HomeMy WebLinkAbout08/20/2002, AGENDA � . 4
council agenda
CITY OF SAN LU IS OBIS PO
CITY HALL, 990 PALM STREET
Tuesday, August 20, 2002
ACTION UPDATE
CLOSED SESSION-6:45 P.M.
CONFERENCE WITH LEGAL COUNSEL
Existing Litigation, John Danner v. City of San Luis Obispo
Pursuant to Government Code Section 54956.9
City Attorney Jorgensen announced that the Council authorized settlement
7:00 P.M. REGULAR MEETING Council Chamber
990 Palm Street
Present: Council Members, Christine Mulholland,
Ken Schwartz, Mayor Allen K. Settle
Absent: Council Member John Ewan and
Vice Mayor Jan Howell Marx
PRESENTATION
Mayor Settle presented a proclamation for Fuel Cel/Energy Independence Day,
September 5, 2002 to John Clinard, Manager for Western Regional Public Affairs
Division of Ford Motor Company.
PUBLIC COMMENT PERIOD FOR ITEMS NOT ON THE AGENDA(not to exceed 15 minutes total)
The Council welcomes your input. You may address the Council by completing a speaker slip and giving it to the City
Clerk prior to the meeting. At this time, you may address the Council on items that are not on the agenda or items on the
Consent Agenda. Time limit is three minutes. State law does not allow the Council to discuss or take action on issues not
on the agenda, except that members of the Council or staff may briefly respond to statements made or questions posed by
persons exercising their public testimony rights(Gov.Code Sec.549542). Staff may be asked to follow up on such items.
Staff reports and other written documentation relating to each item referred to on this agenda are on file in the Office of the
City Clerk in Room 1 of City Hall.
Gary Fowler, 777 Mill SL, extended appreciation to the Public Works Department for
replacement of missing street signs and other corrective matters.
Council Agenda Action'update Tuesody, August 20, 2002
Residents Pamela Werth, Joyce Woodruff. Willow "Walking Turtle"Kelly and
Michele Hicks expressed concerns about pedestrian safety in the Orcutt Area. CLt r
Administrative Officer Hampian reported that the Council will receive the Annual
Traffic Safety Report in a study session on 9/10/02 at noon. He invited members of
the community to come to the study session, which will examine problems and
solutions for intersections throughout the community.
Mary Beth Schroeder complained about neighbors making noise, and voiced
concern about the shortage of homes appropriate for families and seniors.
Joshua Steinharts shared a vision for the closure of Garden Street Plaza and
summarized the merits of the concept, Council Member Mulholland reported that
the Cultural Heritage Committee will meet soon to discuss the "Garden Street
Makeover"and invited him to participate. City Administrative.Officer Hampian
added that the Garden Street Makeover is a Council goal and it will eventually
come to Council for final action.
Kelvin Harrison reiterated claims of harrassment
CONSENT AGENDA
The Consent Agenda is approved on one motion. Council Members may pull consent items to be
considered after Business items.
C1. MINUTES OF TUESDAY. JULY 16, 2002. (PRICE/ KOPECKY)
RECOMMENDATION: Waive oral reading and approve as presented.
ACTION: Approved. (3:0)
C2. LEAGUE OF CALIFORNIA CITIES ANNUAL CONFERENCE VOTING
DELEGATE/ALTERNATE. (PRICE/ KOPECKY)
RECOMMENDATION: Designate Mayor Settle as the voting delegate and Vice Mayor
Marx as the voting alternate to the League of California Cities Annual Conference.
ACTION: Approved. (3:0)
C3. COMMUNITY DEVELOPMENT BLOCK GRANT AMENDMENT. (STATLER/
DOMINGUEZ)
RECOMMENDATION: Reduce Community Development Block Grant (CDBG) funding
for the Oceanaire-Huasna neighborhood improvements by $14,869.
ACTION: Approved. (3:0)
2
Council Agenda Action update TuesoQyi, August 20, 2002
C4. SOUTH OCEANAIRE NEIGHBORHOOD CURB, GUTTER, DRIVEWAY AND
STREET REPAIR, SPECIFICATION NO. 90322. (MCCLUSKEY/VAN
BEVEREN)
RECOMMENDATION: 1) Approve plans and specifications for "South Oceanaire
Neighborhood Curb, Gutter, Driveway, and Street Repan"; 2) Authorize staff to
advertise for bids; 3) Authorize the CAO to award the contract if the lowest responsible
bid is within the engineer's estimate of $800,000.
ACTION: Approved. (3:0)
C5. TIME EXTENSION FOR FILING THE.FINAL.MAP FOR VESTING TENTATIVE.
TRACT MAP NO..2366 (TR 225-99). A 13-LOT SINGLE-FAMILY RESIDENTIAL
SUBDIVISION AT 936 FULLER ROAD: STONE CREEK DEVELOPMENT,
APPLICANT. (MANDEVILLE%AZEVEDO)
RECOMMENDATION: Adopt a resolution approving the requested one-yeartime
extension to file the final map for Vesting Tentative Tract Map No. 2366 (City File No.
TR 225-99), based on the findings and subject to all of the original conditions and
mitigation measures associated with the tentative map approval.
ACTION. Resolution No. 9351 (2002 Series)adopted. (3:0)
C6. TIMEEXTENSIONFOR FILING THE FINAL MAP FOR VESTING TENTATIVE
TRACT MAP NO. 2172 (TR 226-99), A 13-LOT SINGLE-FAMILY RESIDENTIAL
SUBDIVISION AT 906 CALLE DEL CAMINOS: DIANE AND MICHAEL
BERGANTZ, APPLICANTS. (MANDEVILLE /AZEVEDO)
RECOMMENDATION: Adopt a resolution approving the requested one-year time
extension to file the final map for Vesting Tentative Tract Map No. 2372 (City File No.
TR 226-99), based on the findings and subject to all of-the original conditions and
mitigation measures associated with the tentative map approval.
ACTION. Resolution No. 9352(2002 Series adopted. (3:0)
C7. MODIFY SALARY AND BENEFITS FOR MISCELLANEOUS EMPLOYEES TO
PROVIDE A 2.7% AT 55 RETIREMENT FORMULA. (SLATE /JENNY)
RECOMMENDATION: Adopt the following resolutions with the various City employee
groups to provide the 2.7% at 65 Public Employees Retirement System (PERS) formula
for miscellaneous employees: 1) Approving an addendum to the Memorandum of
Agreement (MOA) with the San Luis Obispo City Employees Association (SLOCEA); 2)
Approving an addendum to the MOA with the San Luis Obispo Police Officers'
Association (POA); 3) Revising the management pay for performance system for
appointed officials, department heads and other management personnel; 4) Adjusting
3
Council Agenda Action update Tuesody, August 20, 2002
the compensation for the City's confidential employees for the period of July 1, 2002
through December 31, 2003.
ACTION: Resolution No. 9353, 9354, 9355, 9356(2002 Series)adopted. (3:0)
C8. WHEEL LOADER REPLACEMENT, SPECIFICATION NO. 90343.
(MCCLUSKEY/ ELLIOTT)
RECOMMENDATION: Approve a cooperative procurement via purchase order to
Quinn Company in the amount of $98,723.63 for one wheel loader.
ACTION. Approved. (3:0)
C9. CONSULTANT CONTRACT AMENDMENTS FOR THE MARSH STREET
GARAGE EXPANSION.PROJECT. (MCCLUSKEY/ OPALEWSKI)
RECOMMENDATION: Approve contract amendments for additional materials testing to
EarthSystems Pacific ($13,500) and additional archeological services to Applied
EarthWorks ($37,500) and authorize the Mayor to award the contract amendments.
ACTION: Approved. (3:0)
C10. PALM STREET GARAGE.PAINT PROJECT, SPECIFICATION NO. 99858.
(MCCLUSKEY/ OPALEWSKI)
RECOMMENDATION: 1) Approve Specifications for Palm Street Garage Paint Project,
Specification No. 99858; 2) Authorize staff to advertise for bids; 3) Authorize the CAO
to award the contract to the lowest responsible bidder within the engineer's estimate of
$70,000.
ACTION: Approved (3:0)
C11. FINAL MAP APPROVAL FOR TRACT 2402, A ONE- LOT, EIGHTEEN UNIT_
COMMON INTEREST(CONDOMINIUM) SUBDIVISION AT 3051 AUGUSTA
STREET(AUGUSTA STREET PARTNERS, SUBDIVIDER); GRANT AN
EASEMENT FOR PRIVATE SANITARY SEWER-PURPOSES BY THE CITY.
(MCCLUSKEY/ LIVICK)
RECOMMENDATION: Adopt a resolution approving the final map for Tract 2402 and
authorizing the Mayor to execute the subdivision agreement and deed of easement for
a private sewer across City property.
ACTION: Resolution No. 9357(2002 Series) adopted. (3:0)
C12. SINSHEIMER PARK PARKING LOT IMPROVEMENTS, SPECIFICATION NO.
99699B. (MCCLUSKEY/TOLSON)
4
Council Agenda Action Update Tuesaay, August 20, 2002
RECOMMENDATION: 1) Authorize an additional $17,757 from the Sinsheimer Park
Master Plan Capital Improvement Project; 2) Approve the award and execute a contract
with International Pavement Solutions for the Sinsheimer Park Parking Lot
Improvements, Specification No. 996998.
ACTION: Approved. (3:0)
C13. CREEK.AND FLOOD PROTECTION BUDGET REVISIONS. (STATLER)
RECOMMENDATION: Approve budget revisions relating to the projected loss of
$285,800 in creek and flood protection fee revenues in 2002-03.
ACTION: Approved. (3:0)
C14. PREFUMO CREEK SILT REMOVAL, SPECIFICATION NO. 90327.
(MCCLUSKEY/ HORN)
RECOMMENDATION: 1) Approve plans and specifications for "Prefumo Creek Silt
Removal, Specification No. 9032T'; 2) Authorize staff to advertise for bids; 3) authorize
the CAO to award the construction contract if the accepted bid is within the budget of
$70,000.
ACTION: Approved. (3:0)
PUBLIC HEARINGS
1. ORDINANCE PROVIDING 2.7% AT 55 RETIREMENT FORMULA FOR
MISCELLANEOUS EMPLOYEES. (SLATE/JENNY— 10 MINUTES)
RECOMMENDATION: Introduce an ordinance approving an amendment to the
contract between the Board of Administration of PERS and the City of San Luis Obispo
to provide 2.7% at 55 retirement formula for miscellaneous members of the retirement
system.
ACTION: Ordinance No. 1421 (2002 Series) introduced. (3:0)
2. ORDINANCE AMENDING VARIOUS SECTIONS OF THE MUNICIPAL CODE
AND CREATING A PARKING IN LIEU FEE ZONE IN THE DOWNTOWN
(OTHER/ER 22-02). (MANDEVILLE/ MCCLUSKEY/WHISENAND/ BOCHUM
—30 MINUTES)
RECOMMENDATION: As recommended by the Planning Commission, introduce an
ordinance adopting a Negative Declaration of Environmental Impact (ER22-02) and
amending Chapter 4.30, Section 4.30.010, Section 4.30.150, Section 4.30.20 and
5
Council Agenda Action update Tuesoay, August 20, 2002
Section 17.16.60 of-the City of San Luis Obispo Municipal Code creating the Parking In
Lieu Fee Zone.
ACTION: Item continued to September 3, 2002. (3:0)
3. ORDINANCE AMENDING TO THE DOWNTOWN HOUSING CONVERSION
PERMIT ORDINANCE TO IMPLEMENT GENERAL PLAN HOUSING
ELEMENT POLICIES (ER AND GPI 197-00). (MANDEVILLE/ HOOK — 30
MINUTES)
RECOMMENDATION: Introduce an ordinance approving a negative declaration on
environmental impact and amending Chapter 17.86 of the Municipal Code to revise
Downtown Housing Conversion Permit requirements.
ACTION. Defer action on the amendments and consider Downtown Housing
Conversions in the context of the Housing Element Update. (3:0)
4. REQUEST TO ACCOMMODATE PROPOSED BUILD-OUT OF THE IRISH
HILLS SOUTH AREA (DEVAUL RANCH SOUTH PROJECT) INVOLVING
CHANGES TO RESIDENTIAL GROWTH MANAGEMENT. (MANDEVILLE/
MATTESON —30 MINUTES)
RECOMMENDATION: Adopt a resolution amending the Residential Growth
Management phasing schedule, to allow an additional 16 dwellings in the Irish Hills
South area during the current interval, by updating the total number of dwellings
allowed and by shifting 11 dwellings from the Margarita Area.
ACTION. Resolution No. 9358(2002 Series) adopted. (3:0)
BUSINESS ITEM
5. DAMON-GARCIA SPORTS FIELDS.DONATION PROGRAM. (LESAGE — 10
MINUTES)
RECOMMENDATION: As recommended by the Parks and Recreation Commission,
authorize staff to pursue field-naming opportunities in exchange for significant financial
contributions to the construction of the Damon-Garcia Sports Fields.
ACTION. Approved. (3:0)
6
Council Agenda Action update Tuesudy, August 20, 2002
COMMUNICATIONS (not to exceed 15 minutes)
At this time, any Council Member or the City Administrative Officer may ask a question for clarification,
make an announcement, or report briefly on his or her activities. In addition, subject to Council Policies
and Procedures, they may provide a reference to staff or other resources for factual information, request
staff to report back to the Council at a subsequent meeting concerning any matter, or take action to
direct staff to place a matter of business on a future agenda(Gov. Code Sec. 54954.2).
Council Member Mulholland mentioned a letter the Council received from Rochelle
Becker requesting the Council to support full hearings by the National Regulatory
Commission on all contentions filed by SLO community intervenors in the matter
of the Diablo Canyon Power Plant(see correspondence on rile in the Office of the
City Clerk). Unfortunately the deadline for comments has come and gone.
Council Member Mulholland referenced a recommendation by the Downtown
Association set forth in a memorandum to the Council dated 8/19/02 regarding
Old Town Parking Districts (see memo on file in the Office of the City Clerk). The
Council agreed with the Downtown Association's recommendation that the City
begin conducting district surveying at least six months after the opening of the
Marsh Street expansion in order to establish a more valid "baseline" of parking
impact and provided direction to staff accordingly.
COUNCIL LIAISON REPORTS (not to exceed 15 minutes)
Council Members report on conferences or other City activities. Time limit-3 minutes.
Council Member Mulholland reported on the July 22, 2002 Cultural Heritage
Committee meeting.
Council Member Mulholland reported on the July 26,2002 California Men's Colony
Advisory Committee meeting.
Council Member Mulholland reported on the progress of the ad hoc Mardi Gras
committee.
Council Member Mulholland reported on the Mass Transportation Committee
Special Meeting held on August 20, 2002.
Mayor Settle provided a legislative update of the Housing, Community, and
Economic Development Policy committee of the LLC that met August 16,2002.
Council.Member Schwartz reported on the meeting of the San Luis Obispo Council
of Governments/San Luis Obispo Regional Transit Authority(report on rile in the
Office of the City Clerk).
A. ADJOURNED.
7
council agenda
CITY OF SAN LUIS OBISPO
CITY HALL, 990 PALM STREET
Tuesday, August 20, 2002
CLOSED SESSION—6:45 P.M.
CONFERENCE WITH LEGAL COUNSEL
Existing Litigation, John Danner v. City of San Luis Obispo
Pursuant to Government Code Section 54956.9
7:00 P.M. REGULAR MEETING Council Chamber
990 Palm Street
CALL TO ORDER: Mayor Allen K. Settle
PLEDGE OF ALLEGIANCE
ROLL CALL: Council Members John Ewan, Christine Mulholland,
Ken Schwartz, Vice Mayor Jan Howell Marx,
Mayor Allen K. Settle
PRESENTATION
FUEL CELL ENERGY INDEPENDENCE DAY (SETTLE— 3 MINUTES)
PUBLIC COMMENT PERIOD FOR ITEMS NOT ON THE AGENDA(not.to exceed 15 minutes total)
The Council welcomes your input. You may address the Council by completing a speaker slip and giving it to the City
Clerk prior to the meeting. At this time, you may address the Council on items that are not on the agenda or items on the
Consent Agenda. Time limit is three minutes. State law does not allow the Council to discuss or take action on issues not
on the agenda, except that members of the Council or staff may briefly respond to statements made or questions posed by
persons exercising their public testimony rights(Gov. Code Sec.54954.2). Staff may be asked to follow up on such items.
Staff reports and other written documentation relating to each item referred to on this agenda are on file in the City Clerk's
Office in Room 1 of City Hall.
® City Council meetings are broadcast live on KCPR, 91.3 FM and Charter Channel.20. 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. Please speak to the City Clerk prior to the meeting if you require a hearing amplification device. For more agenda
information,call 781-7103.
Council Agenda Tuesday, August 20, 2002
CONSENT AGENDA
The Consent Agenda is approved on one motion. Council Members may pull consent items to be
considered after Business items.
C1. MINUTES OF TUESDAY, JULY 16, 2002. (PRICE/ KOPECKY)
RECOMMENDATION: Waive oral reading and approve as presented.
C2. LEAGUE OF CALIFORNIA CITIES ANNUAL CONFERENCE VOTING
DELEGATE/ALTERNATE. (PRICE/ KOPECKY)
RECOMMENDATION: Designate Mayor Settle as the voting delegate and Vice Mayor
Marx as the voting alternate to the League of California Cities Annual Conference.
C3. COMMUNITY DEVELOPMENT BLOCK GRANT AMENDMENT. (STATLER/
DOMINGUEZ)
RECOMMENDATION: Reduce Community Development Block Grant (CDBG) funding
for the Oceanaire-Huasna neighborhood improvements by $14,869.
C4. SOUTH OCEANAIRE NEIGHBORHOOD CURB, GUTTER, DRIVEWAY AND
STREET REPAIR, SPECIFICATION NO. 90322. (MCCLUSKEY/ VAN
BEVEREN)
RECOMMENDATION: 1) Approve plans and specifications for"South Oceanaire
Neighborhood Curb, Gutter, Driveway, and Street Repair"; 2) Authorize staff to
advertise for bids; 3) Authorize the CAO to award the contract if the lowest responsible
bid is within the engineer's estimate of $800,000.
C5. TIME EXTENSION FOR FILING THE FINAL MAP FOR VESTING TENTATIVE
TRACT MAP NO. 2366 (TR 225-99), A 13-LOT SINGLE-FAMILY RESIDENTIAL
SUBDIVISION AT 936 FULLER ROAD; STONE CREEK DEVELOPMENT,
APPLICANT. (MANDEVILLE /AZEVEDO)
RECOMMENDATION: Adopt a resolution approving the requested one-year time
extension to file the final map for Vesting Tentative Tract Map No. 2366 (City File No.
TR 225-99), based on the findings and subject to all of the original conditions and
mitigation measures associated with the tentative map approval.
C6. TIME EXTENSION FOR FILING THE FINAL MAP FOR VESTING TENTATIVE
TRACT MAP NO. 2372 (TR 226-99). A 13-LOT SINGLE-FAMILY RESIDENTIAL
SUBDIVISION AT 906 CALLE DEL CAMINOS; DIANE AND MICHAEL
BERGANTZ, APPLICANTS. (MANDEVILLE/AZEVEDO)
3
Council Agenda Tuesday, August 20, 2002
RECOMMENDATION: Adopt a resolution approving the requested one-year time
extension to file the final map for Vesting Tentative Tract Map No. 2372 (City File No.
TR 226-99), based on the findings and subject to all of the original conditions and
mitigation measures associated with the tentative map approval.
C7. MODIFY SALARY AND BENEFITS FOR MISCELLANEOUS EMPLOYEES TO
PROVIDE A 2.7% AT 55 RETIREMENT FORMULA. (SLATE/JENNY)
RECOMMENDATION: Adopt the following resolutions with the various City employee
groups to provide the 2.7% at 55 Public Employees Retirement System (PERS) formula
for miscellaneous employees: 1) Approving an addendum to the Memorandum of
Agreement (MOA) with the San Luis Obispo City Employees Association (SLOCEA), 2)
Approving an addendum to the MOA with the San Luis Obispo Police Officers'
Association (POA); 3) Revising the management pay for performance system for
appointed officials, department heads and other management personnel; 4) Adjusting
the compensation for the City's confidential employees for the period of July 1, 2002
through December 31, 2003.
C8. WHEEL LOADER REPLACEMENT, SPECIFICATION NO. 90343.
(MCCLUSKEY/ ELLIOTT)
RECOMMENDATION: Approve a cooperative procurement via purchase order to
Quinn Company in the amount of $98,723.63 for one wheel loader.
C9. CONSULTANT CONTRACT AMENDMENTS FOR THE MARSH STREET
GARAGE.EXPANSION PROJECT. (MCCLUSKEY/ OPALEWSKI)
RECOMMENDATION: Approve contract amendments for additional materials testing to
EarthSystems Pacific ($13,500) and additional archeological services to Applied
EarthWorks ($37,500) and authorize the Mayor to award the contract amendments.
C10. PALM STREET GARAGE PAINT PROJECT, SPECIFICATION NO. 99858.
(MCCLUSKEY/ OPALEWSKI)
RECOMMENDATION: 1) Approve Specifications for Palm Street Garage Paint Project,
Specification No. 99858; 2) Authorize staff-to advertise for bids; 3) Authorize the CAO
to award the contract to the lowest responsible bidder within the engineer's estimate of
$70,000.
C11. FINAL MAP APPROVAL FOR TRACT 2402, A ONE- LOT, EIGHTEEN UNIT
COMMON_INTEREST(CONDOMINIUM) SUBDIVISION AT 3051 AUGUSTA
STREET(AUGUSTA STREET PARTNERS, SUBDIVIDER); GRANT AN
EASEMENT FOR PRIVATE SANITARY SEWER PURPOSES BY THE CITY.
(MCCLUSKEY/ LIVICK)
RECOMMENDATION: Adopt a resolution approving the final map for Tract 2402 and
4
Council Agenda Tuesday, August 20, 2002
authorizing the Mayor to execute the subdivision agreement and deed of easement for
a private sewer across City property.
C12. SINSHEIMER PARK PARKING LOT IMPROVEMENTS.-SPECIFICATION NO.
996998. (MCCLUSKEY/TOLSON)
RECOMMENDATION: 1) Authorize an additional $17,757 from the Sinsheimer Park
Master Plan Capital Improvement Project; 2) Approve the award and execute a contract
with International Pavement Solutions for the Sinsheimer Park Parking Lot
Improvements, Specification No. 99699B.
C13. CREEK AND FLOOD PROTECTION BUDGET REVISIONS. (STATLER)
RECOMMENDATION: Approve budget revisions relating to the projected loss of
$285,800 in creek and flood protection fee revenues in 2002-03.
C14. PREFUMO CREEK SILT REMOVAL. SPECIFICATION NO. 90327.
(MCCLUSKEY/ HORN)
RECOMMENDATION: 1) Approve plans and specifications for"Prefumo Creek Silt
Removal, Specification No. 90327"; 2) Authorize staff to advertise for bids; 3) authorize
the CAO to award the construction contract if the accepted bid is within the budget of
$70,000.
PUBLIC HEARINGS
1. ORDINANCE PROVIDING 2.7%AT 55 RETIREMENT FORMULA-FOR
MISCELLANEOUS EMPLOYEES. (SLATE/JENNY— 10 MINUTES)
RECOMMENDATION: Introduce an ordinance approving an amendment to the
contract between the Board of Administration of PERS and the City of San Luis Obispo
to provide 2.7% at 55 retirement formula for miscellaneous members of the retirement
system.
2. ORDINANCE AMENDING VARIOUS SECTIONS OF THE MUNICIPAL CODE
AND CREATING A PARKING IN LIEU FEE ZONE IN THE DOWNTOWN
(OTHER/ER 22-02). (MANDEVILLE/ MCCLUSKEY/WHISENAND / BOCHUM
-30 MINUTES)
RECOMMENDATION: As recommended by the Planning Commission, introduce an
ordinance adopting a Negative Declaration of Environmental Impact (ER22-02) and
amending Chapter 4.30, Section 4.30.010, Section 4.30.150, Section 4.30.20 and
Section 17.16.60 of the City of San Luis Obispo Municipal Code creating the Parking In
Lieu Fee Zone.
5
Council Agenda Tuesday, August 20, 2002
3. AMENDMENT TO THE DOWNTOWN HOUSING CONVERSION PERMIT
ORDINANCE TO IMPLEMENT GENERAL PLAN-HOUSING ELEMENT
POLICIES (ER AND GPI 197-00), (MANDEVILLE/ HOOK—30 MINUTES)
RECOMMENDATION: Introduce an ordinance approving a negative declaration on
environmental impact and amending Chapter 17.86 of the Municipal Code to revise
Downtown Housing Conversion Permit requirements.
4. REQUEST TO ACCOMMODATE PROPOSED BUILD-OUT OF THE IRISH
HILLS SOUTH AREA (DEVAUL RANCH SOUTH PROJECT) INVOLVING
CHANGES TO RESIDENTIAL GROWTH MANAGEMENT. (MANDEVILLE/
MATTESON —30 MINUTES)
RECOMMENDATION: Adopt a resolution amending the Residential Growth
Management phasing schedule, to allow an additional 16 dwellings in the Irish Hills
South area during the current interval, by updating the total number of dwellings
allowed and by shifting 11 dwellings from the Margarita Area.
BUSINESS ITEM
5. DAMON-GARCIA SPORTS FIELDS DONATION PROGRAM. (LESAGE — 10
MINUTES)
RECOMMENDATION: As recommended by the Parks and Recreation Commission,
authorize staff to pursue field-naming opportunities in exchange for significant financial
contributions to the construction of the Damon-Garcia Sports Fields.
COUNCIL LIAISON REPORTS (not to exceed 15 minutes)
Council Members report on conferences or other City activities. Time limit-3 minutes.
COMMUNICATIONS (not to exceed 15 minutes)
At this time, any Council Member or the City Administrative Officer may ask a question for clarification,
make an announcement, or report briefly on his or her activities. In addition, subject to Council Policies
and Procedures, they may provide a reference to staff or other resources for factual information, request
staff to report back to the Council at a subsequent meeting concerning any matter, or take action to
direct staff to place a matter of business on a future agenda (Gov. Code Sec. 54954.2).
A. ADJOURN.
6
j
RECEIVED
AUG 2 0 2002
OFFICE OF THE GOVERNOR SLO CITY CLERK
�
July 31, 2002
�C
Ms. Michelle Hix /?ol Z
611 Brizzolara Street, #108
San Luis Obispo, California 93401
Dear Ms. Hix:
Thank you for sharing your views.
Please be assured that your opinions will be taken into consideration.
As Governor, my job is made easier when citizens take the time to
share any thoughts regarding issues of importance to them.
Again, thank you for writing. Government works best when people
remain active and express their views to elected officials.
Sincerely,
j GRAY DAVIS
GOVERNOR GRAY DAVIS SACRAMENTO, CALIFORNIA 95814 (915):445-2841- -
�Y
C
1255 Orcutt Road, Sp.BI4
San Luis Obispo, CA 93401
August 19, 2002 C
San Luis Obispo City Council,
As a resident of Orcutt Road, I was appalled to hear of the approval of new
developments in this area. On many occasions, I have attempted crossing
Orcutt Road and had very close encounters with on-coming vehicles whose
drivers were driving approximately 50 mph.
First of all. I bought my current.residence with the impression that no further
building would take place in this area I am deeply saddened that the San
Luis Obispo Planning Department would even consider fiuther building.
When I moved to this area 23 years ago from a town of 350 people, not very
many people could empathize with my feeling that San Luis was like Los
Angeles in comparison. Now, since the population has almost doubled, the
roads are extremely impacted. This creates an atmosphere very much file a
larger city, especially with bottleneck traffic during commuter hours. With
the findings that up to 13,000 cars drive on Orcutt Road daily, it's no
wonder that our friend, Mary Wilson was unfortunately struck by one of the
speeding vehicles. The quality of life in this now city (no longer can it be
called a town) has been jeopardized.
I urge you to rethink the developments. Secondly, at the very least broaden
Orcutt Road and reduce the speed limit to accommodate such traffic.
Thank you,
Joyce Woodruff
MCMORanoum
DATE: August 22, 2002
TO: Mayor and Members of e City Council
FROM: Lee Price, City Clerk
SUBJECT: Public Comment 8/20/02—Materials Submitted by Willow Kelly
At the Council Meeting on August 20'', Willow Kelly submitted several articles and other
information she would like the Council to review. Rather than copy each of you,I've made the
materials available for your review in the Council Office.
c: Ken Hampian, CAO
Mike McCluskey, PWD
r ,ap:y �� _. http://www.Ottawalk-orgtpednotAiSts/h-pedne
month0898/msg00363.ht t
[PrevlrNextl(indexl r nreadl
pednet: Traffic Calming vs. Safety
• To-:
• Subject:pednet Traffic Calming
vs.Safety
• From :Todd Litman<litinan@islandnet.obtn>
• Dive:Fri,28 Aug 1998 10:10:06-0700
• In-Reply-To: <199808281240.IAA28776@1ists.flora.ottawa.on.ca>
• Reply-To:pednet@fl ora.ottawa.on.ca
• Sender: owner-pednet@flora.ottawa.on.ca
This message sent to pednet by( Li <litman@islandnet.com>. ( /
David Gladstone asked V
> A couple of months ago, stats demonstrating that
>traffic calming -does- reduce the death and serious injury rates were
>posted on pednet; can someone point me to where they're nestled.
Below is the section on the safety impacts of traffic calming from my paper
'Traffic Calming Benefits, Costs and Equity Impacts." Copies available on
request. The Hamilton Associates paper could be particularly useful since Z.
it is available on the Web. 1
L. Increased road safety. mp�1
Lower traffic speeds and volumes can significantly reduce the tand
severity of vehicle crashes, particularly those involving pedestrians
s and
bicyclists. International studies indicate that each 1-mph reduction irk
traffic speeds typically produces a 58 _reduction in Ve icfi ale collisions, and
even greater reductions in cras a a i ies D.J. Finch, P. Kompfner, C.R.
Lockwood and G. Maycock, Speed, Speed Limits and Accidents, Transport
Research Laborato (Crowthorne, UK), Project Report 58, 1994;4;BarEara 1 n
Pres ost Injury
Ways to Make Walking Safer for Children and �'„� ,tnAdolescents,* Injury Prevention, 1995, pp. 187-190.) . CMN'
Pedestrian inj.ury severity increases with are of vehic , as nn /
in fico in figure a pro i ity bf pedestrians receiving fatal 3,57s lei l�
injuries when hit by a motor vehicle is 3.58 at 15 mph, 378 at 31 mph and
838 at 44 mph (Rudolph Limpert, Motor Vehicle Accident Reconstruction and
Cause Analysis, Fourth Edition, Michie Company, Charlottesville, 1994, p.
663.) ..
Figure 1 Impact .Speed Versus Pedestrian Injury /
(Figure from Traditional Neighborhood Development Street Design Guidelines,
Institute of Transportation Engineers (Washington DC) , June 1997, p. 18.-
Risk to pedestrians and cyclists increases with traffic speed
Withanytraffic safety program it is important to consider the possibility
of 'offsetting behavior." If drivers, bicyclists or pedestrians believe
that risks decline they may become less cautious and "offset' a portion of
safety benefits (Gerald Wilde, Target Risk, PDEPublications (Toronto) ,
1994; Robert Chirinko and Edward Harper, Jr., "Buckle Up or Slow Down? New
Estimates of Offsetting Behavior and their Implications for Automobile
Safety Regulation,' Journal of Policy Analysis and Management, Vol. 12, No.
2, 1993, pp. 270-296.) . It is therefore important to use empirical as well
as theoretical evidence to determine traffic safety effectiveness.
Experience indicates that traffic calming programs significantly reduce the
number and severity of traffic crashes(Andrew, Clarke, Traffic Calming,
Auto-Restricted Zones and other Traffic Management Techniques: Their
Effects .on Bicycling and Pedestrians, National Bicycling and walking Study,
519, FHWA (Washington DC), 1994..) . Studies show long-term crash and injury
reductions of 15-408, and even greater reductions in pedestrian injuries -
(Steve Proctor, "Accident Reduction Through Area-Wide Traffic Schemes, "
Nednesday;Jury 21. 1999 podnac Traffic Calmingva. Salary
'age:2 mlp:fln .otlawalk.orypednalgistslh-pednet
month08981ms900363.hurt
Traffic Engineering & Control, Vol_ 32, No. 12, Dec. 1991, pp. 566-572.) .
One recent before-and-after study found that traffic calming reduced
collision frequency by 40%, vehicle insurance claims by 38%, and fatalities
from one to zero (Hamilton Associates, Safety Benefits of Traffic Calming,.
insurance Corporation of British Columbia (Vancouver) , available from the
Road safety Group (www.roadsafety.com), 1996.) . This provided a very
favorable six-month payback on project expenses from insurance claim
savings alone.
Similarly, a study of 119 residential traffic circles installed in the city
of Seattle between 1991 and 1994 reduced reported accidents in those areas
from 187 before installation to 11 after installation, and injuries
declined from 153 to one (James Mundell, Neighborhood Traffic Calming:
-Seattle's Traffic Circle Program, nstitute of Transportation Engineers
District 6 Annual Meeting (Salt Lake City) , 20-23 July 1997.) . A review of
600 Danish traffic calming projects found an average 43% reduction in
traffic crash casualties compared with untreated areas ( A Review of
Current Traffic Calming Techniques, Institute of Transport Studies (Leeds,
h //ti a 'ts leeds ac uk/orimavera/o calming html#a41), 1991.) . A 638
reduction in pedestrian fatalities in West Germany over the last decade is
largely attributed to traffic calming (D. Mathew; "Quick Bill for Calmer
Traffic," Surveyor, 20 February 1992, pp. 10-11.) . Similar reductions in
accidents are reported in other studies, as indicated in Figure 2.
Figure 2 Reported Traffic Calming Accident Reductions
(Figure from Hamilton Associates, 1996, Figure 3.2.)
This figure illustrates changes in vehicle accident rates from traffic
calming programs reported in fifteen international studies, indicating that
most show significant reductions.
Another recent study found that, "small reductions in traveling speed 111
translate into large reductions in impact speed in pedestrian collisions, P V
often to the extent of preventin t e collisions Ztoge er. c ean,
�r "vetucle Trawl-Speeds and the Incidence o Fatal Pedestrian l m1
Collisions," Accident Analysis anrevention, vo. 29, No. 5, pp. 667-674.) �P �
The researchers predict that aC2 km/h reduction in citywide vehicle speed$
could reduce petrian fatalities y30B. in ocases the col is'
wouldbe avoi edesan in 208 an otherwise fatal collision would become
non-fatal, with comparable reductions in the degree of injury for non-fatal
accidents. A 10 km/h reduction in average travel speeds on urban streets
currently zoned for 60 km/h is predicted to reduce fatal pedestrian
collisions by 488.. In 22% of the cases the collision is avoided altogether.
The researchers point out that traffic speed reductions in residential
areas only would have a much smaller benefit, since more than s. fatal
pedestrian collisions occurred on non-local roads such as arterials.
Eliminating speeding violations alone would reduce an estimated 13% of j)
pedestrian tatalities.
Another study using a database of 20,000 .residential-area automobile
accidents found that c ash rates (annual crashes per mile) increased as
street width increased beyond .24-feet between curbs, particular yon a
straighter s reefs with lower traffic volumes, w ere average traffic speeds
tend to be highest (Peter Swift, Residential Street Typology and Injury
Accident Frequency, Swift and Associates (Longmont; Phone: 303-772-7052),
31 March 1998.) . The analysis indicates that accident rates are
approximately 18 times higher on a 48-foot width street compared with a
24-foot street.
Sincerely,
Todd Litman, Director
Victoria Transport Policy Institute
"Efficiency - Equity - Clarity"
1250 Rudlin Street
Victoria, BC, V8V 3R7, Canada
Phone & Fax: 250-360-1560
E-mail: litman@islandnet.com
Website: www.islandnet.com/-Litman
References:
0
Nednesday, my 21. 1999 pednet:.Traffic Calming va Sato
DANGEROUS BY DESIGN
PEDESTRIAN SAFETY IN CALIFORNIA
x .�^
Y
SURFACE TRANSPORTATION POLICY PROJECT
SEPTEMBER 2000
M
EXECUTIVE SUMMARY
Pedestrian accidents are a significant public health problem in California and are one of the leading causes of
fatal and hospitalized injuries for children statewide.Pedestrian fatalities alone accounted for nearly 20 percent
of all traffic-related deaths in the state,even though only eight percent of all trips are made on foot. The
number of pedestrians killed as a percentage of total traffic fatalities ranged as high as 26 percent in
Sacramento County, 30 percent in Los Angeles County, and 54 percent in San Francisco County(Table 2).
According to an analysis of 1999 data,pedestrian accidents cost California nearly$4 billion in lost economic
productivity, medical expenses and pain and suffering (Table 6).Yet California spends less than one percent of
its federal transportation funds on pedestrian safety, less than any other state in the nation. Ironically, the most
visible effort statewide related to pedestrians has been the highly controversial removal of crosswalks under the
guise of improved safety.
THE PROBLEM
An analysis of statewide data collected by the Department of California Highway Patrol shows that in 1999, at
least 688 pedestrians died and another 14,346 were injured on California's streets. Los Angeles County
experienced by far the greatest number of pedestrian fatalities and injuries—203 pedestrian deaths and 5,377
injuries represent more than a third of all pedestrian fatalities and injuries in the state.But Los Angeles is also
California's most populous county,and if the rankings are adjusted to reflect population,San Francisco ranks as
having per person the highest incidence of pedestrian fatalities and deaths.However, more people walk in San
Francisco than in any other California city because there is a mix of residential,retail and other land uses within
walking distance,population and development patterns are dense,and public transit is convenient.Therefore,
any real measure of the relative danger facing pedestrians must factor in the amount of walking,or"exposure,"
that occurs in each location.
These factors are all incorporated in a*pedestrian danger index,"arrived at by dividing the number of fatalities
and injuries in each county by population,and then dividing that number by the county's'exposure index,"or
overall levels of pedestrian activity.This number is then adjusted to a relative scale from 1 to 100,with 100
being the most dangerous.
Using the pedestrian danger index,Sacramento County ranks as the most dangerous county for pedestrians in
California in 1999,followed by Contra Costa,Los Angeles, Santa Clara and San Mateo(Table 1).This is the
first time Sacramento County has ranked most dangerous since our survey began in 1996. Ventura County
ranks in the top 10 for the first time since 1996,and San Francisco,San Joaquin and Tulare counties all climbed
in the rankings.While Los Angeles County dropped from first to third, the number of fatalities actually increased
from 200 to 203, and the drop in the rankings had more to do with the fact that the number of fatalities
increased more sharply in other counties.The ranking shows that counties in Southern California,the Silicon
Valley and the Central Valley are among the most dangerous in the state.
As alarming as these figures are they may not fully measure the danger to pedestrians because it's been
estimated that injuries are underreported by as much as 56 percent.Police often do not report collisions that
result in emergency room treatment but not hospitalization,and don't report collisions that occur on private
property,or in alleys or driveways.These are the locations where many accidents involving the youngest
children occur. It is important to note that pedestrian injuries account for two-thirds of all severe traffic-related
injuries among children,and that the probability of a child dying or becoming severely disabled exceeds that of
all other causes of childhood illness.The elderly are also two to four times more likely to die when struck.
As with automobile fatalities, the total number of pedestrian deaths has dropped slightly in the last few years.
However,while the amount of driving is increasing,statistics show that the amount of walking is declining.This
may mean that while driving is getting safer,walking is getting more dangerous.The sharp decline in walking
has coincided with significant increases in obesity and in among the general population.These trends
have so alarmed health officials that they have joined with pedestrian advocates in calling for policies and
investments that make communities safer and more walkable.
THE VICTIMS
An analysis of the most recent statewide hospitalization data(a smaller but more detailed database that
records race and ethnicity information)shows that Latinos and African Americans were more likely to be injured
relative to their share of California's overall population.While 30 percent of the population of California is Latino,
37 percent of all hospitalized pedestrian fatalities and injuries in 1998 were Latino..African Americans
represented 7 percent of the state's population but accounted for 10 percent of all hospitalized pedestrian
fatalities and injuries(Table 3).Race and ethnicity data at the local level in California points to a similar trend,
with Latinos and African Americans disproportionately represented as victims of pedestrian-vehicle crashes in
nearly every one of the state's most populous counties (Table 4).
Prior research,supported here with a new analysis by the Latino Issues Forum, also shows that low-income
populations are more likely to be victims in pedestrian accidents.While 35 percent of all pedestrian victims
under the age of 65 were covered by Medi-Cal,just 11 percent of the general population under 65 were
covered by Medi-Gal.While the higher risk for low-income.populations has been documented in dozens of
studies conducted by health professionals here and abroad,this information has largely been absent from the
public debate over pedestrian safety in California. Further analysis reveals hospital charges alone topped$200
million for pedestrian victims in 1998,$23 million of which was paid out of pocket.But when factoring in lost
economic productivity and pain and suffering,pedestrian fatalities and injuries are estimated to cost California
nearly$4 billion a year.
Other studies show that pedestrian injuries and deaths,particularly among children,are correlated to income
and several other socioeconomic factors including access to a car.Factors include unemployment,single-parent
and especially female-headed households,young mothers,low levels of education,the number of times a
family has moved, and the number of children in a household.More than one study found that lack of access
to a car was associated with a doubting of the risk of injury as a pedestrian.
Limiting exposure by simply staying inside,however,has grave implications for both health and well-being.The
vast majority of children already fall short of the recommended daily dose of activity,which can have a
negative effect on both a child's physical and mental development. Concerns have also been raised about the
extent to which transportation policy and investments focused on improving travel by automobile have
circumscribed the independence and mobility of both children and the elderly.
Y
� t
THE RESPONSE
For decades state and local governments have focused transportation policy and investments on
accommodating more traffic by widening streets,increasing speed limits, removing crosswalks and enacting
laws that give vehicles the advantage—such as allowing right turns on a red light. Meantime rapid
suburbanization has dramatically increased traffic and spread development patterns ever further apart so that
stores,homes,schools and other destinations are no longer easily accessible on foot.The result has been
deadly for pedestrians. Studies show that traffic speed and traffic volume are two of the environmental factors
with the highest correlation to pedestrian injury and death. One of the more disturbing trends in California is the
removal of crosswalks at uncontrolled intersections(intersections without a stop sign or traffic signal), a policy
that has left pedestrians to largely fend for themselves.
Moreover, in order to provide a safe environment for pedestrians,the basic infrastructure of sidewalks, paths
and crosswalks must be provided.Yet an analysis of federal transportation funding shows that while California
has the second highest share of pedestrian deaths compared to all traffic-related fatalities, it ranks last among
the 50 states in spending on pedestrians.While an average of$40 per person in federal transportation funds
was spent on highway projects statewide, an average of just 4 cents per person was spent on improving
conditions for pedestrians.Even though statewide roughly 20 percent of all traffic fatalities are pedestrians,less
than one percent of all federal traffic safety money was spent on making the streets safer for pedestrians.
Pedestrians,even if they are young children, are often found to be at fault in crashes,obscuring the fact that
the real problem may be that laws favor motorists,that speed limits are set.too high, or that there are a lack of
crosswalks and safe Dlaces for children to play,The tendency to blame pedestrians creates the impression
Ap)' among po icy makers and the ubflc that nothin that can be done.As a result efforts to improve pedestrian
safety are often limited to pedestrian education,even though nu emus health studies conclude that education
alone has limited effectiveness,especially with children, and that odifications in street design and the lowerin
and enforcement of speed limits are also needed. N
SOLUTIONS
The report also discusses how local and state policies across California that have focused on accommodating
more traffic have been deadly for pedestrians, and why a tendency to blame pedestrians for collisions has
served to fu er anfper programs and policies that could potentially prevent thousands of additional injuries. In
conclusion,new policies and investments are suggested that can make California's cities,towns and suburbs
safe and walkable.The report's recommendations include:
1. Dedicate a fair share of traffic safety fundin to pedestrians• Pedestrian accidents cost California nearly
$4 billion in 1999 alone,while spending on pedestrian safety measures is a mere fraction of that figure. If 20
percent of all traffic fatalities are pedestrians, it stands to reason that a similar amount of safety funding should
be directed toward solving the problem.
2. Suspend California's crosswalk removal policy.The trend toward removing crosswalks due to the belief
that they give pedestrians a false sense of security is like removing traffic signals so that motorists will proceed
with greater caution. State agencies need to do more for pedestrians,not.less. California should develop a new
minimum design standard for crosswalks that includes"zebra"striping and overhead lighting or flashing signals.
3. Consider pedestrians during the desi se of every project. Communities must be designed so that
people have a place to walk to,which means that shops,offices,schools, libraries and transit stops are located
within reasonable walking distance.All facilities should be designed for the disabled and meet basic standards
established in the Americans with Disabilities Act.
4. Collect more information on pedestrians.Existing databases provide little information about the amount of
pedestrian activity in different locations, the risks associated with walking, the effectiveness of pedestrian safety
measures,or even how much is spent on pedestrian safety. This lack of information makes pinpointing
underlying problems and solutions difficult.
5. Develop a statewide blueprint for bicycling and walking.California needs a statewide vision and strategy
for maximizing the benefits of bicycling and walking that includes goals and an action plan for all levels of
government.This includes targeted strategies like Safe Routes to School programs, as well as an economic
analysis of the potential benefits of bicycle tourism, regional trail systems and more pedestrian-oriented
developments.
-,5-
Pls.eU "date ' IJ
Livablep
August 2001 u "' S�r'ar in Community-
I• p ft6Jo
ede gn
rev Spee e5 sure can be:both inexpen ,�k{
eating ,mpactrash _,�effective.The key is to remember
,pito
tr'ar that walking and biking are also forms of
Inlury,e.pede5 transportation..
1zzc�•5p0p;nsb� ,
v eh�c h,�otMt�soca. Surprising as it mitt Sound,increasing the
neernn.�^Na orse speed of traffic on a road to more than 30
ae aM^nG,�Po S�N55455' .ton miles er hour decreases the volume the r ad
on,1ese. .,,Lac can dle.'According to the Trans�no��hon
An ordered.discrete outcome model that relates the severity of injurysuf• Research Board's 1985 Highway Capa
Maf the
feted by a struck pedestrian to the speed of the striking vehicle is derived r capacity of,a:lane of vehicle� '
and then 6 r
t to previously published data.Particular care is taken to traffic is at 1t5i maXim m at about 30 mph.As
account for covariate measurement error.and for the fact that the data' speeds ictcreaSe abOVe 30 mph drivers In-
werecollectedusinganoutcome.based,or retrospective.sampling plan."crease the space b twe4n Calc to allow for
The results show similar patterns for children(ages 0-14)and adults greater stoppine distance•
(ages 14-59).but for elderly pedestrians(ages 60+)the injuries produced O
in crashes that involved lower impact speeds tended to be more severe than Speed-Flow Relaticinshl;i
for the other two groups.Use of the model is illustrated by applying it to .
two reconstructed vehicle-pedestrian crashes to determine the likely Sever.
fly of the injury had the driver adhered to a speed limit.Some implications
for speed limits on residential streets re also pointed out �. 40
This paper describes the development of a statistically sound model '
that relates the severity of in* suffered by a stuck pedestrian to the
w' speed of the striking vehicle.To place this work to context,consider 20D 4100 60D ROD, ,,12001400„ „1600„ ,,,
or cT ze[Teat m mnesot the legislated,speed limit in urban � Per Lam
-
Le areas is currently 50 kin/h,(3l)mph),including most local residential
streeu. �•tinnesota`s commissioner of transportation has the Despite the fact that newer versions of the
9 responsibility forapprovine departures from the legislared limit local Highway Capacity Manual have increased
authorities can request chnges.witnadccided preference being given the most efficient speed to 40.MPH,ttoted
f Oto the 10 km/h(5 mph)increment closest to the current 85 percentile i transportation engineer Walter Kulash says
9 speed,as determined by ana ropriately conducted spotspeed stuff. the experience Of local streets SilppOrtS the
But a speed limit of 10 kin/h(5 mph)below[Icete 85 percentile speed
pmt 1985 version.
may be considered if(a)there is a documented"high accident record ,
involving accidents of a type that would be reduced by enforcement I g�eerroo
of a lower speed limit-and(b)the availability of reasonable enforce-• In addition,when traffic't9t rower, eop pie are
ment is assured(1).Several years ago there was informal consider- morelikelv to walk or bike because it is much
anon of a 40 km/h(25 mph)limit in urban residential areas but this safer to be on or near a road where traffic is
idea was dropped,in part because of difficulties in guaranteeing
enforcement of the lower limit.and in part because of uncertainty con- not SpeedlIlg. t
ceming the potential safety benefits.A vigorous international debate t
is now under way concerning the causal re ationships betweeneed spOne way to reduce traffic speeds and increase
limits,vehicle speeds,and the nsk of traffic crashes(2).On one hand other forms of travel maybe to reduce traffic
thereis evi ence for widespread violation of posted speed limits(3) lanes and add bike lanes.Success stories
coupled with an understandable reluctance by authorities to impost -
limitsthat cannot beenforced.On the other hand there iscleaiiMilence supporting;thisnewwayofthinking.are
that once a crash occurs the severity of injuries suffered b 0te victim popping up all over the country.The City of
is strongly influenced by the magmtu e o the resulting changes i San Francisco has striped eight streets for
speed.Less we un s oo are the connections lleen speed lim- bike lanes.On one of these,Valencia Street,
i ts'and actual vehicle speeds,and between actual speed and the[risk four lanes were reduced to three,with:a bike
V'r,a ..ca. a,,,, lane added in each direction and a left-turn
London's Tower and Hammersmith bridges. lane.The result—the number of cyclists
When these routes disappeared,so did 20 to increased by 88 pertt,or 18�per hour,and`
an
60%of the cars. counts revealed the 2-lane streetf was hon-
dlin�almost the same amount of traffic.
In light of these facts,what's a poor transpor-
tation planner to do?A new fact sheet writ- Other communities that havo replaced traffic
ten by the LGC for the California Depart- s lanes with bike lanes are the California cities
ment of Health Services,New Thinking for a of Santa Barbara,Palo Alto,Sacramento,
Nein Transportation Age,suggests an answer Mountain View,and Sunnyvale;Cambridge,
reduce road widths and slow traffic. Massachusetts;the Vancouver region of
British Co}umbia;West Palm Beach and
While this is admittedly counter-intuitive, Orlando,Florida;Seattle;Washiftgtpn,Port
land,and Corvallis,Oregon;Greent• sidewalk width and setback,and r `y
Maryland;Austin,Texas;and Denv. Ad features for pedestrians and,bicyc. de-
Boulder in Colorado. pending on the roadway's function and the
surrounding land uses.The information is
There are additional ways to reduce auto provided in a handbook,Creating Livable'
lanes,slow speeds,and improve capacity. Streets,which has been distributed free of
Cities have converted horizontal parking to charge to over 1,500 planners,engineers,-
diagonal parking with sidewalk bulb outs at local officials„and citizens in the Portland
street comers,added two-way tum lanes, metropolitan region:Overall the plan allevi-
and/or added landscaped median islands.A ates congestion by placing transportation
document by Dan Burden and Peter improvements in the"context of community
Lagerway titled Road Diets,profiles such building.”
cases around the country I
(www.walkable.org). Like a.Good Neighbor: Insurance compa-
nies are now getting the picture—traffic
The-fact sheet,New Thinking far a.New Trans- ' calming prevents crashes and saves lives.
portation Age,addresses the myth that we can, State Farm now lists traffic calming as one of
build our way but of congestion by increas,. the measures communities should enact,in
ing'vehicle traffic speed and road capacity.It addition to building roundabouts and im-
outlines the new paradigm proposed by proving pedestrian facilities.The company
Kulash:•"How about moving people instead has released its annual"10 Most Dangerous
of caiis.Isn't that why we were moving cars InterseFtions"report and is offering grant
in the first place?" money to thecities where they are located to
O help improve the situation.To read the,
The fact sheet cart be downloaded from the report,visit www.statefarm.com/media/
MLGC Web site m" pdf format(www.lgc.org). danger.htm.
Glossy,nicely illustrated versions can be had.,,
for the cost of shipping by calling the publi- Ahwahnee Awards Cali-for-Entries: The '
1 cations unit at the LGC(916)448-1198.We Local.Goverhment Commission is pleased to
can provide these in bulk so that you can announce our upcoming 2001-2002-Ahwah-
distribute them to those responsible for nee Awards Program.Named in honor of the
transportation planning in your community. Ahwahnee Principles,the awards recognize
outstanding local efforts which further the
Portland Addresses Traffic Congestion development of more livable,walkable,and
The New Way: Building on the concepts ;transit-based communities.
embodied in New Thinking for a New Transpor-
tation Age,Portland's regional government, i The contest is open to projects;plans,and
Metro,has developed a Regional Street policies carried out in one of the 14 Western
Design Project intended to reduce congestion, States whit;tr reflect the goals,of the Ahwah-
by reducing auto usage.The plan includes nee Principles.The five eligible categories
adding new sidewalks,bikeways,and pedes- are: -Projects built in the Last Decade,• '
trian crossings,but it also pays attention td Goverment Adopted plans, •Government
transit,and land use.In a recent Metro travel , Adopted Policies,•Community/Neighbor-
survey of the Portland region,households in hood Programs and •Regional Initiatives.
areas with mixed land uses and good transit
averaged 1.5 vehicles per household com- The program ist sponsored by the Bank of
pared to 2.5 vehicles in other areas. America and cosponsored by the American
Institute of Architects California Cquncil and
A new Metro regional street design concepts the California Chapter of the American
document assigns zoning for major streets, Planning Association.The awards will be
providing certainty to local jurisdictions, presented at a.special banquet honoring the
residents;and property owners as to the winners,held as part of the New Partners far ;
future form and function of street improve- Smart Growth-conference,to be held.January
ments in a given area.This approach allows 24-26,2002 in San.Diego.
for redevelopment to occur along key routes '
that can be efficiently served by transit;and A request-;onentry-materials form must be
Are approprSate for compact,mixed-use submitted,by September 28,2001.The dead-
development. line for submitting entry,binders is Noyem-�
ber 2.To r4eivel a copy of the Call for Entries
-Street design guidelines educate city and _brochure,contact Bismarck Obando at(916)
county engineers,planner's,and citizens 448-1198,ext.311 or visit www.lgc.org and
about the range of choices for street width, click on"What's New."
Livable Places Upidate is published monthly and is a.project of the-Local Government Commission's Center
for Livable Communities.For subscription information call us ata(916)448-1198. If you have news from
your area to include in future issues,please send it to:LPU,1414 KStreet,Suite 600, Sacramento,CA 95814..
Slow Down, and Enjoy life!
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mph and'Carry
More Cars _
Surprising as it might .
sound,increasing the
speed of traffic on a road
to mote than 30 miles per=•
hour(mph)decreases
the volume-the road can
handle.
The ca cl "`of a lane
-.•,»_, vehicle trafflc•isat.its•rhEx
as
S 5 Manning Drive wthe
mum aYabout 30 moht.,
e' site ofai campus
'aCCOfdinO TO'the TranspOf�'^'., pedestrian fatality in
tauon Research Board s';a, November 1999. A .
01985 Highway CaDadv" solm-powered rushing UOf`e
Mongol.As Speeds'indrease light(left)was installed �' r
above 30 mph,drivers In- above the pedestriai— Q'
..�. crossing sign and an r"
'crease the space between advance warning was ��tl
cars to allow for greater - marked in the paventent
stopping distance. (right)near this Manning
Drive crosswalk.
d Despite the fact that newer.
k versions of the manual
f have increased the most
efficient speed to 40 mph,
.d 1 noted transportationengi-.
neer Walter Kulash,says the i
experience of local streets
supports the 1985 version.
Speed-/Vowchartfrorn theiw.
HighwayCapacity Maduol.
V
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