than older riders. • Males'account for more than 80 percent of bicycle - related deaths and 75 percent of nonfatal injuries. Children ages 10 to 14, especially males, have the highest death rate from bicycle - related head injury of all ages. • Among older children; bicycle injuries sustained by boys are more likely to involve a motor vehicle and occur in a street location than bicycle injuries sustained by girls. The total annual cost of traffic-related bicyclist death and injury among children ages 14 and under is more than $3.4 billion. A review of hospital discharge data in Washington state found that treatment for nonfatal bicycle injuries among children ages 14 and under cost more than $113 million each year, an average of $218,000 per child. IMPTAIFFT, / W7, ' MOAF , i / r /. • r /� u / / ♦ / /i / /i / / / / Ii /. t 1. I I ;( l '_I r� .H ' I f 1 i .I 62 -338 Rev. 5/85 Right of Way Map �t Section 1, SW 1/4 of SW 1/4 Section 12 NW 1/4 of NW 1/4 11 1z l LOT 4 �,� e5 LOT 2 Scott R. Lathrop & Ellen A. Lathrop, H&W Doc# 99 -17581 � LGT 5 LOT 1 \ �� TRACT 23;7 �. �� f.VJ (Tentotivej LOT 83 SLO SUBURBAN TRACT 1 RS 92 'LOT 82 _ San Luis Obispo PLAT NO. �� NNN33414�15 � PN _ San Luis Obispo 1" = 200' 1 6/17/99 SECTION 1 ,1 2 TOWNSHIP 31 S AANGE 1 2E MERIDIM MDB &M - CouNTY OF: San Luis Obispo DESCRIPTION RUTH BY CH F.B.: DR.BY: CJ CKSY: MJM 10105 1E55086 '.dw L' - Los Padres I 30063020 A S- 3112117 Avn I COPY amn nr= nnr.i iMFNT EXHIBIT 4a United States Army Corps of Engineers Individual Permit Application Information Alternatives Analysis for the Damon - Garcia Sports Complex Project INTRODUCTION This alternatives analysis is intended to identify alternative project locations for the Damon - Garcia Sports Complex project. Exhibit 4b contains the Alternatives Analysis prepared by the City of San Luis Obispo Public Works Department for the Prado Road Extension project. The Prado Road Alternatives analysis has been provided in this application in order to justify the current alignment of sports fields, which has been designed to accommodate the proposed future Prado Road extension project. PARK SITE ALTERNATIVES ANALYSIS Because of its compact urban form and desire to maintain an open space greenbelt around the city, there is little undeveloped land over 10 -acres in size within the City of San Luis Obispo. The City does not own any other land that could be considered for sports field construction. In 1997, the City studied the availability of property outside the City limits as possible locations for additional sports fields. Three sites were initially identified. After study of land use, biological, noise, visual, drainage and slope issues, only the Damon- Garcia site was identified as a viable location. The two sites deemed not suitable were: ❑ The Martinelli property: 16 acres located on Prado Road east of Higuera. The site was elinunated when it was learned that the property was within a restricted use zone of San Luis Obispo County. The property was located in the takeoff zone of the main airport runway. The airport would not permit a concentration of people, such as would be found at a sports field, in the restricted zone. This site also has potential soil contamination problems. u The Pereira property: 57 acres located on Calle Joaquin Road, south of Los Osos Valley Road. This site had slope and circulation problems, but was generally suitable. However, the property was sold to the Vineyard Christian Fellowslup Church. That organization intends to construct a church and religious education buildings on the site. The remaining site, known as the Damon - Garcia property, was seen as the only viable location with adequate size for sports fields in San Luis Obispo. City of San Luis Obispo Parks and Recreation Department E4a -1 Damon - Garcia Sports Complex Section 404 Individual Permit Alternatives Analysis ALTERNATIVE SITE DESIGN LAYOUTS WITH LESS FIELDS The proposed design of four soccer fields does not provide any fields to accommodate future growth. These fields are for existing demand. For all youth, adult, and senior programs, the current shortfall of fields City-wide is eight to ten. The City had hoped to acquire a site on which to build at least eight fields. A complex with just four fields is seen as an absolute minimum project. A number less than that is simply not acceptable to the community. This project is budgeted at $5,400,00. A project of less than four fields is not cost effective, and it does not satisfy the urgent existing need. There is no City funding available to purchase additional land and build the fields at another location. City of San Luis Obispo Parks and Recreation Department E4a -2 October 27, 2000 Tiffany Welch U.S. Army Corps of Engineers SUBJECT: Damon - Garcia Sports Project Permit Application — Prado Road Alignment History and Justification Dear Tiffany: Attached is the detailed history and technical information you requested regarding the Prado Road alignment as it relates to the Damon - Garcia Sports Complex. Not knowinoo exactly what information you would need, the following discussion answers two principal questions: Why is the Prado Road connection between South Higuera and Broad Streets necessary? And why has the northern alignment of Prado Road across the sports field property been chosen as the preferred alignment? Why is the Prado Road Connection Necessary.? The City has been planning for the extension of Prado Road since 1961. Prior to that time, the County of San Luis Obispo had identified the need for a future east -west arterial connection in this area. There are three main reasons why the City is pursuing the Prado Road extension: ❖ The extension will redirect traffic away from more congested downtown residential areas. This project will enable State Highway 227 to be rerouted to follow Prado Road and make a direct connection to State Route 101 at a planned new interchange. This rerouting will direct both local and regional traffic away from downtown San Luis Obispo while providing for improved interregional traffic circulation. Rerouting traffic away from downtown residential areas can help protect the quality of life for people living there. The extension will reduce traffic congestion and improve air quality. With growth occurring within the southern quadrant of the City's General Plan Urban: Resen;e, traffic volumes and congestion will increase on existing arterial streets to unacceptable levels. With increased congestion comes degraded air quality. The extension of Prado Road will better distribute traffic from new growth areas onto the arterial street network and reduce potential congestion on existing routes. Also, by providing a direct linkage between the SR 227 and Madonna Road, the distance that motorists will have to travel can be reduced. Reducing trip distances and potential traffic congestion both have a positive The City of San Luis Obispo is committed to include the disabled in all of its services, programs and activities. Telecommunications Device for the Deaf (805) 781 -7410. EXHIBIT 4b Individual Per "init Application Information Alternatives Analysis . for the Prado. Road Extension Project City of San Luis Obispo Parks• and Recreation Department E4ti-1 effect on air quality. Conversely, if the current more - circuitous travel patterns are retained, traffic congestion and air pollution will likely increase. •: The extension is an essential component of planning for the area's future development. Since 1961, the area south of the South Hills complex has been targeted for urban development by successive General Plans adopted by the City of San Luis Obispo. With the expansion of the community's urban area comes the need to provide effective circulation that enables access to new land uses and is linked to the existing network of arterial streets and highways. The extension of Prado Road between South Higuera Street and Broad Street is the principal roadway needed to serve this new growth area and provide for intercity and interregional travel. Other street connections from the north are precluded by the South Hills complex; and other existing streets that are oriented in an east -west direction are too remote from the planned future residential area to provide sufficient access. In general, the lion's share of future urban development in San Luis Obispo will occur at the community's southern edge. Given this pattern of growth, there will be additional demand by motorists, bicyclists, and transit patrons to travel in an east -west direction to access community facilities (retail shopping areas, parks, schools, recreation areas, and job sites) as well as the County Airport. The extension of Prado Road best satisfies this access demand because it can provide a direct connection between Broad Street and Madonna Road. Why has the northern alignment for Prado Road across the sports field property been selected? Four alternative east -west roadway connections were analyzed as part of the environmental report prepared for the City's Airport Area Specific Plan. This analysis identified the currently - proposed Prado Road extension between Broad and Higuera as providing the greatest ?transportation benefits of the four alternatives considered. The City has also extensively studied two alternative alignments for Prado Road, called the "northern" and "southern" alignments, that would cross Damon - Garcia Sports Field Complex (see Figures 5 and 6 in the attached discussion paper). The northern alignment would border the northern edge of the Sports Field Complex and intersect Broad Street approximately 300 meters north of industrial way. The southern alignment would border the southern edge the Sports Field Complex and intersect Broad Street at Industrial Way. After extensive review and public debate,. in February, 2000, the City Council selected the northern alignment as the superior alternative. The following factors contributed to this City Council decision: Reduced impact to Area Creeks. The northerly alignment only requires a single spanning of Acacia Creek whereas the southerly alignment would require Am spans: one for Acacia Creek and one for Orcutt Creek. Enables greater wildlife migration. The northerly alignment allows for the spanning of Acacia Creek using an elevated single span bridge. This bridge can be designed to enable wildlife from the adjoining South Hills complex to pass unimpeded under the bridge and along the Acacia Creek corridor. By comparison, the elevation of the creek banks at the southern alignment would require that two box culverts be installed to span the creek. This type of facility would more significantly impede the movement of wildlife. Safest access to and from the Damon Garcia Sports Complex (DGSC). The northerly alignment of Prado Road will allow DGSC patrons to use the existing signalized intersection at Broad Street and Industrial Way as an exclusive driveway access to the sports complex. By comparison, the southerly alignment of Prado Road (intersecting Broad Street at Industrial Way) would commingle regional traffic with the sport complex traffic. This commingling would create a conflict between motorists turning left into and out of the DGSC and through - moving motorists. These items are discussed in more depth in the attached issues paper. All City documents referenced on page 13, including previous and current General Plans, Circulation Elements, staff reports and other information, are available upon request. Please review these materials and contact Tim Bochum at (805) 781 -7203 if you have questions, need additional information, or have suggestions for improvements or modifications. Sincerely; Michael McCluskey Director of Public Works GffransportationTradoR oad KlemotoTi ffany Issues Paper Chronology and Evolution of Prado Road Submitted in conjunction with US Army Corp of Engineers Permit Request For The Damon - Garcia Sports Field Complex, San Luis Obispo An Historical View History of the State Highway System — Development of U.S. 101, SR O1 and SR 227 US 101 is perhaps the most historic highway in California. It follows the route Portola took in 1769 which later became El Camino Real, the D'ing's Highway. This historic road connected the 21 missions of California and served as the main north -south road in California until the 1920s. US 101 was commissioned in 1926 as one of the original US highways. In Oregon and Washington it followed almost exactly the same route it does now, starting in Olympia, Washington and following the coast south. In California, it followed practically the same route south as it does now to San Francisco, although some sections, like the Avenue of the Giants have.been bypassed. From San Francisco south, it followed El Canuno Real, again along virtually the same route as it follows now to San Diego. Because of its central location, the City of San Luis Obispo has long been an overnight destination for motorists traveling between the San Francisco and Los Angeles metropolitan areas. Prior to development of the Federal Highway System regional and interstate traffic passed through the city using Monterey and Higuera Streets to access the Cuesta Grade and the junction of State Route 01 at Santa Rosa Street. (Historically, State Route 01 ran from southern California to the San Francisco Bay Area.) Within the City of San Luis, US 101 was upgraded to freeway status in the 1950's and 60's. Unfortunately, the construction of the freeway did not redistribute regional traffic away from the downtown residential core to the extent that was initially anticipated. In 1967, State Route 227 was designated along Broad Street, Pismo Street and Santa Rosa Street within the City of San Luis Obispo. While this designation did little to increase the existing regional traffic passing through the City, it none - the -less demonstrated that motorists were using city streets to travel throughout the ,region, passing thorough residential areas and disrupting quality of life for those residents. In response to a substantial number of complaints from residents on this issue, the City began planning for the rerouting of HWY 227 away from the downtown area. City Planning — Streets, Roads and Land Use Attachment A outlines the City's planning history and how the location and alignment for Prado Road has been defined in the past. While a "Master Plan of Streets and Highways" had been in existence since 1953, true transportation planning for the community's street system began in 1961 when the City developed its first circulation plan and adopted its first General Plan. 4 While the.1953 master plan did not specifically identify the Prado Road extension, it did make reference to County plans that called for an additional east -west connection by either Prado Road or Tank Farm Road to provide future access. In its 1961 General Plan, the City, identified Prado Road as the main east -west connection between Broad Street and Higuera Street. Subsequent General Plans (including the 1982 and 1994 Circulation Elements) all identified the need for a continuous east -west extension of Prado Road and also for the phased removal of the State Highway System from the interior core of the city: In 1969 and 1970, the City closed Monterey Street between Chorro and Broad Streets and constructed Mission Plaza. The construction of this important community space had a secondary effect of reducing the attractiveness of Monterey Street as a pass through route for regional and local traffic. The goal of reducing "pass through" traffic in the downtown and the search for alternative routings for regional traffic emerged during this time frame. :• In 1992, the City and Caltrans worked together to remove the SR 227 designation from segments of Broad Street and Higuera Street in the downtown (north of South Street) and to reroute the highway onto South Street with a connection to SR 101 provided at Madonna Road. •:• The City's current Circulation Element (1994) recommends that the extension of Prado Road between Broad Street and South Higuera Street become the new route for SR 227. thereby further redirecting interregional traffic away from the community's core. Closure of Monterey Street — Chorro to Broad Street The closure of Monterey Street in the Downtown area (circa 1970) had the effect of reducing the attractiveness of Monterey Street as a pass through route for regional and local traffic. It was during this time that an effort to find routes that could better direct regional pass through traffic away from the downtown was initiated. While the closure of Monterey Street may have reduced some regional pass through traffic in the downtown, a negative byproduct of this project was the redistribution of some pass through traffic to the HWY 227 corridor, which further impacted that corridor. As a result, vehicle volumes and citizen complaints increased along Santa Rosa, Pismo and Broad Street south of the downtown. While the creation of Mission Plaza was clearly a success, the closure of Monterey brought with it the need to further study and find solutions to the HWY 227 and downtown circulation issues. In the 1980's, a strong effort to preserve historic homes and the quality of life in the Oldtown Neighborhood (located south of the commercial core and bisected by Broad Street) was born. This neighborhood advocacy effort further emphasized the desire to redirect regional traffic away from the segments of Broad Street north of the Broad -South -Santa Barbara Street intersection. Members of the Oldtown Neighborhood Association were successful in convincing the City Council to abandon the Ion,- established building setback liner on Broad Street. These setback lines (sometimes called "plan lines ") would have enabled the construction of a four lane arterial road. Neighborhood residents and the City Council felt that this type of street would invite regional traffic and would be out of character with the historic nature of the Oldloww Neighborhood. 5 Two additional street corridors were envisioned as ways of improving regional traffic circulation. First, South Street, at that time a City -owned and maintained street, was planned as the I" stage in rerouting HWY 227 away from downtown neighborhoods north of South Street. ' This initial rerouting supported the Oldtown residents desire to de- emphasize Broad Street as a regional route within their neighborhood. Second, Prado Road was planned as a long -term solution to the HWY 227 issue and would extend from US 101 to Broad Street and border the Margarita Area - a planned residential neighborhood. The 1994 Circulation Element shows Prado Road extending from South Higuera Street eastward through the Margarita Area to Broad Street. The element also shows Prado Road extending westward across US 101 to Madonna Road, adding connectivity to the community's future arterial roadway network. South Street/Madonna Road Interchange - Relocation of HWY 227 from Downtown After the 1970 closure of Monterey Street, traffic circulation in the downtown commercial core and adjoining residential areas continued to be an issue. Many of the motorists using streets in the commercial core (Monterey, Higuera and Marsh) did not have downtown destinations and were passing through the area. A search for a "downtown bypass route" to separate "pass through" traffic from "local" traffic was undertaken as part of the preparation of the 1982 Circulation Element. While a number of routes were analyzed within the element's EIR, all of the streets parallel to the arterial roads within the downtown commercial core run through residential areas; and residents in these areas strongly objected to having pass- through traffic routed through their neighborhoods. Therefore, no significant changes to the downtowns street network were made at that time, and traffic from SR 227 continued to contribute to the "pass through "" traffic impact issue. Beginning in 1985, the City began closing Higuera Street between Osos and Nipomo Streets each Thursday night to allow the very- popular Fanner's Market to take place. Since part of that street segment was designated as State Route 227, Caltrans objected to the street closure. Rather than compromising the successful layout of the Farmer's Market, the City and Caltrans cooperatively worked on the rerouting of SR 227 to South Street. This rerouting further supported the Iona-range goal of removing regional "pass through" traffic from downtown residential and business districts. In 1993, the City completed its upgrading of South Street and Caltrans agreed to accept it as SR 227. In adopting a new Circulation Element in 1994, the City adopted a program for establishing Prado Road as the long -term route for SR 227. Segments of Broad Street and Santa Rosa Street that pass through the Oldtown Neighborhood were reclassified as Residential Arterial and Local streets, respectively, while Prado Road was classified as a Highrscny/Regional Route. 1970's - Prado Road Extension Gets Regional At the same time that the City was pursuing relocation. of HWY 227 to South Street, plans were being prepared by the County of San Luis Obispo and the County Regional Council (a precursor to the Council of' Governments) that identified regional transportation needs and infrastructure improvements that would be necessary to satisfy future travel demand in the county. 6 The 1974 SLO County Regional Transportation Study identifies the Prado Road extension as a major facility that would be necessary for future development of County areas within the City's Urban Reserve. In addition, this plan recommended that Prado Road be extended westward across the US 101 freeway and provide additional access to the existing and planned commercial areas along Madonna Road. In 1979, the County of SLO adopted its own Circulation Element for the San Luis Obispo Area. This element attempted to coordinate County long -range transportation planning with City planning and identified Prado Road between South Higuera and Broad Streets as an arterial street. 1994 Circulation Element The 1994 Circulation Element update to the General Plan promotes the use of modes of travel other than the private motorized vehicle. Linkages for non - motorized transportation within San Luis Obispo were also emphasized. Roadway extensions, particularly within the designated peripheral growth areas of the city (Margarita, Airport and Orcutt Specific Plan Areas), were identified as in previous plans. For the first time, this updated Circulation Element provided specific policies relating to the rerouting of HWY 227 from South Street to the future Prado Road connection (see Policy 8.9 below). Policies established under the Circulation Element that pertain to the extension of Prado Road include: Table 1— City General Plan Policies POLICY # Description POLICY SATISFIED (1) YES/NO? 8.10 The City will ensure that changes to Prado Road (projects A.1, A.2, B.4 Yes and CA) and other related system improvements are implemented in a sequence that satisfies circulation demand caused by area development. 8.1 New development will be responsible for constructing new streets, bike Yes lanes, sidewalks, pedestrian paths and bus turnouts or reconstructing existing facilities. 8.2 Specific Plans prepared for areas within the city's urban reserve should Yes include a street system that is consistent with the policies, programs and standards of this Circulation Element. 8.6 Street projects should be implemented as development occurs. Yes 8.7 Rights -of -way should be reserved through the building setback line Yes process or through other mechanisms so that options for making transportation improvements arc preserved. 8.9 The City will ask Caltrans to designate Prado Road between Broad Yes Street and US 101 as State Highway 227. 3.3 The City shall complete a continuous network of' safe and convenient Yes bikeways that connect neighborhoods with major activity centers and with county bike routes specified in the Bicycle Transportation Plan. 3.7 All arterials should provide bike lanes. Yes ( I) Extendino Prado Road eastward to connect with Broad Street (following the northern alignment) satisfies these olicies contained within the 1994 Circulation Element. 7 The 1994 Circulation Element included the Prado Road extension from South Higuera to Broad Streets as a major infrastructure improvement (see page 27, project A.1). In addition, the element includes extending Prado Road across the US 101 freeway to intersect with Madonna Road (see page 27, project A.2). By making this direct east -west connection, the freeway interchanges at Los Osos Valley Road and at Madonna Road should experience less traffic congestion and improved air quality since a new access route to SR 101 will be provided. Also by making these connections, alternative transportation links for bicyclists, pedestrians and transit patrons will enable direct access across the City, thereby fostering the use of these environmentally - friendly transportation modes. The Circulation Element also determined that the planning for Prado Road would best be accomplished as part of the preparation of Specific Plan for the area (see the following graphic). A View of the Future The Specific Plan Areas — Focu —s on City Growth The City is preparing three specific plans that will direct the pattern of urban development along the community's southern boundary. These specific plans are being prepared consistent with the basic planning framework established by the 1994 General Plan (Land Use and Circulation Elements). However, as part of this more detailed planning, refinements are being made to the General Plan itself to take advantage of a variety of detailed studies completed since 1994. The graphic below identifies three general areas where specific plans are being prepared. v The Margarita Specific Plan Area will accommodate up to 1,200 residential dwellings, a new elementary school, neighborhood parks, and hillside and creekside open space. The dominant transportation facility that is planned for this area is the Prado Road extension, which forms the areas southern boundary. (A copy of the draft plan map is included on the next page.) 8 .r '. Margarita Specific Pin` �'" F'- -. .. -..� Orcutt Spccirrc Pin 1994 Clrcnlaiion Element - Prado Road - - -- - Alignment Airport Arai Specific Pln Figure 1 — 1994 Circulation Element Alignment for Prado Road v The Margarita Specific Plan Area will accommodate up to 1,200 residential dwellings, a new elementary school, neighborhood parks, and hillside and creekside open space. The dominant transportation facility that is planned for this area is the Prado Road extension, which forms the areas southern boundary. (A copy of the draft plan map is included on the next page.) 8 ❖ The Airport Area Specific Plan Area is located south of the extension of Prado Road and encompasses land lying between Broad and South Higuera Streets and north of Buckley Road. This area is being planned for service commercial and industrial development with a large central section south of Tank Farm Road (the old Union Oil Tank Farm) being identified as an open space wildlife preserve. The Orcutt Area Specific Plan Area is located east of the Union Pacific Railroad and is being planned to accommodate over 500 residential dwellings, neighborhood parks, and creek side and hillside open spaces. With full future development of these three specific planning areas in combination with proposed retail commercial development on land west of U.S. Highway 101, the east -west travel demand will be huge, necessitating the extension of Prado Road. Draft Margarita Area Specific Plan `lei �' >..TUt>0 I .•1 .__ .awn Wns. �.I S t. • g G y � Figure 2 — Margarita Specific Plan (1999) Airport and Margarita Areas Specific Plan Studies. As previously mentioned four alternative land use and circulation "scenarios" were evaluated for the Airport and Margarita Areas. These alternatives are shown in attachments B through D. While all alternatives have adverse and positive impacts, the studies showed that the extension of Prado Road to intersect Broad Street north of Industrial Way would have the fewest significant environmental impacts and would provide the best long -term circulation solution. This "northern" alignment avoids the disturbance of potentially hazardous materials on land owned by Unocal Corporation, minimizes impacts to the open field and wetland habitats in the area located W on the old tank farm property north of Tank Farm Road, and minimizes the number of locations where bridges are needed to cross creeks. 1999 General Plan Amendment - Prado Road Extension Issue (February 2000 Decision) The public record concerning the extension of Prado Road is extensive. Most recently, in February 2000, the San Luis Obispo City Council considered and approved an amendment to its 1994 Circulation Element by adopting the northern alignment as the desired routing for this important regional route. As part of the public hearing process, there were two key circulation questions that were answered by the City Council: ❖ Should Prado Road be extended east of Broad Street to connect with the south end of Johnson Avenue? After hearing objections from property owners in the Orcutt Area and from residents along Johnson Avenue, the Council decided not to support this eastward extension. Should Prado Road follow a northern alignment through the sports field complex or a southern alignment? The City Council approved the northern alignment. A complete copy of all of the analysis that was available to the City Council and the public can be made available upon request (it's extensive and includes a thorough evaluation of both circulation and environmental factors). A copy of the amended Circulation Element map is shown below. To summarize in a few words, the northern alignment was judged to be the superior alternative. The northern alignment is actually shorter (although by only 18 feet); has far fewer environment impacts; provides better and safer. access to the sports field site (it was purchased during the study period); and is slightly cheaper to construct. ®: D III:'- �ili�Yil \I. •..�. ?.I'.i .....X I Figure 3 - Revised San Luis Obispo Circulation Element Map (February 2000) !n 1 ®: D III:'- �ili�Yil \I. •..�. ?.I'.i .....X I Figure 3 - Revised San Luis Obispo Circulation Element Map (February 2000) !n The effect of both the north and south alignment on the Damon - Garcia Sports Filed Complex must be considered. Figures 4 and 5 show conceptual layouts for the sports fields with Prado Road on each alignment. . .. .,t�.,t. �;�.... W` —':': /�'„ Signaled r.'� `�� :•:'..�;'•_' Ir �. Intersection NO. III Conceptual Location e �^'`r LL,, of Pedestrian Tunnel PARKING - :r;t,`•\ \� (.} lot�rslctan Local Acc�_ �_ : _ -.� `rte _ ,� •`1 I'.:.\ \ Only 1 \ Ca. J.S S:1' 1•r:dn -Cal tJOrtzm :.:rgnalen' ' 2C.'- ?a:ar \P..VOaY:.IHtat� "n .a t:i m.V Figure 4 — Prado Koad Proposed "'Northern" Alignment Figure 5 — Prado Road Southern (Industrial Way) Alignment Narlh PARKING(' (intersection Location of r - r F,1 ta Figure 5 — Prado Road Southern (Industrial Way) Alignment Staffs concern regarding the southern alignment is shown in Figure 5 above. To create the maximum number of play areas, provide adequate parking for patrons, and avoid encroachment into creek areas, the primary parking lot driveway would need to be located in close proximity to Industrial Way. Because of this proximity (and the need to provide lengthy eastbound left turn lanes on Prado Road), left turns from the sports complex driveway onto Prado Road would need to be restricted to address safety concerns. While a second driveway to Broad Street could be constructed to alleviate this access issue, it would reduce the amount of land available for play fields and would likely need to be signalized or left turns onto Broad Street prohibited to address turning safety issues. . Sirnilarly, the northern proposed alignment has access issues that will need to be addressed. A frequently asked question has been: "If the northern alignment is established, how will school children get access to and from the sports fields ?" (The draft Margarita Area Specific Plan envisions the construction of an elementary school along the north side of Prado Road across from the sports field complex — see plan map on page 9.) As depicted in Figure 4, the northern alignment turns just prior to the quarry pit, rises over existing topography on a gradual slope and crosses a small valley connected to the south side of the South Hills, and then turns again to cross Acacia Creek and connect to Broad Street. As it passes over the small valley, the roadway will be about 10 -15 feet above grade. It is envisioned that one or more pedestrian underpasses will be constructed at this location to enable convenient and safe access for all pedestrian and bicyclists. I CONCLUSIONS The City of San Luis Obispo believes that the connection of Prado Road between Broad and South Higuera Streets along the proposed northern alignment is an essential component of the City's future infrastructure because: It is needed to provide access to urban growth proposed for the southern quadrant of the City's Urban Reserve. In is needed to provide east -west connection for local motorists and those traveling throughout the region. •: It can be located to minimize the impacts on the area's wildlife resources and can be designed to safely enable wildlife migration and avoid more sensitive habitat areas. It will benefit the entire community by reducing trip distances, providing an important linkage for bicyclists, pedestrians and transit patrons, and reducing the traffic impacts of growth on existing neighborhoods through improved traffic distribution. 1. i 13 ..a d z� O 0 cz iM a h V A z u b,l CC a 0 7 p G n � L � � O N n W a K — ° c c c E u L• W ^ r U N C0 d n O t U u n G v E m W p c_ O CO j p :d O C G O O 'rte 0.� P7 z z x J z z z p C G N G v N r N E C N n O N U .- 3 0 V7 _ O U ^ e_0 c cUa Ca o O C.4� _ O L 4. " a Q a U 73 v c p a• 0. N U n c o u ` .^• i, Li eu 'N v '� O N C n� U .... c v "= .J N 'O O C C n e n O n° . `r. -,D � .= n - _rn.= i z O C 0 c ti a C7 u O ' O p a N v O a�i e u T c - G y _ '_r, 0 py ,� L V G U C N v Z u u ^ u c e � o c U u J [Z bo r Oc. c z LT, U :n O O U 'O C O 'D O U P a 7 n � V N C].'C G � �/ y v -,• C 00 U (Y G = 'U y .^_ C 70 � n i1 -• v N Q.� V �:. .� -: U br, n n. G G � U n v. U n U C� C v❑ w O L � � .�_ J 7 n O ? 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Q w cn Q ` Z„ , J ° Cc t ro m U G Rl C 0 O IM rn cn d a CL W cc a. > U Q, U = N `_ C A � cz W c L C a° J L J O u6 Q- o T naft � oC way -- Iil�l ► }� I12—OAk maw Nigm I • Offaw. • �/� loll ll Fri L;; iu I o pop o ° Cc t ro m U G Rl C 0 O IM rn cn d a CL W cc a. > U Q, U = N `_ C A � cz W c L C a° J L J O u6 Q- o T naft In Ist M-0 VZ�" s> ► I RE ���/1/I � ) ►fY11i1 �Ij 11111 1y`, f , \`S YYY f() 1 10 -16-00 Larry Myers !Native American Heritage Commission 915 Capitol Mall, Room 364 Sacramento, CA 95814 Dear Mr. Myers, i am enclosing two more Sacred Lands Inventory forms for CA -SLO -1427 and CA -SLO -2040. I would like you to enter into the Sacred Lands File. Also on July 17,2000, 1 sent you three other inventory forms for CA- SLO -16, CA- SLO -41 and CA -SLO -239.1 was also wondering if these have been entered into the Sacred Lands File. The first form is for a very special place, which is located on which was private ranch land. When you stood above the mortar area along the ridge what a spectacular view you can see as the two valleys merged. I could feel the spirituality of the place and my heart filled, apically after talking to the Gracias who have owned the land for the past fifty years and explained to me that the area had not been touched or changed in.that time. The next form is for EAGLE ROCK a very special and spiritual spot for the local Playono people, since we were children we were told stories of the place. That this is were we could go to pray to creator for this was his spot long ago. Sincerely, Patti Dunton Cultural Specialist, PSHS 377 Fairview Ave, Morro Bay CA 93442 Fax 805 -772 -7661 NATIVE AMERICAN HERITAGE COMMISSION 915 CAPITOL MALL, ROOM 364 SACRAMENTO, CA 95814 (916) 6534082 (916) 657 -5390 - Fax November 17, 2000 Patti Dunton Cultural Specialist, PSHS 377 Fairview Ave. Morro Bay, CA 93442 Dear Patti: Thank you for your recent submittals of two sites for the Native American Heritage Commission Sacred Lands File. They have been entered into the database. The three sites that you submitted in July have also been entered. If you have any questions, please call me at (916) 653 -4040. Sincerely, Rob Wood Associate Government Program Analyst January 10, 2001 James Gary Maniery, Principal PAR Environmental Services, Inc. P.O. Box 160756 Sacramento, California 95816 -0756 Subject: Proposed Route 101/Prado Interchange Project, San Luis Obispo County, California (PAR REF. No. 00 -808) Dear Mr. Maniery, Back in July 2000, you sent a letter to my brother, Mr. John Burch. Concerning the above project. He turned it over to me, to respond to. My name is Patti Dunton; I am the cultural specialist for Playano Salinan Heritage Services. We are a business dedicated to the education and preservation of the Coastal Playano Salinan People. We offer qualified Consultants, Monitors and Archaeological Technicians. I recently worked on a project. The proposed Damon Garcia Sports Complex in the City of San Luis Obispo. Construction of the sports complex is not likely to affect any archaeological resources, however, construction of the Prado Road extension east of Highway 101, as currently designed, will adversely affect site CA -SLO -1427. I'm not sure if the proposed Prado Road Interchange will affect any cultural resources. Unless it impacts areas of Prado Road east of Highway 101. In which, I would have some concern It would be unfortunate if the design for the interchange contain, continuing Pardo Road to the east. Any such plans would have to be discussed. I believe any extension of Pardo Road to the east of lower Higuera Street in San Luis Obispo, CA. Could have adverse effects to CA -SLO -1427. The Playano Salinan people have lived along the Central Coast for thousands of years. Many of our families still live in the area, for this land is who we are. As our ancestral lands are becoming more and more developed we have many concerns. Our ancestors have left these special places for us to care for and to watch over. It is Our responsibility to share knowledge in preserving and caring for Playano Salinan Cultural Resources. Please send me an update on this project. Thank You, Patti Dunton,Cultural Specialist, Playano Salinan Heritage Services, 377 Fairview, Morro Bay, CA 93442. (805)772 -7559 or fax (805)772 -7661. City Council. inmates Ul -U l-UV LL41J/ ..aua — -.. --e - Choose .a Destination... of +G MINUTES REGULAR MEETING OF THE CITY COUNCIL CITY OF SAN LUIS OBISPO TUESDAY, FEBRUARY 1, 2000 - 7:00 P.M. COUNCIL CHAMBER, 990 PALM STREET SAN LUIS OBISPO, CALIFORNIA Council Members John Ewan, Jan Howell Manx, Ken Schwartz, Vice Mayor Dave Romero, and Mayor Allen K. Settle Absent None City Staff Present: John Dunn, City Administrative Officer; Jeff Jorgensen, City Attorney; Lee Price, City Clerk; Ken Hampian, Assistant City Administrative Officer; Arnold Jonas, Community Development Director; Bill Statler, Finance Director; Ann Slate, Human Resources Director; Jim Gardiner, Police Chief; Bob Neumann, Fire Chief; John Moss, Utilities Director; Mike McCluskey, Public Works Director; Paul LeSage, Parks and Recreation Director; Wendy George, Assistant to the CAO; Neil Havlik, Natural Resource Manager; Tim Bochum, Deputy Public Works Director; Shelly Stanwyck, Economic Development Manager CLOSED SESSION ANNOUNCEMENTS CONFERENCE WITH LABOR NEGOTIATOR, pursuant to Government Code § 54957.6 AGENCY NEGOTIATOR: John Dunn, Ann Slate UNREPRESENTED EMPLOYEES: Management Employees City Attorney Jorgensen reported that the Council met in closed session and Council gave direction for further negotiations. 1 of 8 1/13/01 10:08 PM \.fly wu 11 LVL WLO Vcv Lw u..rlI ...........wr....u. vu...,.... PRESENTATIONS ANNUAL GROUNDHOG JOB SHADOW DAY ACTION: Mayor Settle proclaimed. February 2, 2000 as Annual Groundhog Job Shadow Day and presented a proclamation to Robyn Hooker from the Educational Services Department of the San Luis Obispo County Office of Education. VOTER REGISTRATION WEEK (JANUARY 31ST THROUGH FEBRUARY TTH) ACTION: Mayor Settle proclaimed the week of January 31st through February 7th as Voter Registration Week and presented the proclamation to City Clerk Price. PUBLIC COMMENT Sandra Marshall, Executive Director of the Earth Day Alliance, thanked Council for co- sponsoring the county -wide Earth Day 2000 (Item #C6 on this agenda). CONSENT AGENDA ACTION: Moved by Romero /Ewan to approve the consent agenda as recommended by the City Administrative Officer, motion carried 5:0. C1. COUNCIL MINUTES OF TUESDAY, JANUARY 18, 2000. ACTION: Moved by Romero/Ewan to waive oral reading and approve as submitted; motion carried 5:0. C2. AWARD OF CONTRACT 879 MORRO STREET RENOVATIONISEISMIC STRENGTHENING. ACTION: Moved by Romero/Ewan to 1) authorize the transfer of $173,800 from the Water Fund's completed Capital Improvement Project (CIP) account to the 879 Morro Street CIP construction account to establish a new total construction budget of $847,600.2) Authorize the award of the construction contract for renovation and seismic strengthening of 879 Mono Street (CIP Specification Number 992296) to David Scarry Construction, Inc., of San Luis Obispo, in the amount of $737,000; motion carried 5:0. C3. ANDREWS /CONEJO STORM DRAINAGE IMPROVEMENTS, SPEC. 99704B. ACTION: Moved by Romero/Ewan to 1) accept completion of the Andrews/Conejo Strom Drainage Improvements, Specification No. 997046.2) Appropriate $18,769 from the unappropriated balance of the General Fund to the project account. 3) Direct Public Works to record the notice of completion within five days of this acceptance; motion carried 5:0. C4. CONTRACT FOR CONSTRUCTION MANAGEMENT SERVICES FOR THE MARSH STREET GARAGE EXPANSION. ACTION: Moved by Romero/Ewan to 1) approve the contract with Harris & Associates 2 of 8 1/13/01 10:08 PM �Ily %'VUUU" 1vuII Vt 1� . -- ' ---- -r in the amount of $304,600 for construction manage .ent services for the Marsh Street Garage Expansion and authorize the Mayor to execute the contract 2) Appropriate $179,600 from the unreserved Parldng Fund working capital in order to fully fund the construction management contract motion carried 5:0. C5. CONSIDERATION OF A REQUEST TO ABANDON A PORTION OF THE PUBLIC RIGHT-OF-WAY (R1W) AT THE EASTERLY END OF BUCHON STREET, ADJACENT TO THE UNION PACIFIC RAILROAD RIW; (ARAN 11 -99). ACTION: Moved by Romero/Ewan to adopt Resolution of Intention No. 9011 to consider abandonment, and set a public hearing date for March 21, 2000; motion tamed 5:0.. C6. EARTH DAY COSPONSOR. ACTION: Moved by RomerolEwan to approve a request by Earth Day A16ance for co- sponsorship of county -wide Earth Day activities on April 22, 2000 and waive use fees for Mission Plaza; motion carried 5:0. COUNCIL LIAISON REPORTS Mayor Settle recently attended the League of California Cities Employee Relations Institute. He shared the highlights with Council and staff. Council Member Ewan reported on the latest Air Pollution Control District (APCD) meeting. He noted that the Board passed modifications to Rule 501 resulting in restrictions on the burning of green waste materials. He also informed Council that the Board is continuing to monitor potential impacts of proposed new power plants in central California. Additionally, the Board has authorized funding for monitoring air quality on the eastern border of San Luis Obispo Cbunty. Council Member Romero attended the Integrated Waste Management Authority (IWMA) meeting on January 12th. He, advised Council that all cities within San Luis Obispo County are short of meeting the 50% diversion rate goal established under AB 939. The City of San Luis Obispo is at a 34% diversion rate. The State Board is due to meet this month to determine if it will allow consideration of a change in the base year calculation since 1990 was a drought year. Council Member Romero also presented several other items of interest. Vice Mayor Schwartz gave a brief overview of the Economic Vitality Commission's (EVC) presidents report of December 1999. He encouraged Council and staff to briefly review it, especially the sections on revohring loan funds and new business sites. PUBLIC HEARING 1. RESOLUTION AMENDING THE GENERAL PLAN CIRCULATION ELEMENT AS IT RELATES TO THE PRADO ROAD ALIGNMENT. Public Works Director McCloskey presented an in -depth staff report Mayor Settle opened the public hearing. Speaking in support of the extension of Prado Road from South Higuera to Broad Street (the northerly alignment): 3 of 8 1/13/01 10:08 PM John Spatafore, President of Board for SLO Youth Sports Association John Stevens, 4308 Wavertree Mark Buckman, 2350 Lawton Scott Lathrop, 1619 LaVineda Rick May, 1635 Knoll Chris Whitby, 1970 Chorro Street Speaking in opposition to extending Prado Road through to Johnson Avenue: - Jeff-Brewer,-2253 Johnson Ave - -- - _- Ann Marie Hall, 2302 Parkland Terrace Ron Alers, Parkland Terrace resident Doug Beery, Parkland Terrace resident Beverly Pratt, 2230 King Janice Hadsell, 3500 Bullock Lane Garrey Hall, 3711 Orcutt Road Paul Garay, 3821 Orcutt Road Mary Beth Schroeder, 2685 Wilding Lane Patti Taylor, 3731 Orcutt Road Paul Murphy, 3560 Cedar Court Jay Farrior,1495 Orcutt ' Andrew Wise, 3290 Johnson (and speaking on behalf of other neighbors) Jeff Spevack, 2410 Johnson Avenue Zack Hartley, 3721 Orcutt Road Jack Gatz, Johnson/Laurel area resident Brian Christensen, representing Residents for Quality Neighborhoods (RQN) Speaking in support of the southerly alignment: Nick Muick (also speaking on behalf of Anne Girard, Paul Fiala, Kevin Rollins, Thomas Baumberger, Dale Parmenter, Randy Adler, and Dan Long) Jeanne Anderson, 3580 Bullock Lane Jon Anderson, 3580 Bullock Lane Leo Evans, Santa Maria resident Michael Sullivan, SLO resident Wayne Gainey, 1850 Vewmorrt Speaking in support of all staff recommendations: Jean Knox, 982 Bougainvillea Other comments: Cal Poly student, Christopher Hinds, offered ideas to mitigate environmental impacts to the contaminated site on Tank Farm Road. Matt Quaglino, Sacramento Drive property owner, commented that development of his property is dependent upon Council's decision. He urged the Council to not delay making their decision. Eugene Jud, 6855 Leff Street, proposed an alternative southern alignment (see memo to Council dated February 1, 2000 on file with the City Gerk). Andrew Merriam, representing three property owners in the Orcutt Area, reported that the Orcutt Area Specific Plan (OASP) will solve the traffic problems under either scenario. He asked the Council to make a clear decision tonight and not delay it. Cayetano Moreno, Los Osos resident, suggested that the Council conduct a survey of 4 of 8 1/13/01 10:08 PM the .._f to determine if the extension is needed. Ht ;xpressed concerns about access to hospitals from the south side of town. Alexander Henson, Carmel Valley resident and attorney representing the Environmental Defense Center, asserted that the City has taken the cart before the horse by considering an amendment to the General Plan before approving the OASP. Citing particular case law, he said that the City's Circulation Element of the General Plan is insufficient because it does not adopt a level of service. He added that there is no analysis of density and suggested that it is illegal for the General Plan to be controlled by the Zoning Ordinance. In conclusion, Mr. Hensen stated that he believes the City is liable "arid maybe sued if it amends the General Plan before approving the specific plans for the Margarita and Orcutt areas. Lance Parker, 1108 Poppy, voiced concern that without some connector between Orcutt Road and Broad Street, Tank Farm Road will turn into a freeway. Mayor Settle closed the public hearing. City Attorney Jorgensen responded to comments made by Alexander Henson regarding potential litigation. He advised the Council that what is before them is dearly a matter of making a policy decision based upon comments and testimony in support or opposition and is not driven by any particular legal considerations. He argued that the case cited in support of a claim that the City's Circulation Element is insufficient is not applicable to the City of SLO and pointed out that the City's policies (7.1., 7.2 and 7.3) are comprehensive and supportable. He emphasized that the argument that the Council cannot amend the Circulation Element has no merit and, further, advised that the Councils decision to designate Prado Road as a thoroughfare was considered in 1994 as part of the adoption of the General Plan/Circulation Element and EIR. The environmental review did, in fact, look at existing conditions in the area and no further environmental review is required, he concluded. Council questions to staff followed. In response to inquiry made by Council Member Romero, Public Works Director McCluskey reported that neither the School District nor CalTrans have specified a preferred alignment. Mayor Settle asked staff to comment about the alternative suggested by Mr. Jud. Public Works Director McCluskey reported that the proposal was rated low during the evaluation of optimal circulation alternatives. Council Member Marx asked about the environmental review process and inquired why staff was recommending approval of the extension through to Johnson at this juncture. Long Range Planning Manager Mandeville reported that the level of environmental review is appropriate for the pending policy decision and noted that the reason staff needs direction now rather than later is because there are four applications pending which will be affected by the selection of the alignment Parks & Recreation Director LeSage answered questions regarding the Damon -Garcia sports fields. Lengthy Council discussion ensued. Council Member Romero voiced objection to extending Prado through to Johnson. He spoke in favor of the southerly alignment to Broad only. In addition, he suggested that the Council direct staff to move ahead with the Orcutt Road grade separation over the railroad tracks to provide relief in the Orcutt area. Council Member Marx asserted that a full EIR should be undertaken before deciding 5 of 8 1/13/01 10:08 PM Camcillvfir�02 -01 -00 the alignment and that the matter should be referred back to the Planning Commission. She spoke in favor of the southerly alignment and voiced opposition, extending Prado through to Johnson. Council Member Ewan emphasized that the Council should be looking at the whole community, not just one section of it. He added that he believes the Council is missing an opportunity to make circulation better throughout town. He indicated support for the northerly alignment and added that he hopes bicycle /pedestrian access to the sports fields will be maintained. Vice Mayor Schwartz concurred with Council Member Ewan's comments.. Mayor Settle expressed support for the extension of Prado Road through to Broad Street ACTION: Moved by RomerolMarx to stop the Prado Road alignment at Broad Street; motion passed 4:1 (Ewan). ACTION: Moved by SchwarbJEwan to adopt Resolution 9012, as amended; motion passed 32 (Marx, Romero). Note: Council approved Recommendation #1(A) as modified, by selecting the northern alignment for the Prado Road extension from South Higuera to Broad Street; app roved Recommendation #1(C) by agreeing that Prado Road between South Higuera and Broad Street shall remain a "Regional Route" and approved Recommendation #1(E) approving Negative Declaration associated with the General Plan Amendment Council took no action on Recommendations 1(B) and (D), and Recommendations #2 and #3. COMMUNICATIONS Mayor Settle suggested that the meeting of February 15, 2000 be canceled because there are no public hearings or business items pending. ACTION: Moved by EwanlSettle to cancel the meeting of February 15, 2000 due to the lack of any public hearings and business items; motion carried 5:0. Note: Consent calendar items will be added to the special meeting (Mid -Year Budget Review) set for February 29th. Council Member Romero reminded Council and staff of the upcoming Channel Counties Division meeting scheduled for Friday, February 4th in Solvang. Assemblyman Abel. Maldonado will be the featured speaker. Council Member Marx asked Council to consider regular meeting dates for the month of August in anticipation of summer vacation plans. City Clerk Price agreed to contact individual Council Members and coordinate a suitable August meeting schedule. The matter will come back to Council at a future date. BUSINESS ITEMS 2. RESOLUTION REVISING COUNCIL POLICIES & PROCEDURES. City Clerk Price presented the staff report Mayor Settle opened the meeting for public comment. 6Of8 1113/01 10:08 PM - -J - - -- * - - -- -- - - - Carla Sanders remarked that she was pleased to see new language proposed for the - Policies relevant to the municipal advocacy ordinance, but added that she does think it is enough to enforce the ordinance. She spoke in favor of allowing one or two members to place an item on the agenda and suggested that agenda titles do not give enough information to the public and should be expanded. Richard Kranzdorf urged the Council to change the procedure for placing items on the agenda and proposed that two members of the Council is sufficient Gordon Insley, ECOSLO, commented that Council should consider one member sufficient to place an item on the agenda. Mayor Settle returned discussion to the Council. Lengthy Council discussion ensued regarding proposed changes submitted in writing by Vice Mayor Schwartz and Council Member Marx (on file with the City Clerk). Modifications to Chapter 1 proposed by Vice Mayor Schwartz were accepted. Most suggestions submitted by Council Member Marx were approved. There was no support for amending Section 12.2 of the Policies as it relates to the number of council members it takes to place an item on the agenda. ACTION: Moved by Romero/Ewan to adopt Resolution No. 9013, as amended, revising the Council Policies and Procedures; motion carried 5:0. 3. APPROVAL OF AN OPTION TO PURCHASE REAL PROPERTY AT THE END OF ROYAL WAY FROM JACK AND PAT FOSTER. A brief staff report was provided. There were no comments from the public. ACTION: Moved by Marx/Ewan to 1) approve a one-year, $20,000, exclusive option agreement with Jack and Pat Foster, for the purchase of 154 acres of open space in three existing lots at a purchase price of $1,150,000, subject to certain financial arrangements. 2) Approve the advancement of the $20,000 option payment from the second year appropriation for open space acquisition in the 1999 -2001 Financial Plan; motion carried 5:0. 4. FIRST AMENDMENT OF EXCLUSIVE NEGOTIATING AGREEMENT RELATIVE TO THE PALM STREETICOURT STREET PROJECT. A brief staff report was provided. There were no comments from the public. ACTION: Moved by Marx/Romero to authorize the Mayor to execute the First Amendment to the Exclusive Negotiating Agreement (ENA) with Chinatown -Court Street Partners, LLC in order to extend the ENA's term for 90 days; motion carried 5:0. There being no further business to come before the City Council, Mayor Settle adjourned the meeting at 2:30 a.m. to Tuesday, February 29, 2000 for a special meeting to consider the mid year budget review. Said meeting to be held at 7:00 p.m. in the Council Chamber, 990 Palm Street, San Luis Obispo. Is/Lee Price, C.M.C. City Clerk 7 of 9 1/13/01 10:08 PM