CHAPTER III: MOBILITY

Transcription

1 CHAPTER III: MOBILITY INTRODUCTION...III-3 EXISTING TRAFFIC OPERATION...III-3 TRAFFIC CALMING DESIGN ELEMENTS...III-8 STREET IMPROVEMENT OPPORTUNITIES... III-10 BICYCLE FACILITIES... III-24 TRANSIT... III-26 PARKING... III-27 III Mobility III-1

2 City of Santa Maria Downtown Specific Plan III-2

3 CHAPTER III - MOBILITY III Mobility INTRODUCTION This section of the Specific Plan discusses the role of mobility to support the vision and goals for the planning area. This chapter presents improvement opportunities for the main thoroughfares through Downtown, Broadway (State Highway 135) and Main Street (State Highway 166), McClelland Street, and other streets in the Specific Plan area, including truck traffic issues, traffic calming, bicycle facilities, parking, and transit opportunities. More detail on the street furnishings and street signs is outlined in the Public Realm Design Guideline chapter. The Downtown Specific Plan strives to create a pedestrian-friendly destination in the Downtown core. The Mobility chapter is intended to foster a Downtown environment that becomes the heart of the City with an active, engaged, human oriented streetscape where the car is not viewed as the only mode of travel for the people who live, work, or shop here. The City shall work with Caltrans to develop appropriate design standards that satisfy the requirements of both agencies, for potential bicycle facilities within Caltrans rights-of-way (SR 135 and 166). If the City and Caltrans cannot agree on appropriate design standards, these bicycle facilities shall be placed within City rights-of-way. West Main Street - Existing Conditions EXISTING TRAFFIC OPERATION The Specific Plan area is dissected by Broadway (State Highway 135) and Main Street (State Highway 166). Because of the automobile dominated street pattern developed in the past, this presents a number of challenges when trying to create a pedestrian friendly environment. A major challenge to improving the Downtown will be striking a balance between the needs of pedestrians, shoppers, employees, business owners, and residents with the needs of traffic (both auto and truck) to move safely and efficiently over these Caltrans roadways. The volume and speed of traffic, the wide streets, and expansive parking lots all discourage pedestrian activity. Furthermore, the lack of on-street parking in some sections has resulted in a loss of protective buffer between pedestrians and moving vehicular traffic. Because these issues are paramount on Broadway and Main Street, this chapter focuses on improvement opportunities on these two streets that will slow traffic and create a better walking environment. III-3

4 City of Santa Maria Downtown Specific Plan Truck Traffic Main Street is a major truck route to the City of Guadalupe, agricultural fields, and packing houses that lie to the west of the City. Additionally, Broadway has a high volume of truck traffic. Supplementing this Specific Plan is a truck traffic study that looks at the possibility of re-routing a portion of this truck traffic around the Downtown. However, although a large decrease in truck activity may Existing i Conditions i - Truck Traffic on Main Street be achieved, trucks will always be present on Main Street and must be accommodated. Trucks can co-exist with a pedestrian-oriented Downtown area as long as speeds are moderated and the needs of all user types (cars, trucks, bikes, and pedestrians) remain balanced. Truck deliveries to future commercial and industrial uses on the portion of sites located adjacent to noise-sensitive land uses shall be limited to between the hours of 8:00 AM and 5:00 PM on weekdays and 9:00 AM and 4:00 PM on Saturdays. No deliveries shall occur on Sundays. (This provision does not apply to trash collection trucks.) The owners or operators of commercial and industrial uses shall post a sign at each loading area that states the idling time for delivery truck engines shall be limited to no more than three minutes on the portion of sites located adjacent to noise-sensitive land uses. An acoustical study shall be required for commercial and industrial applicants that would be adjacent to residential, educational or other noise-sensitive facilities described in the General Plan to determine the minimum acceptable distance between them. Based on the acoustical study, the commercial and industrial uses shall be sited a sufficient distance from the adjacent uses to reduce operational noise levels such that noise thresholds in the General Plan for those particular noise-sensitive uses are not exceeded. Re-routing Options Unfortunately, there is limited truck re-routing potential to the north due to few connections and potentially adverse impacts to neighborhoods. Greater truck re-routing potential lies to the south because infrastructure is in place and the prevailing land uses are non-residential. Hence, the preferred option is for trucks to avoid Downtown by using Blosser and Betteravia Roads to the US 101 Interchange. III-4 To implement the truck re-routing from the Downtown, the first step is to coordinate with local agricultural industry leaders, packing shed operators, and truck dispatchers to establish Betteravia as the preferred truck route. These groups should be informed of the Specific Plan and its expected increases in pedestrian activity, decreases in travel speeds, and more constrained road widths. Refer to 2005 Main Street and Broadway Truck Study (appendix D) for more information.

5 Key findings from 2003 SBCAG Highway 166 Truck Study Main Street carries an average of 20,400 vehicles per day Approximately 1,300 of these (6.4 %) are trucks Approximately 600 (46 %) are large long-haul trucks (5+ Axle) Remainder are trucks with 4 or fewer axles, mostly local delivery and time-sensitive short-haul agricultural products Where are trucks traveling to and from? 45 percent to/from US 101 North 35 percent to/from US 101 South 20 percent to/from SR 166 East At survey location on western City limits, nearly all trucks destined for US 101 use Main Street through downtown Only 5 % of trucks destined to US 101 South use Betteravia interchange instead of Main Street 91 percent of drivers choose routes because of experience, directions provided by packing sheds, or their dispatcher III Mobility Main Street Main Street currently carries approximately 21,000 vehicles per day east of Broadway and 19,700 vehicles per day west of Broadway. The segment east of Broadway is largely characterized by the Town Center West s surface and structured parking lots, and it is unlikely that high-intensity pedestrian-oriented uses will occur here in the future. Still, there is a need to alert drivers that they are entering a more pedestrian-oriented Downtown area. Table III-1 The segment of Main Street to the west of Broadway has fronting businesses and thus a greater potential to become a busier pedestrian area in the future. The streetscape in this area should encourage lower vehicle speeds and maintain convenient parallel parking that serves businesses along the street. Main Street also affords an opportunity to provide deliveries and services in designated loading zones when the proposed paseo s and new development are built along Heritage Walk. Additionally, because truck traffic will always be present on Main Street in some regard, the design of the corridor within the Downtown area must also accommodate these larger vehicles. Historic Route 166 (Main Street) III-5

6 City of Santa Maria Downtown Specific Plan Broadway As the primary north-south corridor running through the interior of the City, Broadway carries approximately 33,000 vehicles per day north of Main Street, and 27,500 vehicles per day south of Main Street. To the north of Main Street a number of businesses line the street, and there is a moderate amount of pedestrian activity. There is also onstreet parking in areas from Main Street to El Camino Street. Additionally, the current configuration of two through lanes with left turn lanes at Mill and Chapel Street will need to be maintained in the future. Between Main Street and Cook Street, Broadway includes three through lanes in each direction. There is currently a nominal amount of pedestrian activity, though if the block develops with higherintensity entertainment-based uses, much higher pedestrian activity levels would occur. Broadway includes two through lanes in each direction south of Cook Street through a mix of low-density service commercial type land uses. A center two-way left-turn lane exists along this segment, facilitating left turn access into and out of adjacent parcels. Broadway - Existing Conditions Broadway - From Town Center mall Pedestrian Bridge III-6

7 Intersections A project which exceeds vehicle trip generation thresholds determined by the City of Santa Maria, shall complete a traffic study in accordance with the requirements of the Public Works Director. By way of example, the study required may include components listed in Government Code Section 65089(a). The project shall implement the recommendations of the study so that all intersections operate at a Level Of Service (LOS) D or better. If the Director of the Community Development Department and the Director of the Public Works Department determine that the recommendations of the study are not consistent with the goals of the Downtown Specific Plan; the recommended improvements may not be required provided that equivalent, feasible mitigation is approved and implemented. By way of example, equivalent, feasible mitigation may include the preparation, approval and implementation of a deficiency plan pursuant to Government Code Section In addition, each new development triggering a Congestion Management Program (CMP) analysis will be required to perform a study to determine the effects of the additional traffic on the existing roadway network, consistent with the CMP program. The City of Santa Maria shall coordinate its efforts related to this mitigation measure with respect to State Route 135 and State Route 166 with Caltrans. III Mobility Level of Service (LOS) is a qualitative measure describing operational conditions within a traffic stream in terms of speed and travel time, freedom to maneuver, traffic interruptions, comfort and convenience, and safety. Level A denotes the best traffic conditions while Level F indicates gridlock.the six main intersections in Downtown are currently operating acceptably at LOS D or better, and in fact, all but Main Street and Miller Street are operating at LOS C or better. The six intersections include: 1. Broadway and Main Street 2. Main and Pine Street 3. Main and Miller Street 4. Broadway and Cook Street 5. Cook and McClelland Street 6. Cook and Miller Street Intersection Table III-2: Summary of Level of Service Calculations Broadway/Main Street Intersection Existing Conditions Future Conditions with Specific Plan Buildout AM Peak PM Peak AM Peak PM Peak Delay LOS Delay LOS Delay LOS Delay LOS 1. Main Street/Broadway 27.5 C 31.7 C 30.1 C 39 D 2. Main Street/Pine Street 17.4 B 15.5 B 18.1 B 16.8 B 3. Main Street/Miller Street 28.5 C 37.5 D 29.1 C 43.4 D 4. Broadway/Cook Street 25.3 C 28.7 C 25.9 C 32 C 5. Cook Street/McClelland Street 21.5 C 29.7 C 23.5 C 31.8 C 6. Cook Street/Miller Street 24.7 C 28.5 C 26.1 C 30.2 C Notes: Delay is measured in average seconds per vehicle LOS = Level of Service III-7

8 City of Santa Maria Downtown Specific Plan The Broadway/Main Street intersection is a high volume intersection with a crossing distance for pedestrians of approximately 100 feet on all four legs of the intersection. All four approaches include right turn lanes. Right turn volumes during the critical p.m. peak hour are approximately half as high on the southbound and eastbound approaches than on the northbound and westbound approaches. Some lane widths surrounding the intersection exceed 12 feet. TRAFFIC CALMING DESIGN ELEMENTS The potential configurations described below attempt to balance the need to effectively moderate vehicle speeds and improve the pedestrian environment, while conforming to Caltrans standards. They also seek to maintain acceptable circulation not only for passenger vehicles, but also for large trucks, which may decrease in numbers as alternative routes become available but will always be important users of these corridors. These traffic calming tools include narrowing of traffic lanes, adding median refuge islands, adding Public Realm Design Guidelines corner curb extensions or bulbouts, and adding accent paving at crosswalks. It is conceivable that Caltrans may wish to promote efficient through circulation on state highways. To that end, Caltrans may wish to review bulbouts on a case-by-case basis, which is a process that could take time. In order to expedite development, the specific plan does not promote bulbouts along state highways but strongly encourages them where appropriate on public Before streets which are not state highways. Chapter V - Public Realm Design Guidelines of this Specific Plan offers guidelines for implementing these traffic calming tools. Narrowed Travel Lanes After Narrowed Travel Lanes Narrowing travel lanes encourages slower vehicle speeds and reduce the pedestrian crossing distances. Drivers have been found to travel more slowly on streets with lane widths of 10 to 11 feet versus more typical 12-foot lane widths. The effect is largely psychological. Narrower travel lanes require more attention from drivers and are often used in Downtown environments with a higher degree of potential conflicts, such as pedestrians, frequent movements to and from side streets, and vehicles making parking maneuvers. III-8 Narrower lanes also have the benefit of reducing pedestrian crossing distances (also a safety benefit) and freeing up space for other uses such as parking, bike lanes, medians, and widened sidewalks. The use of 11-foot wide lanes on main streets falls within Caltrans criteria for a Context Sensitive Solution, however it requires a design exception. District 5 Caltrans staff have expressed support for the concept within Downtown Santa Maria. Though the District 5 staff seems to support these improvements, the ultimate approval is Caltrans headquarters. Refer to Main Streets: Flexibility in Design and Operations, 2002, Caltrans.

9 Refuge Islands Medians can be used to create pedestrian refuge islands that reduce the number of lanes a pedestrian must cross at one time. Refuge islands are extensions of the median that create a protected crosswalk area in the middle of the street. Bulbouts The use of curb extensions or bulbouts is also suggested to extend the curbs and widen the sidewalk area at crosswalk locations. This reduces the distance that, pedestrians must cross. All medians and curbed areas should include a 2-foot shy distance from the edge of travel lanes. Drainage issues with bulbouts are an important concern, particularly in Santa Maria where the bulk of drainage is surface. So where gutter flow cannot be accommodated around the perimeter of the bulbout, it may be necessary to incorporate features such as removable grates to facilitate water flow. Bulbout - Example 12 x13 refuge island 12 wide crosswalk Refuge Island Example III Mobility Street Trees Street trees offer an aesthetic alternative to the wide-open speedway feeling of a treeless arterial. Street trees planted at the sidewalk edge, and in medians, have a traffic calming effect as they create a visually enclosed and perceptually narrower street scene. Drainage through Bulbout with removable grates Accent Paving Accent paving such as unit pavers, or colored concrete, can be used on crosswalks to accentuate pedestrian crossings. The change in texture gives motorists a visual and audible heightened awareness, which in turn, can slow traffic. Refer to Public Realm Design Guidelines Chapter V for additional information on accent paving and pedestrian crossings. Accent Paving Example III-9

10 City of Santa Maria Downtown Specific Plan STREET IMPROVEMENT OPPORTUNITIES In preparing street improvement opportunities, focus was given to creating a street environment that encourages lower speeds, thereby creating a safer and more enjoyable environment for pedestrians in the Specific Plan area. This is a challenging task given the high traffic volumes on Broadway and Main Street and their status as state highways overseen by Caltrans. Fewer traffic calming options are available for major arterials such as these than for collector and local roadways. The number of traffic calming methods acceptable to Caltrans is even fewer. The relinquishing of Caltrans Right of Way to the City may provide additional opportunities to further enhance the pedestrian environment. This could be focused on a few blocks in the Downtown Area. While this may involve considerable financial obligation by the City, this action should be explored further between Caltrans and the City. Main Street - West of Broadway The primary change on this segment of Main Street is to combine the existing eastbound right turn lane at Broadway with a throughtravel lane. This eliminates one eastbound lane at the Broadway intersection. The preferred scheme focuses on the use of parallel parking and narrower 11-foot striped lanes. The Main Street - Existing Median existing curb-to-curb width would be maintained, but additional space would be allocated to medians and parallel parking areas. The outer travel lanes would be wider at 13 to 14-feet and striped 9 to 10 feet away from the curb. These outside lanes would also contain a bicycle stencil that will act as a buffer to adjacent parallel parking. This configuration visually narrows the through travel lanes, encouraging lower travel speeds, while providing a buffer between parked vehicles and through traffic. Refer to page III-24 for a detailed discussion of this bicycle stencil. The existing median divider on Main Street at Lincoln Street, which allows inbound left turns but prohibits outbound left turns, is maintained in this configuration. Pine Street Section A Main Street Lincoln Street III-10 Proposed Lane Configuration - West Main Street

11 Main Street Section A III Mobility Sidewalk Varies 9-10 Parking Travel Lanes Median Turn Travel Lanes Parking Lane Sidewalk Varies Shy Distance Main Street West of Broadway Statistics Traffic Flow Two Ways Lane Width 11 to 14 * Number of Lanes 2 Each Direction with Additional Turn Lanes Median Yes Median Width Varies from 8 to 11 Parking Yes, Parallel Parking Width 9 to 10 Sidewalk Yes Sidewalk Width Varies * 14 if shared with bicycles. Refer to Shared Lane Bicycle Stencil in bicycle facilities section of this chapter. Screen pattern indicates area designated for parallel parking Lincoln Street Main Street Broadway Proposed Lane Configuration - West Main Street III-11

12 City of Santa Maria Downtown Specific Plan Main Street - East of Broadway The primary change along this segment of Main Street is to reduce the number of eastbound through lanes from three to two. The resulting space shall be used for a widened median. Based on future traffic volume projections the two through lanes should be expected to adequately serve circulation needs. In considering the possibility of reducing westbound Main Street to two lanes for the segment between Miller Street and Town Center Drive, It was determined that the third through lane should be maintained for future capacity needs, as several driveways and the Vine Street intersection create friction from right turns onto and off of Main Street. Main Street East of Broadway The widened median should provide an opportunity for larger street trees to thrive and for the installment of a gateway monument at Miller Street. The presence of mature street trees can help slow traffic and provide a visual cue to drivers that they are entering a slower, more urban street environment. Main Street Existing Median at Miller Like other segments of Main Street and Broadway, this segment would include 11-foot wide travel lanes, wider outside lanes with bicycle stencils, and 2-foot shy distances from medians. Main Street Broadway Town Center Dr. III-12 Proposed Lane Configuration - East Main Street

13 Main Street Section B III Mobility Sidewalk Varies Median Turn Travel Lanes Lane Travel Lanes Sidewalk Varies Main Street East of Broadway Statistics Traffic Flow Two Ways Lane Width 11 to 14 * Number of Lanes 2 to 3 Each Direction with Additional Turn Lanes Median Yes Median Width Varies from 10 to 22 Parking No Parking Width - Sidewalk Yes Sidewalk Width Varies *14 if shared with bicycles. Refer to Shared Lane Bicycle Stencil in bicycle facilities section of this chapter. Section B Main Street Town Center Dr. Miller Street Proposed Lane Configuration - East Main Street III-13

14 City of Santa Maria Downtown Specific Plan Broadway - Main Street to Cook Street Both directions of Broadway between Main Street and Cook Street currently include three lanes. However, the potential reconfiguration would reduce through lanes to two in each direction, with new right and left turn lanes. Consequently, some of the regained street space would be allocated to slightly wider medians, and some would be allocated to wider sidewalks or public space along the west side of Broadway. Additionally, the existing transit stop on Broadway just north of the primary Town Center West driveway would be shifted eastward as part of the southbound lane reduction. Exterior stair access would be added from the pedestrian walkway on Broadway to the existing overhead pedestrian bridge which will better connect the east side of the the street to the west. Because it is essential to create strong pedestrian connections from Town Center East to Town Center West both the overhead crossing and an at-grade crossing should be provided. The final location of the atgrade crossing shall be dictated by the phasing of redevelopment. If the theater is realized/developed on the Gottschalk s site first, the preferred pedestrian crossing shall be located as shown (below right). Similarly, if the pedestrian Paseo area is developed between Broadway and Pine Street first, the mid-block crossing (above right) is proposed to connect across Broadway to the existing parking garage. The selected pedestrian at-grade crossing is proposed to be signalized, triggered only when pedestrians need to cross Broadway. Broadway Main Street Potential Signalized Pedestrian Crossing New Stair Access to Pedestrian Bridge Potential Signalized Pedestrian Crossings Section C III-14 The concept shows the retention of the existing inbound right turn lane into Town Center West (near Heritage Walk) from southbound Broadway. However, if buildings eventually are constructed along Broadway at this location, this right turn Cook Street Proposed Lane Configuration - Broadway from Main to Cook Street

15 lane could be eliminated. The same would be true for right turn lanes on northbound Broadway into the mall; if these driveways are eliminated, the right turn lanes could also be eliminated, creating additional space for sidewalks and public areas. III Mobility Inside travel lanes in the concept would have widths of 11 feet with outside lanes at 13 feet containing bicycle stencils. All median areas would include two-foot (2 ) shy distances. Shy distance is a buffer that helps large vehicles maneuver. Broadway - Existing Conditions Broadway Section C Sidewalk Varies Turn Travel Lanes Median Lane Travel Lanes Broadway Statistics Traffic Flow Two Ways Lane Width 11 to 14 * Number of Lanes 2 Each Direction with Additional Turn Lanes Median Yes Median Width Varies from 9 to 22 Parking No Parking Width - Sidewalk Yes Sidewalk Width Varies *14 if shared with bicycles. Refer to Shared Lane Bicycle Stencil in bicycle facilities section of this chapter. Sidewalk Varies III-15

16 City of Santa Maria Downtown Specific Plan Broadway -Cook Street to Jones Street The primary change along this segment of Broadway would be to eliminate the existing center turn lane and implement on-street parking. Subsequently, left turn lanes would be provided in both directions at the Boone Street intersection, which will need to be signalized in the future. However, left turns would continue to be prohibited at Jones Street because of the railroad and would also be prohibited at Orange Street. This configuration is fundamentally an access management scheme and cannot be implemented until alternative access points to private property are provided. Primary access to parcels fronting Broadway would take place via new midblock alleys paralleling Broadway rather than the current pattern of numerous driveways directly on Broadway. This scheme would eliminate midblock turning movements and instead focus them at the Boone Street intersection. (Refer to the Gateway District Private Realm Design Guidelines for more direction on alleys). In order to accommodate these movements, pedestrians, and increased traffic associated with special events on McClelland Street, a traffic signal will need to be installed at Boone Street. Along most of this segment of Broadway, onstreet parking would take place in a 10-foot wide space between the curb and travel lane. This configuration provides a buffer between parked cars and moving traffic and allows travel lanes to be visually narrowed without physically limiting the space needed by larger vehicles. This also gives more room for bike traffic. For approximately 150 feet north and south of the Boone Street intersection, parking would be restricted to only one side of the street in order to accommodate the left turn pockets. Cook Street Screen pattern indicates area designated for parallel parking Orange Street Section D Broadway New Signalized Intersection Boone Street III-16 Proposed Lane Configuration - Broadway from Cook to Boone Street

17 Where appropriate bulbouts may also be provided on the minor street approaches of Orange Street, Boone Street, and Jones Street. III Mobility As on other segments, inside travel lanes would have widths of 11 feet with outside lanes at 13 feet containing bicycle stencils. Medians would include two-foot 2 ) shy distances. Shy distance is a buffer that helps large vehicles maneuver. Broadway - Existing Conditions Broadway Section D Sidewalk Varies Sidewalk Varies Parking Travel Lanes Parking Broadway Statistics Traffic Flow Two Ways Lane Width 11 to 14 * Number of Lanes 2 Each Direction with Additional Turn Lanes Median Between Cook & Orange Only Median Width - Parking Yes Parking Width 9 to 10 Sidewalk Yes Sidewalk Width Varies *14 if shared with bicycles. Refer to Shared Lane Bicycle Stencil in bicycle facilities section of this chapter. III-17

18 City of Santa Maria Downtown Specific Plan Broadway and Main Street Intersection The Broadway/Main Street intersection at the center of Santa Maria is the crossroads of two state highways. The need to maintain acceptable levels of service for vehicle circulation is important but usually at odds with the desire to create a pedestrianfriendly, Downtown-type street environment. The installation of the traffic calming measures on the State Route discussed in this section could have the effect of reducing the capacity of thos State Routes to convey inter-city regional traffic through the City of Santa Maria. It is conceivable that Caltrans may wish to promote efficient circuation for inter-city regional traffic on State Routes. To that end, as part of the encroachment permit process, Caltrans may wish to review traffic calming measures on a case-by-case basis, which would result in delays and may in fact result in the denial of certain traffic calming measures on State Routes prescribed by this plan. The installation of the traffic calming measures should be completed in an orderly comprehensive manner, encompassing entire sections of roadway. This would reduce driver confusion and construction impact to the public, and result in traffic calming measures that would be better received by the public. In order to promote and expedite development within the Downtown Specific Plan area, while keeping focus on the desired enhanced mobility offered by the improvements recommended by this specific plan, in lieu improvements may be approved by the City Engineer. Such in lieu improvements could include the funding of an equitable share of the traffic calming measures discussed in this section by each project. Broadway Section E Sidewalk Varies 9-10 Parking Travel Lanes 11 Turn Lane Median Travel Lanes Parking Sidewalk Varies III-18 Shy Distance The key change at this important intersection would be to eliminate one vehicle lane on each of the four approaches, dedicating that space to wider medians that can serve as a refuge for pedestrians that want or need to cross the street in two phases. Existing pedestrian crossing distances are long on all four legs, making it difficult for some seniors and slower-moving pedestrians to cross within the allotted time. The proposed design

19 improves pedestrian circulation in two ways: it reduces pedestrian crossing distances and pedestrian exposure to moving vehicles on all four approaches and it provides a median refuge island that allows slower pedestrians to cross only one direction of traffic at a time if necessary. Based on traffic volume projections for the area, these traffic calming improvements can be accomplished without causing the intersection to degrade below LOS D under future conditions. III Mobility The concept includes a configuration with crosswalks running through medians. The existing crosswalks would generally be set back an additional 10 to 15 feet to accomplish this without creating adverse conditions for turning vehicles. The small median islands that would result within the intersection would then include a stripe that is two feet away from curb faces for a median shy distance. On the north leg of the intersection, the southbound right turn lane would be eliminated, and a 21-foot wide northbound lane would be reduced to 11 feet. Then, bulbouts (with 8 feet of clearance from travel lanes) may be provided on both sides of Broadway along with an 8-foot wide pedestrian refuge island. The south leg of the intersection currently has three outbound lanes, but only requires two; thus, the third lane would be eliminated and a small bulbout constructed. A similar treatment would also occur on the east leg of the intersection, which has three exiting lanes, but only needs two. An existing right turn lane would be eliminated on the west leg of the intersection, and a 22-foot wide existing lane would be reduced to 11 feet. Six- to nine-foot wide pedestrian refuge islands could also be provided on all of these crosswalks. Broadway and Cook Street Intersection On Broadway at the north leg of the Cook Street intersection, an important intersection to connect the McClelland Street activities to the Town Center East area, vehicle lanes will be narrowed to 11 feet. One northbound vehicle lane would be eliminated (there Broadway and Cook Street Intersection - Looking South III-19

20 City of Santa Maria Downtown Specific Plan would be 2 instead of 3), and the extra space would be added to the median. This provides a wide median refuge area for pedestrians at approximately 21 feet on median plus 2 feet of buffer between curb and edgeline on each side, for a total pedestrian area of about 25 feet. A pedestrian push button should be installed on the median, allowing slower pedestrians to first cross one direction of traffic, then wait at the median, and then cross the other direction of traffic. This is a preferred location for pedestrians to cross Broadway because of the wide refuge, as opposed to the south side of the intersection, with approximately only 9 feet. Based on projected future traffic volumes, Broadway only needs two through lanes northbound, and the existing third northbound lane on Broadway that begins at Cook Street should be eliminated to help slow traffic and to substantially reduce pedestrian crossing distances on the north side of the intersection. On Broadway at the south leg of the Cook Street intersection, vehicle lanes should also be narrowed to 11 feet. Medians are proposed along Broadway and should be 5 feet (pedestrian refuge) wide plus 2 feet of buffer between curb and edgeline on each side. Additionally, pedestrian push button signals should be installed on the north side for safety. Finally, on the east side of Cook Street at its Broadway intersection, lanes should be restriped to 11 feet in order to visually narrow lanes and thereby encourage lower vehicle speeds. No changes are proposed (except lane narrowing) as is true for the west leg of Cook Street. Cook Street Broadway III-20 Broadway and Cook Street Intersection

21 McClelland Street The library concept plan shows diagonal parking for a short stretch on the northern end of McClelland (encroaching onto the parking structure/library parcel in order to fit). Additionally, on the remainder of the street, travel lane widths could be reduced, allowing for opportunity to widen sidewalks by 2 to 3 feet on each side. As infill development occurs along the street, some existing driveway curb McClelland - Current Conditions cuts will be eliminated, thereby increasing the parallel parking supply on the street. There is also an opportunity to improve pedestrian crossings at McClelland/Cook with accent paving. This would strengthen the connection between the McClelland activities and the Town Center activities. III Mobility The opportunity on McClelland Street to narrow the street and widen the sidewalks will create a more pedestrian oriented street which will support temporary event street closures. The existing center left turn lane should remain for the northern 200 feet south of Cook Street for efficient intersection operation. Also, full access on the northern portion of the street into and out of the new library parking garage should be maintained including during special events. McClelland Street Section Sidewalk Varies 7-8 Parallel Parking 11 Travel Lanes Parallel Parking Sidewalk Varies McClelland Street Statistics Traffic Flow Two Ways Lane Width 11 Number of Lanes 1 Each Direction Median No Parking Parallel Parking Width 7 to 8 III-21

22 City of Santa Maria Downtown Specific Plan Other Specific Plan Streets Other streets in the Specific Plan area are wide streets with ample room for onstreet parking and widened sidewalks. The goal for these streets is to create a more pedestrian-oriented neighborhood by reducing the amount of paved areas dedicated to cars, increasing the sidewalk widths, and slowing traffic. As these areas become more developed with higher density residential, office, and commercial uses, there is an opportunity to implement or formalize diagonal parking and wider sidewalks. The formalized diagonal parking will increase parking spaces along the street, but residential, including mixed-use with residential, will still need to provide additional parking at the rear of the lot. This will help create a street that is lined with buildings and not parking lots. In order to help calm traffic in these neighborhoods, bulbouts may be installed at intersections. Bulbouts coud be designed to allow on-street drainage to remain unimpeded. The Chapel Street neighborhood west of Broadway is a great location for future expansion of the pedestrian oriented streetscape with diagonal parking and wider sidewalks. Travel lanes should be narrowed to 11 to help minimize the curb-tocurb distance. Miller Street will become a more active street if the transit center is ultimately located here as planned. Even with the transit center traffic, Miller Street is wide enough to accommodate this traffic without changes. The sidewalk adjacent to the Town Center East mall along Cook should be widened to create a stronger pedestrian connection between the Town Center entrance/parking garage and the rest of Downtown. Strengthen Pedestrian Connection between Parking Structure, McClelland & Downtown Core III-22

23 TRANSIT Santa Maria Area Transit (SMAT) provides local transit services through Downtown and the entire Santa Maria area with 11 routes. For a detailed Citywide transit map, refer to Figure II-2 located in Chapter II: Existing Conditions. SMAT routes serve most major destinations within the City and the Downtown area. All SMAT buses have bicycle racks and are handicap accessible. Study may be merited for the introduction of a trolley style bus that can circulate visitors and locals around the Downtown. This concept has proven successful in many California towns and cities. III Mobility Santa Maria is also well connected regionally. There are bus connections to San Luis Obispo County via the Regional Transit Authority (RTA). Greyhound Bus Lines operates 10 departures daily to destinations throughout California. Amtrak Thruway buses connect Santa Maria to trains in Santa Barbara and in San Jose. Amtrak also provides service to Guadalupe with two to four trains daily. The Guadalupe Flyer makes the connection to Downtown Santa Maria and is operated by SMAT and bus service to Lompoc is also available. The main bus transfer point within Downtown Santa Maria is currently located on Cook Street adjacent to the Town Center East mall. Future plans call for a new multi-modal center at Miller and Boone Street. Located in close proximity to the Downtown core, this multi-modal center will also be within walking distance of future high-density housing in the Railroad Loft District. This site is also located along tracks under operation by the Santa Maria Valley Railroad Company (SMVRC). A long-range vision also indicates a possibility to connect light-rail service along the SMVRC right-of-way to Guadalupe. The Santa Maria Region and its Downtown also may serve an important economic role as a tourism magnet. The wine and strawberry industries have exhibited recent upsurges in interest from visitors, and could potentially support tourist attractions such as the wine train in Napa Valley that gives passengers a comfortable glimpse of the local agricultural industry while sampling some of its product. Future industrial and commercial uses shall provide an on-site bulletin board specifically for the posting of bus schedules and notices of availability for car-pooling and/or such information shall be distributed to property owners upon occupancy. The information shall include descriptions of carpooling and vanpooling and bus schedules with routes most accessible to the development. Information on purchasing less polluting or alternatively fueled vehicles (which is available from Air Pollution Control District), shall also be included. In order to relieve traffic congestion and improve air quality employers shall educate employees about alternative forms of transportation rather than driving alone to and from work. Alternative forms of transportation include commuting by carpool, vanpool or bus, or by bicycle, walking or telecommuting. In addition, large employers shall schedule employee shift starts, ending, and breaks during non-peak traffic hours, to the extent feasible. In addition, large employers shall include bike racks and showers when possible. III-23

24 City of Santa Maria Downtown Specific Plan Provide park-and-ride and fringe parking lots outside the downtown area within a 5-minute walk of potential bus stops, such that employees could work downtown without bringing their cars into the downtown area. This would not be necessary until such time that existing parking lots within the downtown area become impacted and near capacity. Specific Plan area developers shall contribute their fair share within the context of existing fee programs used to offset air pollutant emissions associated with growth anticipated under the Specific Plan. The total fee amount that would be contributed to shall be determined by the City in consultation with APCD. Transportation Demand Management fees could be contributed to programs such as enhanced public transit service, vanpool programs/subsidies, rideshare assistance programs, clean fuel programs, improved pedestrian and bicycle facilities, and park-and-ride facilities. Mixed use developments within the Specific Plan area that include residential development cannot include facilities that would store, use or transport hazardous materials, unless such development plans are first reviewed and approved by the City s Fire department in consultation with the County Environmental Health Department to provide for compatibility of such development. Applicants shall obtain documentation of Fire Department approval prior to receipt of a Certificate of Occupancy from the City. As determined on a case-by-case basis by City staff, development within the Specific Plan area shall be proceded by an acceptable Phase I Site Assessment within the area and subsequent clearance procedures as needed. At a minimum, a Phase I Site Assessment (and possible subsequent clearance procedures) must be conducted for the following properties identified by the Santa Barbara County Fire Department: 630 E. Boone (LUFT #50885) 417 E. Boone (LUFT #50626) 520 W. Boone (SMU #555) 700 W. Boone (SMU #95) 413 N. Broadway (SMU #710) 400 N. Broadway ((LUFT #80016) 315 N. Broadway #B (LUFT #52151) 305 N. Broadway (LUFT #50233) 305 N. Broadway (LUFT #502331) 101 N. Broadway (LUFT #50154) 700 S. Broadway (LUFT #51107) 42aA0 E. Main (LUFT #51167) 117 W. Mill (LUFT #51006) Thornburg and Lincoln (SMU #168) III-24 Future applicants for residential, educational or other noise-sensitive land use development within noise contours that would exceed City noise thresholds for that proposed use shall consult a professional acoustical engineer, and conduct a noise study pursuant to General Plan policy N.2. The recommendations of such a noise study shall be incorporated into project design, in order to minimize both interior and exterior noise levels to meet City standards.

25 PARKING The Downtown Specific Plan area currently has a number of public parking lots and structures (Refer to Figure IV-3, Parking Reduction Radii Map for locations). The Specific Plan is suggesting an intensification of development in the Downtown core, which will create an increased demand for off-street parking. There is opportunity to create more on-street parking in some areas, but there will still be a need for additional parking lots and eventually structures as development occurs in Town Center West. It is suggested in the implementation section of this plan that the City should invest in a parking study that looks at where in the Downtown the parking lots and structures should be located. III Mobility The City shall review development applocations to determine whether the City s parking standards are being met (approximately 1,600 parking spaces capacity) and to determine when a parking study is needed. When available parking areas have reached about 75% capacity (approximately 1,200 spaces are remaining), a parking study shall evaluate potential future sites for City parking lots or structures in the event they are needed to meet City parking standards and address long-term development in the downtown area. The parking analysis should consider new surface and/or structured parking in the area of Pine Street and Heritage Walk or elsewhere within the Downtown Specific Plan area. The provision of this additional parking supply may require review under the California Environmental Quality Act. Projects which rely on public or shared parking to satisfy parking demand shall confirm that there is sufficient capacity within the downtown parking lots and structures to absorb the anticipated parking demand per Specific Plan requirements and City parking standards. Parking Structure- Town Center Mall In the event that it is determined that there would be insufficient parking based on Specific Plan standards, additional parking to satisty the project s parking demand shall be provided or the project shall include provisions for offsetting parking demand in other ways, including, but not limited to: 1) modifying hours of operation to coincide with off-peak parking demand times; 2) providing employee incentives for using alternative modes of transportation, including carpooling, transit, walking and cycling; 3) provide shuttle service from existing parking lots outside the downtown area that could be used as staging lots for shoppers in the downtown area; and 4) work cooperatively with neighboring property owners or businesses to provide a shared parking facility that addresses the parking needs of all parties. It is envisioned that the Downtown will become a shopping and entertainment destination where one would park once and walk around the Downtown to do their shopping. The guidelines and standards of this Specific Plan encourage pedestrian and transit oriented development that will reduce the demand of standard parking requirements. It is anticipated that adequate parking will likely exist in the Town Center East mall area for some time into the future. However this is not the case for the Town Center West mall area. With new infill development anticipated in the district additional parking will be necessary. For an estimation of additional parking needed upon buildout of the Design Plan, please refer to Table III-2: Parking Demand below. It is recommended that the Ruffoni Building parking area (south of Heritage walk west of Lincoln) be retained for parking III-25

26 City of Santa Maria Downtown Specific Plan until a later development phase of the Specific Plan, to ensure adequate parking for the Heritage walk paseo upon buildout, unless new development on this site provides enclosed structured parking. The parking analysis should consider new surface and/or structured parking in the area of Pine and Heritage walk or elsewhere within the Town Center East mall area. New structured parking shall be designed with retail/office space at the ground level street front. The parking standards, requirements, and incentives are outlined in Chapter IV: Districts, Land Use and Development, of this Specific Plan. To encourage reinvestment and revitalization of the Downtown core, parking incentives have been included in the parking standards section. Refer to Chapter IV: Districts, Land Use and Development. TABLE III-2: PARKING DEMAND FOR DOWNTOWN CORE AREA % OF FLOORS SQUARE FOOTAGE PARKING RATIO PARKING DEMAND TOTAL NEW COMMERCIAL 100% of first 245,678 1/350sq ft 703 spaces TOTAL NEW OFFICE 25% of ,533 1/350 sq ft 2,578 spaces TOTAL NEW RESIDENTIAL 75% of 2-5 2,704,600 1/800 sq ft 3,381 spaces TOTAL PARKING DEMAND 6,662 spaces TOTAL PARKING EXISTING 4,785 spaces ADDITIONAL PARKING NEEDED (approximate) 1,877 spaces Refer to Parking Demand description below III-26 Parking demand For evaluation purposes, the table above assumes total build-out of the downtown core area, hightlighted in the adjacent map. Within this core area the height requirements vary per district. The above calculations assume the maximum allowed building heights are utilized in each district. Portions of the Town Center Districtwere assumed to have a height of at least five floors. This table represents the proposed new square footage only. It looks at the Downtown core area including the Town Center district, buildings fronting Broadway from Main Street to Jones Street, and buildings fronting Main Street from Pine to Vine Street. The total parking existing includes the associated parking lots to the core area buildings described above, as well as the existing parking structures in Town Center East and the library parking structure. On-street parking spaces were not included in Parking Demand for Downtown Core Area count. This analysis shows a future need for more parking if and when the total build-out of 5-story buildings occurs in the Downtown core. It is probable that only a few areas in the core will be developed with buildings this high; thus reducing the true projected need for additional parking.