HomeMy WebLinkAbout12/11/2001, BUS 4 - ROUTE PLANS FOR THE RAILROAD SAFETY TRAIL AND THE BOB JONES CITY-TO-SEA TRAIL I
coun ci lM�December 11,2001
j aGEnda Pepoizt ,�N..6 S
CITY OF SAN LUIS OBISPO
FROM: Mike McCluskey, Director of Public Works lvv`J
Prepared By: Tent'Sanville,Principal Transportation Planner--5
SUBJECT: ROUTE PLANS FOR THE RAILROAD SAFETY TRAIL AND THE
BOB JONES CITY-TO-SEA TRAIL
CAO RECOMMENDATION
As recommended by the Architectural Review Commission (ARC), the Parks and Recreation
Commission and the Bicycle Advisory Committee,adopt a resolution approving Mitigated Negative
Declarations and Route Plans for the Railroad Safety Trail and the Bob Jones City-to-Sea Trail with
the following amendments:
1. For the Railroad Safety Trail, support the east-side alignment of the bike path north of
Marsh Street(the"blue"alignment shown in Attachment 2).
2. Amend the Railroad Safety Trail's route plan design standards to include the suggestions
made by the Architectural Review Commission (see Concurrences section of this Agenda
Report and attached resolution). -
3. For the Bob Jones City-to-Sea Trail,Delete the"potential bike bridge"over Route 101 north
of Los Osos Valley Road (LOVR) and instead stipulate that modifications to the LOVR-
Highway 101 interchange shall include full-width 8-foot shoulders on the interchange
approaches and highway bridge.
REPORT-IN-BRIEF
In 1999 the City hired RRM Design Group to prepare "route plans" for segments of the Railroad
Safety Trail and the Bob Jones City-to-Sea Bike Trail. The consultants have completed their
work and have published the draft plans. The Parks and Recreation Commission, Architectural
Review Commission, and the Bicycle Advisory Committee have reviewed these plans and have
recommended that the Council adopt them.
As part of the plans' development, initial environmental studies were prepared that identify a
variety of potential impacts and mitigation measures that eliminate or reduce impacts to
insignificant levels. These measures have been incorporated into the designs of the projects and
the Community Development Director has proposed Mitigated Negative Declarations.
By adopting these route plans, the City can proceed with incremental implementation of these
projects — apply for grants, secure property, prepare construction documents, and install
facilities. Portions of these bike paths are identified in the 2001-03 Financial Plan for future
implementation. Other segments will likely be implemented as future City capital projects or as
part of development on private properties.
Council Agenda Report—Railroad Safety Trail and Bob Jones City-to-Sea Bike Trail Route Plans
Page 2
At the December 11`s Council meeting, RRM Design Group will provide a power point
presentation of the route plans and can expand on information provided in this Agenda Report
and attachments, as needed.
In order to fully review the consultant report prior to the meeting, it is necessary to review
Attachment 2, which is in a lengthy binder format. Copies of this binder have been made
available to all Council members and are available to the public in the City Clerk's office and at
the City-County Library.
Lastly, sixty minutes has been allotted for this item on the December 11`x' agenda. Consultants,
staff and the Council may only be able to finish a broad overview of the bike path alignments in
that time. If this occurs, Staff recommends that this item be continued to a future meeting date.
DISCUSSION
1. Background. In 1999 the City Council authorized staff to employ a qualified consultant to
prepare route plans for the Railroad Safety Trail and the in-city segments of the Bob Jones
City-to-Sea Trail. RRM Design Group was hired to prepare these plans. RRM was asked to
evaluate opportunities and constraints and routing alternatives for Class I bike paths along:
(1) the Union Pacific Railroad between Santa Rosa Street (at the AMTRAK passenger depot)
and Foothill Boulevard; (2) along San Luis Obispo Creek between Madonna Road and Los
Osos Valley Road; and (3) along Prefumo Creek between Madonna Road and the east end of
Calle Joaquin. Attachment 1 shows the route segments that were analyzed. The City's
Bicycle Transportation Plan calls for Class I bike paths along all of these segments.
Throughout 2000, RRM conducted a variety of field trips, prepared constraints maps,
analyzed environmental conditions and routing options, solicited the advice of structural
engineers, biologists, City natural resources, transportation, and utility staffs, and trail
planning experts, and developed a "most promising path alignment for each trail system.
Draft Initial Environmental Studies were prepared for each route plan and submitted to the
Community Development Department. The Director has approved Mitigated Negative
Declarations, which have been reviewed and approved by the ARC when it considered these
projects.
2. Important Features of Each Route Plan. Attachment 2 provides a complete description of
each project including a narrative of existing conditions, opportunities and constraints,
preferred trail alignments (generally shown in red), design standards, and preliminary cost
estimates. The following discussion highlights some of the challenges related to each path's
alignment. Pertinent plan sheets and details contained in Attachment 2 are referenced
throughout the following discussion.
a. Railroad Safety Trail (Section 3 of Attachment 2). Unlike the segments of this path
system that have already been constructed south of the Jennifer Street Bridge, the sections
covered by this project involve a much narrower railroad right-of-way. Therefore, setting the
path far enough back from the railroad tracks to allow access by Union Pacific maintenance
crews became a critical design challenge.
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Council Agenda Report—Railroad Safety Trail and Bob Jones City-to-Sea Bike Trail Route Plans
Page 3
Immediately north of the AMTRAK passenger depot, the right-of-way narrows on the west
side of the tracks. The route plan recommends that a "pier supported" cantilevered pathway
be constructed along this segment (Sheet 2, Detail A). Using vertical retaining walls on the
down-slope side of the path or re-contouring the bank in a stepped fashion might be other
structural alternatives for supporting a bike path.
From Torro Street north to Marsh Street there is sufficient room on the west side of the
railroad to construct a path and provide for reasonable setbacks. Clear-span prefabricated
bridges would be constructed across Johnson Avenue and San Luis Obispo Creek (Sheet 3,
Detail A) with access to the path provided at Santa Rosa, Torro, Johnson, Buchon, Pismo,
Pacific, and Marsh Streets.
Union Pacific Railroad Feedback: In November, City staff discussed the AMTRAK station to
Marsh Street bike path segment with Union Pacific's operations manager. The manager
raised a number of design concerns including:
(1) The. close proximity of the path to the railroad tracks just north of the station and the
deire to maintain a 25 foot setback wherever possible (Sheet 2, Detail A);
(2) Opportunities for improving access for UP maintenance vehicles at Torro Street (Sheet
2, Detail B) as mitigation for limited setbacks just north of the station (Item 1 above);
(3) Enabling bicycle access through UP's parking lot next to the AMTRAK depot while
precluding unauthorized vehicle access; and
(4) Establishing a 'fencing" strategy that's acceptable to the railroad. Generally, where
setbacks are minimal, the manager felt that fences could prevent train personnel from
evacuating the area in an emergency and therefore should be avoided. Conversely,
where setbacks are 25 foot or greater, a fence may be desirable.
City staff will work on these specific design issues and seek resolution with UP engineering
and operations managers.
North of Marsh Street the railroad right-of-way becomes very constrained. Two alignment
alternatives are shown, one on each side of the railroad tracks. As the bike path approaches
Monterey Street (either alignment), a pier supported cantilevered pathway-would connect to a
prefabricated bridge that would parallel the existing railroad bridge over Monterey Street
(Sheet 4, Detail B). From Monterey Street north,the railroad right-of-way further narrows as
it passes under Mill Street and extends to U.S. 101. The originally-recommended alignment
would extend along the west side of the tracks, pass under Mill Street (Sheet 5, Detail A) to
the north end of Johnson Avenue, then cross the tracks(either at an "at grade" crossing or an
"underpass") and then cross U.S 101 on the east side of the tracks using Union Pacific's
highway bridge (Sheet 6, Details A, B, and Q.
Union Pacific Railroad Feedback: In September, City staff and consultants had a long
conference telephone conversation with Union Pacific (UP) officials. UP was especially
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Council Agenda Report—Railroad Safety Trail and Bob Jones City-to-Sea Bike Trail Route Plans
Page 4
concerned with the proposed section of path that extends along the west side of the tracks
under Mill Street, with the potential at-grade crossing at the north end of Johnson Avenue,
and with the placement of a path on their bridge crossing U.S. 101. UP engineering staff felt
that the recommended west side alignment would compete for limited space with the
railroad's maintenance vehicles and that insufficient clearance from passing trains would
create a safety problem.
In November, the Public Works staff reviewed this path segment with Union Pacific's
operations manager. The manager indicated that both UP engineering and operations could
support the "blue alignment" that runs along the east side of the railroad north of Marsh
Street. Staff notes that this alignment is much more expensive to construct because it involves
a long pier supported and elevated section of bike path (Sheet .i, Detail A). However, the
advantage of this alignment is that bicyclists would cross the railroad tracks at Marsh Street
(an existing at-grade crossing) then stay on the east side of the tracks all the way to Foothill
Boulevard, thereby avoiding the need for an at-grade crossing or a underpass at the north
end of Johnson Avenue.
North of Highway 101 the bike path can extend along the east side of the railroad, on City-
controlled right-of-way, all the way to Foothill Boulevard (Sheets 7 and 8). The route plan
proposes that the California-Hathaway intersection be redesigned to facilitate pedestrian and
bicyclist crossing of California Boulevard (Sheet 7, Detail B).
Conclusions and.Recommendations: In sum, the primary challenge will be for the City and
UP to agree upon a mutually acceptable alignment for the bike path and resolve specific
design issues. Staff will first work with Union Pacific's engineering and operations divisions
to establish a mutually acceptable design, and then approach UP management divisions to
pursue the requisite approvals and property acquisitions.
Based on discussions with Union Pacific to date, it appears that the "red" alignment is
appropriate for the bike path from the AMTRAK depot to Marsh Street (west side of tracks)
while the "blue" alignment is most appropriate between Marsh Street and California
Boulevard (east side of tracks). The CAO's recommendation and the attached resolution
reflect these preferences. However, until a final design is mutually agreed upon between UP
and the City, all options identified in the RRM's report should be considered open for
consideration.
b. The Bob Jones City-to-Sea Trail System (Section 2 of Attachment 2).
Along San Luis Obispo Creek. The team of designers involved in laying out this trail
system included planners, engineers, biologists, and City natural resources, transportation
and utility staffs. The key challenge was to maintain a continuous path, overcome constraints
posed by existing structures built close to San Luis Obispo Creek, and stay out of the creek
setback area wherever possible. The plan sheets included in Attachment 2 identify segments
of the proposed path where encroachment into the creek setback could not be avoided.
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Council Agenda Report—Railroad Safety Trail and Bob Jones City-to-Sea Bike Trail Route Plans
Page 5
The path begins at the Caltrans maintenance yard property on the north side of Madonna
Road. The adopted Mid-Higuera Enhancement Plan designates this property as a gateway
park. From there, the path extends under Madonna Road (Sheet 1, Detail 13) and across the
rear of Caltrans District 5 Office property. The bike path would be incorporated into plans
for the eventual redevelopment of this site, envisioned by the Mid-Higuera Enhancement
Plan as a convention center.
South of the Caltrans property; the path passes in back of the cemetery mausoleum, the rear
of the Elks Club and connects with Elks Lane at the bridge over San Luis Obispo Creek. The
mausoleum and an existing service road are built within the creek setback. This section of
path would follow the service road and therefore would be located within the setback area.
There are no other routing options that could skirt this obstacle while still maintaining a
continuous path.
South and east of Elks Lane the path would cross the largely undeveloped Drive In Theater
property and be located outside of the creek setback. If the City decides to require parallel
creek channels in this area to reduce sheet-flooding conditions, the bike path would be
located along the outside of any new channel. As the path approaches Prado Road, existing
buildings limit its development in the short term. The route plan shows an interim
connection to Prado Road midway between S. Higuera Street and U.S. 101, which provides
an"on street" link until a path along the ultimate alignment adjoining the creek can be built.
Crossing Prado Road at San Luis Obispo Creek was a special challenge. The consultants and
staff looked at a variety of options including extending a path under the existing bridge — an
option limited by a major sewer trunk line that hangs from the bottom of that bridge. The
preferred alignment utilizes "cantilevered bridges" on both sides of Prado Road to extend
bike access to the Prado-Higuera intersection. This configuration allows bicyclists to: (1) use
the existing signalized intersection to cross Prado Road; and (2) access the trail from areas
east of S. Higuera Street—such as the planned Margarita Neighborhood.
South of Prado Road the path skirts the eastern edge of the City's wastewater treatment plant.
Wherever possible, existing paved and unpaved service roads were used for the path's
alignment. However, there are a few tight spots where existing facilities require the path to
encroach into the creek setback area. The consultants evaluated a variety of alternative
alignments in this area (see "Constraints Map" for Segment 3) but all would introduce public
access through the wastewater treatment plant. Discussions with City Utility Staff concluded
that for safety and security reasons, it is best to skirt the eastern edge of the treatment plant
where security fencing can be installed that separates the plant proper from the bike path
(Segment 3, Sheet 4, Detail A). Also, the desirability of routing a recreational trail through
the interior of a sewer plant is questionable from an aesthetic viewpoint.
At the south end of the wastewater treatment plant property, the path bridges Prefumo Creek
and uses the existing service road to connect with the signalized intersection of Los Osos
Valley Road and the eastern freeway ramps. At that point it would link with the on-street
Class II bike lane system. The City has hired a consultant to develop a Project Study Report
(PSR) for the redesign of the Los Osos Valley Road—U.S. 101 interchange. It is likely that
Council Agenda Report—Railroad Safety Trail and Bob Jones City-to-Sea Bike Trail Route Plans
Page 6
some modifications will be made to the interchange's eastern ramps and the bridge over U.S.
101. The consultants preparing the PSR are required to show how the south end of the bike
path will tie into the new interchange at a safe access point.
Path Along Prefumo Creek. The objective of this path is to link Laguna Lake Park and the
Madonna Road corridor with the Bob Jones City-to-Sea Trail. At the east end of this facility
at Calle Joaquin, the consultants evaluated a variety of alignment options. The preferred
option(Segment 4, Sheet 6) skirts the eastern edge of a proposed subdivision on the McBride
Property. The ultimate alignment in this area will depend on how this property is developed,
under City or County jurisdiction. Also, the ultimate access pattern to this trail will be
influenced by the redesign of the western ramps to the LOVR-U.S. 101 interchange and how
local street access might be changed..
The route plan shows a bicycle-pedestrian bridge over Highway 101 north of the Los Osos
Valley Road (LOVR) interchange (reference Segment 3, Sheet 4) as a "potential bike
bridge." The purpose of this bridge is to link the Prefiuno Creek trail west of the highway
with the bike trail along San Luis Obispo Creek east of the highway. This connection would
enable recreational bicyclists and pedestrians to avoid the heavily trafficked Los Osos Valley
Road corridor and the freeway interchange. However, constructing a separate bridge over
the highway would be expensive and could visually impact this scenic segment of Route 101.
As a compromise solution, staff recommends that the bike-pedestrian bridge be eliminated
from the route plan. Instead, the. plan should stipulate that modifications to the LOVR-
Highway 101 interchange should include full-width 8-foot shoulders on the interchange
approaches and highway bridge. This alternative design may incrementally increase-the cost
of the interchange but would avoid the cost.of constructing a separate bridge for bicycles and
pedestrians north of the interchange.
From Calle Joaquin, the path would extend westward along Prefumo Creek (set back 25 feet
from the edge of the riparian corridor), skirt the eastern edge of the existing eucalyptus grove
(a sensitive resource area) and connect with Dalidio Drive. The precise alignment in this
area depends to a large extent on the configuration of land uses on the Dalidio, Madonna, and
McBride properties.
As an interim solution, bicyclists would use Dalidio Drive to cross Madonna Road to Laguna
Lake Park at the signalized intersection. In the long term, the proposed alignment skirts the
Post Office's western property boundary, bridges Madonna Road and links with Laguna
Lake Park's internal path system. This bridge connection would allow pedestrians and
bicyclists to avoid the heavily trafficked Madonna-Dalidio intersection, an intersection that
could become more congested with urban development of the Dalidio property.
The primary challenge with this path is to coordinate its alignment with future use"of the
McBride, Madonna, and Dalidio properties, all of which are currently under County
jurisdiction but are within the City's urban reserve.
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Council Agenda Report—Railroad Safety Trail and Bob Jones City-to-Sea Bike Trail Route Plans
Page 7
CONCURRENCES
The Parks and Recreation Commission, Architectural Review Committee, and the Bicycle
Advisory Committee all have recommended adoption of the route plans. At the ARC's
November 5, 2001 meeting, ARC members suggested a number of design ideas for the Railroad
Safety Trail. These suggestions include:
1. Where bridges will have the Santa Lucia Foothills as a landscape backdrop (e.g. at Johnson
Avenue or Monterey Street),use a gently arched top cord on the bridge structure.
2. Consider painting the bridges black or using a parent material that is black where it will
better complement existing historic railroad bridges (e.g. at Monterey Street or across SLO
Creek).
3. Consider a taller fence with landscape vines separating the bike path from the railroad along
California Avenue. Additional landscaping would enhance this area's currently stark
appearance. Use non-floral landscaping along the railroad.
4. Consider developing a facility along California Boulevard between Foothill Boulevard and
Hathaway Street that provides separated and parallel paths for pedestrians and bicyclists.
Note: several ARC members were concerned that the possible volume of pedestrians and
bicycles along this stretch would create conflicts and suggested that separated paths be
provided. This option is possible where the City's right-of-way is sufficient to accommodate
a slightly wider width of facility—probably 20 feet for a separated facility vs. 16 feet for a
combined facility (includes unpaved decomposed granite shoulders).
All of the ARC's suggestions would help guide the project's ultimate design. Staff does not see
any problem incorporating these ideas into the trail's route plan, although they will incrementally
increase its cost.
At the November 15, 2001 Bicycle Advisory Committee meeting, the Public Works Staff briefed
the BAC on the emerging preference for the east-side alignment of the Railroad Safety Trail
north of Marsh Street. While no vote was taken, BAC members did not raise any objections to
this different alignment preference. As part of this discussion, Chairperson Mary Lou Johnson
indicated that it was desirable to somehow link the Railroad Bike Path proposed along the west
side of the railroad with San Luis Drive and provide direct access to San Luis Obispo High
School.
FISCAL IMPACTS
There are no fiscal impacts associated with the City Council adopting route plans for these bike
path projects. However, actually constructing the paths will be expensive. Section 4 of
Attachment 2 presents detailed cost breakdowns for installing the basic paths and for providing
ancillary facilities such as rest stops, interpretative exhibits, gateway treatments, information
kiosks, etc.
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Council Agenda Report—Railroad Safety Trail and Bob Jones City-to-Sea Bike Trail Route Plans
Page 8
The 2001-03 Financial Plan includes cost estimates for the Railroad Safety Trail: $2,500,000 for
the segment from Santa Rosa Street to Marsh Street (Phase III); and $3,400,000 for the segment
between Marsh Street and Foothill Boulevard (Phase IV). The cost estimate for Phase IV was
based on constructing the "preferred" alignment shown in Attachment 2 (the red path).
Depending on the outcome of negotiations with Union Pacific, this cost estimate could
significantly increase if the now-recommended alternative (the blue path) is constructed, or be
reduced if the City and UP cannot resolve alignment issues and the bicyclists are diverted onto
adjoining city streets.
While these segments are shown in the third and fourth years of the City's four-year Capital
Improvement Program (reference 2001-03 Financial Plan, Appendix B, Pages 224, 227, and
233), this inclusion does not constitute a financial commitment by the City. The financing of
these projects should be resolved when the Council adopts the 2003-05 Financial Plan. At that
time,the Council will need to choose between two basic alternatives:
1. Pursue substantial completion of these projects in the short term by providing significant
General Fund"debt financing." Or
2. Direct staff to apply for grants, investigate other funding sources, and build the bike paths in
smaller "segments." This strategy will better match the availability and scale of State and
Regional grants and of City Transportation Impact Fee revenues but will likely extend the
implementation process over many years.
There are other combinations of financing strategies that the Council may want consider during
the process of adopting the 2003-05 Financial Plan.
ALTERNATIVES
Concerning trail alignment alternatives, throughout Attachment 2 on the "Opportunities and
Constraints" maps, the consultants have identified a variety of alignment alternatives. Staff and
consultants will be prepared to discuss any of these options and provide insight into why they
were not selected.
Concerning action alteratives,the City Council may:
1. Continue consideration of one or both of the route plans and identify additional information
needed to make a decision.
2. Amend one or both of the route plans to identify different alignments or design standards.
3. Deny one or both of the route plans and initiate amendments to the Bicycle Transportation
Plan to delete them as part of the community's bikeway network.
Council Agenda Report—Railroad Safety Trail and Bob Jones City-to-Sea Bike Trail Route Plans
Page 9
ATTACHMENTS
ATTACHMENT 1: Map of Planned Bike Paths
ATTACHMENT 2: Project Descriptions for the Railroad Safety Trail and Bob Jones
City to Sea Trail (Copies given to Council and available to others in City
Clerk's Office and in the City-County Library)
ATTACHMENT 3: Resolution adopting Route Plans for the Railroad Safety Trail and
Bob Jones City to Sea Trail
ATTACHMENT 4: Excerpt from Draft Minutes of the November 5,2001 ARC Meeting
Excerpt from Approved Minutes of April 19,2001 BAC Meeting
(Parks and Recreation Commission Minutes are not available.)
ATTACHMENT 5: Initial Environmental Studies (98-01) (Copies given to Council and
available to others in the City Clerk's office and in the City-County
Library)
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Council Agenda Report—Railroad Safety Trail and Bob Jones City-to-Sea Bike Trail Route Plans
Page 11
ATTACHMENT 1: RAILROAD RECREATIONAL TRAIL
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Council Agenda Report—Railroad Safety Trail and Bob Jones City-to-Sea Bike Trail Route Plans
Page 13
To fully understand the proposed bike path alignments and their impacts, it is
necessary to review the consultant report distributed to the Council and made
available to the public in the City Clerk's office and the City-County Library. The
following sections from that report have been attached here:
Report Section Description
Title Page
Table of Contents
1.1 Executive Summary
1.2 Project Background
Bob Jones City-to- Sea Trail
2.1 Introduction and Project Setting
2.2 Project Goals
Railroad Safety Trail
3.1 Introduction and Project Setting
3.2 Project Goals
S!-/3
ils
Bob Jones City-to-Sea ♦ Railroad I / /
July 2001
Project Description
PreparedFor.-
City of San Luis Obispo
Prepared By:
RRM Design Group
3701 S. Higuera Street
San Luis Obispo, California
(805) 543-1794
In Association With.-
Alta
ith:Alta Consulting
56 Manor Road
Fairfax,CA 94930
415/258-0468
Rincon Consultants,Inc.
790 East Santa Clara Street
Ventura, CA 93001
805/641-1000
Taylor&Syfan
2231 Bayview Heights Drive
Los Osos, CA 93402
805/528-2951
1 1 1nes city-towSea & Railroad
Acknowledgements
Acknowledgements
City of San Luis Obispo
The Bob Jones City-to-Sea Trail and Railroad Safety Trail Preliminary Alignment Plans involved
the participation of numerous City departments and advisory bodies, each of which provided in-
put and assistance on the preparation of the alignment plans. The following City council, staff,.
commissions, and committees provided essential input and helpful suggestions.
Citv Cnusrcil
Allen Settle
Christine Mulholland
Jan Howell Marx
John Ewan
Ken Schwartz
Public Works Debartment
Mike McCluskey„DirectorofPuh6?hForkr
Terry Sanville,PrimipalTranrpoeta§ovPlanaer
Wayne Peterson,Engineer
Alice Carter, GlfManager
Admsnsstration De rtment
Neil Havlik,Ph.d,NaAralRerroarre-Mmrager
Mike Clark,Biologut
Utilsties De�arhnent
John Moss, UtAhi .rDitrctor
David Pierce, IVaterPrryjectrMavager
Parks and Recreation Commission
Debbie Black
Bonnie Marzio
Gary Clay
James Neville
Peter Dunan
Teresa Larson
William Pyper
Architectural Review Commission
Chuck Stevenson
Jim Lopes
Mark Rawson
Michael Boudreau
Rob Schultz
Zeljka Howard
Hana Novak
Bicycle Addxory Commute e
Bruce Collier
Jean Anderson
Keith Miller
Mark Grayson
Mary Lou Johnson
Tim Valentine
Wes Conner
n� tnvmn��e� s
Bob Jones1 Railroad Safety Trails
Table of Contents
SECTION 1–PROJECT OVERVIEW
1.1 Executive Summary............................................................................................................ 1-1
1.2 Project Background............................................................................................................ 1-2
SECTION 2–BOB JONES CITYTO-SEA TRAIL
2.1 Introduction and Project Setting.................................................................................. 2-1
ProjectStudy Area.................................................................................................................... 2-1
PlanningProcess...................................................................................................................... 2-1
2.2 Project Goals......................................................................................................................... 2-4
2.3 Existing Conditions / Opportunities and Constraints........................................ 2-5
Segment 1 Madonna Road to Elks Lane........:............................................................... 2-6
Segment 2—Elks Lane to Prado Road......................................:::..::.................................. 2-8
Segment 3—Prado Road to Los Osos Valley Road...............,......................................... 2-10
Segment 4—Los Osos Valley Road to Madonna Road.................................................. 2-12
2.4 Trail Alignment and Design Objectives............::..♦................................................... 2-14
Trail Alignment Objectives..................................................................................................... 2-14
TrailDesign Objectives........................................................................................................... 2-14
2.5 Preferred Trail Aij nment.................................................................................................. 2-16
Preliminary Alignment Overview.......................................................................................... 2-17
PreliminaryAlignment Plans.................................................................................................. 2-17
2.6 Trail Design Standards..................................................................................................... 2-26
Typical Bike Trail Construction............................................................................................. 2-26
Signingand Marking.......................................................................................,,.,..................... 2-26
Stagingand Rest Areas............................................................................................................ 2-27
TrailFencing............................................................................................................................. 2-27
TrailBridges.............................................................................................................................. 2-28
TrailLighting.................................................................:........................................................... 2-29
Historic and Educational Themes......................................................................................... 2-29
RiparianEnhancement............................................................................................................ 2-30
2.7 Implementation.................................................................................................................... 2-32
LandAcquisition...................................................................................................................... 2-32
TrailConstruction.................................................................................................................... 2-32
CostAnalysis..........................................................:.................................................................. 2-33
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Bob Jones1 RailroadSafety Trails
Table of Contents
SECTION 3—RAILROAD SAFETY TRAIL
3.1 Introduction and Project Setting................................................................................... 3-1
ProjectStudy Area.................................................................................................................... 3-1
PlanningProcess....................................................................................................................... 3-2
3.2 Project Goals.......................................................................................................................... 3-3
3.3 Existing Conditions / Opportunities and Constraints................................. 3-4
Segment 1 —San Luis Obispo Train Depot to Marsh Street............................................. 3-5
Segment 2—Marsh Street to Foothill Boulevard................................................................ 3-7
3.4 Trail Alignment and Design Objectives........................
Trail Alignment Objectives..................................................................................................... 3-11
TrailDesign Objectives........................................................................................................... 3-11
3.5 Preliminary Trail Alignmem........................................................................................... 3-12
Preliminary Alignment Overview........................................................................................... 3-14
Preliminary Alignment Plans.................................................................................................. 3-14
3.6 Trail Design Standards................................................,...................................................... 3-23
Trail Relation to Railroad Setback......................................................................................... 3-23
Typical Bike Trail Construction............................................................................................. 3-23
Signingand Marking................................................................................................................. 3-23
Stagingand Rest Areas..........................:.................................................................................. 3-24
TrailFencing.............................................................................................................................. 3-25
Trail Bridges and Pile Supported Decks............................................................................... 3-26
TrailLighting............................................................................................................................. 3-27
Historic and Educational Themes.......................................................................................... 3-27
3.7 Implementation.................................................................................................................... 3-28
Securing Approvals and ROW............................................................................................... 3-28
TrailConstruction.................................................................................................................... 3-28
CostAnalysis............................................................................................................................. 3-29
SECTION 4—APPENDICES
Appendix A:Bob Jones City-to-Sea Trail Preliminary Biological Constraints Analysis
Appendix B: Bob Jones City-to-Sea Trail Opinion of Probable Construction Cost
Appendix C: Railroad Safety Trail Opinion of Probable Construction Cost
1/-�7
a�a iNrrrrdntcrr' c
Bob Jones City-to-Sea & Railroad Safety Trails
SECTION 1- PROJECT OVERVIEW 1. Project Overvile
1.1 EXECUTIVE SUMMARY
The Bob Jones City-to-Sea and Railroad Safety Trail Preliminary Alignment Plans establish
the preferred alignment and design of two Class I bicycle trails within the City of San Luis
Obispo. The trails and multi-use pathways for bicycling,walking, and roller-blading are in-
tended to promote alternative forms of transportation and provide new recreational oppor-
tunities consistent with the goals set forth in the City's Bicyrk Traarpoeahi v Plan.
The Bob Jones City-to-Sea Trail traverses 5.0 kilometers (3.1 miles) paralleling the San Luis
Obispo and Prefumo Creek corridors. The San Luis Obispo Creek portion stretches be-
tween Madonna Road and Los Osos Valley Road crossing both privately and municipally
owned property. The Prefumo Creek reach links Calle Joaquin's northern terminus to the
Laguna Lake Park entrance at the intersection of Madonna Road and Dalidio Street,cross-
ing privately owned agricultural land (see Section 2 below). Eventually,the Bob Jones
City-to-Sea Trail will connect to the County's portion of this trail, effectively linking the
City of San Luis Obispo to the sea in the town of Avila Beach.
The Railroad Safety Trail spans 2.3 kilometers (1.4 miles) and is primarily located within the
Union Pacific Railroad right-of-way. The trail will serve as a direct.north / south com-
muter route improving user safety along this established corridor between Santa Rosa
Street and the intersection of Foothill, and California Boulevards near Cal Poly (see Section
3 below). The Railroad Safety Trail will eventually link to the southern portions of the City
via the existing(phase 1) and future (phase 2) Railroad Recreational Trail extending along
the Union Pacific Railroad, north of Orcutt Road.
In 1993,the City of San Luis Obispo completed and adopted the Buy<le Trandparewioa Plan,
which formally established the framework of goals,policies,procedures,and standards for
the development of a citywide bicycle transportation network. That document is the impe-
tus behind the preparation of these Preliminary Alignment Plans.
The planning effort for these Preliminary Alignment Plans has been conducted within the
context of a public outreach program designed to involve all those interested and affected
by the proposed trail. Interviews with key City staff,public agencies,advisory committees,
adjacent property owners, and public workshops were used to fully engage and explore is-
sues important to interest groups and the public at large.
This document,in tandem with the Preliminary Alignment Plans,identifies the most prom-
ising trail alignments and serves as the framework for the phased implementation of the
two multi-use trails. The Trial Design Standards chapter in sections 2 and 3 contain clear
standards for trail design on a wide range of topics,which meet the practical, recreational,
and operational requirements of the trails.
1-1
ast IRLO MMI L
Bob Jones & Railroad Safky Trails
Project1. .
rview
1.2 PROJECT BACKGROUND
Over the past 25 years, the City of San Luis Obispo has been planning and installing bike-
ways. To date, the City has created over 25 miles of Class II bike lanes extending along
both sides of most arterial streets. In general,a Class I trail is completely separated from
any roadways, and a Class II trail shares the travel routes with automobiles. The City has
begun to construct Class I bikeways that are separated from streets and traffic. A recent
example of a Class I bikeway is the path that extends along the east side of the Union Pa-
cific Railroad, north of Orcutt Road.
In 1993,the City adopted the Bicycle Tranrpariatioa Plait(BTP)that calls for the completion
of a rich network of bikeways that link all parts of our community and serves people using
bicycles for everyday transportation and for recreation. The BTP identifies a network of
off-street bike paths that adjoin selected creek corridors and the Union Pacific Railroad.
These paths are intended to link neighborhoods with major destinations in San Luis
Obispo aadprovide opportunities for recreational bicycling,walking,and roller-blading,
free from conflicts with motor vehicles.
This plan presents goals,policies, standards,and maps that direct the installation of parts of
the Class I bikeway network,including the Bob Jones City-to-Sea Trail and the Railroad
Safety Trail. These specific bikeway segments are consistent with the adopted Bicycle
Transportation Plan. Their installation is also supported by the GenemlPlan CinwlationEle-
areal,which states:
The City mill call,
kte a continuofir network of r f and convenient Gikewayr that con-
ned negbbor5oodr mstb m,37oractivity centerr andwith<oanty bike muter ar rpeafedGy
the Bicycle Tranportatian Plop�rr./erencepage 14,pokey 3.3).
In May 2000, the City of San Luis Obispo hired a team of consultants,headed by the RRM
Design Group,to identify opportunities and constraints, evaluate alternative alignments,
and prepare specific recommendations for the paths'design and location. This plan pre-
sents the results of that 11-month consultant and City-staff effort.
�l
1-2
�a awa.raan�av a t
Bob a • e : Railroad Safi6ty Trails
2. Bob Jones
SECTION 2- BOB JONES CITYTO-SEA TRAIL City-to-Sea Trail
2.1 INTRODUCTION AND PR(JECT SETTING
This stud),is the result of a directed effort on the part of the City of San Luis Obispo to
carry out previously established goals contained in the Bigycle Tranrpodalioa Plan to develop
an extensive framework of bikeways for expanded transportation and recreational trail pur-
poses. The purpose of this Preliminary Alignment Plan is to establish the continuous align-
ment and set of design standards for the multi-use Bob Jones City-to-Sea recreational trail
that will work within the context of existing physical constraints along the San Luis Obispo
and Prefumo Creek corridors. The plan is intended to identify the issues associated with
the trail's construction and present feasible solutions for both its design and long-term op-
eration and maintenance. The planning effort for the Bob Jones City-to-Sea Trail has been
conducted within the framework of a public participation program, and designed to involve
all those interested and affected by the proposed trail.
Project Study Are
The Bob Jones City-to-Sea Trail project study area discussed in this document is located
within the City of San Luis Obispo along the San Luis Obispo Creek corridor between
Madonna and Los Osos Valley Roads, and the Prefumo Creek corridor between Calle Joa-
quin Avenue and Madonna Road. The County of San Luis Obispo is
currently studying the continuation of the Bob Jones City-to-Sea ob;m°-�
Trail from Los Osos Valley Road to the existing bike trail staging eOe a°'y
area at Ontario Road in the Avila Valley. This continuation would
effectively link the City of San Luis Obispo to the sea in Avila Beach.
Figure 1 illustrates the project study area. ,� 1
Sep 6
Seg.e t 2
The Bob Jones City-to-Sea Trail consists of the four segments de- s-'reO"
scribed below and illustrated in the accompanying Segment Map Perfa s.. La"
(Figure 1). Cres► ow,o
- Segment 1: Madonna Road to Elks Lane cep« ` c °r
- Segment 2: Elks Lane to Prado Road �tr
- Segment 3: Prado Road to Los Osos Valley Road
- Segment 4: Calle Joaquin Avenue to Madonna Road Figure>. Ba6Janer Gfy-io-.feaPmjed_C&4Aren
The topography of the study area is generally level terrain along the San Luis Obispo and
Prefumo Creek corridors. The trail crosses San Luis Obispo and Prefumo Creeks and one
drainage channel. The trail corridor consists primarily of agricultural, commercial,and in-
dustrial uses. Zoning surrounding the bike trail consists of conservation / open space,agri-
culture,commercial services,office / planned development,public facilities, and residential
areas.
Planning Process
Data Collection:
Environmental and planning documents, parcel owner information and development pro-
posals, corridor mapping,and field visits formulated the set of working maps and corridor
information used in design discussions. Data collected and reviewed include:
City of San Luis Obispo's Bigyv-k TroarporYation Ploivand existing Bicycle Route Maps
Cin'of San Luis Obispo's Zaaing Regrrlatioar and Maps, C•eneralPlan Cirailal/an Element,
and Open.fpage Elei�rei�t
2-1 �1V/
i 1 1 Jones1Railroad Safety
2. Bob Jones
City of San Luis Obispo's Mid-Higmera Emhavrememl P/anCity-to-Sea Trail
Slrrarrr Corrldorhfanagemenl Plavf rSam Lriir Obt-rpo Creek, Phase 1 f&4,41ra,dated May
2, 1997. Prepared by Questa Engineering Corporation in association with Morro
Group Biological Consultants
Draf1 Emvimmaremlallalpac!ReporlforMe.lam Luis Obispo Creek Flood ComhalMoar
fakans,dated January 1982. Prepared by MDW Associates and George S.
Nolte and Associates i
Caltrans Highway Design Mammal,Chapter 1000 - Bikeway Planning and Design i . ,
AASHTO s Gmide/mesforlhe Deoelopmeml af&iyrle Faci!lies hk
McBride proposed Development Plan
Dalidio proposed Development Plan and Environmental Impact Report
Cal Trans Route 101 / Prado Road Interchange Plan Fgwre2. TrailTourvieh Design Team
Ongoing data review of Questa Engineering Corporation's Zone 9 Flood
Study
Trail Corridor Tour: - -
City staff,environmental consultants,and design team members walked the entire - �
len 'of the Bob Jones City-to-Sea Trail corridor. Armed with survey equipment,
; g
cameras,and field maps,the tour yielded critical information for the understanding
of the existing conditions and potential problem areas while clearly illustrating areas
most suitable for trail placement. Use of the survey equipment was particularly r
valuable,providing precise locations for the most promising alignments found in
the field. This information played a key role in evaluating alternative alignments 2
relative to actual field conditions.
Figare 3. Presrnlolion ofPre/iminary
Key Person Interviews: Try/AbgnmenlalPmbkc lUorErbap
A series of personal discussions with property owners and their representatives,in-
terest group representatives,Questa Engineering Corporation (Zone 9 Flood Study),Cal
Trans engineers,City staff,and public officials took place as an initial step for the proposed
trail alignments.
Public Workshop:
A public workshop was held to present preliminary trail PUBLIC NOTICE
alignment and amenities, collect input on the trail alignment,
and provide a forum for discussion. Public workshop notice
letters were sent to property owners adjacent to the proposed The City of San Luis Obispo is holding a public meeting to review the proposed
trail,and an announcement was placed in the local newspa- Class I Bike Trail aligumentsfor the Bob Jones eity-to-seaBike Trail.
per. The notice letter described the trail planning process These aligntnentx will primarily follow the existing seek mutes along San Luis Obispo Crcek
along with a brief project description. Property owners, local andee<r��M�andLosages dCVallayJtoaclu
Lagena Labe and Calle Joaquin Avenue.
bike enthusiasts,SLO Bike Committee members,environ-
The meeting will take place on November 9,2000.from 7:00 PM until 9:00 PM in the
mental activists, City facility operators, and City staff from San Luis Obispo Veterans Hall located at 1661 Mill Stmt in San Luis Obispo.California.
various departments attended the workshop.
Figure 4. Pah&Il'arA0,7Afatire
Design Development:
Based on the review of all collected data, key person interviews, field tours, alternative path
alignments, and connections to adjacent facilities were developed and evaluated. The bi-
ologists studied several alternative alignments to evaluate potential impacts to the adjacent
riparian habitat, categorized the primary biological constraints along the trail corridor,and
identified agencies whose jurisdictional review and approval would be required. The con-
sulting biologists documented these findings in the Preliminary Biological Constraints.
Analysis contained in Appendix A of this document.
2-2 44
i 1 1 Jones1 Railroad Safety Trails
Bob2. Jones
Cittto-Sea Trail
This comprehensive process}'fielded a bike trail alignment that minimized impacts to the
adjacent habitat,while providing high recreational value, and is attainable in both the near
and long term. These alignments are discussed in further detail in Sections 2.3 and 2.5 of
this document.
2-3 y u
Pea IPevI-01VIER
Bob r • Railroad r Trails
Bob2. Jones
2.2 PROJECT GOALS City-to-Sea Trail
The Bob Jones City-to-Sea Trail Preliminary Alignment Plan is intended to become the
framework for a phased implementation of a Class I bike trail,ultimately linking to a con-
tinuous bikeway that leads from the City of San Luis Obispo to the town of Avila Beach.
The vision for the Bob Jones City-to-Sea Trail, as expressed in the Executive Summary,is
further defined by a set of goals created as a result of the Planning Process. In response to
the issue identification that occurred early on in the Planning Process, the following project
goals were established:
A. Locate the trail outside riparian habitat areas.
B. Minimize trail encroachment into creek setback areas. Encroachment should only oc-
cur where physical constraints prevent placement outside of the setback area,or where
encroachment into the setback area is deemed the most appropriate location for the
trail facility.
C. Provide a functional facility that serves major and minor destinations,provides rela-
tively direct connections in the City, and follows routes already identified in the Biryele
Traarpoeahi'l Plan.
D. Provide an alternative to heavily traveled parallel roadways.
E. Design and plan for a trail that will serve both commuter and recreational cyclists (a
Class I bikeway),walkers,and bladers.
F. Design and plan for a multi-use trail that will be affordable to implement.
G. Establish an alignment that connects with existing Class II and planned Class I and II
bikeways wherever possible.
H. Minimize impacts to adjacent properties by appropriate design and operation of the fa-
cility,including fencing, landscaping, and other improvements.
I. Identify alternative alignments where constraints cannot be overcome in either the
short-or long-term.
J. Design the facility to meet state and federal standards,and where feasible, the Ameri-
cans with Disabilities Act.
K. Design grade crossings at roadways to maximize trail user safety and convenience,
while minimizing negative impacts to traffic operations.
L. Protect and minimize impacts to environmentally sensitive habitats along the trail
through fencing,landscaping,and appropriate trail placement.
M. Integrate historical and educational elements into the trail design.
N. Provide for user needs by including rest stops,benches, staging areas, trail access
points,and directional signage.
O. Incorporate habitat restoration and enhancement activities.
P. Collaborate with ongoing Zone 9 flood studies such that the trail can be integrated with
flood protection improvements where possible.
Q. Maximize the user experience by careful alignment and avoidance of offensive visual,
auditory, and other negative adjacencies.
R. Provide an attractive recreational facility that encourages community residents and visi-
tors to use non-motorized forms of transportation.
2-4//
a'a■ era ars•a••a.sa• a
Bob Jones • • Railroad
SECTION 3- RAILROAD SAFETY TRAIL 3. Railroad
Safety Trail
3.1 INTRODUCTION AND PROJECT SETTING
Introduction
This study is the result of a directed effort on the part of the City of San Luis Obispo to carry out
previously established goals contained in the Bicycle Transportation Plan to develop an extensive
framework of bikeways for expanded transportation and recreational
trail purposes. The purpose of this Preliminary Alignment Plan is to 1 Railroad
establish the continuous alignment and set of design standards for ca — Corridor
the multi-use Railroad Safety Trail that will work within the context i POLY
of existing physical and regulatory constraints along the existing rail- _ " --
road corridor,and address competing safety and operational con- !
cems of the Union Pacific Railroad (UPRR) and the City of San Luis too oS°o Se men' 2
Obispo. The plan is intended to identify the planning issues associ- Son Luis
g
ated with the trail's construction,and present feasible solutions for Uz;;spc - ,o Segment 1
both its design and long-term operation and maintenance. The plan- Ci t y
ning effort for the Railroad Safety Trail has been conducted within B o u n c o r y
I
the framework of a public participation program designed to involve
all those interested and affected by the proposed trail.
00
Project Study Area —'
The Railroad Safety Trail project study area discussed in this Frgllm 1. Rai/ivad-05ely Tr,&P,rjerr f7u4Areo
document is located within the City of San Luis Obispo, along a
two-mile long section of the UPRR corridor between the Railroad Depot and Foothill Boule-
vard near California Polytechnic State University campus. Figure 1 illustrates the project
study area.
The southern portion of the Railroad Safety Trail will provide a link to Phase II of the City's
Railroad Bicycle Trail (construction pending) via the Jennifer Street Bridge and continue
south to Orcutt Road through Phase I of the Bicycle Railroad Trail completed in 1998.
North of this project,Cal Poly is currently studying the extension of the Railroad Safety Trail
north of Foothill Boulevard along the campus'western edge as part of Cal Poly's master plan-
ning process. Eventually,the Railroad Safety Trail would directly link Cal Poly's campus bike
trail system to the City's extensive bikeway system,providing an easily accessible alternative
transportation network.
The Railroad Safety Trail extends approximately two miles and is divided
into two segments
described below and illustrated in the accompanying Project Study Area
Map (Figure 1):
- Segment 1: Railroad Depot to Marsh Street
- Segment 2: Marsh Street to Foothill Boulevard
The topography of the trail corridor is relatively level,not exceeding a 2%gra-
Client,and is currently used by the cyclists and pedestrians as a primary north / l�
south commuting corridor. This corridor carries especially high volumes of ;
student traffic between Cal Polys campus and surrounding student neighbor- or
hoods. The trail generally follows the existing railroad tracks within the UPRR Figare2. Ra.,Imadnepo.'fromJennjrSeiretBlidge
Right-of-Way,occasionally diverging onto City property to access adjacent
streets. The trail corridor is severed in several locations by at-grade and grade-
separated vehicular crossings and the San Luis Obispo Creek. The study area is surrounded by
high-density residential,commercial,and office uses. 3-1
G1 3!�'�hJ'tJ1:�w
Bob Jones1 Railroad Safety Trails
Planning Process 3. Railroad
Data Collection: Safety Trail
Parcel owner information,development proposals,environmental and planning documents,
corridor mapping,and field visits formulated the set of working maps and corri-
dor information used in design discussions. Data collected and reviewed in-
clude:
- City of San Luis Obispo's RaihvatlDirt7lPlail,dated June 16, 1998
- City of San Luis Obispo's ZmingRegzdationrand maps
- City of San Luis Obispo's GeneralPlaa Cinwlation Element
- City of San Luis Obispo's B je%Timu xiiYntiw Plw and existing Bicycle Route Maps _
- Union Pacific Railroad Operational,ftandanir -
- Public Utilities Commission -*--Grade Crorrr�rgJ'tai.rdardr
- Caltrans Hgh gDerignManaa4 Chapter 1000-Bikeway Planning and Design Figarei. RaihvadComdorTourwithDeaga
AASHTO's Gzride/rnerf r the Deoelapment ajBiryele Fa�zhh Tecta,
Tr ' Corridor Tour:
City staff,environmental consultants,and design team members walked the entire length of
the Railroad Safety Trail corridor. Armed with survey equipment, cameras, and field maps,
the tour yielded critical information for the understanding of the existing condi-
tions and potential problem areas while clearly illustrating areas of the study area
most suitable for trail placement. Use of the survey equipment was particularly = i
valuable,providing precise locations for the most promising alignments found in -
the field. This information played a key role in evaluating alternative alignments '
relative to actual field conditions. R
Ivey Person Interviews: -
A series of personal discussions with UPRR officials,property owners,interest
group representatives,and City staff took place as an initial step for the pro-
posed trail alignments. Figaro. Prereating R7"iaayA&1&eat
Planr at the Pahhe lForh-rhop
Public Workshop:
A public workshop was held to present preliminary trail alignment alternatives,collect input on the
trail alignment,and provide a forum for discussion. Public workshop notice letters were sent to
UPRR officials and property owners adjacent to the proposed trail,and an announcement was
placed in the local newspaper. The notice letter described the trail plan-
ning process along with a brief project description. Property owners,
local bike enthusiasts,SLO Bike Committee members,environmental PUBLIC Nonce
activists,City facility operators,and City staff from various departments The City of San Luis Obispo is holding a public meeting to review the proposed Class I
attended the workshop. Bike Trail alignments for the Railroad Recreational Trail.
These alignments will closely follow the existing railroad,between the Railroad Depot to
Foothill Boulevard.
Design Development:
The meeting will take place on December S.2000,from 7:00 PM until 9:00 PM in the
Based on the review of all collected data, key person interviews, San Luis Obispo Veterans Hall,located at 1661 Mill Street.
field tours, alternative path alignments,and connections to adjacent
facilities were developed and evaluated. Trail evaluation included
counting the average daily user population to quantify current corn- /'igare S. Pahlr ll`brkr/op 1�'oare
dor use in relation to adjacent land uses, access points, and ob-
served circulation patterns along the railroad tracks.
This process yielded a trail alignment that minimizes operational impacts to the adjacent rail-
road,improves trail user safety, reduces UPRR liability,and provides a valuable transportation
link within the City. These alignments are discussed in further detail in Sections 3.3 and 3.5 �
of this document. 3'2
Al
Bob Jones . 'Railroad SaRty Trails
3.2 PROJECT GOALS 3. Railroad
Safety Trail
The Railroad Safety Trail Preliminary Alignment Plan is intended to become the framework
for a phased implementation of a Class I bike trail,ultimately completing to a continuous
bikeway that leads from the City's southern end at Orcutt Road into downtown and Cal Poly.
The vision for the Railroad Safety Trail,as expressed in the Executive Summary,is further de-
fined by a set of goals created as a result of the Planning Process. In response to the issue
identification that occurred early on in the planning process, the following project goals were
established:
A. Implement the recently-established Council budget goal of constructing a bike path along
the railroad from Santa Rosa Street to Marsh Street.
B. Provide a functional facility that serves major and minor destinations,provides relatively
direct connections in the City, and follows routes already identified in the Be Tra�rrpor-
ta)iaa Plan.
C. Locate the trail,wherever possible,within the railroad right-of-way to organize and man-
age non-motorized travel within the corridor and to provide an alternative to heavily trav-
eled parallel roadways.
D. Design and plan for a trail that will serve both commuter and recreational needs (a Class I
bikeway).
E. Design and plan for a trail that will be affordable to implement.
F. Maximize user safety along the railroad through design and operation techniques.
G. Establish an alignment that connects with existing Class II and planned Class I and II
bikeway wherever possible.
H. Minimize impacts to adjacent properties by appropriate design and operation of the facil-
ity,including fencing, landscaping,and other improvements.
I. Develop alternative alignments where constraints cannot be overcome in either the short
or long term.
J. Design the facility to meet state and federal standards,where feasible,including the
Americans with Disabilities Act.
K. Design grade crossings at roadways to maximize trail user safety and convenience,while
minimizing negative impacts to traffic operation.
L. Locate the trail,wherever possible,along the railroad corridor and outside the track set-
back areas.
M. Integrate historical and educational elements into the trail design.
N. Utilize existing roadway crossing as much as possible. Construct new grade-separated
crossing where needed.
3-3
ATTACHMENT 3
Council Agenda Report—Railroad Safety Trail and Bob Jones City-to-Sea Bike Trail Route Plans
Page 14
RESOLUTION NO. (2001 Series)
A RESOLUTION OF THE COUNCIL OF THE CITY OF SAN LUIS OBIPSO
ADOPTING ROUTE PLANS FOR THE RAILROAD SAFETY TRAIL AND BOB JONES
CITY-TO-SEA BIKE TRAIL WITH ENVIRONMENTAL FINDINGS AND MITIGATION
MEASURES
WHEREAS, the City of San Luis Obispo desires to create a comprehensive network of multi-
use paths, consistent with its adopted Bicycle Transportation Plan (October 1993) and General
Plan Circulation Element (November 1994); and
WHEREAS, the Bicycle Transportation Plan identifies Class I bike paths being developed
adjoining segments of San Luis Obispo Creek south of the downtown, and along the Union
Pacific Railroad; and
WHEREAS, in October 1999 the City Council authorized staff to distribute Request for
Proposals (RFPs) to solicit the services of qualified consultants to prepare route plans for
segments of the Railroad Safety Trail and the Bob Jones City-to-Sea Trail; and
WHEREAS, in response to the City's RFPs and after a competitive selection process, the City
hired the RRM Design Group to prepare the desired route plans; and
WHEREAS, in 2000 RRM Design Group published the draft route plans and these plans have
been reviewed and approved by the City's Parks and Recreation Commission, Bicycle Advisory
Committee, and Architectural Review Commission(ARC); and
WHEREAS, at its November 5, 2001 meeting, the ARC found that Initial Environmental
Studies and Mitigated Negative Declarations published by the Director Of Community
Development for these projects have been completed in compliance with the California
Environmental Quality Act and CEQA Guidelines.
BE IT RESOLVED by the Council of the City of San Luis Obispo as follows:
SECTION 1: Route Plans and project descriptions for the Bob Jones City-to-Sea Trail and
the Railroad Safety Trail, as presented in Exhibit A, attached and incorporated herein by
reference, are hereby adopted, except as noted in Section 2 below.
SECTION 2: Concerning the content of Exhibit A,the text and exhibits shall be amended to:
A. Identify the preferred alignment for the Railroad Safety Trail between the AMTRAK
passenger depot and Marsh Street as along the west side of the railroad tracks; and from
Marsh Street to Foothill Boulevard the preferred alignment as along the east side of the
tracks.
B. Include the following design guidance, as suggested by the ARC, for the Railroad Safety
Trail:
//-077
ATTACHMENT 3
Council Agenda Report—Railroad Safety Trail and Bob Jones City-to-Sea Bike Trail Route Plans
Page 15
Resolution No. (2001 Series)
Page 2
1. Where bridges will have the Santa Lucia Foothills as a landscape backdrop (e.g. at
Johnson Avenue or Monterey Street), use a gently arched top cord on the bridge
structure.
2. Consider painting the bridges black or using a parent material that is black where it
will better complement existing historic railroad bridges (e.g. at Monterey Street or
across SLO Creek).
3. Consider a taller fence with landscape vines separating the bike path from the railroad
along California Avenue. Additional landscaping would enhance this area's currently
stark appearance. Use non-floral landscaping along the railroad.
4. Consider developing a facility along California Boulevard between Foothill Boulevard
and Hathaway Street that provides separated and parallel paths for pedestrians and
.bicyclists.
C. Concerning the Bob Jones City-to-Sea Trail Route plan, delete the "potential bike bridge"
over Route 101 north of Los Osos Valley Road (LOVR) shown on Segment 3, Sheet 4 in
Exhibit A. Include a provision within Exhibit A that stipulates that that modifications to the
Los Osos Valley Road-Highway 101 interchange shall include full-width 8-foot shoulders on
the interchange approaches and highway bridge.
SECTION 3: The project's Mitigated Negative Declaration (ER 98-01) adequately addresses
potential significant environmental impacts of the proposed project, includes mitigation
measures that will avoid or reduce to insignificant levels impacts associated with the project, and
is hereby adopted.
Upon Motion of , seconded by
and on the following roll call vote:
AYES:
NOES:
ABSENT:
The foregoing resolution was adopted this 11`"day of December 2001.
y-�
ATTACHMENT 3
Council Agenda Report—Railroad Safety Trail and Bob Jones City-to-Sea Bike Trail Route Plans
Page 15
Resolution No. (2001 Series)
Page 3
Mayor Allen Settle
ATTEST:
Lee Price, City Clerk
APPROVED TO FORM:
e G. or e ity Attorney
ATTACHMENT 4
Council Agenda Report—Railroad Safety Trail and Bob Jones City-to-Sea Bike Trail Route Plans
Page 17
Draft
SAN LUIS OBISPO
ARCHITECTURAL REVIEW COMMISSION MINUTES
NOVEMBER 5, 2001
ROLL.CALL:
Present:Commrs. Michael Boudreau, Mark Rawson, Zelijka Howard, Vice-Chair Jim Lopes, and
Chairperson Charles Stevenson
Absent: Commrs. Hana Novak and Rob Schultz
Staff:Associate Planner Pam Ricci and Principle Transportation Planner Terry Sanville
1. Bike Trails— No Specific Address. ARC and ER 98-01; Review of the design for portions
of the Bob Jones City-to-Sea bike trail and Railroad Safety bike trail, and environmental
review, City of San Luis Obispo, applicant.
Principle Transportation Planner Terry Sanville presented the staff report requesting input on
the initial environmental studies and recommending approval of the both plans. He stated the
purpose of these route plans is to establish and identify some optional alignment for where the
paths should go.
Chairperson Stevenson asked if the bike path will run alongside the railroad eight-foot high
fence.
Eric Justesen replied there are several fence treatments proposed along the railroad right-of-
way, depending upon the setback from the rail line, and that there were places where an eight-
foot high fence will be required.
Mike Sharrod stated the fence style nearest to the tracks is taller to keep the debris within the
rail corridor.
Chairperson Stevenson asked for a description of the baffling material.
Mr. Sharrod replied it could be a variety of materials, but the purpose is to catch any of the
debris that is thrown from the train.
Mr. Justesen stated there is one section of the path that goes under the Mill Street Bridge where
there is a narrow gap. He indicated that unless they were able to use the extra-wide bridge
design this space would require another section of the 8-foot high fencing.
Chairperson Stevenson asked how they were proposing to screen the 8-foot fence.
Mr. Justesen replied that due to access and liability concerns, Union Pacific had concerns with
certain types of planting in close proximity to the fencing.
Vice-Chair Lopes asked if there are any retaining walls that would be next to the bike path.
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ATTACHMENT 4
Council Agenda Report—Railroad Safety Trail and Bob Jones City-to-Sea Bike Trail Route Plans
Page 18
Mr. Sharrod replied there are a couple of areas that require retaining walls. He noted that one
case is at Johnson Avenue where it terminates into the Union Pacific right-of-way. He
mentioned that one of the alternatives shows a separator pedestrian underpass, and in this
case, they would have to retain the soil within this right-of-way.
Vice-Chair Lopes noted that sheet 2 denotes a retaining wall.
Mr. Sharrod replied that near the platform at the depot, there is not enough room or level area
for a trail. He added that they have proposed a retaining wall near the access road that the
Union Pacific maintenance crews use, providing the grade needed to get the bicyclists up to the
trail.
Vice-Chair Lopes asked if this would be a concrete retaining wall.
Mr. Sharrod replied at this point, the retaining wall materials have not been selected.
Vice-Chair Lopes asked if they would be looking for guidance from the ARC about the materials.
Mr. Sharrod replied yes.
Vice-Chair Lopes asked if all the bridges should be similar along the railroad, such as the
Jennifer Street Bridge.
Mr. Justesen stated they would all be prefab and use steel material similar to the Jennifer Street
Bridge.
Vice-Chair Lopes asked if the bridge that crosses Highway 101 to the Bob Jones Trail connects
to a trail that goes across the McBride property. He felt this might be an unnecessary addition
to the project.
Transportation Planner Sanville stated that the bridge is not essential to making the system
work. He noted that bicycles can enter signal light intersections and use street bikeways. He
noted that ultimate plans to widen the Prado Road Bridge could include a cantilevered Class I
bike bridge.
Vice-Chair Lopes questioned the appearance of the potential bridge over Highway 101.
Mr. Justesen replied that it would have a slight arch, and a fairly significant ramping system.
Chairperson Stevenson voiced his concern on the section from Highway 101 to Foothill
Boulevard along California Boulevard. He asked for some elaboration on the fence height for
this section and asked if there some associated landscaping proposed to help soften this area.
Mr. Sharrod replied that this section has the benefit of a wider right-of-way area and the existing
palms along California Boulevard. He believed that there was sufficient distance from the track
to allow a design more similar to what currently exists on Orcutt Road, which is more of a wood
rail fence.
Chairperson Steven felt the palm trees are a good starting point.
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A'TT'ACHMENT 4
Council.Agenda Report—Railroad Safety Trail and Bob Jones City-to-Sea Bike Trail Route Plans
Page 19
Mr. Sharrod stated there would be an opportunity to landscape through the corridor between the
fence and California Boulevard.
Transportation Planner Sanville referred to a drawing that shows the relationship of the wood
rail fence. He noted there is a fairly generous area between the paths and the roadway. He
stated the route plans do not specify a type of landscaping that would be planted there, but
there is much opportunity to get something that would enhance that particular element.
Mr. Justesen stated that one reason they did not show a lot of landscaping is because the palm
trees drop much litter and there is a row of parking along California Blvd. with people getting in
and out of their cars. He added that the path is intended to collect people that are trying to get
to Cal Poly.
Chairperson Stevenson asked if they would consider a screening fence that.goes 5 or 6 feet
high with vines.
Vice-Chair Lopes asked if people would be getting out of their cars and walking over to the bike
path to walk to Cal Poly.
Mr. Justesen replied yes.
Vice-Chair Lopes expressed concern with use of the bike paths by pedestrians.
Mr. Justesen clarified that he felt there is not enough room between the Palm trees and the curb
to put a separate sidewalk in. He said they wanted to establish a multi-use trail that could be
used for walking, biking, and blading.
Chairperson Stevenson noted that there is a lot of pedestrian traffic that cuts through from
Montalban Street and Hathway Ave. on the other side of the tracks and felt this is going to be a
very competitive trail with pedestrians.
Mr. Justesen stated because of the high amount of college access demand, the students that
are coming onto the UP right-of-way from Murray Avenue are not crossing over the tracks, but
walking or riding along the tracks. They have contemplated putting in a fence along the west
side away from California Blvd. and creating another secondary channel.
Chairperson Stevenson felt this is a good idea to try to route them along the tracks between the
back of the houses and the tracks.
Mr. Justesen stated until they work something out with Union Pacific, they do not know which
side of the tracks the bike bath is going to be on.
Commr. Boudreau stated that he would like to see the bike path itself get constructed.
Mr. Justesen stated that amounts of available funding for the project were not known, but that
the cost,estimate section included the amenity package on an item-by-item basis.
Chairperson Stevenson felt it is appropriate that they comment on the aesthetic portions of the
paths.
y-3z
ATTACHMENT 4
Council Agenda Report—Railroad Safety Trail and Bob Jones City-to-Sea Bike Trail Route Plans
Page 20
Vice-Chair Lopes asked about how well the landscaping and fencing along the Orcutt Road to
the Sinsheimer part of the trail were doing.
Transportation Planner Sanville noted a most difficult part has been the wire fence. He stated
there is a lot of cross track access and because people trespass, they cut the fence. He noted
that as part of the second phase, they will be trying a new wire fence design with a square
mesh.
Vice-Chair Lopes asked if the Jennifer Street Bridge has this same kind of mesh.
Transportation Planner Sanville replied no.
Vice-Chair Lopes asked if it has streetlights.
Transportation Planner Sanville replied this was not going to be a lit bike path.
PUBLIC COMMENTS:
Mary Beth Schroeder stated there are going to be a lot of unanticipated problems connected
with this and asked that they think it over carefully.
The public hearing was closed.
COMMISSION COMMENTS:
Vice-Chair Lopes asked if the trail that goes across the Prado Road Bridge has enough room
underneath to place an underpass.
Mr. Schorad replied there is room to get a path in, but would trigger a series of environmental
restraints. He noted there is a gravity hung sewer line underneath, and it would be very
expensive to move.
Commr. Howard voiced her concern about the overpasses being too massive and asked how
the silhouette of the railing would fit with the backdrop of the soft hillsides.
Vice-Chair Lopes stated he would like to see the California Blvd. project include a parkway that
would retain the Palm trees and some kind of fence between the sidewalk and the trail, so the
trail has its own place distinct from the sidewalk.
Commr. Howard asked if it is necessary to parcel everything out.
Vice-Chair Lopes replied yes.
Commr. Howard questioned whether the cost justifies it, and felt that separating it limits the full
use of this path. She asked if it is used by bicycles so much that it warrants separation.
Chairperson Stevenson stated most bicycles are riding at about 15 miles per hour and he felt
this is too fast for the bicyclist to try to avoid people walking. He stated people would have to be
walking on the other side of the tracks, which would put more people on the bike path.
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ATTACHMENT 4
Council Agenda Report—Railroad Safety Trail and Bob Jones City-to-Sea Bike Trail Route Plans
Page 21
Transportation Planner Sanville stated they have substantial redundancy on their systems along
this particular segment. He stated they currently have on-street bike lanes along California
Blvd. that function very well.
Chairperson Stevenson asked if there was a 12-foot path, could it be striped on the right side for
walkers.
Transportation Planner Sanville replied they could do this, but separate it by space. He stated
they were glad that RRM looked at the embellished version because it helped define what
property they needed to accommodate the long-term vision.
Vice-Chair Lopes suggested that the bridges and light decor should have something in common
with their surroundings.
Commr. Rawson moved to recommend that the ARC approve the proposed bike lanes for the
Bob Jones Citv-to-Sea and Railroad Safety trail plans. _and recommend the City- Council
approve and accept the plans submitted, with some suggestions to accept the initial study and
some findings from staff. Seconded by Commr. Howard.
AYES: Commrs. Rawson, Howard, Boudreau, Lopes, and Stevenson
NOES: None
ABSENT: Commrs. Novak and Schultz
The motion carried 5-0.
Ll 3�l
ATTACHMENT 4
Council Agenda Report—Railroad Safety Trail and Bob Jones City-to-Sea Bike Trail Route Plans
Page 22_
Approved
SAN LUIS OBISPO
BICYCLE ADVISORY COMMITTEE
MEETING MINUTES
APRIL 19, 2001
CALL TO ORDER:
The San Luis Obispo Bicycle Advisory Committee meeting was called to order at 7:00 p.m. on Thursday,
April 19, 2000, in the Council Hearing Room at City Hall, 990 Palm Street, San Luis Obispo, California.
SWEARING IN OF NEW COMMITTEE MEMBERS:.
Assistant City Clerk Mary Kopecky swore in newly appointed members Jean Anderson, Mark Grayson,
and Keith Miller.
ROLL CALL:
Present: Jean Anderson, Mark Grayson, Keith Miller, Bruce Collier, Wes Conner, and Chairman Tim
Valentine
Absent: Mary Lou Johnson
Staff: Principle Transportation Planner Terry Sanville, Assistant City Clerk
MARY KOPECKY,AND STENOGRAPHER LEAHA MAGEE
NON-AGENDA PUBLIC COMMENT:
There were no comments made.
APPROVAL.OF THE MINUTES:
The Bicycle Advisory Committee Meeting Minutes of December 7, 2000, were accepted as presented..
ACTION ITEMS:.
1. CONSIDERATION OF ROUTE PLANS FOR SEGMENTS OF THE BOB JONES
CITY-TO-SEA BICYCLE TRAIL AND THE RAILROAD SAFETY TRAIL:
Mr. Sanville presented the staff report and introduced project consultant Mike Sherrod with RRM Design
Group. Mr. Sherrod displayed wall-sized project plans, presented a thorough overview of the two projects
and alternatives, and answered technical questions.
Mr. Collier questioned the name change of the Railroad Safety Trail; it was previously called the Railroad
Recreational trail. Staff explained the name was changed to aid in addressing Union Pacific Railroad's
safety concerns about bicycle paths along railroad tracks.
Chairman Valentine voiced concern about the evaluation matrix, noting construction costs, the potential
need for environmental permits, and land acquisition costs.
Mr. Miller asked about Cal Poly's input/participation in the process since so many potential users will be
students.
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ATTACH.iVI NT 4
Council Agenda Report—Railroad Safety Trail and Bob Jones City-to-Sea Bike Trail Route Plans
Page 23
Mr. Sherrod explained that Cal Poly shares the city's safety concerns. Cal Poly has been encouraged to
become involved in the negotiation process after more headway has been made with Union Pacific
Railroad.
Mr. Conner expressed his support of the Railroad Safety Trail in its conceptual form as presented by staff.
There were no further comments/questions and the public comment session was opened.
PUBLIC COMMENTS:
Brian Bunch (Inaudible), address unstated, commented on the strong need for bicycle/railroad safety.
Oxo Slaver, address unstated, had technical questions answered by the project consultant and expressed
support for the proposed bicycle trails.
Ken Swartz, City Councilman, commented on area flooding that may affect the precise location of the
City-to-Sea Trail.
Seeing no further speakers come forward, the public comment session was closed.
COMMITTEE COMMENTS:
Mr. Conner expressed support for both proposals and suggested a continued workshop/study session on
the Bob Jones City-to-Sea Trail.
Mr. Collier moved that the Bicycle Advisory Committee recommend to the Architectural Review
Commission and to the City Council the recommended preferred alternative route for the Railroad Safety
Trail. The motion was seconded by Ms. Anderson and unanimously approved.
Mr..Conner had the consultant and staff review the restrictions/constraints associated with creek-side
development of City-to-Sea Trail.
Chairman Valentine expressed support of the proposed alignment of the trail.
Mr. Miller requested key maps with total segment mileage be submitted for review. He suggested mile
markers be included along the trail.
Chairman Valentine moved to recommend that the Architectural Review Committee and the City Council
support the Bob Jones City-to-Sea Bicycle Trail preliminary alignment as presented by RRM .Design
Group. The motion was seconded by Mr. Miller and unanimously approved.
O' ATTACHMENT 5
Council Agenda Report—Railroad Safety Trail and Bob Jones City-to-Sea Bike Trail Route Plans
Page 24
The Initial Environmental Studies (98-01) have been distributed to the Council and
made available to the public in the City Clerk's office and the City-County
Library..
ZI-37
Ken Hampian -Bikeways and Planning C mission v. ARC Review
All, .� �ua��f� ✓Z�s' Gu.,�./ice` �ljc —
MEETING AGENDA
To: Hampian, Ke
From: Terry Sanv DATE / —11-0/ ITEM
n
Date: 12/10/01 2:59PM
Subject: Bikeways and Planning Commission v.ARC Review
Mike McCluskey asked me to give you some information concerning the review of the alignment proposals
for the Bob Jones and Railroad Bike Paths. I offer the following points:
1. The Planning Commission is charged with reviewing general plan elements (mandatory and
optional), specific plans (we sometimes call these enhancement plans), subdivisions, and new land use
changes (some of which are capital projects)where the zoning regulations stipulate that a PC use permit
is required. An example of this last category is parking garages which are identified as a land use that
requires a PC use permit. The Planning Commission also reviews "capital projects"for their consistency
with the General Plan (at budget time) consistent with state law requirements- but does not provide a
design review function.
The proposed bikeway alignments do not fall under the current scope of Planning Commission review.
2. The proposed Route Alignment Plans are the first stage of implementing a series of capital projects.
Both the railroad safety trail and the Bob Jones trail are identified in the 2001-03 Financial Plan as capital
projects; also the City has successfully applied for and received grants to move forward with the design
and property acquisition associated with the Phase III of the Railroad Safety Trail (AMTRAK depot to
Marsh Street).
The ARC is the body that typically reviews individual City capital projects. For example, the ARC has
reviewed all projects located near the railroad (e.g. Phases I and II of the railroad bike path, the Jennifer
St. Bridge, and the RTC). Therefore, since these alignments are the predecessor to capital projects, the
staff reviewed them with the ARC, with the primary focus on design issues.
3. The proposed alignment plans are intended to implement broad policies contained within the
Circulation Element. The Circulation Element calls for the preparation of a Bicycle Transportation Plan.
In the early 1990's the City Council created a Bicycle Advisory Committee to prepare the bike plan and
pursue other high priority bike projects. In 1993 the Bike Plan was adopted and the Council established
the BAC as a permanent committee, charged with overseeing implementation of the bike plan. The bike
committee makes recommendations to the City Council on specific capital projects and programs (as well
as forwarding suggested budget goals).
The railroad and Bob Jones bike path alignments were reviewed by the BAC because it is central to their
mission (much the same as transit capital projects are reviewed by the MTC before they are forwarded to
the ARC and Council).
I hope this discussion helps demonstrate the basis for the staffs processing of the route plans prepared
by RRM. The Parks and Recreation Commission was also included in the review process because the
paths will provide an important recreational opportunity within our community-as well as being used for
commute purposes (mostly the railroad bike path).
Let me know if you have other questions. Wr"- ClI
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