91282CEN7
T-Note 2.75 4/30/2027
1,285,000.00
5/5/2023
3.50 1,249,260.94
1,249,260.94 99.03
4.07 8,834.38
1,272,551.56
23,290.62
0.72%
S&P-AA+
Moodys-Aaa
0.74 273
9128284N7
T-Note 2.875 5/15/2028
1,735,000.00
1/11/2024
4.01 1,657,060.55
1,657,060.55 97.59
4.29 10,437.11
1,693,183.79
36,123.24
0.95%
S&P-AA
Moodys-Aaa
1.75 654
9128285M8
T-Note 3.125 11/15/2028
155,000.00
1/22/2026
3.64 152,880.86
152,880.86 97.41
4.33 1,013.50
150,979.69
-1,901.17
0.09%
S&P-AA+
Moodys-Aa1
2.21 838
91282CNY3
T-Note 3.375 9/15/2028
550,000.00
9/22/2025
3.55 547,250.00
547,250.00 98.11
4.31 6,960.94
539,623.05
-7,626.95
0.32%
S&P-AA+
Moodys-Aa1
2.04 777
91282CGH8
T-Note 3.5 1/31/2028
1,755,000.00
6/5/2023
3.76 1,735,461.91
1,735,461.91 98.89
4.27 0.00
1,735,530.47
68.56 1%
S&P-AA+
Moodys-Aaa
1.47 549
91282CGH8
T-Note 3.5 1/31/2028
2,555,000.00
2/8/2024
4.16 2,493,520.31
2,493,520.31 98.89
4.27 0.00
2,526,655.47
33,135.16
1.44%
S&P-AA+
Moodys-Aaa
1.47 549
91282CPN5
T-Note 3.5 11/30/2030
2,284,000.00
12/5/2025
3.63 2,270,974.07
2,270,974.07 96.32
4.44 13,323.33
2,199,866.71
-71,107.36
1.31%
S&P-AA+
Moodys-Aa1
4.03 1583
91282CQD6
T-Note 3.5 2/28/2031
1,655,000.00
3/16/2026
3.87 1,627,847.65
1,627,847.65 96.14
4.44 24,082.95
1,591,062.70
-36,784.95
0.94%
S&P-AA+
Moodys-Aa1
4.2 1673
91282CHA2
T-Note 3.5 4/30/2028
485,000.00
5/1/2023
3.60 482,821.29
482,821.29 98.68
4.29 4,243.75
478,596.49
-4,224.80
0.28%
S&P-AA+
Moodys-Aaa
1.7 639
91282CLN9
T-Note 3.5 9/30/2029
470,000.00
10/3/2024
3.56 468,733.20
468,733.20 97.44
4.37 5,483.33
457,956.25
-10,776.95
0.27%
S&P-AA+
Moodys-Aaa
2.99 1157
91282CPR6
T-Note 3.625 12/31/2030
457,000.00
1/5/2026
3.73 454,768.55
454,768.55 96.75
4.44 1,395.53
442,129.65
-12,638.90
0.26%
S&P-AA+
Moodys-Aa1
4.1 1614
91282CGT2
T-Note 3.625 3/31/2028
1,230,000.00
5/5/2023
3.41 1,241,963.67
1,241,963.67 98.95
4.28 14,862.50
1,217,075.39
-24,888.28
0.72%
S&P-AA+
Moodys-Aaa
1.61 609
CUSIP
Face Amount /
Shares
Description Settlement Date
YTM @ Cost
Cost Value
Book Value YTM @ Market
Market Price Market Value
Accrued Interest Unre. Gain/Loss
% Portfolio
Credit Rating
Credit Rating
Duration To Maturity
Days To Call/Maturity
Date: 7/31/2026 Report Group | Investment Policy Compliance Portfolio Holdings by Main Fund
City of Paso Robles
14 Attachment 1
91282CLK5
T-Note 3.625 8/31/2029
1,345,000.00
9/5/2024
3.58 1,347,784.57
1,347,784.57 97.86
4.37 20,270.94
1,316,261.13
-31,523.44
0.78%
S&P-AA+
Moodys-Aaa
2.9 1127
91282CNX5
T-Note 3.625 8/31/2030
440,000.00
9/2/2025
3.72 438,023.44
438,023.44 97.00
4.44 6,631.39
426,782.81
-11,240.63
0.25%
S&P-AA+
Moodys-Aa1
3.77 1492
91282CNX5
T-Note 3.625 8/31/2030
2,900,000.00
9/3/2025
3.74 2,884,593.75
2,884,593.75 97.00
4.44 43,706.86
2,812,886.73
-71,707.02
1.66%
S&P-AA+
Moodys-Aa1
3.77 1492
91282CPA3
T-Note 3.625 9/30/2030
970,000.00
10/2/2025
3.70 966,930.86
966,930.86 96.96
4.43 11,720.83
940,483.20
-26,447.66
0.56%
Moodys-Aa1
S&P-AA+
3.85 1522
91282CPW5
T-Note 3.75 1/31/2031
2,260,000.00
2/5/2026
3.82 2,252,672.66
2,252,672.66 97.18
4.45 0.00
2,196,172.65
-56,500.01
1.3%
S&P-AA+
Moodys-Aa1
4.18 1645
91282CJR3
T-Note 3.75 12/31/2028
1,680,000.00
1/11/2024
3.97 1,663,725.00
1,663,725.00 98.66
4.34 5,307.07
1,657,490.62
-6,234.38
0.96%
S&P-AA
Moodys-Aaa
2.32 884
91282CND9
T-Note 3.75 5/15/2028
1,235,000.00
1/22/2026
3.61 1,238,714.65
1,238,714.65 99.07
4.29 9,690.39
1,223,566.60
-15,148.05
0.71%
S&P-AA+
Moodys-Aa1
1.74 654
91282CHF1
T-Note 3.75 5/31/2030
1,955,000.00
6/5/2025
4.00 1,933,158.98
1,933,158.98 97.67
4.42 12,218.75
1,909,485.16
-23,673.82
1.11%
S&P-AA+
Moodys-Aa1
3.58 1400
91282CMZ1
T-Note 3.875 4/30/2030
625,000.00
5/1/2025
3.69 630,297.85
630,297.85 98.16
4.41 6,054.69
613,500.97
-16,796.88
0.36%
S&P-AA+
Moodys-Aaa
3.49 1369
91282CMZ1
T-Note 3.875 4/30/2030
805,000.00
3/20/2026
3.86 805,377.34
805,377.34 98.16
4.41 7,798.44
790,189.26
-15,188.08
0.46%
S&P-AA+
Moodys-Aaa
3.49 1369
91282CQK0
T-Note 3.875 4/30/2031
485,000.00
5/21/2026
4.26 476,739.84
476,739.84 97.55
4.45 4,698.44
473,102.34
-3,637.50
0.27%
S&P-AA+
Moodys-Aa1
4.34 1734
91282CQK0
T-Note 3.875 4/30/2031
1,545,000.00
5/29/2026
4.18 1,524,058.01
1,524,058.01 97.55
4.45 14,967.19
1,507,099.22
-16,958.79
0.88%
S&P-AA+
Moodys-Aa1
4.34 1734
CUSIP
Face Amount /
Shares
Description Settlement Date
YTM @ Cost
Cost Value
Book Value YTM @ Market
Market Price Market Value
Accrued Interest Unre. Gain/Loss
% Portfolio
Credit Rating
Credit Rating
Duration To Maturity
Days To Call/Maturity
Date: 7/31/2026 Report Group | Investment Policy Compliance Portfolio Holdings by Main Fund
City of Paso Robles
15 Attachment 1
91282CNK3
T-Note 3.875 6/30/2030
935,000.00
7/2/2025
3.85 936,278.32
936,278.32 98.05
4.42 3,052.09
916,811.33
-19,466.99
0.54%
S&P-AA+
Moodys-Aa1
3.66 1430
91282CNN7
T-Note 3.875 7/31/2030
1,395,000.00
8/5/2025
3.99 1,388,133.98
1,388,133.98 98.00
4.43 0.00
1,367,154.49
-20,979.49
0.8%
S&P-AA+
Moodys-Aa1
3.74 1461
91282CJW2
T-Note 4 1/31/2029
509,000.00
2/8/2024
4.10 506,693.59
506,693.59 99.18
4.35 0.00
504,824.61
-1,868.98
0.29%
S&P-AA+
Moodys-Aa
2.4 915
91282CGQ8
T-Note 4 2/28/2030
410,000.00
3/5/2025
3.98 410,288.28
410,288.28 98.68
4.40 6,818.48
404,602.74
-5,685.54
0.24%
S&P-AA+
Moodys-Aaa
3.32 1308
91282CGP0
T-Note 4 2/29/2028
2,295,000.00
3/6/2023
4.26 2,268,374.41
2,268,374.41 99.58
4.27 38,166.85
2,285,407.61
17,033.20
1.31%
S&P-AA+
Moodys-Aaa
1.53 578
91282CGP0
T-Note 4 2/29/2028
1,640,000.00
1/11/2024
4.02 1,638,846.88
1,638,846.88 99.58
4.27 27,273.91
1,633,145.31
-5,701.57
0.94%
S&P-AA+
Moodys-Aaa
1.53 578
91282CMU2
T-Note 4 3/31/2030
2,010,000.00
4/2/2025
3.89 2,020,050.00
2,020,050.00 98.63
4.41 26,873.42
1,982,362.50
-37,687.50
1.16%
S&P-AA+
Moodys-Aaa
3.4 1339
91282CHK0
T-Note 4 6/30/2028
115,000.00
7/3/2023
4.17 114,133.01
114,133.01 99.45
4.30 387.50
114,371.09
238.08
0.07%
S&P-AA+
Moodys-Aaa
1.86 700
91282CHK0
T-Note 4 6/30/2028
775,000.00
7/10/2023
4.34 763,253.91
763,253.91 99.45
4.30 2,611.41
770,761.72
7,507.81
0.44%
S&P-AA+
Moodys-Aaa
1.86 700
91282CLC3
T-Note 4 7/31/2029
1,965,000.00
8/2/2024
3.86 1,977,818.55
1,977,818.55 98.98
4.37 0.00
1,945,042.97
-32,775.58
1.14%
S&P-AA+
Moodys-Aaa
2.86 1096
91282CLR0
T-Note 4.125 10/31/2029
1,275,000.00
11/4/2024
4.18 1,271,862.30
1,271,862.30 99.21
4.39 13,148.44
1,264,939.46
-6,922.84
0.73%
S&P-AA+
Moodys-Aaa
3.04 1188
91282CMA6
T-Note 4.125 11/30/2029
2,735,000.00
12/6/2024
4.09 2,739,914.45
2,739,914.45 99.18
4.39 18,803.12
2,712,671.30
-27,243.15
1.58%
S&P-AA+
Moodys-Aaa
3.13 1218
CUSIP
Face Amount /
Shares
Description Settlement Date
YTM @ Cost
Cost Value
Book Value YTM @ Market
Market Price Market Value
Accrued Interest Unre. Gain/Loss
% Portfolio
Credit Rating
Credit Rating
Duration To Maturity
Days To Call/Maturity
Date: 7/31/2026 Report Group | Investment Policy Compliance Portfolio Holdings by Main Fund
City of Paso Robles
16 Attachment 1
91282CKG5
T-Note 4.125 3/31/2029
150,000.00
9/22/2025
3.59 152,642.58
152,642.58 99.43
4.35 2,062.50
149,144.53
-3,498.05
0.09%
S&P-AA+
Moodys-Aaa
2.52 974
91282CQX2
T-Note 4.125 6/30/2031
835,000.00
7/17/2026
4.29 828,900.59
828,900.59 98.53
4.46 2,901.51
822,735.94
-6,164.65
0.48%
S&P-AA+
Moodys-Aa1
4.48 1795
91282CQX2
T-Note 4.125 6/30/2031
525,000.00
7/22/2026
4.38 519,114.26
519,114.26 98.53
4.46 1,824.30
517,289.06
-1,825.20
0.3%
S&P-AA+
Moodys-Aa1
4.48 1795
91282CFM8
T-Note 4.125 9/30/2027
1,500,000.00
5/18/2023
3.57 1,533,515.63
1,533,515.63 99.90
4.21 20,625.00
1,498,476.57
-35,039.06
0.88%
S&P-AA+
Moodys-Aaa
1.14 426
91282CFM8
T-Note 4.125 9/30/2027
2,045,000.00
10/10/2023
4.76 1,998,588.09
1,998,588.09 99.90
4.21 28,118.75
2,042,923.06
44,334.97
1.15%
S&P-AA+
Moodys-Aaa
1.14 426
91282CMG3
T-Note 4.25 1/31/2030
2,600,000.00
2/5/2025
4.33 2,590,351.56
2,590,351.56 99.50
4.41 0.00
2,587,000.00
-3,351.56
1.49%
S&P-AA+
Moodys-Aaa
3.29 1280
91282CMN8
T-Note 4.25 2/15/2028
4,255,000.00
4/11/2025
3.82 4,304,198.44
4,304,198.44 99.96
4.28 82,243.90
4,253,337.91
-50,860.53
2.48%
S&P-AA+
Moodys-Aaa
1.48 564
91282CKD2
T-Note 4.25 2/28/2029
965,000.00
3/19/2024
4.32 962,135.16
962,135.16 99.77
4.34 17,051.39
962,813.68
678.52
0.55%
S&P-AA
Moodys-Aa
2.43 943
91282CKE0
T-Note 4.25 3/15/2027
2,310,000.00
9/22/2025
3.62 2,330,844.14
2,330,844.14 100.15
4.00 36,815.62
2,313,401.84
-17,442.30
1.34%
S&P-AA+
Moodys-Aa1
0.61 227
91282CKX8
T-Note 4.25 6/30/2029
1,394,000.00
7/3/2024
4.38 1,386,104.30
1,386,104.30 99.68
4.37 4,990.75
1,389,589.30
3,485.00
0.8%
S&P-AA+
Moodys-Aaa
2.76 1065
91282CKX8
T-Note 4.25 6/30/2029
625,000.00
7/3/2024
4.40 620,751.95
620,751.95 99.68
4.37 2,237.60
623,022.46
2,270.51
0.36%
S&P-AA+
Moodys-Aaa
2.76 1065
91282CKX8
T-Note 4.25 6/30/2029
860,000.00
7/9/2024
4.24 860,470.31
860,470.31 99.68
4.37 3,078.94
857,278.91
-3,191.40
0.5%
S&P-AA+
Moodys-Aaa
2.76 1065
CUSIP
Face Amount /
Shares
Description Settlement Date
YTM @ Cost
Cost Value
Book Value YTM @ Market
Market Price Market Value
Accrued Interest Unre. Gain/Loss
% Portfolio
Credit Rating
Credit Rating
Duration To Maturity
Days To Call/Maturity
Date: 7/31/2026 Report Group | Investment Policy Compliance Portfolio Holdings by Main Fund
City of Paso Robles
17 Attachment 1
91282CJN2
T-Note 4.375 11/30/2028
1,785,000.00
12/8/2023
4.23 1,796,435.16
1,796,435.16 100.08
4.34 13,015.63
1,786,464.25
-9,970.91
1.04%
None
Moodys-Aaa
2.23 853
91282CJN2
T-Note 4.375 11/30/2028
990,000.00
12/18/2023
3.94 1,009,219.92
1,009,219.92 100.08
4.34 7,218.75
990,812.11
-18,407.81
0.58%
None
Moodys-Aaa
2.23 853
91282CMD0
T-Note 4.375 12/31/2029
2,270,000.00
1/7/2025
4.43 2,264,945.70
2,264,945.70 99.93
4.40 8,366.00
2,268,315.23
3,369.53
1.3%
S&P-AA+
Moodys-Aaa
3.2 1249
91282CHX2
T-Note 4.375 8/31/2028
710,000.00
9/13/2023
4.42 708,474.61
708,474.61 100.13
4.31 12,914.57
710,942.97
2,468.36
0.41%
None
None
1.98 762
91282CKT7
T-Note 4.5 5/31/2029
665,000.00
6/6/2024
4.31 670,636.91
670,636.91 100.37
4.36 4,987.50
667,441.80
-3,195.11
0.39%
S&P-AA+
Moodys-Aaa
2.67 1035
91282CKP5
T-Note 4.625 4/30/2029
1,035,000.00
5/3/2024
4.57 1,037,708.79
1,037,708.79 100.70
4.35 11,967.19
1,042,196.49
4,487.70
0.6%
S&P-AA+
Moodys-Aaa
2.59 1004
91282CJA0
T-Note 4.625 9/30/2028
2,000,000.00
10/10/2023
4.70 1,993,515.63
1,993,515.63 100.62
4.32 30,833.33
2,012,421.88
18,906.25
1.15%
Moodys-Aaa
None
2.06 792
91282CJF9
T-Note 4.875 10/31/2028
955,000.00
11/2/2023
4.73 960,968.75
960,968.75 101.14
4.33 11,639.06
965,930.27
4,961.52
0.55%
None
Moodys-Aaa
2.13 823
91282CJF9
T-Note 4.875 10/31/2028
1,370,000.00
1/4/2024
4.00 1,421,910.16
1,421,910.16 101.14
4.33 16,696.88
1,385,680.08
-36,230.08
0.82%
None
Moodys-Aaa
2.13 823
912810FB9
T-Note 6.125 11/15/2027
1,125,000.00
1/30/2023
3.60 1,248,925.78
1,248,925.78 102.32
4.25 14,417.88
1,151,103.52
-97,822.26
0.72%
None
Moodys-Aaa
1.25 472
947
2.45 50.3%
60,783.75
87,354,657.85
4.32 743,420.06
87,293,874.10
Sub Total US Treasury 88,614,000.00 3.99 87,293,874.10
TOTAL PORTFOLIO 175,238,032.63 4.06 173,567,072.39
173,550,944.12
4.27 1,327,730.16
173,418,003.96
-149,068.43
100.00%
1.93 746
CUSIP
Face Amount /
Shares
Description Settlement Date
YTM @ Cost
Cost Value
Book Value YTM @ Market
Market Price Market Value
Accrued Interest Unre. Gain/Loss
% Portfolio
Credit Rating
Credit Rating
Duration To Maturity
Days To Call/Maturity
Date: 7/31/2026 Report Group | Investment Policy Compliance Portfolio Holdings by Main Fund
City of Paso Robles
18 Attachment 1
Council Agenda Report
From: Ryan Cornell, Administrative Services Director/City Treasurer Subject: Second Reading by Title Only and Adoption of Ordinance No. 1174 N.S. Authorizing the Levy of Special Taxes within Community Facilities District No. 2026-1, Improvement Areas No. 1 and 2
CEQA Determination: The City finds that this action is not a project under the California Environmental Quality Act pursuant to State Guidelines Section State CEQA Guidelines, §§ 15060, subd. (c)(2)-(3), 15378.
Date: September 15, 2026
Facts
1. The Beechwood Specific Plan Project (the “Project”) proposes the development of 911 residential units, including at least 150 multi-family residential units; 40,000 square feet of neighborhood commercial/mixed-use development; 20+ acres of open space that includes an 8-acre public park, smaller public green spaces, and conserved open space; and a 2.9-mile multi-use pathway network.
2. The City and the Beechwood Owners Group are parties to a certain Development Agreement (“DA”) dated April 14, 2021, in which the City granted Beechwood Owners Group the exclusive right to develop the Project. DAs are a commonly used tool executed for large or complex developments and are legally binding contracts negotiated between the City and the developer to delineate the terms and conditions of a proposed development project.
3. On July 21, 2026, City Council approved Resolutions No. 26-077 and 26-078, which initiated the formation of Community Facilities District No. 2026-1 (Beechwood Facilities) (the “District” or “CFD No. 2026-1”), approved the boundaries of the proposed District, described the facilities proposed to be financed, proposed a rate and method of apportionment of special taxes, and declared the necessity to issue bonds secured by such special tax levy to finance the facilities.
4. On September 1, 2026, the City Council held a public hearing regarding the formation of the District; approved Resolution No. 26-106, establishing CFD No. 2026-1, designating two improvement areas therein, and approving the funding and acquisition agreement; approved Resolution No. 26-107, determining the necessity to incur bonded indebtedness, and calling special mail ballot elections for the CFD and Improvement areas; approved Resolution No. 26-108, calling a special election and submitting to the voters of CFD No. 2026-1 and Improvement Area Nos. 1 and 2 thereof; conducted elections; approved Resolution No. 26-109, declaring the results of the election; and introduced for first reading, Ordinance No. 1174, authorizing the levy of special taxes within CFD No. 2026-1 and Improvement Area Nos. 1 and 2 thereof.
Options
1. Take no action;
2. Second reading by title only and adopt Ordinance No. 1174 authorizing the levy of special taxes within Community Facilities District No. 2026-1, Improvement Areas No. 1 and 2
3. Provide alternative direction to staff.
Analysis and Conclusions
This item is procedural in nature, as the first reading of the ordinance, authorizing the levy of special taxes within CFD No. 2026-1 and Improvement Area Nos 1 and 2, was approved unanimously at the September 1, 2026 City Council meeting. This item is required as part of the formal process to enact the ordinance.
Fiscal Impact
Properties within the CFD will be subject to an annual special tax collected on the County property tax bill.
The special tax rate will depend on several variables including, location of property in improvement areas and product type. Annual special tax rates range from $3,699 to $5,985 and will require a total property tax rate of 1.70%-1.90% of assessed value at the time of purchase.
CEQA
The City finds that this action is not a project under the California Environmental Quality Act pursuant to State Guidelines Section State CEQA Guidelines, §§ 15060, subd. (c)(2)-(3), 15378.
Recommendation
Waive second reading and adopt Ordinance No. 1174 N.S., authorizing the levy of special taxes within CFD No. 2026-1, Improvement Areas No. 1 and 2.
Attachments
1. Ordinance No. 1174
Attachment 1
ORDINANCE NO. 1174 N.S.
AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF EL PASO DE ROBLES, CALIFORNIA, ACTING AS THE LEGISLATIVE BODY OF THE CITY OF PASO ROBLES COMMUNITY FACILITIES DISTRICT NO. 2026-1 (BEECHWOOD - FACILITIES), COUNTY OF SAN LUIS OBISPO, STATE OF CALIFORNIA, AUTHORIZING THE LEVY OF SPECIAL TAXES IN SUCH COMMUNITY FACILITIES DISTRICT AND IMPROVEMENT AREA NO.1 AND IMPROVEMENT AREA NO. 2 THEREOF
WHEREAS, the City Council of the City of El Paso de Robles, California (the “City Council”), has initiated proceedings, held a public hearing, conducted an election and received a favorable vote from the qualified electors authorizing the levy of special taxes in City of Paso Robles Community Facilities District No. 2026- 1 (Beechwood - Facilities), County of San Luis Obispo, State of California (the “District”) and in Improvement Area No. 1 and Improvement Area No. 2 thereof (each, an “Improvement Area” and together, the “Improvement Areas”), all as authorized pursuant to the terms and provisions of the “MelloRoos Community Facilities Act of 1982,” being Chapter 2.5, Part 1. Division 2, Title 5 of the Government Code of the State of California (the “Act”). This community facilities district shall hereinafter be referred to as the City of Paso Robles Community Facilities District No. 2026-1 (Beechwood - Facilities), County of San Luis Obispo, State of California.
NOW THEREFORE, THE CITY COUNCIL OF THE CITY OF EL PASO DE ROBLES DOES HEREBY ORDAIN AS FOLLOWS:
Section 1. This City Council does, by the passage of this ordinance, authorize the levy of special taxes on taxable properties located in Improvement Area No. 1 and Improvement Area No. 2, of the District pursuant to the applicable Rate and Method of Apportionment as set forth in Appendix A attached hereto and incorporated herein by this reference (each, a “Rate and Method”).
Section 2. This City Council, acting as the legislative body of the District, is hereby further authorized, by resolution, to annually determine the special tax to be levied within each of the Improvement Areas for the current tax year and all future tax years; provided, however, the special tax to be levied shall not exceed the maximum special tax authorized to be levied pursuant to the applicable Rate and Method.
Section 3. To the extent possible, the special taxes herein authorized to be levied shall be collected in the same manner as ordinary ad valorem property taxes are collected and shall be subject to the same penalties and the same procedure, sale, and lien priority in case of delinquency as applicable for ad valorem property taxes; provided, however, the District may, by resolution, elect to collect the special taxes at a different time or in a different manner if necessary to meet its financial obligations.
Section 4. Direction to the County: The County of San Luis Obispo Auditor-Controller/Treasurer/Tax Collector is hereby directed to place the special taxes identified in Exhibit “A” attached hereto on the Fiscal Year 2026-27 property tax roll along with the ordinary ad valorem property taxes.
Section 5. The City Council hereby authorizes the total amount of the charge, which includes applicable County of San Luis Obispo administrative and processing fees, to be placed on the San Luis Obispo County Auditor-Controller/Treasurer/Tax Collector annual tax roll and collected in the same manner as ordinary property taxes.
Attachment 1
Section 6. The special taxes authorized to be levied shall be secured by the lien imposed pursuant to Section 3114.5 and 3115.5 of the California Streets and Highways Code, which lien shall be a continuing lien and shall secure each levy of the special taxes. The lien of the special tax shall continue in force and effect until the special tax obligation is prepaid, permanently satisfied, and canceled in accordance with law or until the special tax ceases to be levied by the City Council.
Section 7. This Ordinance shall be effective thirty (30) days after its adoption. Within fifteen (15) days after its adoption, the City Clerk shall cause the full text of this Ordinance to be published in a newspaper of general circulation in the City.
Introduced at a regular meeting of the City Council held on September 1, 2026, and passed and adopted by the City Council of the City of El Paso de Robles on the 15 th day of September, 2026 by the following
vote:
AYES:
NOES:
ABSENT:
ABSTAIN:
John R. Hamon, Jr., Mayor
ATTEST:
Melissa Martin, City Clerk
Exhibit A – Rate and Method of Apportionment of Special Taxes
1 Rate and Method of Apportionment
CFD No. 2026-1 (IA No. 1) (Beechwood - Facilities)
RATE AND METHOD OF APPORTIONMENT OF SPECIAL TAXES
IMPROVEMENT AREA NO. 1 OF CITY OF PASO ROBLES
COMMUNITY FACILITIES DISTRICT NO. 2026-1
(BEECHWOOD - FACILITIES)
A Special Tax as hereinafter defined shall be levied on all Assessor’s Parcels in Improvement Area No. 1 of City of Paso Robles Community Facilities District No. 2026-1 (Beechwood - Facilities) ("CFD No. 2026-1 (IA No. 1)") and collected each Fiscal Year commencing in Fiscal Year 2025-2026, in an amount determined by the Council, through the application of this Rate and Method of Apportionment as described below. All of the real property in CFD No. 2026-1 (IA No. 1), unless exempted by law or by the provisions hereof, shall be taxed for the purposes, to the extent and in the manner herein provided.
A DEFINITIONS
The terms hereinafter set forth have the following meanings:
"Acre" or "Acreage" means the land area of an Assessor’s Parcel as shown on an Assessor’s Parcel Map, or if the land area is not shown on an Assessor’s Parcel Map, the land area shown on the applicable Final Map, parcel map, condominium plan, or other recorded County parcel map.
"Act" means the Mello-Roos Community Facilities Act of 1982, as amended, being Chapter 2.5, of Part 1 of Division 2 of Title 5 of the Government Code of the State of California.
"Administrative Expenses" means the following actual or reasonably estimated costs directly related to the administration of CFD No. 2026-1 (IA No. 1): the costs of computing the Special Taxes and preparing the annual Special Tax collection schedules (whether by the City or designee thereof or both); the costs of collecting the Special Taxes (whether by the City or otherwise); the costs of remitting the Special Taxes to the Trustee; the costs of the Trustee (including its legal counsel) in the discharge of the duties required of it under the Indenture; the costs to the City, CFD No. 2026-1 (IA No. 1) or any designee thereof of complying with arbitrage rebate requirements; the costs to the City, CFD No. 2026-1 (IA No. 1) or any designee thereof of complying with City, CFD No. 2026-1 (IA No. 1), major property owner, or obligated persons disclosure requirements associated with applicable federal and state securities laws and of the Act; the costs associated with preparing Special Tax disclosure statements and responding to public inquiries regarding the Special Taxes; the costs of the City, CFD No. 2026-1 (IA No. 1), or any designee thereof related to an appeal of the Special Tax; the costs associated with the release of funds from an escrow account; and the City’s annual administration fees and third party expenses. Administrative Expenses shall also include amounts estimated or advanced by the City or CFD No. 2026-1 (IA No. 1) for any other administrative purposes of CFD No. 2026-1 (IA No. 1), including attorney’s fees and other costs related to commencing and pursuing to completion any foreclosure, or otherwise addressing the disposition of delinquent Special Taxes. "Assessor’s Parcel" means any real property to which an Assessor’s Parcel Number is assigned as shown on an Assessor’s Parcel Map.
Exhibit A
2 Rate and Method of Apportionment
CFD No. 2026-1 (IA No. 1) (Beechwood - Facilities)
"Assessor’s Parcel Map" means an official map of the County Assessor of the County designating parcels by Assessor’s Parcel Number.
"Assessor’s Parcel Number" means that number assigned to an Assessor’s Parcel by the County for purposes of identification.
"Assigned Special Tax" means the Special Tax for each Land Use Class of Developed Property, as determined in accordance with Section C below. “Authorized Facilities” means the facilities authorized to be financed by CFD No. 2026-1 (IA No. 1).
"Backup Special Tax" means the Special Tax of that name described in Section C below.
"Bonds" means any bonds or other debt as defined in Section 53317(d) of the Act, whether in one or more series, issued by CFD No. 2026-1 (IA No. 1) under the Act. "Boundary Map" means a recorded map which indicates the boundaries of CFD No. 2026-1 (IA No. 1).
"Building Permit" means the first legal document issued by the City giving official permission for the construction of a building on an Assessor’s Parcel. For purposes of this definition and application of the Special Tax, “Building Permit” may or may not include any subsequent building permits issued or changed after the first issuance, as determined by the CFD Administrator.
"Calendar Year" means the period commencing January 1 of any year and ending the following December 31.
"CFD Administrator" means an official of the City, or designee thereof, responsible for determining the Special Tax Requirement and providing for the levy and collection of the Special Taxes.
"CFD No. 2026-1 (IA No. 1)" means the Improvement Area No. 1 of City of Paso Robles Community Facilities District No. 2026-1 (Beechwood – Facilities). “City” means the City of Paso Robles.
"Council" means the City Council.
"County" means the County of San Luis Obispo.
"Developed Property" means, for each Fiscal Year, all Taxable Property in CFD No. 2026-1 (IA No. 1), located within a Final Map that was recorded as of January 1 of the prior Fiscal Year, for which a Building Permit was issued prior to May 1 of the prior Fiscal Year.
“Dwelling Unit” means one residential unit of any configuration, including, but not limited to, a single-family attached or detached dwelling, condominium, mobile home, or otherwise, excluding hotels and motels. A casita or accessory dwelling unit (“ADU”) of any configuration shall not be counted as a separate Dwelling Unit for purposes of this Rate and Method of Apportionment.
“Exempt Welfare Exemption Property” means, for each Fiscal Year, an Assessor’s Parcel that, prior to the issuance of Bonds, received a welfare exemption under subdivision (g) of Section 214 of the California Revenue and Taxation Code (or any Exhibit A
3 Rate and Method of Apportionment
CFD No. 2026-1 (IA No. 1) (Beechwood - Facilities)
successor statute), as indicated in the County’s assessor’s roll finalized as of January 1 of the previous Fiscal Year, and is exempt from the Special Tax pursuant to Section 53340(c) of the Act.
"Final Map" means (i) a final map, or portion thereof, approved by the County pursuant to the Subdivision Map Act (California Government Code Section 66410 et seq.) that creates individual lots or parcels for which Building Permits may be issued without further subdivision, or (ii) for condominiums, a final map approved by the County and a condominium plan recorded pursuant to California Civil Code Section 4285 creating such individual lots or parcels.
"Final Mapped Property" means all Assessor’s Parcels of Taxable Property: (i) that are included in a Final Map recorded prior to the January 1st preceding the Fiscal Year in which the Special Tax is being levied; and (ii) for which a Building Permit has not been issued on or before May 1 preceding the Fiscal Year in which the Special Tax is being levied.
"Fiscal Year" means the period starting July 1 and ending on the following June 30. "Indenture" means the indenture, fiscal agent agreement, resolution, or other instrument pursuant to which Bonds are issued, as modified, amended and/or supplemented from time to time.
"Land Use Class" means any of the categories listed in Table 1 herein. "Maximum Special Tax" means the maximum Special Tax, determined in accordance with Section C below, that can be levied in any Fiscal Year on any Assessor’s Parcel within CFD No. 2026-1 (IA No. 1).
“Non-Residential Floor Area” means the total building square footage of the nonresidential building(s) located on an Assessor’s Parcel, measured from outside wall to outside wall, not including space devoted to stairwells, public restrooms, lighted courts, vehicle parking and areas incident thereto, and mechanical equipment incidental to the operation of such building. The determination of Non-Residential Floor Area shall be made by reference to the Building Permit(s) issued for such Assessor’s Parcel and/or to the appropriate records kept by the City, as reasonably determined by the CFD Administrator.
"Non-Residential Property" means all Assessor's Parcels of Taxable Property for which a Building Permit(s) was issued for a non-residential use. The CFD Administrator shall make the determination if an Assessor’s Parcel is Non-Residential Property.
"Outstanding Bonds" means all Bonds which are deemed to be outstanding under the Indenture.
"Partial Prepayment Amount" means the amount required to prepay a portion of the Special Tax obligation for an Assessor’s Parcel, as described in Section G.2. "Prepayment Amount" means the amount required to prepay the Special Tax obligation in full for an Assessor’s Parcel, as described in Section G.1. “Property Owner’s Association” means, collectively, any property owner association or homeowners association, including any master or sub-association, created for CFD No. 2026-1 (IA No. 1).
Exhibit A
4 Rate and Method of Apportionment
CFD No. 2026-1 (IA No. 1) (Beechwood - Facilities)
"Property Owner Association Property" means, for each Fiscal Year, any property within the boundaries of CFD No. 2026-1 (IA No. 1) that was owned by a Property Owner Association, as of January 1 of the prior Fiscal Year. "Proportionately" means, for Developed Property, that the ratio of the actual Special Tax levy to the Assigned Special Tax is equal for all Assessor’s Parcels of Developed Property. For Undeveloped Property, "Proportionately" means that the ratio of the actual Special Tax levy per Acre to the Maximum Special Tax per Acre is equal for all Assessor’s Parcels of Undeveloped Property. For Taxable Property Owner Association Property, "Proportionately" means that the ratio of the actual Special Tax levy per Acre to the Maximum Special Tax per Acre is equal for all Assessor’s Parcels of Taxable Property Owner Association Property. For Taxable Public Property, "Proportionately" means that the ratio of the actual Special Tax levy per Acre to the Maximum Special Tax per Acre is equal for all Assessor’s Parcels of Taxable Public Property.
"Public Property" means, for each Fiscal Year, any property within CFD No. 2026-1 (IA No. 1) that is owned by, irrevocably offered for dedication to, or dedicated to the federal government, the State, the City, or any other public agency as of June 30 of the prior Fiscal Year; provided however that any property leased by a public agency to a private entity and subject to taxation under Section 53340.1 of the Act shall be taxed and classified in accordance with its use. To ensure that property is classified as Public Property in the first Fiscal Year after it is acquired by, irrevocably offered for dedication to, or dedicated to a public agency, the property owner shall notify the CFD Administrator in writing of such acquisition, offer, or dedication not later than June 30 of the Fiscal Year in which the acquisition, offer, or dedication occurred. “Rate and Method of Apportionment” means this Rate and Method of Apportionment of Special Taxes, City of Paso Robles, Community Facilities District No. 2026-1 (Beechwood - Facilities).
"Residential Floor Area" means all of the square footage of living area within the perimeter of a Dwelling Unit, not including any carport, walkway, garage, overhang, patio, enclosed patio, or similar area. The CFD Administrator shall determine the Residential Floor Area based upon the Building Permit(s) issued for such Dwelling Unit.
"Residential Property" means Developed Property, for which a Building Permit has been issued for purposes of constructing one or more Dwelling Units. "Special Tax" means a special tax levied in any Fiscal Year to pay the Special Tax Requirement.
“Special Tax Requirement” means that amount required in any Fiscal Year to: (i) pay debt service on all Outstanding Bonds; (ii) pay periodic costs on the Bonds, including but not limited to, credit enhancement and rebate payments on the Bonds; (iii) pay Administrative Expenses; (iv) pay any amounts required to establish or replenish any reserve funds for all Outstanding Bonds to the extent such establishment or replenishment has not been included in a computation of the Special Tax Requirement in a previous Fiscal Year; (v) pay directly for the acquisition or construction of Authorized Facilities to the extent that inclusion of such amount does not increase the Special Tax levy on Final Mapped Property or Undeveloped Exhibit A
5 Rate and Method of Apportionment
CFD No. 2026-1 (IA No. 1) (Beechwood - Facilities)
Property; and (vi) pay for reasonably anticipated Special Tax delinquencies based on the historical delinquency rate for CFD No. 2026-1 (IA No. 1) as determined by the CFD Administrator; less (vii) a credit for funds available to reduce the annual Special Tax levy, as determined by the CFD Administrator pursuant to the Indenture. "State" means the State of California.
"Taxable Property" means all of the Assessor’s Parcels within the boundaries of CFD No. 2026-1 (IA No. 1) which are not exempt from the Special Tax pursuant to law or Section E below.
"Taxable Property Owner Association Property" means all Assessor’s Parcels of Property Owner Association Property that are not exempt pursuant to Section E below.
"Taxable Public Property" means all Assessor’s Parcels of Public Property that are not exempt pursuant to Section E below.
“Total Floor Area” means the sum of the Residential Floor Area and the NonResidential Floor Area located on an Assessor’s Parcel. "Trustee" means the trustee or fiscal agent under the Indenture. "Undeveloped Property” means all Assessor’s Parcels of Taxable Property which are not Developed Property, Final Mapped Property, Public Property, or Property Owner’s Association Property.
B ASSIGNMENT TO LAND USE CLASSES
Each Fiscal Year, beginning with Fiscal Year 2025-2026, each Assessor’s Parcel of Taxable Property shall be classified as Developed Property, Final Mapped Property, Undeveloped Property, Public Property and/or Property Owner’s Association Property.
Assessor’s Parcels of Developed Property shall further be classified as Residential Property or Non-Residential Property. Each Assessor’s Parcel of Residential Property shall be further categorized into Land Use Classes based on its Residential Floor Area and assigned the appropriate Assigned Special Tax.
The determination of the Residential Floor Area shall be made by reference to the original Building Permit issued for the Dwelling Unit of an Assessor’s Parcel. The Building Permit may include any subsequent document(s) authorizing new construction on an Assessor’s Parcel that are issued or changed by the City after the original issuance, as determined by the CFD Administrator as necessary to fairly allocate Special Tax to the Assessor’s Parcel, provided that following such determination the Maximum Special Tax that may be levied on all Assessor’s Parcels of Taxable Property in each year will be at least 1.1 times annual debt service on all outstanding Bonds plus the estimated annual Administrative Expenses in each year.
C MAXIMUM SPECIAL TAX RATE
C.1 Developed Property
The Maximum Special Tax for each Assessor’s Parcel classified as Developed Property shall be the greater of (i) the amount derived by application of the Assigned Special Tax or (ii) the amount derived by application of the Backup Special Tax.
Exhibit A
6 Rate and Method of Apportionment
CFD No. 2026-1 (IA No. 1) (Beechwood - Facilities)
Assigned Special Tax
Each Fiscal Year, each Assessor’s Parcel of Residential Property or Non-Residential Property shall be subject to an Assigned Special Tax. The Assigned Special Tax applicable to an Assessor's Parcel of Developed Property shall be determined pursuant to Table 1 below.
Table 1: Assigned Special Tax for Developed Property
Land Use
Class Description Assigned Special Tax
1 RESIDENTIAL PROPERTY (> 2,650 SF) $5,985 PER DWELLING UNIT 2 RESIDENTIAL PROPERTY (2,350 - 2,650 SF) $5,569 PER DWELLING UNIT 3 RESIDENTIAL PROPERTY (2,050 - 2,350 SF) $5,153 PER DWELLING UNIT 4 RESIDENTIAL PROPERTY (1,750 - 2,050 SF) $4,738 PER DWELLING UNIT 5 RESIDENTIAL PROPERTY (1,450 - 1,750 SF) $4,322 PER DWELLING UNIT 6 RESIDENTIAL PROPERTY (<= 1,450 SF) $3,699 PER DWELLING UNIT 7 NON-RESIDENTIAL PROPERTY $42,377 PER ACRE
Backup Special Tax
The Backup Special Tax for each Assessor’s Parcel of Residential Property in a Final Map shall be computed by multiplying the Acreage of all Taxable Property (excluding Acreage associated with current or expected Non-Residential Property, Taxable Public Property, or Taxable Property Owner Association Property, if any) in such Final Map by $42,377, and dividing the product by the number of such Assessor’s Parcels (i.e., the number of residential lots) in such Final Map.
Notwithstanding the foregoing, if all or any portion of a Final Map is subsequently changed or modified, then the Backup Special Tax for each Assessor’s Parcel of Residential Property in such Final Map, or the portion thereof that is changed or modified, shall be a rate per Acre calculated as follows:
1. Determine the total Backup Special Taxes anticipated to apply to the changed or modified portion of the Final Map prior to the change or modification.
2. Divide the amount determined pursuant to paragraph 1 above by the total Acreage of Residential Property excluding Non-Residential Property, Taxable Public Property, and Taxable Property Owner Association Property which is ultimately expected to exist in such changed or modified Final Map area, as reasonably determined by the CFD Administrator.
3. The result is the Backup Special Tax per Acre which shall be applicable to all Assessor's Parcels of Residential Property in such changed or modified Final Map.
C.2 Final Mapped Property
The Maximum Special Tax for each Assessor’s Parcel of Final Mapped Property expected to be classified as Residential Property shall be the Backup Special Tax computed pursuant to Section C.1.b above.
C.3 Undeveloped Property, Taxable Property Owner Association Property, Exhibit A
7 Rate and Method of Apportionment
CFD No. 2026-1 (IA No. 1) (Beechwood - Facilities)
and/or Taxable Public Property.
The Maximum Special Tax for each Assessor’s Parcel of Undeveloped Property, Taxable Property Owner Association Property, or Taxable Public Property shall be $42,377 per Acre.
C.4 Multiple Land Use Classes
In some instances, an Assessor’s Parcel of Developed Property may contain more than one Land Use Class. The annual Maximum Special Taxes levied on an Assessor’s Parcel shall be the sum of the Maximum Special Taxes for all Land Use Classes located on that Assessor’s Parcel. If an Assessor’s Parcel of Developed Property includes Non-Residential Property, the Acreage to be assigned to such property for purposes of establishing the Special Tax shall be an amount proportional to the Total Floor Area associated with Non-Residential Property, as applicable. Furthermore, for a condominium plan, if only a portion of its Building Permits have been issued, the remaining portion of the condominium plan shall be considered Final Mapped Property. The CFD Administrator’s allocation to each type of property shall be final.
D APPORTIONMENT OF THE SPECIAL TAX
Commencing with Fiscal Year 2025-2026 and for each following Fiscal Year, the Council shall determine the Special Tax Requirement and shall levy the Special Tax until the total Special Tax levy equals the Special Tax Requirement. The Special Tax shall be levied each Fiscal Year as follows:
First: The Special Tax shall be levied Proportionately on each Assessor’s Parcel of Developed Property up to 100% of the applicable Assigned Special Tax to satisfy the Special Tax Requirement.
Second: If additional monies are needed to satisfy the Special Tax Requirement after the first step has been completed, the Special Tax shall be levied Proportionately on each Assessor’s Parcel of Final Mapped Property at up to 100% of the Maximum Special Tax applicable to each such Assessor’s Parcel as needed to satisfy the Special Tax Requirement.
Third: If additional monies are needed to satisfy the Special Tax Requirement after the first two steps have been completed, the Special Tax shall be levied Proportionately on each Assessor’s Parcel of Undeveloped Property up to 100% of the Maximum Special Tax applicable to each such Assessor’s Parcel as needed to satisfy the Special Tax Requirement.
Fourth: If additional monies are needed to satisfy the Special Tax Requirement after the first three steps have been completed, the Special Tax on each Assessor's Parcel of Developed Property whose Maximum Special Tax is the Backup Special Tax shall be increased Proportionately from the Assigned Special Tax up to 100% of the Maximum Special Tax as needed to satisfy the Special Tax Requirement.
Fifth: If additional monies are needed to satisfy the Special Tax Requirement after the first four steps have been completed, the Special Tax shall be levied Proportionately on each Assessor’s Parcel of Taxable Property Owner Association Property up to 100% of the Maximum Special Tax applicable to each such Assessor’s Parcel as needed to satisfy the Special Tax Requirement.
Exhibit A
8 Rate and Method of Apportionment
CFD No. 2026-1 (IA No. 1) (Beechwood - Facilities)
Sixth: If additional monies are needed to satisfy the Special Tax Requirement after the first five steps have been completed, the Special Tax shall be levied Proportionately on each Assessor’s Parcel of Taxable Public Property up to 100% of the Maximum Special Tax applicable to each such Assessor’s Parcel as needed to satisfy the Special Tax Requirement.
Notwithstanding the above, under no circumstances will the Special Taxes levied in any Fiscal Year against any Assessor’s Parcel of Residential Property as a result of a delinquency in the payment of the Special Tax applicable to any other Assessor’s Parcel be increased by more than 10% above the amount that would have been levied in that Fiscal Year had there never been any such delinquency or default.
E EXEMPTIONS
No Special Tax shall be levied on Acres of Property Owner Association Property or Public Property in CFD No. 2026-1 (IA No. 1) provided that an Assessor’s Parcel shall not be exempt and shall be classified as Taxable Property Owner Association Property and Taxable Public Property if exempting such property would reduce the sum of all Taxable Property to less than 19.02 Acres. Tax-exempt status will be assigned by the CFD Administrator in the chronological order in which such Assessor’s Parcels or portions thereof within CFD No. 2026-1 (IA No. 1) become Public Property or Property Owner Association Property.
However, should an Assessor’s Parcel no longer be classified as Public Property or Property Owner Association Property, it will, from that point forward, be subject to the Special Tax.
Property Owner Association Property or Public Property that is not exempt from the Special Tax under this section shall be subject to the levy of the Special Tax and shall be taxed Proportionately as part of the fifth step and sixth step in Section D above, respectively, at up to 100% of the applicable Maximum Special Tax for Taxable Property Owner Association Property or Taxable Public Property.
In addition, no Special Tax shall be levied on any Assessor’s Parcel in any Fiscal Year in which such Assessor’s Parcel is classified as Exempt Welfare Exemption Property.
F APPEALS AND INTERPRETATIONS
Any taxpayer may file a written appeal of the Special Tax on his/her property with the CFD Administrator, provided that the appellant is current in his/her payments of Special Taxes.
During the pendency of an appeal, all Special Taxes previously levied must be paid on or before the payment date established when the levy was made. The appeal must specify the reasons why the appellant claims the Special Tax is in error. The CFD Administrator shall review the appeal, meet with the appellant if the CFD Administrator deems necessary, and advise the appellant of its determination. If the CFD Administrator agrees with the appellant, the CFD Administrator shall eliminate or reduce the Special Tax on the appellant’s property.
If the CFD Administrator disagrees with the appellant and the appellant is dissatisfied with the determination, the appellant then has 30 days in which to appeal to the Council by filing a written notice of appeal with the clerk of the Council, provided that the appellant is current in his/her payments of Special Taxes. The second appeal must specify the reasons for the disagreement with the CFD Administrator’s determination.
Interpretations may be made by the Council by ordinance or resolution for purposes of clarifying any vagueness or ambiguity in this Rate and Method of Apportionment.
Exhibit A
9 Rate and Method of Apportionment
CFD No. 2026-1 (IA No. 1) (Beechwood - Facilities)
G PREPAYMENT
The following additional definitions apply to this Section G:
“CFD Public Facilities” means $9,825,000 or such lower amount (i) authorized by the Council to provide the public facilities to be funded under CFD No. 2026-1 (IA No. 1), or (ii) determined by the Council concurrently with a covenant that it will not issue any more Bonds to be supported by the Special Tax levied under this Rate and Method of Apportionment.
“Construction Fund” means a fund held by the Trustee to fund CFD Public Facilities. “Future Facilities Cost” means the CFD Public Facilities minus public facility costs previously funded, or that can be funded from funds in the Construction Fund. “Outstanding Bonds” means all previously issued Bonds secured by the levy of the Special Tax which will remain outstanding after the first interest and/or principal payment date following the current Fiscal Year, excluding Bonds to be redeemed at a later date with the proceeds of prior prepayments of the Special Tax.
G.1 Prepayment in Full
The Maximum Special Tax obligation may be prepaid and permanently satisfied for (i) Assessor’s Parcels of Developed Property, (ii) Assessor’s Parcels of Final Mapped Property or Undeveloped Property for which a Building Permit has been issued, (iii) Assessor’s Parcels of Final Mapped Property or Undeveloped Property for which a Building Permit has not been issued; and (iv) Assessor’s Parcels of Public Property or Property Owner’s Association Property that are not exempt pursuant to Section E.
The Maximum Special Tax obligation applicable to an Assessor’s Parcel may be fully prepaid and the obligation to pay the Special Tax for such Assessor’s Parcel permanently satisfied as described herein; provided that a prepayment may be made only if there are no delinquent Special Taxes with respect to such Assessor’s Parcel at the time of prepayment. An owner of an Assessor’s Parcel intending to prepay the Maximum Special Tax obligation for such Assessor’s Parcel shall provide the CFD Administrator with written notice of intent to prepay, and within 5 business days of receipt of such notice, the CFD Administrator shall notify such owner of the amount of the non-refundable deposit determined to cover the cost to be incurred by CFD No. 2026-1 (IA No. 1) in calculating the Prepayment Amount (as defined below) for the Assessor’s Parcel. Within 15 days of receipt of such non-refundable deposit, the CFD Administrator shall notify such owner of the Prepayment Amount for the Assessor’s Parcel. Prepayment must be made not less than 60 days prior to the redemption date for any Bonds to be redeemed with the proceeds of such Prepayment Amount.
The Prepayment Amount shall be calculated as follows (capitalized terms are defined below):
Prepayment Amount
Bond Redemption Amount
plus Redemption Premium
plus Future Facilities Amount
plus Defeasance Amount
Exhibit A
10 Rate and Method of Apportionment
CFD No. 2026-1 (IA No. 1) (Beechwood - Facilities)
plus Administrative Fees and Expenses
less Reserve Fund Credit
less Capitalized Interest Credit
Total: equals Special Tax Prepayment Amount
The Prepayment Amount shall be determined as of the proposed prepayment date as follows:
1. Confirm that no Special Tax delinquencies apply to such Assessor’s Parcel.
2. For an Assessor’s Parcel of Developed Property, compute the Maximum Special Tax for the Assessor’s Parcel. For an Assessor’s Parcel of Final Mapped Property or Undeveloped Property for which a Building Permit has been issued, compute the Maximum Special Tax for the Assessor’s Parcel as though it was already designated as Developed Property, based upon the Building Permit which has been issued for the Assessor’s Parcel. For an Assessor’s Parcel of Final Mapped Property or Undeveloped Property for which a Building Permit has not been issued, Public Property or Property Owner’s Association Property to be prepaid, compute the Maximum Special Tax for the Assessor’s Parcel.
3. Divide the Maximum Special Tax derived pursuant to paragraph 2 by the total amount of Special Taxes that could be levied at the Maximum Special Tax at build out of all Assessor’s Parcels of Taxable Property based on the applicable Maximum Special Tax for Assessor’s Parcels of Developed Property not including any Assessor’s Parcels for which the Special Tax obligation has been previously prepaid.
4. Multiply the quotient derived pursuant to paragraph 3 by the principal amount of the Outstanding Bonds to determine the amount of Outstanding Bonds to be redeemed with the Prepayment Amount (the “Bond Redemption Amount”).
5. Multiply the Bond Redemption Amount by the applicable redemption premium, if any, on the Outstanding Bonds to be redeemed (the “Redemption Premium”).
6. Determine the Future Facilities Cost.
7. Multiply the quotient derived pursuant to paragraph 3 by the amount determined pursuant to paragraph 6 to determine the amount of Future Facilities Costs for the Assessor’s Parcel, which amount shall not be less than $0 (the “Future Facilities Amount”).
8. Determine the amount needed to pay interest on the Bond Redemption Amount from the first bond interest payment date following the current Fiscal Year until the earliest redemption date for the Outstanding Bonds on which Bonds can be redeemed from the Prepayment Amount.
9. Determine the Special Tax levied on the Assessor’s Parcel in the current Fiscal Year which has not yet been paid.
10. Determine the amount the CFD Administrator reasonably expects to derive Exhibit A
11 Rate and Method of Apportionment
CFD No. 2026-1 (IA No. 1) (Beechwood - Facilities)
from the investment of the Bond Redemption Amount and the Redemption Premium from the date of prepayment until the redemption date for the Outstanding Bonds to be redeemed with the Prepayment Amount.
11. Add the amounts derived pursuant to paragraphs 8 and 9 and subtract the amount derived pursuant to paragraph 10 (the “Defeasance Amount”).
12. Verify the administrative fees and expenses of CFD No. 2026-1 (IA No. 1), including the cost of computation of the Prepayment Amount, the cost to invest the Prepayment Amount, the cost of redeeming the Outstanding Bonds, and the cost of recording notices to evidence the prepayment of the Maximum Special Tax obligation for the Assessor’s Parcel and the redemption of Outstanding Bonds (the “Administrative Fees and Expenses”).
13. The reserve fund credit (the “Reserve Fund Credit”) shall equal the lesser of:
(a) the expected reduction in the reserve requirement (as defined in the Indenture), if any, associated with the redemption of Outstanding Bonds as a result of the Prepayment Amount, or (b) the amount derived by subtracting the new reserve requirement (as defined in the Indenture) in effect after the redemption of Outstanding Bonds as a result of the Prepayment Amount from the balance in the reserve fund on the prepayment date, but in no event shall such amount be less than zero.
14. If any capitalized interest for the Outstanding Bonds will not have been expended at the time of the first interest payment following the current Fiscal Year, the capitalized interest credit (the “Capitalized Interest Credit”) shall be calculated by multiplying the quotient derived pursuant to paragraph 3 by the expected balance in the capitalized interest account after such first interest payment.
15. The Prepayment Amount is equal to the sum of the Bond Redemption Amount, the Redemption Premium, the Future Facilities Amount, the Defeasance Amount and the Administrative Fees and Expenses, less the Reserve Fund Credit, less the Capitalized Interest Credit.
16. From the Prepayment Amount, the Bond Redemption Amount, the Redemption Premium, and Defeasance Amount shall be deposited into the appropriate fund as established under the Indenture and be used to redeem Outstanding Bonds or make debt service payments. The Future Facilities Amount shall be deposited into the Construction Fund. The Administrative Fees and Expenses shall be retained by CFD No. 2026-1 (IA No. 1).
The Prepayment Amount may not be sufficient to redeem an aggregate principal amount of Outstanding Bonds which is equally divisible by $5,000. In such event, the increment above $5,000 or an integral multiple thereof will be retained in the appropriate fund established under the Indenture to be used with the next redemption from other Special Tax prepayments of Outstanding Bonds or to make debt service payments.
As a result of the payment of the current Fiscal Year’s Special Tax levy as determined pursuant to paragraph 9 above, the CFD Administrator shall remove the current Fiscal Year’s Special Tax levy for the Assessor’s Parcel from the County tax roll. With respect to any Assessor’s Parcel for which the Maximum Special Tax obligation is Exhibit A
12 Rate and Method of Apportionment
CFD No. 2026-1 (IA No. 1) (Beechwood - Facilities)
prepaid, the Council shall cause a suitable notice to be recorded in compliance with the Act, to indicate the prepayment of Maximum Special Tax obligation and the release of the Special Tax lien for the Assessor’s Parcel, and the obligation to pay the Special Tax for such Assessor’s Parcel shall cease.
Notwithstanding the foregoing, no Special Tax prepayment shall be allowed unless the amount of Maximum Special Tax that may be levied on all Assessor’s Parcels of Taxable Property after the proposed prepayment will be at least 1.1 times maximum annual debt service on the Bonds that will remain outstanding after the prepayment plus the estimated annual Administrative Expenses.
G.2 Prepayment in Part
The Maximum Special Tax obligation for (i) Assessor’s Parcels of Developed Property, (ii) Assessor’s Parcels of Final Mapped Property or Undeveloped Property for which a Building Permit has been issued, (iii) Assessor’s Parcels of Final Mapped Property or Undeveloped Property for which a Building Permit has not been issued; and (iv) Assessor’s Parcels of Public Property or Property Owner’s Association Property that are not exempt pursuant to Section E, may be partially prepaid. For purposes of determining the partial prepayment amount, the provisions of Section G.1 shall be modified as provided by the following formula:
PP = ((PE –A) x F) +A
These terms have the following meaning:
PP = The partial prepayment;
PE = The Prepayment Amount calculated according to Section G.1; F = The percent by which the owner of the Assessor’s Parcel(s) is partially prepaying the Special Tax obligation; and
A = The Administrative Fees and Expenses determined pursuant to Section G.1.
The owner of an Assessor’s Parcel who desires to partially prepay the Maximum Special Tax obligation for the Assessor’s Parcel shall notify the CFD Administrator of (i) such owner’s intent to partially prepay the Maximum Special Tax obligation, (ii) the percentage of the Maximum Special Tax obligation such owner wishes to prepay, and (iii) the company or agency that will be acting as the escrow agent, if any. Within 5 days of receipt of such notice, the CFD Administrator shall notify such property owner of the amount of the non-refundable deposit determined to cover the cost to be incurred by CFD No. 2026-1 (IA No. 1) in calculating the amount of a partial prepayment. Within 15 business days of receipt of such non-refundable deposit, the CFD Administrator shall notify such owner of the amount of the Partial Prepayment for the Assessor’s Parcel. A Partial Prepayment must be made not less than 60 days prior to the redemption date for the Outstanding Bonds to be redeemed with the proceeds of the Partial Prepayment Amount.
With respect to any Assessor’s Parcel for which the Maximum Special Tax obligation is partially prepaid, the CFD Administrator shall (i) distribute the Partial Prepayment Amount as provided in Paragraph 16 of Section G.1, and (ii) indicate in the records of CFD No. 2026-1 (IA No. 1) that there has been a Partial Prepayment for the Assessor’s Parcel and that a portion of the Special Tax obligation equal to the remaining Exhibit A
13 Rate and Method of Apportionment
CFD No. 2026-1 (IA No. 1) (Beechwood - Facilities)
percentage (1.00 - F) of Special Tax obligation will continue on the Assessor’s Parcel pursuant to Section D.
H SPECIAL TAX REDUCTION
The following definitions apply to this Section H:
"Base Price" means the minimum price at which Dwelling Units within a given Plan Type have sold or are expected to be sold in a normal marketing environment and shall not include prices for such Dwelling Units that are sold at a discount to expected sales prices for the purpose of stimulating the initial sales activity with respect to such Plan Type. If such information is not available, means the base price of such Dwelling Units, estimated by an MAI Appraiser or Price Point Consultant as of such date, based upon their actual or expected characteristics, such as living area, view, or lot size, but excluding potential appreciation or premiums, options or upgrades. "Plan Type" means a discrete residential plan type generally consisting of residential Dwelling Units that share a common product type (e.g., detached, attached) and that have nearly identical amounts of living area, that is constructed or expected to be constructed within CFD No. 2026-1 (IA No. 1) or the surrounding area as identified in the appraisal or the Price Point Study.
"Price Point Consultant" means any consultant or firm of such consultants selected by CFD No. 2026-1 (IA No. 1) that (a) has substantial experience in performing price point studies or otherwise estimating or confirming pricing for Dwelling Units within community facilities districts, (b) is well versed in analyzing economic and real estate data that relates to the pricing of Dwelling Units in community facilities districts, (c) is independent and not under the control of CFD No. 2026-1 (IA No. 1), the City, or the developer, (d) does not have any substantial interest, direct or indirect, with or in CFD No. 2026-1 (IA No. 1), the City, any owner of real property in CFD No. 2026-1 (IA No. 1), or any real property in CFD No. 2026-1 (IA No. 1), and (e) is not connected with CFD No. 2026-1 (IA No. 1) or the City as an officer or employee thereof, but who may be regularly retained to make reports to CFD No. 2026-1 (IA No. 1) or the County. "Price Point Study" means a price point study or a letter updating a previous price point study, which (a) has been prepared by the Price Point Consultant, (b) sets forth the Plan Types constructed or expected to be constructed within CFD No. 2026-1 (IA No. 1), (c) sets forth the estimated number of constructed and expected Dwelling Units for each Plan Type, (d) sets forth estimates of the Base Price for each Plan Type and (e) uses a date for establishing such Base Prices that is no earlier than 30 days prior to the date the Price Point Study is delivered to the CFD Administrator pursuant to Section H herein.
"Total Effective Tax Rate" means, for a Plan Type, (a) the Total Tax Burden for such Plan Type divided by (b) the Base Price for such Plan Type, converted to a percentage. "Total Effective Tax Rate Limit" means 1.80%.
"Total Tax Burden” means, with respect to a Plan Type, for the Fiscal Year for which the calculation is being performed, the sum of the Assigned Special Tax and estimated ad valorem property taxes, special assessments, special taxes for any overlapping community facilities districts, and any other governmental taxes, fees and charges levied or imposed on Dwelling Units of such Plan Type in CFD No. 2026- Exhibit A
14 Rate and Method of Apportionment
CFD No. 2026-1 (IA No. 1) (Beechwood - Facilities)
1 (IA No. 1) in such Fiscal Year or that would have been levied on all such Dwelling Units had these Dwelling Units been subject to such levies (excluding homeowner’s association dues and Property Assessed Clean Energy (“PACE”) charges imposed pursuant to AB 811 or SB 555, that are levied on individual Assessor’s Parcels, or any other charges applicable to the Assessor’s Parcels initiated by the homeowner after the close of escrow).
At least 30 days prior to the issuance of the first series of Bonds, the following steps shall be taken for each Land Use Class of for-sale Residential Property in CFD No. 2026-1 (IA No. 1) for evaluating the Special Tax:
Step No.:
1. The CFD Administrator shall determine whether or not the Total Effective Tax Rate for all Plan Types in a Land Use Class is less than or equal to the Total Effective Tax Rate Limit for each Land Use Class of for-sale Residential Property in CFD No. 2026-1 (IA No. 1).
a. If the Total Effective Tax Rate for all Plan Types in a Land Use Class in CFD No. 2026-1 (IA No. 1) is less than or equal to the Total Effective Tax Rate Limit, then there shall be no reduction in Special Tax for such Land Use Class in CFD No. 2026-1 (IA No. 1).
b. If the Total Effective Tax Rate for any Plan Type in a Land Use Class in CFD No. 2026-1 (IA No. 1) is greater than the Total Effective Tax Rate Limit , the CFD Administrator shall calculate a revised Assigned Special Tax for that Land Use Class in CFD No. 2026-1 (IA No. 1), such that the revised Assigned Special Tax does not cause the Total Effective Tax Rate for any Plan Type in such Land Use Class to exceed the Total Effective Tax Rate Limit.
2. If the Assigned Special Tax for any Land Use Class is revised pursuant to step
1.b. above, the CFD Administrator shall also prepare and execute a Certificate to Amend the Special Tax substantially in the form of Exhibit “A” hereto and shall deliver such Certificate to Amend the Special Tax to CFD No. 2026-1 (IA No. 1). The Certificate to Amend the Special Tax shall be completed for all Land Use Classes and shall set forth, as applicable, either (i) the reduced Assigned Special Tax for a Land Use Class as calculated pursuant to step 1.b., or (ii) the Assigned Special Tax as identified in Table 1 of Section C for a Land Use Class that was not revised as determined pursuant to step 1.a. A reduction to the Assigned Special Tax in one Land Use Class shall not require a reduction in any other Land Use Class.
3. If the anticipated date of issuance of Bonds is within 180 days of the date of receipt of the Price Point Study by the CFD Administrator, CFD No. 2026-1 (IA No. 1) shall execute the acknowledgement on such Certificate to Amend the Special Tax dated as of the closing date of such Bonds, and upon the closing of such Bonds, the Assigned Special Tax for each Land Use Class shall be as set forth in such Certificate to Amend the Special Tax. If the date of issuance of Bonds is not within 180 days of the date of receipt of the Price Point Study by the CFD Administrator, such Certificate to Amend the Special Tax shall not be acknowledged by CFD No. 2026-1 (IA No. 1) and shall, as of such date, be Exhibit A
15 Rate and Method of Apportionment
CFD No. 2026-1 (IA No. 1) (Beechwood - Facilities)
void and of no further force and effect. In such case, if subsequently Bonds are expected to be issued, at least 30 days prior to that expected date, steps 1 and 2 of this section shall be performed based on a new Price Point Study.
4. After the execution by CFD No. 2026-1 (IA No. 1) of the acknowledgement on the Certificate to Amend the Special Tax, CFD No. 2026-1 (IA No. 1) shall cause to be recorded in the records of the County Recorder an Amended Notice of Special Tax Lien for CFD No. 2026-1 (IA No. 1) reflecting the Assigned Special Tax for CFD No. 2026-1 (IA No. 1) set forth in such Certificate to Amend the Special Tax.
5. If the Assigned Special Tax is not required to be changed for any Land Use Class based on the calculations performed under step 1 above, there shall be no reduction in the Assigned Special Tax and no Certificate to Amend the Special Tax shall be required.
I MANNER OF COLLECTION
The Special Tax will be collected in the same manner and at the same time as ordinary ad valorem property taxes; provided, however, that CFD No. 2026-1 (IA No. 1) may directly bill the Special Tax, may collect the Special Tax at a different time or in a different manner if necessary to meet its financial obligations, and may covenant to foreclose and may actually foreclose on delinquent Assessor’s Parcels as permitted by the Act.
J TERM OF SPECIAL TAX
The Special Taxes shall be levied until the final series of Bonds have matured, provided that the Special Taxes shall not be levied after Fiscal Year 2074-2075. The Special Taxes will cease to be levied in an earlier Fiscal Year if the CFD Administrator has determined that all required interest and principal payments on the Bonds have been paid, no delinquent Special Taxes remain uncollected, and the City has covenanted that it will not issue any more Bonds (other than refunding Bonds) to be supported by Special Taxes levied under this Rate and Method of Apportionment as described in Section D.
Exhibit A
A-1 Rate and Method of Apportionment
CFD No. 2026-1 (IA No. 1) (Beechwood - Facilities)
EXHIBIT A
CERTIFICATE TO AMEND THE SPECIAL TAX
IMPROVEMENT AREA NO. 1 OF CITY OF PASO ROBLES
COMMUNITY FACILITIES DISTRICT NO. 2026-1 (BEECHWOOD -
FACILITIES)
TAX REDUCTION CERTIFICATE
1. Pursuant to Section H of the Rate and Method of Apportionment, as attached to the Notice of Special Tax Lien, recorded in the Official Records of the County of San Luis Obispo as Instrument No. XXXXXX on MM/DD/YYYY, the City of Paso Robles (the “City”) hereby reduces the Assigned Special Taxes for Developed Property within CFD No. 2026- 1 (IA No. 1) set forth in Table 1 of the Rate and Method of Apportionment for CFD No. 2026-1 (IA No. 1).
2. The calculations made pursuant to Section H were based upon a Price Point Study that was received by the CFD Administrator on _________________.
3. The information in Table 1, relating to the Assigned Special Tax for Developed Property within CFD No. 2026-1 (IA No. 1) shall be amended and restated in full as follows:
Table A-1: Assigned Special Tax for Developed Property
Land Use
Class Description Assigned Special Tax
1 RESIDENTIAL PROPERTY (> 2,650 SF) [$ ] PER DWELLING UNIT 2 RESIDENTIAL PROPERTY (2,350 - 2,650 SF) [$ ] PER DWELLING UNIT 3 RESIDENTIAL PROPERTY (2,050 - 2,350 SF) [$ ] PER DWELLING UNIT 4 RESIDENTIAL PROPERTY (1,750 - 2,050 SF) [$ ] PER DWELLING UNIT 5 RESIDENTIAL PROPERTY (1,450 - 1,750 SF) [$ ] PER DWELLING UNIT 6 RESIDENTIAL PROPERTY (<= 1,450 SF) [$ ] PER DWELLING UNIT 7 NON-RESIDENTIAL PROPERTY $42,377 PER ACRE
4. Upon execution of the certificate by the City and CFD No. 2026-1 (IA No. 1), the City shall cause an amended Notice of Special Tax Lien for CFD No. 2026-1 (IA No. 1) to be recorded reflecting the modifications set forth herein.
Submitted:
CFD ADMINISTRATOR
By: Date:
By execution hereof, the undersigned acknowledges, on behalf of CFD No. 2026-1 (IA No. 1), receipt of this certificate and modification of the Rate and Method of Apportionment as set forth in this certificate.
Community Facilities District No. 2026-1 (Beechwood - Facilities) of the City of Paso Robles.
By: Date as of:
Exhibit A
1 Rate and Method of Apportionment
CFD No. 2026-1 (IA No. 2) (Beechwood - Facilities)
RATE AND METHOD OF APPORTIONMENT OF SPECIAL TAXES
IMPROVEMENT AREA NO. 2 OF CITY OF PASO ROBLES
COMMUNITY FACILITIES DISTRICT NO. 2026-1
(BEECHWOOD - FACILITIES)
A Special Tax as hereinafter defined shall be levied on all Assessor’s Parcels in Improvement Area No. 2 of City of Paso Robles Community Facilities District No. 2026-1 (Beechwood - Facilities) ("CFD No. 2026-1 (IA No. 2)") and collected each Fiscal Year commencing in Fiscal Year 2025-2026, in an amount determined by the Council, through the application of this Rate and Method of Apportionment as described below. All of the real property in CFD No. 2026-1 (IA No. 2), unless exempted by law or by the provisions hereof, shall be taxed for the purposes, to the extent and in the manner herein provided.
A DEFINITIONS
The terms hereinafter set forth have the following meanings:
"Acre" or "Acreage" means the land area of an Assessor’s Parcel as shown on an Assessor’s Parcel Map, or if the land area is not shown on an Assessor’s Parcel Map, the land area shown on the applicable Final Map, parcel map, condominium plan, or other recorded County parcel map.
"Act" means the Mello-Roos Community Facilities Act of 1982, as amended, being Chapter 2.5, of Part 1 of Division 2 of Title 5 of the Government Code of the State of California.
"Administrative Expenses" means the following actual or reasonably estimated costs directly related to the administration of CFD No. 2026-1 (IA No. 2): the costs of computing the Special Taxes and preparing the annual Special Tax collection schedules (whether by the City or designee thereof or both); the costs of collecting the Special Taxes (whether by the City or otherwise); the costs of remitting the Special Taxes to the Trustee; the costs of the Trustee (including its legal counsel) in the discharge of the duties required of it under the Indenture; the costs to the City, CFD No. 2026-1 (IA No. 2) or any designee thereof of complying with arbitrage rebate requirements; the costs to the City, CFD No. 2026-1 (IA No. 2) or any designee thereof of complying with City, CFD No. 2026-1 (IA No. 2), major property owner, or obligated persons disclosure requirements associated with applicable federal and state securities laws and of the Act; the costs associated with preparing Special Tax disclosure statements and responding to public inquiries regarding the Special Taxes; the costs of the City, CFD No. 2026-1 (IA No. 2), or any designee thereof related to an appeal of the Special Tax; the costs associated with the release of funds from an escrow account; and the City’s annual administration fees and third party expenses. Administrative Expenses shall also include amounts estimated or advanced by the City or CFD No. 2026-1 (IA No. 2) for any other administrative purposes of CFD No. 2026-1 (IA No. 2), including attorney’s fees and other costs related to commencing and pursuing to completion any foreclosure, or otherwise addressing the disposition of delinquent Special Taxes. "Assessor’s Parcel" means any real property to which an Assessor’s Parcel Number is assigned as shown on an Assessor’s Parcel Map.
Exhibit A
2 Rate and Method of Apportionment
CFD No. 2026-1 (IA No. 2) (Beechwood - Facilities)
"Assessor’s Parcel Map" means an official map of the County Assessor of the County designating parcels by Assessor’s Parcel Number.
"Assessor’s Parcel Number" means that number assigned to an Assessor’s Parcel by the County for purposes of identification.
"Assigned Special Tax" means the Special Tax for each Land Use Class of Developed Property, as determined in accordance with Section C below. “Authorized Facilities” means the facilities authorized to be financed by CFD No. 2026-1 (IA No. 2).
"Backup Special Tax" means the Special Tax of that name described in Section C below.
"Bonds" means any bonds or other debt as defined in Section 53317(d) of the Act, whether in one or more series, issued by CFD No. 2026-1 (IA No. 2) under the Act. "Boundary Map" means a recorded map which indicates the boundaries of CFD No. 2026-1 (IA No. 2).
"Building Permit" means the first legal document issued by the City giving official permission for the construction of a building on an Assessor’s Parcel. For purposes of this definition and application of the Special Tax, “Building Permit” may or may not include any subsequent building permits issued or changed after the first issuance, as determined by the CFD Administrator.
"Calendar Year" means the period commencing January 1 of any year and ending the following December 31.
"CFD Administrator" means an official of the City, or designee thereof, responsible for determining the Special Tax Requirement and providing for the levy and collection of the Special Taxes.
"CFD No. 2026-1 (IA No. 2)" means the Improvement Area No. 2 of City of Paso Robles Community Facilities District No. 2026-1 (Beechwood – Facilities). “City” means the City of Paso Robles.
"Council" means the City Council.
"County" means the County of San Luis Obispo.
"Developed Property" means, for each Fiscal Year, all Taxable Property in CFD No. 2026-1 (IA No. 2), located within a Final Map that was recorded as of January 1 of the prior Fiscal Year, for which a Building Permit was issued prior to May 1 of the prior Fiscal Year.
“Dwelling Unit” means one residential unit of any configuration, including, but not limited to, a single-family attached or detached dwelling, condominium, mobile home, or otherwise, excluding hotels and motels. A casita or accessory dwelling unit (“ADU”) of any configuration shall not be counted as a separate Dwelling Unit for purposes of this Rate and Method of Apportionment.
“Exempt Welfare Exemption Property” means, for each Fiscal Year, an Assessor’s Parcel that, prior to the issuance of Bonds, received a welfare exemption under subdivision (g) of Section 214 of the California Revenue and Taxation Code (or any Exhibit A
3 Rate and Method of Apportionment
CFD No. 2026-1 (IA No. 2) (Beechwood - Facilities)
successor statute), as indicated in the County’s assessor’s roll finalized as of January 1 of the previous Fiscal Year, and is exempt from the Special Tax pursuant to Section 53340(c) of the Act.
"Final Map" means (i) a final map, or portion thereof, approved by the County pursuant to the Subdivision Map Act (California Government Code Section 66410 et seq.) that creates individual lots or parcels for which Building Permits may be issued without further subdivision, or (ii) for condominiums, a final map approved by the County and a condominium plan recorded pursuant to California Civil Code Section 4285 creating such individual lots or parcels.
"Final Mapped Property" means all Assessor’s Parcels of Taxable Property: (i) that are included in a Final Map recorded prior to the January 1st preceding the Fiscal Year in which the Special Tax is being levied; and (ii) for which a Building Permit has not been issued on or before May 1 preceding the Fiscal Year in which the Special Tax is being levied.
"Fiscal Year" means the period starting July 1 and ending on the following June 30. "Indenture" means the indenture, fiscal agent agreement, resolution, or other instrument pursuant to which Bonds are issued, as modified, amended and/or supplemented from time to time.
"Land Use Class" means any of the categories listed in Table 1 herein. "Maximum Special Tax" means the maximum Special Tax, determined in accordance with Section C below, that can be levied in any Fiscal Year on any Assessor’s Parcel within CFD No. 2026-1 (IA No. 2).
“Non-Residential Floor Area” means the total building square footage of the nonresidential building(s) located on an Assessor’s Parcel, measured from outside wall to outside wall, not including space devoted to stairwells, public restrooms, lighted courts, vehicle parking and areas incident thereto, and mechanical equipment incidental to the operation of such building. The determination of Non-Residential Floor Area shall be made by reference to the Building Permit(s) issued for such Assessor’s Parcel and/or to the appropriate records kept by the City, as reasonably determined by the CFD Administrator.
"Non-Residential Property" means all Assessor's Parcels of Taxable Property for which a Building Permit(s) was issued for a non-residential use. The CFD Administrator shall make the determination if an Assessor’s Parcel is Non-Residential Property.
"Outstanding Bonds" means all Bonds which are deemed to be outstanding under the Indenture.
"Partial Prepayment Amount" means the amount required to prepay a portion of the Special Tax obligation for an Assessor’s Parcel, as described in Section G.2. "Prepayment Amount" means the amount required to prepay the Special Tax obligation in full for an Assessor’s Parcel, as described in Section G.1. “Property Owner’s Association” means, collectively, any property owner association or homeowners association, including any master or sub-association, created for CFD No. 2026-1 (IA No. 2).
Exhibit A
4 Rate and Method of Apportionment
CFD No. 2026-1 (IA No. 2) (Beechwood - Facilities)
"Property Owner Association Property" means, for each Fiscal Year, any property within the boundaries of CFD No. 2026-1 (IA No. 2) that was owned by a Property Owner Association, as of January 1 of the prior Fiscal Year. "Proportionately" means, for Developed Property, that the ratio of the actual Special Tax levy to the Assigned Special Tax is equal for all Assessor’s Parcels of Developed Property. For Undeveloped Property, "Proportionately" means that the ratio of the actual Special Tax levy per Acre to the Maximum Special Tax per Acre is equal for all Assessor’s Parcels of Undeveloped Property. For Taxable Property Owner Association Property, "Proportionately" means that the ratio of the actual Special Tax levy per Acre to the Maximum Special Tax per Acre is equal for all Assessor’s Parcels of Taxable Property Owner Association Property. For Taxable Public Property, "Proportionately" means that the ratio of the actual Special Tax levy per Acre to the Maximum Special Tax per Acre is equal for all Assessor’s Parcels of Taxable Public Property.
"Public Property" means, for each Fiscal Year, any property within CFD No. 2026-1 (IA No. 2) that is owned by, irrevocably offered for dedication to, or dedicated to the federal government, the State, the City, or any other public agency as of June 30 of the prior Fiscal Year; provided however that any property leased by a public agency to a private entity and subject to taxation under Section 53340.1 of the Act shall be taxed and classified in accordance with its use. To ensure that property is classified as Public Property in the first Fiscal Year after it is acquired by, irrevocably offered for dedication to, or dedicated to a public agency, the property owner shall notify the CFD Administrator in writing of such acquisition, offer, or dedication not later than June 30 of the Fiscal Year in which the acquisition, offer, or dedication occurred. “Rate and Method of Apportionment” means this Rate and Method of Apportionment of Special Taxes, City of Paso Robles, Community Facilities District No. 2026-1 (Beechwood - Facilities).
"Residential Floor Area" means all of the square footage of living area within the perimeter of a Dwelling Unit, not including any carport, walkway, garage, overhang, patio, enclosed patio, or similar area. The CFD Administrator shall determine the Residential Floor Area based upon the Building Permit(s) issued for such Dwelling Unit.
"Residential Property" means Developed Property, for which a Building Permit has been issued for purposes of constructing one or more Dwelling Units. "Special Tax" means a special tax levied in any Fiscal Year to pay the Special Tax Requirement.
“Special Tax Requirement” means that amount required in any Fiscal Year to: (i) pay debt service on all Outstanding Bonds; (ii) pay periodic costs on the Bonds, including but not limited to, credit enhancement and rebate payments on the Bonds; (iii) pay Administrative Expenses; (iv) pay any amounts required to establish or replenish any reserve funds for all Outstanding Bonds to the extent such establishment or replenishment has not been included in a computation of the Special Tax Requirement in a previous Fiscal Year; (v) pay directly for the acquisition or construction of Authorized Facilities to the extent that inclusion of such amount does not increase the Special Tax levy on Final Mapped Property or Undeveloped Exhibit A
5 Rate and Method of Apportionment
CFD No. 2026-1 (IA No. 2) (Beechwood - Facilities)
Property; and (vi) pay for reasonably anticipated Special Tax delinquencies based on the historical delinquency rate for CFD No. 2026-1 (IA No. 2) as determined by the CFD Administrator; less (vii) a credit for funds available to reduce the annual Special Tax levy, as determined by the CFD Administrator pursuant to the Indenture. "State" means the State of California.
"Taxable Property" means all of the Assessor’s Parcels within the boundaries of CFD No. 2026-1 (IA No. 2) which are not exempt from the Special Tax pursuant to law or Section E below.
"Taxable Property Owner Association Property" means all Assessor’s Parcels of Property Owner Association Property that are not exempt pursuant to Section E below.
"Taxable Public Property" means all Assessor’s Parcels of Public Property that are not exempt pursuant to Section E below.
“Total Floor Area” means the sum of the Residential Floor Area and the NonResidential Floor Area located on an Assessor’s Parcel. "Trustee" means the trustee or fiscal agent under the Indenture. "Undeveloped Property” means all Assessor’s Parcels of Taxable Property which are not Developed Property, Final Mapped Property, Public Property, or Property Owner’s Association Property.
B ASSIGNMENT TO LAND USE CLASSES
Each Fiscal Year, beginning with Fiscal Year 2025-2026, each Assessor’s Parcel of Taxable Property shall be classified as Developed Property, Final Mapped Property, Undeveloped Property, Public Property and/or Property Owner’s Association Property.
Assessor’s Parcels of Developed Property shall further be classified as Residential Property or Non-Residential Property. Each Assessor’s Parcel of Residential Property shall be further categorized into Land Use Classes based on its Residential Floor Area and assigned the appropriate Assigned Special Tax.
The determination of the Residential Floor Area shall be made by reference to the original Building Permit issued for the Dwelling Unit of an Assessor’s Parcel. The Building Permit may include any subsequent document(s) authorizing new construction on an Assessor’s Parcel that are issued or changed by the City after the original issuance, as determined by the CFD Administrator as necessary to fairly allocate Special Tax to the Assessor’s Parcel, provided that following such determination the Maximum Special Tax that may be levied on all Assessor’s Parcels of Taxable Property in each year will be at least 1.1 times annual debt service on all outstanding Bonds plus the estimated annual Administrative Expenses in each year.
C MAXIMUM SPECIAL TAX RATE
C.1 Developed Property
The Maximum Special Tax for each Assessor’s Parcel classified as Developed Property shall be the greater of (i) the amount derived by application of the Assigned Special Tax or (ii) the amount derived by application of the Backup Special Tax.
Exhibit A
6 Rate and Method of Apportionment
CFD No. 2026-1 (IA No. 2) (Beechwood - Facilities)
Assigned Special Tax
Each Fiscal Year, each Assessor’s Parcel of Residential Property or Non-Residential Property shall be subject to an Assigned Special Tax. The Assigned Special Tax applicable to an Assessor's Parcel of Developed Property shall be determined pursuant to Table 1 below.
Table 1: Assigned Special Tax for Developed Property
Land Use
Class Description Assigned Special Tax
1 RESIDENTIAL PROPERTY (> 2,500 SF) $5,985 PER DWELLING UNIT 2 RESIDENTIAL PROPERTY (2,300 - 2,500 SF) $5,569 PER DWELLING UNIT 3 RESIDENTIAL PROPERTY (2,100 - 2,300 SF) $5,153 PER DWELLING UNIT 4 RESIDENTIAL PROPERTY (1,900 - 2,100 SF) $4,738 PER DWELLING UNIT 5 RESIDENTIAL PROPERTY (1,700 - 1,900 SF) $4,392 PER DWELLING UNIT 6 RESIDENTIAL PROPERTY (1,500 - 1,700 SF) $4,066 PER DWELLING UNIT RESIDENTIAL PROPERTY (<= 1,500 SF) $3,699 PER DWELLING UNIT 7 NON-RESIDENTIAL PROPERTY $42,800 PER ACRE
Backup Special Tax
The Backup Special Tax for each Assessor’s Parcel of Residential Property in a Final Map shall be computed by multiplying the Acreage of all Taxable Property (excluding Acreage associated with current or expected Non-Residential Property, Taxable Public Property, or Taxable Property Owner Association Property, if any) in such Final Map by $43,265, and dividing the product by the number of such Assessor’s Parcels (i.e., the number of residential lots) in such Final Map.
Notwithstanding the foregoing, if all or any portion of a Final Map is subsequently changed or modified, then the Backup Special Tax for each Assessor’s Parcel of Residential Property in such Final Map, or the portion thereof that is changed or modified, shall be a rate per Acre calculated as follows:
1. Determine the total Backup Special Taxes anticipated to apply to the changed or modified portion of the Final Map prior to the change or modification.
2. Divide the amount determined pursuant to paragraph 1 above by the total Acreage of Residential Property excluding Non-Residential Property, Taxable Public Property, and Taxable Property Owner Association Property which is ultimately expected to exist in such changed or modified Final Map area, as reasonably determined by the CFD Administrator.
3. The result is the Backup Special Tax per Acre which shall be applicable to all Assessor's Parcels of Residential Property in such changed or modified Final Map.
C.2 Final Mapped Property
The Maximum Special Tax for each Assessor’s Parcel of Final Mapped Property expected to be classified as Residential Property shall be the Backup Special Tax computed pursuant to Section C.1.b above.
C.3 Undeveloped Property, Taxable Property Owner Association Property, Exhibit A
7 Rate and Method of Apportionment
CFD No. 2026-1 (IA No. 2) (Beechwood - Facilities)
and/or Taxable Public Property.
The Maximum Special Tax for each Assessor’s Parcel of Undeveloped Property, Taxable Property Owner Association Property, or Taxable Public Property shall be $43,265 per Acre.
C.4 Multiple Land Use Classes
In some instances, an Assessor’s Parcel of Developed Property may contain more than one Land Use Class. The annual Maximum Special Taxes levied on an Assessor’s Parcel shall be the sum of the Maximum Special Taxes for all Land Use Classes located on that Assessor’s Parcel. If an Assessor’s Parcel of Developed Property includes Non-Residential Property, the Acreage to be assigned to such property for purposes of establishing the Special Tax shall be an amount proportional to the Total Floor Area associated with Non-Residential Property, as applicable. Furthermore, for a condominium plan, if only a portion of its Building Permits have been issued, the remaining portion of the condominium plan shall be considered Final Mapped Property. The CFD Administrator’s allocation to each type of property shall be final.
D APPORTIONMENT OF THE SPECIAL TAX
Commencing with Fiscal Year 2025-2026 and for each following Fiscal Year, the Council shall determine the Special Tax Requirement and shall levy the Special Tax until the total Special Tax levy equals the Special Tax Requirement. The Special Tax shall be levied each Fiscal Year as follows:
First: The Special Tax shall be levied Proportionately on each Assessor’s Parcel of Developed Property up to 100% of the applicable Assigned Special Tax to satisfy the Special Tax Requirement.
Second: If additional monies are needed to satisfy the Special Tax Requirement after the first step has been completed, the Special Tax shall be levied Proportionately on each Assessor’s Parcel of Final Mapped Property at up to 100% of the Maximum Special Tax applicable to each such Assessor’s Parcel as needed to satisfy the Special Tax Requirement.
Third: If additional monies are needed to satisfy the Special Tax Requirement after the first two steps have been completed, the Special Tax shall be levied Proportionately on each Assessor’s Parcel of Undeveloped Property up to 100% of the Maximum Special Tax applicable to each such Assessor’s Parcel as needed to satisfy the Special Tax Requirement.
Fourth: If additional monies are needed to satisfy the Special Tax Requirement after the first three steps have been completed, the Special Tax on each Assessor's Parcel of Developed Property whose Maximum Special Tax is the Backup Special Tax shall be increased Proportionately from the Assigned Special Tax up to 100% of the Maximum Special Tax as needed to satisfy the Special Tax Requirement.
Fifth: If additional monies are needed to satisfy the Special Tax Requirement after the first four steps have been completed, the Special Tax shall be levied Proportionately on each Assessor’s Parcel of Taxable Property Owner Association Property up to 100% of the Maximum Special Tax applicable to each such Assessor’s Parcel as needed to satisfy the Special Tax Requirement.
Exhibit A
8 Rate and Method of Apportionment
CFD No. 2026-1 (IA No. 2) (Beechwood - Facilities)
Sixth: If additional monies are needed to satisfy the Special Tax Requirement after the first five steps have been completed, the Special Tax shall be levied Proportionately on each Assessor’s Parcel of Taxable Public Property up to 100% of the Maximum Special Tax applicable to each such Assessor’s Parcel as needed to satisfy the Special Tax Requirement.
Notwithstanding the above, under no circumstances will the Special Taxes levied in any Fiscal Year against any Assessor’s Parcel of Residential Property as a result of a delinquency in the payment of the Special Tax applicable to any other Assessor’s Parcel be increased by more than 10% above the amount that would have been levied in that Fiscal Year had there never been any such delinquency or default.
E EXEMPTIONS
No Special Tax shall be levied on Acres of Property Owner Association Property or Public Property in CFD No. 2026-1 (IA No. 2) provided that an Assessor’s Parcel shall not be exempt and shall be classified as Taxable Property Owner Association Property and Taxable Public Property if exempting such property would reduce the sum of all Taxable Property to less than 18.17 Acres. Tax-exempt status will be assigned by the CFD Administrator in the chronological order in which such Assessor’s Parcels or portions thereof within CFD No. 2026-1 (IA No. 2) become Public Property or Property Owner Association Property.
However, should an Assessor’s Parcel no longer be classified as Public Property or Property Owner Association Property, it will, from that point forward, be subject to the Special Tax.
Property Owner Association Property or Public Property that is not exempt from the Special Tax under this section shall be subject to the levy of the Special Tax and shall be taxed Proportionately as part of the fifth step and sixth step in Section D above, respectively, at up to 100% of the applicable Maximum Special Tax for Taxable Property Owner Association Property or Taxable Public Property.
In addition, no Special Tax shall be levied on any Assessor’s Parcel in any Fiscal Year in which such Assessor’s Parcel is classified as Exempt Welfare Exemption Property.
F APPEALS AND INTERPRETATIONS
Any taxpayer may file a written appeal of the Special Tax on his/her property with the CFD Administrator, provided that the appellant is current in his/her payments of Special Taxes.
During the pendency of an appeal, all Special Taxes previously levied must be paid on or before the payment date established when the levy was made. The appeal must specify the reasons why the appellant claims the Special Tax is in error. The CFD Administrator shall review the appeal, meet with the appellant if the CFD Administrator deems necessary, and advise the appellant of its determination. If the CFD Administrator agrees with the appellant, the CFD Administrator shall eliminate or reduce the Special Tax on the appellant’s property.
If the CFD Administrator disagrees with the appellant and the appellant is dissatisfied with the determination, the appellant then has 30 days in which to appeal to the Council by filing a written notice of appeal with the clerk of the Council, provided that the appellant is current in his/her payments of Special Taxes. The second appeal must specify the reasons for the disagreement with the CFD Administrator’s determination.
Interpretations may be made by the Council by ordinance or resolution for purposes of clarifying any vagueness or ambiguity in this Rate and Method of Apportionment.
Exhibit A
9 Rate and Method of Apportionment
CFD No. 2026-1 (IA No. 2) (Beechwood - Facilities)
G PREPAYMENT
The following additional definitions apply to this Section G:
“CFD Public Facilities” means $10,040,000 or such lower amount (i) authorized by the Council to provide the public facilities to be funded under CFD No. 2026-1 (IA No. 2), or (ii) determined by the Council concurrently with a covenant that it will not issue any more Bonds to be supported by the Special Tax levied under this Rate and Method of Apportionment.
“Construction Fund” means a fund held by the Trustee to fund CFD Public Facilities. “Future Facilities Cost” means the CFD Public Facilities minus public facility costs previously funded, or that can be funded from funds in the Construction Fund. “Outstanding Bonds” means all previously issued Bonds secured by the levy of the Special Tax which will remain outstanding after the first interest and/or principal payment date following the current Fiscal Year, excluding Bonds to be redeemed at a later date with the proceeds of prior prepayments of the Special Tax.
G.1 Prepayment in Full
The Maximum Special Tax obligation may be prepaid and permanently satisfied for (i) Assessor’s Parcels of Developed Property, (ii) Assessor’s Parcels of Final Mapped Property or Undeveloped Property for which a Building Permit has been issued, (iii) Assessor’s Parcels of Final Mapped Property or Undeveloped Property for which a Building Permit has not been issued; and (iv) Assessor’s Parcels of Public Property or Property Owner’s Association Property that are not exempt pursuant to Section E.
The Maximum Special Tax obligation applicable to an Assessor’s Parcel may be fully prepaid and the obligation to pay the Special Tax for such Assessor’s Parcel permanently satisfied as described herein; provided that a prepayment may be made only if there are no delinquent Special Taxes with respect to such Assessor’s Parcel at the time of prepayment. An owner of an Assessor’s Parcel intending to prepay the Maximum Special Tax obligation for such Assessor’s Parcel shall provide the CFD Administrator with written notice of intent to prepay, and within 5 business days of receipt of such notice, the CFD Administrator shall notify such owner of the amount of the non-refundable deposit determined to cover the cost to be incurred by CFD No. 2026-1 (IA No. 2) in calculating the Prepayment Amount (as defined below) for the Assessor’s Parcel. Within 15 days of receipt of such non-refundable deposit, the CFD Administrator shall notify such owner of the Prepayment Amount for the Assessor’s Parcel. Prepayment must be made not less than 60 days prior to the redemption date for any Bonds to be redeemed with the proceeds of such Prepayment Amount.
The Prepayment Amount shall be calculated as follows (capitalized terms are defined below):
Prepayment Amount
Bond Redemption Amount
plus Redemption Premium
plus Future Facilities Amount
plus Defeasance Amount
Exhibit A
10 Rate and Method of Apportionment
CFD No. 2026-1 (IA No. 2) (Beechwood - Facilities)
plus Administrative Fees and Expenses
less Reserve Fund Credit
less Capitalized Interest Credit
Total: equals Special Tax Prepayment Amount
The Prepayment Amount shall be determined as of the proposed prepayment date as follows:
1. Confirm that no Special Tax delinquencies apply to such Assessor’s Parcel.
2. For an Assessor’s Parcel of Developed Property, compute the Maximum Special Tax for the Assessor’s Parcel. For an Assessor’s Parcel of Final Mapped Property or Undeveloped Property for which a Building Permit has been issued, compute the Maximum Special Tax for the Assessor’s Parcel as though it was already designated as Developed Property, based upon the Building Permit which has been issued for the Assessor’s Parcel. For an Assessor’s Parcel of Final Mapped Property or Undeveloped Property for which a Building Permit has not been issued, Public Property or Property Owner’s Association Property to be prepaid, compute the Maximum Special Tax for the Assessor’s Parcel.
3. Divide the Maximum Special Tax derived pursuant to paragraph 2 by the total amount of Special Taxes that could be levied at the Maximum Special Tax at build out of all Assessor’s Parcels of Taxable Property based on the applicable Maximum Special Tax for Assessor’s Parcels of Developed Property not including any Assessor’s Parcels for which the Special Tax obligation has been previously prepaid.
4. Multiply the quotient derived pursuant to paragraph 3 by the principal amount of the Outstanding Bonds to determine the amount of Outstanding Bonds to be redeemed with the Prepayment Amount (the “Bond Redemption Amount”).
5. Multiply the Bond Redemption Amount by the applicable redemption premium, if any, on the Outstanding Bonds to be redeemed (the “Redemption Premium”).
6. Determine the Future Facilities Cost.
7. Multiply the quotient derived pursuant to paragraph 3 by the amount determined pursuant to paragraph 6 to determine the amount of Future Facilities Costs for the Assessor’s Parcel, which amount shall not be less than $0 (the “Future Facilities Amount”).
8. Determine the amount needed to pay interest on the Bond Redemption Amount from the first bond interest payment date following the current Fiscal Year until the earliest redemption date for the Outstanding Bonds on which Bonds can be redeemed from the Prepayment Amount.
9. Determine the Special Tax levied on the Assessor’s Parcel in the current Fiscal Year which has not yet been paid.
10. Determine the amount the CFD Administrator reasonably expects to derive Exhibit A
11 Rate and Method of Apportionment
CFD No. 2026-1 (IA No. 2) (Beechwood - Facilities)
from the investment of the Bond Redemption Amount and the Redemption Premium from the date of prepayment until the redemption date for the Outstanding Bonds to be redeemed with the Prepayment Amount.
11. Add the amounts derived pursuant to paragraphs 8 and 9 and subtract the amount derived pursuant to paragraph 10 (the “Defeasance Amount”).
12. Verify the administrative fees and expenses of CFD No. 2026-1 (IA No. 2), including the cost of computation of the Prepayment Amount, the cost to invest the Prepayment Amount, the cost of redeeming the Outstanding Bonds, and the cost of recording notices to evidence the prepayment of the Maximum Special Tax obligation for the Assessor’s Parcel and the redemption of Outstanding Bonds (the “Administrative Fees and Expenses”).
13. The reserve fund credit (the “Reserve Fund Credit”) shall equal the lesser of:
(a) the expected reduction in the reserve requirement (as defined in the Indenture), if any, associated with the redemption of Outstanding Bonds as a result of the Prepayment Amount, or (b) the amount derived by subtracting the new reserve requirement (as defined in the Indenture) in effect after the redemption of Outstanding Bonds as a result of the Prepayment Amount from the balance in the reserve fund on the prepayment date, but in no event shall such amount be less than zero.
14. If any capitalized interest for the Outstanding Bonds will not have been expended at the time of the first interest payment following the current Fiscal Year, the capitalized interest credit (the “Capitalized Interest Credit”) shall be calculated by multiplying the quotient derived pursuant to paragraph 3 by the expected balance in the capitalized interest account after such first interest payment.
15. The Prepayment Amount is equal to the sum of the Bond Redemption Amount, the Redemption Premium, the Future Facilities Amount, the Defeasance Amount and the Administrative Fees and Expenses, less the Reserve Fund Credit, less the Capitalized Interest Credit.
16. From the Prepayment Amount, the Bond Redemption Amount, the Redemption Premium, and Defeasance Amount shall be deposited into the appropriate fund as established under the Indenture and be used to redeem Outstanding Bonds or make debt service payments. The Future Facilities Amount shall be deposited into the Construction Fund. The Administrative Fees and Expenses shall be retained by CFD No. 2026-1 (IA No. 2).
The Prepayment Amount may not be sufficient to redeem an aggregate principal amount of Outstanding Bonds which is equally divisible by $5,000. In such event, the increment above $5,000 or an integral multiple thereof will be retained in the appropriate fund established under the Indenture to be used with the next redemption from other Special Tax prepayments of Outstanding Bonds or to make debt service payments.
As a result of the payment of the current Fiscal Year’s Special Tax levy as determined pursuant to paragraph 9 above, the CFD Administrator shall remove the current Fiscal Year’s Special Tax levy for the Assessor’s Parcel from the County tax roll. With respect to any Assessor’s Parcel for which the Maximum Special Tax obligation is Exhibit A
12 Rate and Method of Apportionment
CFD No. 2026-1 (IA No. 2) (Beechwood - Facilities)
prepaid, the Council shall cause a suitable notice to be recorded in compliance with the Act, to indicate the prepayment of Maximum Special Tax obligation and the release of the Special Tax lien for the Assessor’s Parcel, and the obligation to pay the Special Tax for such Assessor’s Parcel shall cease.
Notwithstanding the foregoing, no Special Tax prepayment shall be allowed unless the amount of Maximum Special Tax that may be levied on all Assessor’s Parcels of Taxable Property after the proposed prepayment will be at least 1.1 times maximum annual debt service on the Bonds that will remain outstanding after the prepayment plus the estimated annual Administrative Expenses.
G.2 Prepayment in Part
The Maximum Special Tax obligation for (i) Assessor’s Parcels of Developed Property, (ii) Assessor’s Parcels of Final Mapped Property or Undeveloped Property for which a Building Permit has been issued, (iii) Assessor’s Parcels of Final Mapped Property or Undeveloped Property for which a Building Permit has not been issued; and (iv) Assessor’s Parcels of Public Property or Property Owner’s Association Property that are not exempt pursuant to Section E, may be partially prepaid. For purposes of determining the partial prepayment amount, the provisions of Section G.1 shall be modified as provided by the following formula:
PP = ((PE –A) x F) +A
These terms have the following meaning:
PP = The partial prepayment;
PE = The Prepayment Amount calculated according to Section G.1; F = The percent by which the owner of the Assessor’s Parcel(s) is partially prepaying the Special Tax obligation; and
A = The Administrative Fees and Expenses determined pursuant to Section G.1.
The owner of an Assessor’s Parcel who desires to partially prepay the Maximum Special Tax obligation for the Assessor’s Parcel shall notify the CFD Administrator of (i) such owner’s intent to partially prepay the Maximum Special Tax obligation, (ii) the percentage of the Maximum Special Tax obligation such owner wishes to prepay, and (iii) the company or agency that will be acting as the escrow agent, if any. Within 5 days of receipt of such notice, the CFD Administrator shall notify such property owner of the amount of the non-refundable deposit determined to cover the cost to be incurred by CFD No. 2026-1 (IA No. 2) in calculating the amount of a partial prepayment. Within 15 business days of receipt of such non-refundable deposit, the CFD Administrator shall notify such owner of the amount of the Partial Prepayment for the Assessor’s Parcel. A Partial Prepayment must be made not less than 60 days prior to the redemption date for the Outstanding Bonds to be redeemed with the proceeds of the Partial Prepayment Amount.
With respect to any Assessor’s Parcel for which the Maximum Special Tax obligation is partially prepaid, the CFD Administrator shall (i) distribute the Partial Prepayment Amount as provided in Paragraph 16 of Section G.1, and (ii) indicate in the records of CFD No. 2026-1 (IA No. 2) that there has been a Partial Prepayment for the Assessor’s Parcel and that a portion of the Special Tax obligation equal to the remaining Exhibit A
13 Rate and Method of Apportionment
CFD No. 2026-1 (IA No. 2) (Beechwood - Facilities)
percentage (1.00 - F) of Special Tax obligation will continue on the Assessor’s Parcel pursuant to Section D.
H SPECIAL TAX REDUCTION
The following definitions apply to this Section H:
"Base Price" means the minimum price at which Dwelling Units within a given Plan Type have sold or are expected to be sold in a normal marketing environment and shall not include prices of such Dwelling Units that are sold at a discount to expected sales prices for the purpose of stimulating the initial sales activity with respect to such Plan Type. If such information is not available, means the base price of such Dwelling Units, estimated by an MAI Appraiser or Price Point Consultant as of such date, based upon their actual or expected characteristics, such as living area, view, or lot size, but excluding potential appreciation or premiums, options or upgrades. "Plan Type" means a discrete residential plan type generally consisting of residential Dwelling Units that share a common product type (e.g., detached, attached) and that have nearly identical amounts of living area, that is constructed or expected to be constructed within CFD No. 2026-1 (IA No. 2) or the surrounding area as identified in the appraisal or Price Point Study.
"Price Point Consultant" means any consultant or firm of such consultants selected by CFD No. 2026-1 (IA No. 2) that (a) has substantial experience in performing price point studies or otherwise estimating or confirming pricing for Dwelling Units within community facilities districts, (b) is well versed in analyzing economic and real estate data that relates to the pricing of Dwelling Units in community facilities districts, (c) is independent and not under the control of CFD No. 2026-1 (IA No. 2), the City, or the developer, (d) does not have any substantial interest, direct or indirect, with or in CFD No. 2026-1 (IA No. 2), the City, any owner of real property in CFD No. 2026-1 (IA No. 2), or any real property in CFD No. 2026-1 (IA No. 2), and (e) is not connected with CFD No. 2026-1 (IA No. 2) or the City as an officer or employee thereof, but who may be regularly retained to make reports to CFD No. 2026-1 (IA No. 2) or the County. "Price Point Study" means a price point study or a letter updating a previous price point study, which (a) has been prepared by the Price Point Consultant, (b) sets forth the Plan Types constructed or expected to be constructed within CFD No. 2026-1 (IA No. 2), (c) sets forth the estimated number of constructed and expected Dwelling Units for each Plan Type, (d) sets forth estimates of the Base Price for each Plan Type and (e) uses a date for establishing such Base Prices that is no earlier than 30 days prior to the date the Price Point Study is delivered to the CFD Administrator pursuant to Section H herein.
"Total Effective Tax Rate" means, for a Plan Type, (a) the Total Tax Burden for such Plan Type divided by (b) the Base Price for such Plan Type, converted to a percentage. "Total Effective Tax Rate Limit" means 1.80%.
"Total Tax Burden” means, with respect to a Plan Type, for the Fiscal Year for which the calculation is being performed, the sum of the Assigned Special Tax and estimated ad valorem property taxes, special assessments, special taxes for any overlapping community facilities districts, and any other governmental taxes, fees and charges levied or imposed on Dwelling Units of such Plan Type in CFD No. 2026- Exhibit A
14 Rate and Method of Apportionment
CFD No. 2026-1 (IA No. 2) (Beechwood - Facilities)
1 (IA No. 2) in such Fiscal Year or that would have been levied on all such Dwelling Units had these Dwelling Units been subject to such levies (excluding homeowner’s association dues and Property Assessed Clean Energy (“PACE”) charges imposed pursuant to AB 811 or SB 555, that are levied on individual Assessor’s Parcels, or any other charges applicable to the Assessor’s Parcels initiated by the homeowner after the close of escrow).
At least 30 days prior to the issuance of the first series of Bonds, the following steps shall be taken for each Land Use Class of for-sale Residential Property in CFD No. 2026-1 (IA No. 2) for evaluating the Special Tax:
Step No.:
1. The CFD Administrator shall determine whether or not the Total Effective Tax Rate for all Plan Types in a Land Use Class is less than or equal to the Total Effective Tax Rate Limit for each Land Use Class of for-sale Residential Property in CFD No. 2026-1 (IA No. 2).
a. If the Total Effective Tax Rate for all Plan Types in a Land Use Class in CFD No. 2026-1 (IA No. 2) is less than or equal to the Total Effective Tax Rate Limit, then there shall be no reduction in Special Tax for such Land Use Class in CFD No. 2026-1 (IA No. 2).
b. If the Total Effective Tax Rate for any Plan Type in a Land Use Class in CFD No. 2026-1 (IA No. 2) is greater than the Total Effective Tax Rate Limit , the CFD Administrator shall calculate a revised Assigned Special Tax for that Land Use Class in CFD No. 2026-1 (IA No. 2), such that the revised Assigned Special Tax does not cause the Total Effective Tax Rate for any Plan Type in such Land Use Class to exceed the Total Effective Tax Rate Limit.
2. If the Assigned Special Tax for any Land Use Class is revised pursuant to step
1.b. above, the CFD Administrator shall also prepare and execute a Certificate to Amend the Special Tax substantially in the form of Exhibit “A” hereto and shall deliver such Certificate to Amend the Special Tax to CFD No. 2026-1 (IA No. 2). The Certificate to Amend the Special Tax shall be completed for all Land Use Classes and shall set forth, as applicable, either (i) the reduced Assigned Special Tax for a Land Use Class as calculated pursuant to step 1.b., or (ii) the Assigned Special Tax as identified in Table 1 of Section C for a Land Use Class that was not revised as determined pursuant to step 1.a. A reduction to the Assigned Special Tax in one Land Use Class shall not require a reduction in any other Land Use Class.
3. If the anticipated date of issuance of Bonds is within 180 days of the date of receipt of the Price Point Study by the CFD Administrator, CFD No. 2026-1 (IA No. 2) shall execute the acknowledgement on such Certificate to Amend the Special Tax dated as of the closing date of such Bonds, and upon the closing of such Bonds, the Assigned Special Tax for each Land Use Class shall be as set forth in such Certificate to Amend the Special Tax. If the date of issuance of Bonds is not within 180 days of the date of receipt of the Price Point Study by the CFD Administrator, such Certificate to Amend the Special Tax shall not be acknowledged by CFD No. 2026-1 (IA No. 2) and shall, as of such date, be Exhibit A
15 Rate and Method of Apportionment
CFD No. 2026-1 (IA No. 2) (Beechwood - Facilities)
void and of no further force and effect. In such case, if subsequently Bonds are expected to be issued, at least 30 days prior to that expected date, steps 1 and 2 of this section shall be performed based on a new Price Point Study.
4. After the execution by CFD No. 2026-1 (IA No. 2) of the acknowledgement on the Certificate to Amend the Special Tax, CFD No. 2026-1 (IA No. 2) shall cause to be recorded in the records of the County Recorder an Amended Notice of Special Tax Lien for CFD No. 2026-1 (IA No. 2) reflecting the Assigned Special Tax for CFD No. 2026-1 (IA No. 2) set forth in such Certificate to Amend the Special Tax.
5. If the Assigned Special Tax is not required to be changed for any Land Use Class based on the calculations performed under step 1 above, there shall be no reduction in the Assigned Special Tax and no Certificate to Amend the Special Tax shall be required.
I MANNER OF COLLECTION
The Special Tax will be collected in the same manner and at the same time as ordinary ad valorem property taxes; provided, however, that CFD No. 2026-1 (IA No. 2) may directly bill the Special Tax, may collect the Special Tax at a different time or in a different manner if necessary to meet its financial obligations, and may covenant to foreclose and may actually foreclose on delinquent Assessor’s Parcels as permitted by the Act.
J TERM OF SPECIAL TAX
The Special Taxes shall be levied until the final series of Bonds have matured, provided that the Special Taxes shall not be levied after Fiscal Year 2074-2075. The Special Taxes will cease to be levied in an earlier Fiscal Year if the CFD Administrator has determined that all required interest and principal payments on the Bonds have been paid, no delinquent Special Taxes remain uncollected, and the City has covenanted that it will not issue any more Bonds (other than refunding Bonds) to be supported by Special Taxes levied under this Rate and Method of Apportionment as described in Section D.
Exhibit A
A-1 Rate and Method of Apportionment
CFD No. 2026-1 (IA No. 2) (Beechwood - Facilities)
EXHIBIT A
CERTIFICATE TO AMEND THE SPECIAL TAX
IMPROVEMENT AREA NO. 2 OF CITY OF PASO ROBLES
COMMUNITY FACILITIES DISTRICT NO. 2026-1 (BEECHWOOD -
FACILITIES)
TAX REDUCTION CERTIFICATE
1. Pursuant to Section H of the Rate and Method of Apportionment, as attached to the Notice of Special Tax Lien, recorded in the Official Records of the County of San Luis Obispo as Instrument No. XXXXXX on MM/DD/YYYY, the City of Paso Robles (the “City”) hereby reduces the Assigned Special Taxes for Developed Property within CFD No. 2026- 1 (IA No. 2) set forth in Table 1 of the Rate and Method of Apportionment for CFD No. 2026-1 (IA No. 2).
2. The calculations made pursuant to Section H were based upon a Price Point Study that was received by the CFD Administrator on _________________.
3. The information in Table 1, relating to the Assigned Special Tax for Developed Property within CFD No. 2026-1 (IA No. 2) shall be amended and restated in full as follows:
Table A-1: Assigned Special Tax for Developed Property
Land Use
Class Description Assigned Special Tax
1 RESIDENTIAL PROPERTY (> 2,500 SF) [$ ] PER DWELLING UNIT 2 RESIDENTIAL PROPERTY (2,300 - 2,500 SF) [$ ] PER DWELLING UNIT 3 RESIDENTIAL PROPERTY (2,100 - 2,300 SF) [$ ] PER DWELLING UNIT 4 RESIDENTIAL PROPERTY (1,900 - 2,100 SF) [$ ] PER DWELLING UNIT 5 RESIDENTIAL PROPERTY (1,700 - 1,900 SF) [$ ] PER DWELLING UNIT 6 RESIDENTIAL PROPERTY (1,500 - 1,700 SF) [$ ] PER DWELLING UNIT 7 RESIDENTIAL PROPERTY (<= 1,500 SF) [$ ] PER DWELLING UNIT 8 NON-RESIDENTIAL PROPERTY $42,800 PER ACRE
4. Upon execution of the certificate by the City and CFD No. 2026-1 (IA No. 2), the City shall cause an amended Notice of Special Tax Lien for CFD No. 2026-1 (IA No. 2) to be recorded reflecting the modifications set forth herein.
Submitted:
CFD ADMINISTRATOR
By: Date:
By execution hereof, the undersigned acknowledges, on behalf of CFD No. 2026-1 (IA No. 2), receipt of this certificate and modification of the Rate and Method of Apportionment as set forth in this certificate.
Community Facilities District No. 2026-1 (Beechwood - Facilities) of the City of Paso Robles.
Exhibit A
A-2 Rate and Method of Apportionment
CFD No. 2026-1 (IA No. 2) (Beechwood - Facilities)
By: Date as of:
Exhibit A
Council Agenda Report
From: Caleb Davis, Deputy Police Chief
Subject: Annual Report on Military Equipment Use Pursuant to Assembly Bill 481 and Renewal of Ordinance No. 1119
CEQA Determination: The City finds that this action is not a project under the California Environmental Quality Act pursuant to State CEQA Guidelines, §§ 15060, subd. (c)(2)-(3), 15378.
Date: September 15, 2026
Facts
1. Assembly Bill(AB) 481 went into law in 2021 and requireslaw enforcement agencies to obtain approval of a Military Equipment Use Policy through that agency’s governing body (i.e., City Council) prior to taking certain actions related to funding, acquisition, or use of military equipment.
2. On June 21, 2022, the City adopted Ordinance 1119 N.S., approving the Military Equipment Use Policy.
3. In accordance with the Policy, the Chief of Police, or the designee, must annually submit to the City Council a military equipment report which details information about how and when the military equipment was used in the preceding calendar year (Government Code 7072).
4. The Paso Robles Police Department possesses and uses equipment regulated by this Ordinance (Attachment 2).
5. The Police Department has implemented a military use policy in accordance with Assembly Bill 481 (Attachment 2). Per Section 706.1 of the Policy, the Paso Robles Police Department must submit an annual report for military equipment use.
6. The term “military equipment” is defined in California Government Code 7070(c) and includes many items which are considered industry standard, are commercially produced, and were not obtained from the military.
7. AB 481 also requires the City Council to review and vote on whether to renew the military equipment use ordinance at a regular meeting (Government Code 7071).
Options
1. Take no action;
2. Approve the annual military equipment report pursuant to California Government Code 7072 and vote to renew Ordinance 1119 N.S.;
3. Provide alternative directions to staff.
Analysis and Conclusions
AB 481 was enacted to increase transparency, accountability, and oversight surrounding the use and acquisition of military equipment by state and local law enforcement. It requires law enforcement agencies to obtain approval from the legislative bodies that oversee them before purchasing, raising funds for, or acquiring military equipment, by any means. Law enforcement agencies are also required to obtain
approval by their legislative bodies before collaborating with another law enforcement agency in the deployment or use of military equipment within the law enforcement agency’s jurisdiction, or before using any new or existing military equipment not previously approved.
Under AB 481, a governing body approval must take the form of an ordinance adopting a publicly released, written military equipment use policy, which must address a number of specific topics, including the type, quantity, capabilities, purposes, and authorized uses of each type of military equipment, the fiscal impact of their acquisition and use, the legal and procedural rules that govern their use, the training required by any officer allowed to use them, the mechanisms in place to ensure policy compliance, and the procedures by which the public may register complaints. This ordinance must be renewed by a vote of the governing body each year.
AB 481 also requires any law enforcement agency that receives approval for the use of military equipment to submit annual reports to the governing body regarding the use of the equipment, any complaints received, any internal audits or other information about violations of the military equipment policy, the cost of such use, and other similar information. Law enforcement incidents can be unpredictable and complex. In order to de-escalate violent and tense situations at times special equipment, tools or resources may be necessary to reduce the possibility of harm to community members, individuals directly involved in the incident and officers and increase the likelihood of a positive outcome. Items identified as “military equipment” include, but are not limited to, unmanned aerial (Drones) or ground vehicles, bulletproof vehicles, pepper balls, less lethal 40mm projectile launchers and distraction devices. These tools have been tested in the field and are used to help enhance citizen safety, officer safety and reduce the need for escalation of force. They are commonly utilized by law enforcement, and their use is considered best practices. The Department has not identified reasonable alternatives that can achieve the same officer and community safety objectives.
The Department is committed to utilizing equipment that helps to safeguard the community and reduce the risk of escalating volatile situations that might rise to the level of a lethal encounter.
The Ordinance and Policy #706 provide for safeguards to the public’s safety, welfare, and civil rights and ensures transparency, oversight and accountability measures are in place. The Department will be required to conduct annual audits of the equipment to ensure compliance with the policy, annually report to City Council the use of this equipment, seek approval prior to purchasing tools deemed to be “military equipment.”
In fiscal year 2025-26 the Paso Robles Police Department purchased six (6) Defense Tech 1425 40mm single shot launchers with a total cost of $11,456. Each is equipped with an EOTech red dot sight and single point sling. These 40mm launchers are used for less than lethal encounters. They are designed to fire several different munitions such as foam baton rounds for non-compliant subjects, and liquid OC and CS gas ferrets rounds for barricaded subjects and other tactical situations.
No other qualifying equipment was purchased during fiscal year 2025–26.
Fiscal Impact
None.
CEQA
The City finds that this action is not a project under the California Environmental Quality Act pursuant to State CEQA Guidelines, §§ 15060, subd. (c)(2)-(3), 15378.
Recommendation (Option 2)
Receive and file the Annual Military Equipment Use Report pursuant to Assembly Bill 481 and Renew Ordinance No. 1119 N.S.
Attachments
1. PRPD Policy 706 Military Equipment
2. PRPD Military Equipment Report
Attachment 1
Attachment 1
Attachment 1
Attachment 1
2026 MILITARY EQUIPMENT REPORT
1. Unmanned Aircraft System (UAS): An unmanned aircraft along with the associated equipment necessary to control it remotely.
a. Description, quantity, and capabilities.
i. DJI MATRICE M30T, cost: $17,779 each. Quantity: 2, UAS Kit includes thermal wide zoom camera, laser rangefinder, spotlight, controller, 8 flight batteries including charger and case. Airworx Go-Command weatherproof case with 24” monitor.
ii. DJI MAVIC ENTERPRISE DUAL ADVANCED, cost: approx. $7,000 with accessories. Purchased 1 no cost for the second, was received on County Homeland Security Grant, quantity: 2, UAS that has a color and inferred camera as well as audible speaker and light. Capable of video recording and weighs approximately 899 grams, approx. 30 minutes of flight time.
iii. DJI MAVIC MINI, cost: $500 each, quantity: 2. Miniature UAS that weighs approximately 249 grams and is able to record video and audio with approximately 30 minutes of flight time.
b. Purpose
To be deployed when its view would assist officers or incident commanders with the following situations, which include but are not limited to:
i. Major collision investigations.
ii. Search for missing persons.
iii. Natural disaster management.
iv. Crime scene photography.
v. SWAT, tactical or other public safety and life preservation missions. vi. In response to specific requests from local, state or federal fire authorities for fire response and/or prevention.
c. Authorized Use
Only assigned operators who have completed the required training and received a Part 107 Remote Pilot Certificate shall be permitted to operate any UAS during approved missions. The Department currently has 7 certified UAS pilots. d. Expected Life Span
Attachment 2
All UAS equipment, 3-4 years.
e. Fiscal Impact Annual maintenance and battery replacement cost is approximately $ 3,000
f. Training
All Department UAS operators are licensed by the Federal Aviation Administration for UAS operation. In addition, each operator must attend training updates throughout the year. The department conducted 4 hours of UAS training. g. Legal and Procedural Rules
Use is established under FAA Regulation 14 CFR Part 107, and Department policy. It is the policy of the Department to utilize UAS only for official law enforcement purposes, and in a manner that respects the privacy of our community, pursuant to State and Federal law.
h. Complaints
The Department has not received any complaints concerning the use of UAS.
2. 40 MM Launchers and Rounds: 40MM Launchers are utilized by Department personnel as a less lethal tool to launch impact rounds. a. Description, quantity, and capabilities.
i. DEFENSE TECHNOLOGY, 40MM SINGLE SHOT LAUNCHER, cost
$1100, quantity: 18. The 40MM Single Launcher is a tactical single shot launcher that features a rifle-type stock and a Front Grip (FG) with light rail. It will fire standard 40mm less lethal ammunition, up to
4.8 inches in cartridge length. It will launch a 40MM less lethal round up to 131 feet and is only authorized to be used by officers who have received training from a Peace Officer Standards and Training “POST” certified instructor.
ii. DEFENSE TECHNOLOGY, 40MM CS FERRET, cost $ 30 per round, quantity: 30. The ferret round is deployed from a 40mm launcher and contains CS (2-chlorobenzylidene malononitrile) gas. The ferret is used to deploy CS gas from a safe distance.
iii. DEFENSE TECHNOLOGY, 40MM EXTENDED RANGE DIRECT IMPACT, cost $30 per round, quantity: 60. A less lethal light weight expanding foam projectile used for longer distances.
Attachment 2
iv. DEFENSE TECHNOLOGY, 40MM STANDARD RANGE DIRECT IMPACT, cost $30 per round; quantity: 120. A less lethal light weight expanding foam projectile used for close range applications.
b. Purpose
To limit the escalation of conflict.
c. Authorized Use
Situations for use of the less lethal weapon systems may include, but are not limited to:
i. Self-destructive, dangerous and/or combative individuals. ii. Riot/crowd control and civil unrest incidents.
iii. Circumstances where a tactical advantage can be obtained. iv. Potentially vicious animals.
v. Training exercises or approved demonstrations.
d. Lifespan
DEFENSE TECHNOLOGY, 40MM SINGLE SHOT LAUNCHER, – 15 years.
DEFENSE TECHNOLOGY, 40MM CS FERRET – 5 years.
DEFENSE TECHNOLOGY, 40MM EXTENDED RANGE DIRECT – 5 years. e. Fiscal Impact
Annual maintenance is approximately $10 for each launcher. f. Training
Sworn members utilizing 40MM less lethal chemical agents or impact rounds are trained in their use by POST certified less lethal and chemical agent’s instructors. g. Legal and Procedural Rules
It is the policy of the DEPARTMENT to utilize the 40mm only for official law enforcement purposes, and pursuant to State and Federal law, including those regarding the use of force.
h. Complaints
The Department has not received any complaints concerning the use of 40MM Launchers.
Attachment 2
3. Distraction Devices: A device used to distract dangerous persons. a. Description, quantity, and capabilities.
i. DEFENSE TECHNOLOGY, model 8902 Distraction Device, quantity: 3.
A low roll distraction device that produces a loud bang with a bright light. Ideal for distracting dangerous suspects during a hostage rescue, room entry or other high-risk arrest situations. ii. LIBERTY DYNAMIC, Reloadable Noise Flash Diversion Device, cost $130 each, quantity: 16. A low roll distraction device that produces a loud bang with a bright light. Ideal for distracting dangerous suspects during a hostage rescue, room entry or other high-risk arrest situations.
iii. LIBERTY DYNAMIC, Reload for Noise Flash Diversion Device, cost $45 each, quantity: 24. This is the reload for the distraction device once it has been used.
b. Purpose
A distraction device is ideal for distracting dangerous suspects during assaults, hostage rescue, room entry or other high-risk arrest situations. To produce atmospheric overpressure and brilliant white light and, as a result, can cause shortterm (6 - 8 seconds) physiological/psychological sensory deprivation to give officers a tactical advantage.
c. Authorized Use
Diversionary Devices shall only be used:
i. By officers who have been trained in their proper use. ii. In hostage and barricaded subject situations.
iii. In high-risk warrant (search/arrest) services where there may be extreme hazards to officers.
iv. During other high-risk situations where their use would enhance officer safety.
v. During training exercises.
d. Lifespan
DEFENSE TECHNOLOGY, model 8902 Distraction Device - 5 years.
LIBERTY DYNAMIC, Noise Flash Diversion Device – 5 years.
Attachment 2
e. Fiscal Impact
No annual maintenance.
f. Training
Prior to use, officers must attend diversionary device training that is conducted by POST certified instructors.
g. Legal and Procedural Rules
It is the policy of the DEPARTMENT to utilize diversion devices only for official law enforcement purposes, and pursuant to State and Federal law regarding the use of force.
h. Complaints
The Department has not received any complaints concerning the use of Distraction Devices. .
8. Rifles: Guns that are fired from shoulder level, having a long spirally grooved barrel intended to make bullets spin and thereby have greater accuracy over a long distance.
a. Description, quantity, and capabilities.
i. Barrett .50 Caliber rifle, Model 82A1M, no cost, rifle was donated covering the entire estimated cost of $8500 each, quantity: 1. A semiautomatic rifle used by officers assigned to the special weapons and tactics “SWAT” team as snipers. The use of the rifle is reserved for disabling a vehicle in incidents where lethal force is justified, and no other reasonable means exist to stop the vehicle to protect innocent life.
ii. Barret .50 Caliber Ammunition, M33 661GR rifle round, cost $10 per round, quantity 60. A FMJ bullet designed to penetrate barriers. iii. Accuracy International.308 caliber rifle, Model R11894, cost $4,500, quantity: 2. A highly accurate and durable bolt action rifle used by officers assigned to the SWAT team as snipers.
iv. Hornady .308 Caliber Ammunition, 168GR ELD TAP, cost $1.25 per round. quantity:1000. A highly accurate round designed to penetrate common barriers but prevent overpenetration.
Attachment 2
b. Purpose
To be used as precision weapons to address a threat with more precision and/or greater distances than a handgun, if present and feasible. c. Authorized Use
Only members that are POST certified are authorized to use a rifle. d. Lifespan Barrett .50 Caliber rifle, Model 82A1M - 15 years.
Barret .50 Caliber Ammunition, M33 661gr rifle round – 5 years.
Accuracy International .308 caliber rifle, Model R11894 – 15 years.
Hornady .308 Caliber Ammunition, 168gr ELD TAP – 5 years. e. Fiscal Impact
Annual maintenance is approximately $50 for each firearm. f. Training
Prior to using a rifle, officers must be certified by POST instructors in the operation of the rifle. Additionally, all members that operate any rifle are required to pass a range qualification two times a year.
g. Legal and Procedural Rules
It is the policy of the DEPARTMENT to utilize rifles only for official law enforcement purposes, and pursuant to State and Federal law regarding the use of force. h. Complaints
The Department has not received any complaints concerning the use of Rifles.
9. Chemical Agent and Smoke Canisters: Canisters that contain chemical agents that are released when deployed.
a. Description, quantity, and capabilities.
i. COMBINED TACTICAL SYSTEMS, SMOKE CANISTER (5210 B),
cost $38, quantity: 6. When deployed, the canister emits a cloud of smoke used to cover or conceal movement. The
canister is baffled to reduce the risk of fire and is indoor safe. ii. COMBINED TACTICAL SYSTEMS, Triple-PHASER CS CANISTER (5231), cost $44 each, quantity: 8. The canister consists of Attachment 2
three separate canisters pressed together with separating charges between each. When deployed, the canisters separate and land approximately 20 feet apart allowing for an increased dispersal area of CS gas. The canister is designed for outdoor use in crowd control situations
b. Purpose
To limit the escalation of conflict where employment of lethal force is prohibited or undesirable. Situations for use of the less lethal weapon systems may include, but are not limited to:
i. Self-destructive, dangerous and/or combative individuals. ii. Riot/crowd control and civil unrest incidents.
iii. Circumstances where a tactical advantage can be obtained. iv. Potentially vicious animals.
v. Training exercises or approved demonstrations.
c. Authorized Use
Only officers who have received POST certification in the use chemical agents are authorized to use chemical agents.
d. Lifespan
COMBINED TACTICAL SYSTEMS, SMOKE CANISTER (5210 B) - 5 years.
COMBINED TACTICAL SYSTEMS, Triple-PHASER CS CANISTER (5231) – 5 years. e. Fiscal Impact
No annual maintenance
f. Training
Sworn members utilizing chemical agent canisters are certified by POST less lethal and chemical agents instructors.
g. Legal and Procedural Rules
It is the policy of the DEPARTMENT to utilize chemical agents only for official law enforcement purposes, and pursuant to State and Federal law, including those regarding the use of force.
h. Complaints
Attachment 2
The Department has not received any complaints concerning the use of Chemical Agent and Smoke Canisters:
10. PepperBall Launcher: A device that discharges irritant projectiles. a. Description, quantity, and capabilities.
i. TIPPMANN PEPPERBALL LAUNCHER, cost $800, quantity: 2.
The TIPPMANN is a compressed-air powered launcher
designed to fire non-lethal PepperBall projectiles.
ii. PEPPERBALL LIVE PROJECTILE, cost $2.38, quantity: 480. The LIVE projectile contains 2% PAVA pepper powder, and is
designed for direct impact and area saturation, especially in confined, interior spaces. Discharged from a PepperBall Launcher, the projectile has a velocity 280-350 FPS. The projectile has a direct impact of 60ft and an area of saturation of 150+ft. The projectile contains 0.5% PAVA Powder. iii.
PEPPERBALL GLASS BREAKER PROJECTILE, cost $2.90,
quantity: 40. The GLASS BREAKER is designed to break glass in tactical situations. Discharged from a PepperBall Launcher it is loaded one at a time.
b. Purpose
To limit the escalation of conflict. Situations for use of the less lethal weapon systems may include but are not limited to:
i. Self-destructive, dangerous and/or combative individuals. ii. Riot/crowd control and civil unrest incidents.
iii. Circumstances where a tactical advantage can be obtained. iv. Potentially vicious animals.
v. Training exercises or approved demonstrations.
c. Authorized Use
Only those officers who have been trained in the use of PepperBall launchers are authorized to use the PepperBall launchers.
d. Lifespan
PEPPERBALL SX LAUNCHER - 15 years.
PEPPERBALL LIVE PROJECTILE – 5 years.
Attachment 2
PEPPERBALL GLASS BREAKER PROJECTLE – 5 years.
e. Fiscal Impact
Annual maintenance is approximately $25 for each launcher. No annual maintenance for munitions.
f. Training
Sworn members utilizing PepperBall launchers and projectiles are trained in their use by POST certified less lethal and chemical agents instructors. g. Legal and Procedural Rules
It is the policy of the DEPARTMENT to utilize PepperBall only for official law enforcement purposes, and pursuant to State and Federal law, including those regarding the use of force.
h. Complaints
The Department has not received any complaints concerning the use of PepperBall Launchers.
11. Shotgun Breaching Tools: Tools that are used to conduct an explosive breach. a.
Description, quantity, and capabilities.
i. BENELLI M4 BREACHING SHOTGUN, cost $1,900 each,
quantity: 1. This weapon allows for breachers to safely utilize shotgun breaching rounds in order to destroy deadbolts, locks, and hinges. The stand-off that is attached to the end of the barrel allows for positive placement of the gun into the correct position and vents gases to prevent overpressure.
ii. ROYAL ARMS TESAR-2 BACK CAP 425 GRAIN COPPER
FRANGILBE BREACHING ROUND, cost $4.50 per round,
quantity: 20. The round is fired from a breaching shotgun and is used to destroy deadbolts, locks and hinges.
b. Purpose
To safely gain entry into a structure.
c. Authorized Use
Shotgun breaching may only occur after authorization by the Incident Commander or SWAT Commander in the field, and during training exercises.
Attachment 2
d. Lifespan
BENELLI M4 BREACHING SHOTGUN – 15 years.
ROYAL ARMS TESAR-2 FRANGILBE BREACHING ROUND – 5 years. e. Fiscal Impact Annual maintenance is approximately $10 for shotgun. No annual maintenance for munitions.
f. Training
All officers who use shotgun breaching tools shall be certified by POST instructors in the operation and use of shotgun breaching.
g. Legal and Procedural Rules
It is the policy of the DEPARTMENT to utilize breaching tools only for official law enforcement purposes, and pursuant to State and Federal law. h. Complaints
The Department has not received any complaints concerning the use of Shotgun Breaching Tools.
12. Additional Information:
The Department has not retired any approved military equipment over the past year and currently does not intend to acquire any additional military equipment at this time.
Attachment 2
Council Agenda Report
From: Regina Wheeler, Solid Waste & Recycling Manager
Subject: Approval of a Resolution Awarding a Construction Contract to Gregg Drilling, LLC for the Paso Robles Landfill Groundwater Monitoring Well Project and a Professional Services Agreement with Cleath-Harris Geologists, Inc. for Construction Phase Hydrogeologi CEQA Determination: The City finds that this action is exempt from review under the California Environmental Quality Act pursuant to State Guidelines Section State CEQA Guidelines, §§ 15301, 15302 and 15303.
Date: September 15, 2026
Facts
1. As the property owner, the City is responsible for groundwater monitoring and contamination mitigation at the Paso Robles Landfill. The landfill currently has nine groundwater monitoring wells used to monitor water quality and detect potential releases. The Regional Water Quality Control Board (RWQCB) regulates and oversees groundwater monitoring requirements associated with the landfill.
2. Landfills can generate leachate when water comes into contact with waste, creating the potential for contaminants to migrate into groundwater. Groundwater monitoring wells are used to detect potential releases, evaluate groundwater conditions, and demonstrate compliance with applicable regulatory requirements.
3. One of the landfill’s existing groundwater monitoring wells, MW-8, has gone dry and is no longer suitable for groundwater sampling. The RWQCB is requiring the City to replace MW-8 and install an additional monitoring well to improve groundwater monitoring and the detection tetrachloroethene, also known as perchloroethylene (PCE) and other potential contaminants.
4. The Landfill Monitoring Well Replacement Project includes construction of two new groundwater monitoring wells, MW-8R and MW-4, and destruction of the existing MW-8 well. MW-8R will replace the dry MW-8 well, while MW-4 will expand the landfill’s groundwater monitoring network in an area identified for additional monitoring.
5. In Fiscal Year 2025-26, the City retained Cleath-Harris Geologists, Inc. to prepare the technical specifications and bid documents for construction of the new groundwater monitoring wells and destruction of the existing MW-8 well.
6. On July 15, 2026, the City solicited bids for the Landfill Monitoring Well Replacement Project, No. UD 26-01. Three bids were received on August 20, 2026:
Gregg Drilling, LLC — $319,076.60
ABC Liovin Drilling, LLC — $397,817.00
Yellow Jacket Drilling Services LLC — $480,172.00
7. Staff reviewed the lowest bid submitted by Gregg Drilling, LLC and determined the bid to be responsive and the contractor responsible.
8. Construction of groundwater monitoring wells requires specialized hydrogeologic oversight during drilling. This work includes documenting subsurface conditions and finalizing well designs based on
conditions encountered in the field. Cleath-Harris prepared the project specifications and is familiar with the project design, technical requirements, and anticipated subsurface conditions.
9. Cleath-Harris proposes to provide construction-phase hydrogeologic and project management services, including contractor coordination, review of submittals and requests for information, construction observation, change-order and payment review, final inspection, construction documentation, and preparation of final well construction and destruction reports. The proposed services are for an amount not to exceed $78,864 and include optional water-quality sampling and installation of groundwater-level monitoring equipment.
Options:
1. Take no action;
2. Authorize the City Manager to award a construction contract to Gregg Drilling, LLC in the amount of $319,076.60 and to execute a professional services contract Cleath-Harris Geologists, Inc. in an amount not to exceed $78,864 for construction-phase hydrogeologic and project management services, including any minor, technical, or non-substantive changes approved by the City Manager and City Attorney;
3. Provide alternative direction to staff.
Analysis and Conclusions
The Regional Water Quality Control Board requires the City to install two new groundwater monitoring wells as part of the Paso Robles Landfill Monitoring and Reporting Program. The project will construct MW-8R to replace the dry MW-8 and install MW-4 to provide additional groundwater monitoring in an area where tetrachloroethene (PCE) has been detected. The project also includes the proper destruction of the existing MW-8 well.
Gregg Drilling, LLC submitted the lowest bid for the construction work. Staff reviewed the bid and determined it to be responsive and properly prepared. Gregg Drilling possesses the required licenses and equipment and provides the required bid security. Accordingly, staff recommends awarding the construction contract for the Landfill Monitoring Well Replacement Project to Gregg Drilling, LLC.
Construction of groundwater monitoring wells requires specialized hydrogeologic oversight because subsurface conditions encountered during drilling are used to establish the final well design. Cleath-Harris Geologists, Inc. will document borehole lithology, finalize well designs based on field conditions, monitor drilling and well construction for conformance with technical specifications and regulatory requirements, oversee well development, and document the completed wells.
Cleath-Harris will also provide construction administration and project management services on behalf of the City, including contractor coordination, schedule and project-record monitoring, review of submittals and requests for information, evaluation of proposed change orders, review of progress-payment requests, final inspection and project closeout, and preparation of final well-construction and welldestruction reports. Because Cleath-Harris prepared the technical specifications and bid documents, retaining the firm for construction-phase services provides continuity between design and construction and ensures that field decisions affecting the final well configurations are made by qualified hydrogeologic professionals familiar with the project.
The proposed professional services agreement with Cleath-Harris also includes optional water-quality sampling following well development and installation of groundwater-level monitoring equipment in the new wells. The total cost of these services, including the optional tasks, will not exceed $78,864.
Awarding the construction contract to Gregg Drilling and authorizing the professional services agreement with Cleath-Harris will allow the City to proceed with the required groundwater monitoring improvements and maintain compliance with the Landfill Monitoring and Reporting Program.
Fiscal Impact
The total cost of the proposed construction contract to Gregg Drilling is $397,940.60; the total cost of the proposed professional services agreement with Cleath-Harris will allow the City to proceed with the required groundwater monitoring improvements and maintain compliance with the Landfill Monitoring and Reporting Program is $78,864. The project is included in the Solid Waste and Recycling Capital Improvement Budget for FY 2026-27, and no further budget adjustments are necessary.
CEQA
The City finds that this action is exempt from review under the California Environmental Quality Act pursuant to State Guidelines Section State CEQA Guidelines, §§ 15301, 15302 and 15303. This action will result in the replacement of existing facilities and the small addition of an additional well to addressed potential release issues.
Recommendation (Option 2)
Approve Resolution 26-XXX, authorizing the City Manager to award a construction contract to Gregg Drilling, LLC in the amount of $319,076.60 and to execute a professional services contact with CleathHarris Geologists, Inc. in an amount not to exceed $78,864 for construction-phase hydrogeologic and project management services, including any minor, technical, or non-substantive changes approved by the City Manager and City Attorney.
Attachments
1. Resolution 26-XXX
a. Exhibit A – Gregg Drilling, LLC Cost Proposal for Landfill Monitoring Well Replacement Project b. Exhibit B – Cleath-Harris Geologists, Inc. Consulting Scope
Attachment 1
RESOLUTION 26-XXX
RESOLUTION OF THE CITY COUNCIL OF THE CITY OF EL PASO DE ROBLES AWARDING A CONSTRUCTION CONTRACT TO GREGG DRILLING, LLC FOR $319,076.60 FOR THE
LANDFILL MONITORING WELL REPLACEMENT PROJECT AND FIND THE ACTION FROM CEQA PURSUANT TO STATE GUIDELINE SECTION 15301, 15302, AND 15303 WHEREAS, as the property owner, the City is responsible for groundwater monitoring and contamination mitigation at the Paso Robles Landfill. The landfill currently has nine groundwater monitoring wells used to monitor water quality and detect potential releases. The Regional Water Quality Control Board (RWQCB) regulates and oversees groundwater monitoring requirements associated with the landfill; and
WHEREAS, Landfills can generate leachate when water comes into contact with waste, creating the potential for contaminants to migrate into groundwater. Groundwater monitoring wells are used to detect potential releases, evaluate groundwater conditions, and demonstrate compliance with applicable regulatory requirements; and
WHEREAS, One of the landfill’s existing groundwater monitoring wells, MW-8, has gone dry and is no longer suitable for groundwater sampling. The RWQCB is requiring the City to replace MW-8 and install an additional monitoring well to improve groundwater monitoring and the detection tetrachloroethene, also known as perchloroethylene (PCE) and other potential contaminants; and WHEREAS, The Landfill Monitoring Well Replacement Project includes construction of two new groundwater monitoring wells, MW-8R and MW-4, and destruction of the existing MW-8 well. MW8R will replace the dry MW-8 well, while MW-4 will expand the landfill’s groundwater monitoring network in an area identified for additional monitoring; and WHEREAS, In Fiscal Year 2025-26, the City retained Cleath-Harris Geologists, Inc. to prepare the technical specifications and bid documents for construction of the new groundwater monitoring wells and destruction of the existing MW-8 well; and
WHEREAS, On July 15, 2026, the City solicited bids for the Landfill Monitoring Well Replacement Project, No. UD 26-01. Three bids were received on August 20, 2026:
Gregg Drilling, LLC — $319,076.60
ABC Liovin Drilling, LLC — $397,817.00
Yellow Jacket Drilling Services LLC — $480,172.00; and WHEREAS, Staff reviewed the lowest bid submitted by Gregg Drilling, LLC and determined the bid to be responsive and the contractor responsible; and
WHEREAS, Construction of groundwater monitoring wells requires specialized hydrogeologic oversight during drilling. This work includes documenting subsurface conditions and finalizing well designs based on conditions encountered in the field. Cleath-Harris prepared the project specifications and is familiar with the project design, technical requirements, and anticipated subsurface conditions; and
Attachment 1
WHEREAS, Cleath-Harris proposes to provide construction-phase hydrogeologic and project management services, including contractor coordination, review of submittals and requests for information, construction observation, change-order and payment review, final inspection, construction documentation, and preparation of final well construction and destruction reports. The proposed services are for an amount not to exceed $78,864 and include optional water-quality sampling and installation of groundwater-level monitoring equipment; and
NOW, THEREFOR, THE CITY COUNCIL OF THE CIITY OF EL PASO DEL ROBLES DOES HEREBY RESOLVE AS FOLLOWS:
Section 1. All of the above recitals are true and correct and incorporated herein by reference.
Section 2. The City Council finds that this action is exempt from review under review the California Environmental Quality Act pursuant to State Guidelines Section State CEQA Guidelines, §§ 15301, 15302, and 15303. This action will result in the replacement of one well and the addition of a second well in an adjacent location.
Section 3. The City Council authorizes the City Manager to award a construction contract to Gregg Drilling, LLC in the amount of $319,076.60 and to execute a professional services contract Cleath-Harris Geologists, Inc. in an amount not to exceed $78,864 for construction-phase hydrogeologic and project management services, including any minor, technical, or nonsubstantive changes approved by the City Manager and City Attorney.
Section 4. This Resolution shall take effect on the date it is approved by the City Council.
APPROVED this 15th day of September 2026, by the following vote:
AYES:
NOES:
ABSENT:
ABSTAIN:
John R. Hamon, Jr., Mayor
ATTEST:
Melissa Martin, City Clerk
Exhibit A – Gregg Drilling, LLC Cost Proposal for Landfill Monitoring Well Replacement Project Exhibit B – Cleath-Harris Geologists, Inc. Consulting Scope
Exhibit A
BID FORM
I hereby certify under penalty of perjury under the laws of the State of California that all of the information submitted in connection with this Bid and all of the representations made herein are true and correct.
Executed at Signal Hill. CA
(Corporate Seal)
, on this� day of AuguSt 2026
·--·
(Bidders Name - Print or Type)
Gregg Drillin , LLC
(N
Names of individual members of firm or names and titles of all officers of corporation and their tJ/A addresses are listed below:
Name ____________ Title _________________ _
Complete Address ___________________________ _
Phone _______________ FAX ______________ _
Name ____________ Title _________________ _
Complete Address ___________________________ _
Phone _______________ FAX ______________ _
Name ____________ Title _________________ _
Complete Address ___________________________ _
Phone _______________ FAX ______________ _
Name ____________ Title"-__________________ _
Complete Address ___________________________ _
Phone _______________ FAX ______________ _
82477.07000\30678931.1 -24- 00 41 43- BID FORMS
Cleath-Harris Geologists, Inc.
75 Zaca Lane, Suite 110
San Luis Obispo, CA 93401
(805) 543-1413
Paso Landfill MW design proposal 1 8/17/2026
August 17, 2026
Ms. Rosalyn Piza, P.E.
Water Utility Engineer
City of Paso Robles
1000 Spring Street
Paso Robles, CA 93446
SUBJECT: Proposal to provide Construction Phase Hydrogeologic Services for Project UD 26-01: Construction of New Groundwater Monitoring Wells at the Paso Robles Landfill.
Dear Ms. Piza:
As requested, Cleath-Harris Geologists (CHG) has prepared this proposal for hydrogeologic services during the construction phase of Project UD 26-01 for the City of Paso Robles (City). This proposal includes a scope of work and estimated costs. All work would be performed by qualified professionals; California Licensed Professional Geologists, Certified Hydrogeologists, or staff working under their direct supervision.
SCOPE OF WORK
CHG’s scope of work during the Construction Phase consists of providing hydrogeologic design and oversight services for the construction of two monitoring wells, MW-4 and MW-8R, and the destruction of one monitoring well, MW-8, at the Paso Robles Solid Waste Site.
The Design Phase work broadly consists of five tasks: Project Management and Communications; the destruction of monitoring well MW-8; construction and final design of MW-4, construction and final design for MW-8R; and reporting.
TASK 1: Project Management and Communications. Project management encompasses both necessary planning meetings, coordination with site and drilling staff, and the day-today communications needed to oversee and document the construction of two monitoring wells (MW-4 and MW-8R) and the destruction of MW-8. CHG anticipates one onsite meeting with the drillers during bidding and a second onsite pre-construction meeting with the selected driller, City and site staff prior to the onset of construction activities. A third online meeting would occur at the end of construction to discuss any revisions necessary for the final construction/destruction report. Task 1 includes:
Exhibit B
Paso Landfill MW Construction Proposal 2 8/17/2026
Project Management Tasks Include:
• CHG will monitor Contractor progress against the accepted schedule, identify apparent delays and conflicts, review proposed corrective measures, and will advise the City regarding requested schedule adjustments or time extensions. • CHG will maintain electronic project records for documents received, reviewed, prepared, or administered by CHG, including applicable technical information, addenda, correspondence, submittals, RFIs, change requests and change orders, field reports, photographs, inspection and testing records, schedules, payment-support documentation, permits, and meeting records.
CHG will provide project records to the City upon request and at project closeout.
• CHG will receive, log, review, provide recommended responses for City review and respond to Contractor submittals and RFI’s. CHG will return its recommendations or review comments through the City’s process and maintain copies in the project files. For budgeting, it is assumed RFIs and submittals will be processed.
• CHG will observe Contractor’s general compliance with documented requirements during work and will promptly advise the City and Contractor of deficiencies observed by CHG. CHG’s observations will not relieve the Contractor of any contractual or safety responsibilities nor constitute safety inspection. Contractor will remain solely responsible for construction means, methods, procedures, site safety, and compliance.
• CHG will review proposed change order requests submitted by the Contractor or requested by the City. CHG will evaluate technical basis, quantities, reasonableness of proposed costs, and potential schedule effects and provide written recommendations to the City. CHG will log change order requests reviewed by CHG.
Preconstruction Tasks:
• CHG will review requirements for schedule, sequence of work, access, sampling and disposal procedures, communication protocols, submittal and RFI procedures, and other applicable requirements of the contract. • CHG will review the Contractor’s schedule, required technical work plans, drilling and well-construction procedures, material and equipment information, permits, and other preconstruction documents for general conformance with the contract documents
• CHG will provide findings and recommendations to the City regarding these preconstruction reviews
Exhibit B
Paso Landfill MW Construction Proposal 3 8/17/2026
TASK 2: Destruction of MW-8. MW-8 is slated for destruction by filling the well with grout under pressure and then excavating and removing the uppermost section of casing before backfilling and restoring the site. During this activity, CHG would oversee and document the destruction of the well through pressure grout and the removal of the uppermost casing and site restoration. CHG would ensure the destruction of the well meets the standards outlined in the technical specifications and would document the final destruction as part of a final construction/destruction report for project UD 26-01.
Task 2 Deliverables: Report documenting the destruction of MW-8 TASK 3: Construction of MW-4. During construction of MW-4, CHG would provide construction oversight, hydrogeologic services and finalize a design for the well. This effort would include documenting the borehole lithology during drilling in accordance with visual-manual methods described in ASTM D2488, providing a final well design based upon the field observations, documenting drilling and construction activities, providing construction monitoring for compliance with the technical specifications and applicable Regional Water Quality Control Board (RWQCB) approvals, ensuring cuttings and produced fluids are sampled and disposed of according to the sampling plan, and monitoring and documenting development of the well, including field monitoring for pH, EC, and turbidity. This effort would be documented in a construction report for activities at MW-4.
Task 3 Deliverables: Final Well Design, Construction Report TASK 4: Construction of MW-8R. During construction of MW-8R, CHG would provide oversight, hydrogeologic services and finalize a design for the well. This effort would include documenting the borehole lithology during drilling in accordance with visualmanual methods described in ASTM D2488, providing a final well design based upon the field observations, documenting drilling and construction activities, providing construction monitoring for compliance with the technical specifications and applicable RWQCB approvals, ensuring cuttings and produced fluids are sampled and disposed of according to the sampling plan, and monitoring and documenting development of the well. This effort would be documented in a construction report for activities at MW-8R.
Task 4 Deliverables: Final Well Design, Construction Report.
Exhibit B
Paso Landfill MW Construction Proposal 4 8/17/2026
TASK 5: Documentation and Reporting and Completion. Task 5 includes all activities related to assembling site documentation and formalizing this information in a construction/destruction report. This report would include documentation of site lithologies, as-built construction designs, development data, water and soil quality test result data, construction and site photos, and any required driller submittals. Other key elements of this task include:
• CHG will log and review Contractor’s monthly progress-payment requests, including reported quantities and percentage completion forwork. CHG will compare requested payment with available field records and provide a recommendation to the City concerning the amount supported by observed progress and accounting for retention. CHG will confirm receipt of laborcompliance documents provided by Contractor and transmit them to the City or the City’s designated labor-compliance representative. CHG will notify the City of apparent labor-compliance concerns observed in the course of its field activities.
• Upon notification of substantial completion by contractor, CHG will conduct a final inspection with the City and Contractor to evaluate the well construction, well destruction, surface completions, site restoration, and associated work for general conformance with the contract documents. CHG will prepare a punch list of observed incomplete or deficient work, transmit the list to the Contractor and City, and verify completion of assigned corrective items. CHG will provide recommendations to the City regarding completion, acceptance of the work, and the technical basis for final payment.
TASK 6 (Optional): Water Quality Sampling. Task 6 would include collecting water quality samples at the conclusion of pump development for general mineral and general physical parameters (using the test pump provided by Contactor). Cost for Optional Task 6 includes laboratory costs.
TASK 7 (Optional): Transducer Installation. Task 7 would include installing two Solinst Levelogger transducers in the newly constructed MW-8R and MW-4 (one in each), and one Solinst Barologger in MW-4. Cost for Optional Task 7 includes equipment. The transducers and barologger would be hung on wirelines and require manual retrieval for data downloads.
Exhibit B
Paso Landfill MW Construction Proposal 5 8/17/2026
FEES AND CONDITIONS
CHG proposes to perform these services on an hourly rate plus expenses basis in accordance with the attached schedule of fees and conditions. The estimated cost for hydrogeologic services related to the scope of work (without optional tasks) is $72,866. A breakdown of staff hours is attached. Optional Tasks 6 and 7 would cost an estimated $1,954 and $4,044 respectively. Total estimated costs, with optional tasks, is $78,864.
SCHEDULE OF HOURLY RATES
Principal Hydrogeologist $ 210
Senior Hydrogeologist $ 190
Project Geologist $ 175
Environmental Scientist $ 175
Staff Geologist Level II $ 155
Staff Geologist Level I $ 145
EXPENSES
Mileage $0.67/mile
Other expenses at cost plus 10 percent handling.
AGREEMENT
If the services and fees proposed above are acceptable, this proposal can serve as the basis for agreement.
Respectfully submitted,
CLEATH-HARRIS GEOLOGISTS, INC.
Spencer J. Harris, President
attachments
Exhibit B
Paso Landfill MW Construction Proposal 6 8/17/2026
TERMS OF FEES AND CONDITIONS
1 Invoices will be submitted monthly. The invoice is due and payable upon receipt.
2. In order to defray carrying charges resulting from delayed payments, simple interest at the rate of ten percent (10%) per annum (but not to exceed the maximum rate allowed by law) will be added to the unpaid balance of each invoice. The interest period shall commence 30 days after date of original invoice and shall terminate upon date of payment. Payments will be first credited to interest and then to principle. No interest charge would be added during the initial 30-day period following date of invoice.
3. The fee for services will be based on current hourly rates for specific classifications and expenses. Hourly rates and expenses included in the attached schedule are reevaluated on January 1 and July 1 of each year.
4. Documents including tracings, maps, and other original documents as instruments of service are and shall remain properties of the consultant except where by law or precedent these documents become public property.
5. If any portion of the work is terminated by the client, then the provisions of this Schedule of Fees and Conditions in regard to compensation and payment shall apply insofar as possible to that portion of the work not terminated or abandoned.
If said termination occurs prior to completion of any phase of the project, the fee for services performed during such phase shall be based on the consultant's reasonable estimate of the portion of such phase completed prior to said termination, plus a reasonable amount to reimburse consultant for termination costs.
6. If either party becomes involved in litigation arising out of this contract or the performance thereof, the court in such litigation shall award reasonable costs and expenses, including attorney's fees, to the party justly entitled thereto.
7. All of the terms, conditions and provisions hereof shall inure to the benefit of and be binding upon the parties hereto and their respective successors and assigns, provided, however, that no assignment of the contract shall be made without written consent of the parties to the agreement.
Exhibit B
Principal
Hydrogeologist
Senior
Hydrogeologist
Project
Geologist
Staff
Geologist Mileage
$210 $190 $175 $155 $0.67
Task Description Miles Cost Task Costs
1 Project Management 4 16 48 12 160 $0 $14,247
2 MW-8 Destruction 0 0 10 8 160 $0 $3,097
3 MW-4 Construction 4 6 12 96 800 $0 $19,496
4 MW-8R Construction 4 6 12 96 800 $0 $19,496
5 Documentation/Report 8 14 36 38 0 $0 $16,530
$72,866
6 Water Quality Sampling 0 0 0 8 80 $660 $1,954
7 Transducer Installation 0 0 2 8 80 $2,400 $4,044
Estimated Cost with Optional Tasks $78,864
ESTIMATED BUDGET
Estmated
Costs
Project Hours
CLEATH-HARRIS GEOLOGISTS
City of Paso Robles - Construction Phase Services
Project UD-26-01
Staff:
Rate:
Expenses
Estimated Cost
Exhibit B
Council Agenda Report
From: Regina Wheeler, Solid Waste & Recycling Manager
Subject: Approval of an Agreement with the Integrated Waste Management Authority to Operate the Household Hazardous Waste Collection Facility
CEQA Determination: The City finds that this action is exempt from review under the California Environmental Quality Act pursuant to State Guidelines Section State CEQA Guidelines, §§ 15301 and 15302.
Date: September 15, 2026
Facts
1. The City oversees a permanent Household Hazardous Waste Collection facility at the Paso Robles Landfill, in collaboration with the Integrated Waste Management Authority (IWMA), and Pacific Waste Services.
2. The IWMA, a Joint Powers Authority (JPA), includes 20 jurisdictions responsible for managing solid waste and recycling programs.
3. Items such as paint, used motor oil, fluorescent bulbs, batteries, pesticides, household cleaners, gasoline, propane tanks, electronics, and various household chemicals are categorized as Household Hazardous Waste (HHW) due to their potential risk of contaminating groundwater and causing accidental fires.
4. In FY 2002/03, an agreement was established wherein the City leased a section of the landfill to the IWMA for use as a permanent Household Hazardous Waste facility, with a subsequent extension for a ten-year period.
5. Although the initial term and its extension have concluded, all Parties continue to operate the facility.
The Parties intend to create a new agreement to formalize the ongoing use of the site for an additional ten (10) years through September 14, 2036, with an option for an extension until September 13, 2046, provided that written notice is given to the City at least ninety days before the current term concludes.
Options
1. Take no action;
2. Authorize the City Manager to execute an agreement with IWMA to operate the household hazardous waste collection facility at the Paso Robles Landfill for ten years, extending through September 14, 2036, with an option to extend until September 13, 2046;
3. Provide alternative direction to staff.
Analysis and Conclusions
Providing a secure, dependable, and convenient method for residents to dispose of household hazardous waste is essential for protecting public health and the environment. Improper disposal of materials such as oil or paint can result in water contamination and pose dangers due to their toxic and flammable characteristics. The IWMA Household Hazardous Waste Facility at Paso Robles Landfill enables residents to drop off hazardous waste at no charge every Saturday from 11:00 a.m. to 3:00 p.m.
As part of this contract, the IWMA commits to the following terms:
Operate the Facility in compliance with all applicable federal, state, and local laws, including CUPA/Permit-by-Rule requirements.
Provide all necessary personnel, equipment, training, insurance, and closure assurance. Maintain the Facility in a secure, safe, and orderly condition. Assume responsibility for cleanup and remediation of any spills or releases arising from its operations.
Coordinate operations with the Landfill Operator.
Fiscal Impact
The City will receive one dollar ($1.00) per year due on or before the anniversary of the effective date from the IWMA.
CEQA
The City finds that this action is exempt from review under the California Environmental Quality Act pursuant to State Guidelines Section State CEQA Guidelines, §§ 15301 and 15302 as this is an existing household hazardous waste collection facility at the Paso Robles Landfill.
Recommendation (Option 2)
Approve Resolution 26-XXX, authorizing the City Manager to execute an agreement with the IWMA to operate the household hazardous waste collection facility at the Paso Robles Landfill for ten years, through September 14, 2036, with an option to extend the agreement until September 13, 2046.
Attachments
1. Resolution 26-XXX – Household Hazardous Waste Collection Facility IWMA a. Exhibit A - Household Hazardous Waste Renewal Agreement Through August 2036
Attachment 1
RESOLUTION 26-XXX
RESOLUTION OF THE CITY COUNCIL OF THE CITY OF EL PASO DE ROBLES
APPROVING AN AGREEMENT WITH THE IWMA FOR A HOUSEHOLD HAZARDOUS WASTE
COLLECTION FACILITY TO OPERATE AT THE PASO ROBLES LANDFILL FOR ANOTHER TEN YEARS THROUGH SEPTEMBER 14, 2036, WITH AN OPTION TO FURTHER EXTEND THE AGREEMENT UNTIL SEPTEMBER 13, 2046 AND FIND THE ACTION EXEMPT FROM CEQA REVIEW PURSUANT TO CEQA GUIDELINES SECTION 15301.
WHEREAS, the City oversees a permanent Household Hazardous Waste Collection facility at the Paso Robles Landfill, in collaboration with the IWMA and Pacific Waste Services. The IWMA, a Joint Powers Authority (JPA), includes 20 jurisdictions responsible for managing solid waste and recycling programs; and
WHEREAS, items such as paint, used motor oil, fluorescent bulbs, batteries, pesticides, household cleaners, gasoline, propane tanks, electronics, and various household chemicals are categorized as Household Hazardous Waste (HHW) due to their potential risk of contaminating groundwater and causing accidental fires; and
WHEREAS, in 2002/2003, an agreement was established wherein the City leased a section of the landfill to the IWMA for use as a permanent Household Hazardous Waste facility, with a subsequent extension for a ten-year period; and
WHEREAS, although the initial term and its extension have concluded, all Parties continue to operate the facility. The Parties intend to create a new agreement to formalize the ongoing use of the site for an additional ten (10) years through September 14, 2036, with an option for an extension until September 13, 2046, provided that written notice is given to the City at least ninety days before the current term concludes.
NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF EL PASO DE ROBLES DOES HEREBY RESOLVE AS FOLLOWS:
Section 1. All of the above recitals are true and correct and incorporated herein by reference.
Section 2. The City Council hereby approves the Renewed Facilities Use and Lease Agreement attached hereto as Exhibit A and hereby authorizes and directs the City Manager to execute the agreement to formalize the use of the Paso Robles Landfill as a permanent household hazardous waste collection facility for ten (10) years through September 14, 2036, with an option for an extension until September 13, 2046
Section 3. The City Council finds this action exempt from CEQA review pursuant to California CEQA Guidelines Section 15301 as the action reflects an extension of the ongoing operations of the facility.
APPROVED this 15th day of September 2026, by the following vote:
AYES:
NOES:
ABSENT:
ABSTAIN:
Attachment 1
John R. Hamon, Jr., Mayor
ATTEST:
Melissa Martin, City Clerk
Exhibit A – Household Hazardous Waste Renewal Agreement Through August 2036
Exhibit A
RENEWED FACILITIES USE AND LEASE AGREEMENT
This Facilities Use and Lease Agreement ("Agreement") is entered into as of the date of the last signature below (the "Effective Date") by and between the San Luis Obispo County Integrated Waste Management Authority, a California joint powers authority formed pursuant to the Joint Exercise of Powers Act (Government Code § 6500 et seq.) ("IWMA"), together with the City of El Paso de Robles, a municipal corporation of the State of California ("City" or "Owner") and Pacific Waste Services, Inc., a California corporation ("Landfill Operator") (collectively, the "Parties").
RECITALS
A. In 2002/2003 the Parties entered into a Household Hazardous Waste Agreement under which the City leased a portion of the Paso Robles Landfill to the IWMA for a permanent Household Hazardous Waste Collection Facility (the "Facility"), which was extended for a ten year term thereafter.
B. The original term and the extension have expired. The Parties have continued to operate the Facility by course of conduct.
C. The Parties desire to enter into this new Agreement to document the continued use of the site under clear, current terms.
AGREEMENT
1. Premises and Use. The City leases to the IWMA, and the IWMA leases from the City, the portion of the Paso Robles Landfill previously used for the permanent HHW Facility (the "Premises"), as generally depicted in the site plan attached as Exhibit A (or such updated site plan as the Parties may agree). The Premises shall be used solely for the operation of a Permanent Household Hazardous Waste Collection Facility and related activities consistent with applicable law.
2. Term. The initial term of this Agreement shall be ten (10) years commencing on the Effective Date.
The IWMA shall have one (1) option to extend the term for an additional period of ten (10) years, provided the IWMA is not then in default. The option shall be exercised by written notice delivered to the City at least ninety (90) days prior to the end of the then-current term. If the IWMA remains in possession of the Premises after the expiration or earlier termination of the Term (including any exercised option period) without a new written agreement, such occupancyshall constitute a month-to-month tenancy terminable by either the City or the IWMA upon thirty (30) days' prior written notice. All other terms, covenants, and conditions of this Agreement (including the $1.00 annual rent, insurance, indemnity, and use restrictions) shall continue to apply during any holdover period. Nothing in this section shall be construed as consent by the City to any holdover, nor shall any holdover create a fixed-term tenancy or extend the maximum period for which the City may lease the Premises under Civil Code § 718 or Government Code § 37380.
3. Rent. The IWMA shall pay the City annual rent of One Dollar ($1.00), payable on or before the anniversary of the Effective Date.
4. Responsibilities of the IWMA. The IWMA shall:
(a) Operate the Facility in compliance with all applicable federal, state, and local laws, including CUPA/Permit-by-Rule requirements.
Exhibit A
(b) Provide all necessary personnel, equipment, training, insurance, and closure assurance.
(c) Maintain the Facility in a secure, safe, and orderly condition. (d) Be responsible for cleanup and remediation of any spills or releases arising from its operations.
(e) Coordinate operations with the Landfill Operator.
5. Responsibilities of the City. The City shall make the Premises available for the IWMA's use as contemplated herein and shall not unreasonably interfere with Facility operations.
6. Responsibilities of the Landfill Operator. The Landfill Operator shall:
(a) Accept and dispose of non-hazardous solid waste generated at the Facility. (b) Direct the public to the Facility during scheduled operating hours. (c) Permit the placement of household hazardous waste discovered during loadchecking at the Facility, subject to IWMA acceptance.
7. Indemnification and Insurance. IWMA shall indemnify, defend, and hold harmless the City from claims arising out of its negligent acts or omissions, willful misconduct or breach of this Agreement. Landfill Operator and IWMA shall indemnify, defend, and hold harmless the other Party from claims arising out of its own negligent acts or omissions. The IWMA shall maintain general liability insurance of not less than $2,000,000 per occurrence/$4,000,000 aggregate and pollution liability coverage of not less than $2,000,000 per occurrence/$4,000,000 aggregate, naming the City and Landfill Operator as additional insureds, with coverage primary and non-contributory. Certificates shall be provided upon request. IWMA may utilize equivalent self-insurance.
8. Termination and Surrender. Upon termination of this Agreement, the IWMA shall remove its equipment and any remaining hazardous waste and surrender the Premises in good condition, reasonable wear and tear excepted. The concrete pad shall remain the property of the City. his Agreement is subject to the annual appropriation of funds by the IWMA to provide HHW services. If the IWMA fails to appropriate the funds necessary to conduct the program, then the Agreement may be terminated by the IWMA upon thirty (30) days' written notice.
9. General Provisions. This Agreement constitutes the entire agreement of the Parties and supersedes all prior agreements relating to the Premises. It may be amended only by a written instrument signed by all Parties. IWMA shall be responsible for all taxes assessed against its operations under this Agreement, including any possessory interest tax, if applicable. It shall be governed by California law.
Electronically executed signatures (including digital signatures complying with California Government Code § 16.5 and the Uniform Electronic Transactions Act, Civil Code § 1633.1 et seq.) may be accepted in lieu of original wet-ink signatures and shall have the same legal effect as manual signatures. Delivery of an executed counterpart of this Agreement by electronic transmission (including PDF or via electronic signature platform) shall be equally as effective as delivery of an original executed counterpart. The relationship of the Parties is that of landlord and tenant. Nothing in this Agreement shall be construed to create a partnership, joint venture, or agency relationship between or among the Parties.
The City does not become a partner of or joint venturer with the IWMA in the conduct of the IWMA's business. This Agreement does not amend or modify any agreement between City and Landfill Operator related to use and operation of the Landfill, expressly including, but limited to, insurance, indemnity and other risk requirements of Landfill Operator.
Exhibit A
3 IN WITNESS WHEREOF, the Parties have executed this Agreement as of the dates set forth below.
SAN LUIS OBISPO COUNTY INTEGRATED
WASTE MANAGEMENT AUTHORITY
By: _________________________________
Name/Title: ________________________
Date:
Approved as to form:
IWMA Legal Counsel
By:
Linda Somers Smith
CITY OF EL PASO DE ROBLES
By: _________________________________
Name/Title: ________________________
Date:
Approved as to form:
City of El Paso De Robles Legal Counsel
By: ________________________________________
PACIFIC WASTE SERVICES, INC.
Exhibit A
Exhibit A
Site Plan
Council Agenda Report
From: Casey Shepherd, Wastewater Manager
Subject: Approval of a Contract with Dave Spurr Excavating, Inc. for the Biosolids Storage Beds Rehabilitation Project at Paso Robles Wastewater Treatment Plant CEQA Determination: The City finds that this action is exempt from review under the California Environmental Quality Act pursuant to State Guidelines Section State CEQA Guidelines, §§ 15301 and 15302.
Date: September 15, 2026
Facts
1. The Paso Robles Wastewater Treatment Plant produces biosolids as part of the wastewater treatment process. After dewatering, the biosolids are temporarily stored and dried at the wastewater treatment plant in storage beds.
2. The biosolids are periodically removed and transported to the Paso Robles Landfill, where they are composted with green waste and beneficially used as a component of alternative daily cover.
3. Over time, removal of the biosolids from the storage beds has also removed a substantial amount of the underlying soil. The resulting uneven surface makes it difficult to efficiently load the biosolids and causes equipment to remove additional base material during loading and removal operations.
4. The condition of the storage beds has deteriorated to the point that installation of a new, durable base layer is necessary to restore a level working surface and support continued biosolids management operations.
5. On August 6, 2026, the City issued a request for proposal for the Biosolids Storage Beds Soil-Cement Installation Project. The City solicited proposals from four local contractors and received two proposals. The project generally consists of importing, grading, and compacting soil to restore the base of the drying beds and mixing cement into the upper soil layer to create a durable soil-cement working surface.
6. The City received the two proposals, including one from Dave Spurr Excavating, Inc. in the amount of $99,900. Staff reviewed the proposals and determined that Dave Spurr Excavating, Inc. (Spurr Co.) submitted the lowest responsive proposal and is qualified to perform the work.
7. The City’s Purchasing Policy authorizes the City Manager to execute contracts under $100,000. While the proposed contract is within the City Manager’s existing authority, City Council approval will allow the project to utilize the change order authority permitted under the Purchasing Policy (i.e., $25,000) should unforeseen conditions arise during construction, thereby reducing the potential for project delays associated with obtaining additional Council authorization.
Options
1. Take no action;
2. Authorize the City Manager to enter into a construction contract with Dave Spurr Excavating, Inc. to perform the Biosolids Storage Beds Soil-Cement Installation Project for an amount not to exceed $99,900;
3. Provide alternative direction to staff.
Analysis and Conclusions
Biosolids are produced daily at the Paso Robles Wastewater Treatment Plant, making effective biosolids management and disposal a critical part of plant operations. The storage beds allow the City to store biosolids during wet weather and provide additional drying time following dewatering. Because hauling and disposal costs are charged by weight, reducing the moisture content lowers the cost of managing the material. The existing storage beds have deteriorated to the point that biosolids handling and loading operations have become increasingly difficult. Importing and compacting soil to establish a uniform base and treating the final layer with cement will create a durable working surface, improve loading efficiency, and reduce the loss of underlying soil during future hauling operations.
Dave Spurr Excavating, Inc. is a qualified site preparation contractor with prior experience successfully performing soil-cement work. They are well situated to deliver the Biosolids Storage Beds Soil-Cement Installation Project at Paso Robles Wastewater Treatment Plant Fiscal Impact
The total cost of the Biosolids Storage Beds Soil-Cement Installation Project will not exceed $99,900. The project is part of the larger “Sludge Bed/Washout Bay Replacement” project identified in the City’s adopted two-year budget and will be funded through available reserves in the Wastewater Enterprise Fund. Although the initial project cost is within staff’s purchasing authority, Council approval will provide staff with the authority to address unforeseen field conditions or necessary changes that could cause the total project cost to exceed the $100,000 administrative approval threshold. This will allow necessary change orders to be approved promptly without delaying construction to obtain additional Council authorization. The Project is funded by the Sewer Fund, and sufficient appropriations are available to complete the project, including any potential change orders.
CEQA
The City finds that this action is exempt from review under the California Environmental Quality Act pursuant to State Guidelines Section State CEQA Guidelines, §§ 15301 and 15302.
Recommendation (Option 2)
Authorize the City Manager to enter into a construction contract with Dave Spurr Excavating, Inc. to perform the Biosolids Storage Beds Soil-Cement Installation Project for an amount not to exceed $99,900.
Attachments
1. Resolution 26-XXX - Biosolids Storage Beds Soil-Cement Installation Project
2. Proposal from Dave Spurr Excavating Inc.
Attachment 1
RESOLUTION 26-XXX
RESOLUTION OF THE CITY COUNCIL OF THE CITY OF EL PASO DE ROBLES
AUTHORIZING THE CITY MANAGER TO ENTER INTO A CONSTRUCTION CONTRACT WITH DAVE SPURR EXCAVATING, INC. TO PERFORM THE BIOSOLIDS STORAGE BEDS SOIL-CEMENT INSTALLATION PROJECT FOR AN AMOUNT NOT TO EXCEED $99,900 AND FINDING THE ACTION EXEMPT FROM CEQA REVIEW PURSUANT TO STATE GUIDELINES SECTION 15301 AND 15302.
WHEREAS, the Paso Robles Wastewater Treatment Plant produces biosolids as part of the wastewater treatment process; and
WHEREAS, after dewatering, the biosolids are temporarily stored and dried at the wastewater treatment plant in storage beds; and
WHEREAS, the biosolids are periodically removed and transported to the Paso Robles Landfill; and WHEREAS, the condition of the storage beds has deteriorated to the point that installation of a new, durable base layer is necessary to restore a level working surface and support continued biosolids management operations; and
WHEREAS, on August 6, 2026, the City issued an informal request for proposals for the Biosolids Storage Beds Soil-Cement Installation Project. The City solicited proposals from four local contractors and received two proposals; and
WHEREAS, Dave Spurr Excavating Inc. submitted the lowest proposal in the amount of $99,900. Spurr Co. is a highly qualified site preparation contractor and is very capable of performing this work.
NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF EL PASO DE ROBLES DOES HEREBY RESOLVE AS FOLLOWS:
Section 1. All of the above recitals are true and correct and incorporated herein by reference.
Section 2. The City Council hereby authorizes the City Manager to enter into a construction contract with Dave Spurr Excavating, Inc. to perform the Biosolids Storage Beds Soil-Cement Installation Project for an amount not to exceed $99,900.
Section 3. The City Council finds this action exempt from review under CEQA pursuant to State Guidelines Section 15301 and 15302.
Section 4. This Resolution shall take effect on the date it is approved by the City Council.
APPROVED this 15th day of September, 2026, by the following vote:
AYES:
NOES:
ABSENT:
ABSTAIN:
Attachment 1
John R. Hamon, Jr., Mayor
ATTEST:
Melissa Martin, City Clerk
Attachment 2
Spurr Co. (Initial) Customer (Initial)
1 PROPOSAL / CONTRACT
Date: August 31, 2026
To: City of Paso Robles Sewer Department
Attention: Casey Shepard
Job Name: Sewer Beds Concrete Treatment
Plans By: PER RFP Soil Report By:
We propose to furnish all labor, equipment and material as specified below to complete the following work. Line items are for comparison of bids only. This bid shall not be broken down unless specified by SPURR CO. Exclusions and Acceptance are at the end of this proposal.
WORK TO BE DONE AT THE PASO ROBES SEWER PLANT TO CONSIST OF
1. SPREAD OUT THE EXISTING BERM MATERIAL IN THE BOTTOM AND COMPACT.
2. IMPORT ORGANIC FREE MATERIAL TO FILL THE BEDS UP TO
GRADE ESTABLISHED BY PASO SEWER SUPERVISER.
3. COMPACT ALL IMPORTED MATERIAL.
4. INSTALL CITY SUPPLIED 36” OR 48” CONCRETE COLLAR FOR DRAIN SUMP, COMPACT DIRT AROUND CONCRETE COLLAR.
5. CONCRETE TREAT THE BOTTOM OF THE BED WITH 4% CONCRETE AT 12” DEEP. THE PROCESS INCLUDES USING A RECLAIMER, WATER
TRUCK, PNEUMATIC TRAILER FILL WITH DRY PORTLAND
CONCRETE. THE WATER, CONCRETE ARE MIXED TOGETHER 12”
DEEP USING THE RECLAIMER, THEN THE BOTTOM WILL BE
COMPACTED WITH A ROLLER. THIS WILL GIVE YOU A SMOOTH
BOTTOM. PER MY SOIL TREATMENT CONTRACTOR THIS 4%
MIXTURE WILL BE SUFFICIENT FOR IT’S INTENDED USE AND TO
Attachment 2
Spurr Co. (Initial) Customer (Initial)
2 HANDLE THE WEIGHT OF THE LOADER WHILE SCRAPING THE
BOTTOM OF THE STORAGE BEDS TO LOAD OUT THE SLUGE.
6. CURING OF THE CONCRETE SOIL TREATMENT WILL TAKE 7 DAYS BEFORE ANY WEIGHT IS PLACED ON IT.
7. APPROX SIZE IS 45,000 SF. ALL WORK WILL BE PREVAILING WAGES.
8. THIS METHOD WILL MEET OR EXCEED THE RFP REQUIREMENTS
9. THE IMPORTED SOIL WILL BE COMING FROM FOOTING AND
UNDERGROUND SPOILS FROM SITE AND BUILDING AREAS IN THE
CITY. AROUND THE VINEDO TRACT OFF SHERWOOD DRIVE
10. THE TOTAL CONSTRUCTION TIME WILL BE 120 DAYS OR LESS DEPENDING ON THE AVAILABILTY OF THE IMPORTED SOIL. THE
IMPORT WILL DRIVE THE DAYS NEEDED TO COMPLETE.
11. IT WILL TAKE APPROX 2 DAYS TO DO THE SOIL CEMENT
TREATMENT AFTER THE STORAGE BEDS ARE FILLED AND
COMPACTED.
12. THIS WILL INCLUDE A 1 YEAR WARRANTY ON WORKMANSHIP AND MATERIAL. SPURRCO SHALL NOT BE RESPONSIBLE FOR DAMAGE
RESULTING FROM EXCESSIVE FORCE FROM LOADER BUCKETS OR
OTHER EQUIPMENT USED IMPROPERLY ON THE SITE.
Total Contract $ 99,900.00
Attachment 2
Spurr Co. (Initial) Customer (Initial)
3 Conditions:
1.Any deleted or deductive work will have 5% charge to the owner and additional adjustments may to the proposal.
2. Proposal numbers are only good for 1 year from the date of the proposal after it is signed. After the one year period has passed from the date of the proposal, price increases if accrued may be charged to the owner.
3. Asphalt prices only good for 30 days from the date of the proposal due to the oil pricing changing daily
4. Water supplied on-site by owner and any fees paid by owner
5. One move in unless otherwise noted.
6. Dust control for our portion of work while on site only.
7. Any changes in the scope of work will require a change order. Any cost associated with preparing the change order will be added to the change order
8. All underground piping plans shall have a profile showing all conflicts with other piping. Any extra fitting needed to complete piping not shown on plans will be extra.
9. All utilities will be stubbed within 5' of buildings unless otherwise noted.
10. Change orders will be based off unit cost, SpurrCo T&M rate sheet or fixed number and marked up 10%
11. Bid is based on total contract not unit cost. Billing will follow total cost not unit cost
12. This proposal will become part of the contract weather it is signed or not. All Conditions and Exclusions apply to the contract.
13. Any additional cost for additional insurance or contract modifications will be added to the contract price.
14. Bonding is available at an additional cost
15. SWPPP maintenance to be done on a T&M basis unless otherwise noted
16. Topo will be verified by the surveyor before grading starts
17. All water valves and manholes located in the street will be shot by the surveyor before and after paving, cost paid for by owner
18. SpurrCo is not responsible for scheduling delays. If SpurrCo is pushed off the original schedule by actions of others then SpurrCo cannot guarantee the original schedule will be meet.
19. Due to current Covid 19 and the current PVC resin shortage, all material quotes can only be guaranteed for 48 hours. All price increases will be passed on to the owner. This includes increases created by Force Majeure.
Acceptance:
1. The prices and conditions are hereby accepted and you are authorized to perform the work specified above.
2. Payment is due and payable in 30 days of invoicing.
3. No extra work will be done unless a signed change order is executed or a signed field work order is issued
4. If payment is not made within 30 days of invoicing Spurr Co. has the right to stop work with no penalties.
5. In the event that a court of law finds the interest charges referenced above to be urus ions, the parties agree that the interest shall still accrue and be owing at the maximum legal rate allowed by law
Attachment 2
Spurr Co. (Initial) Customer (Initial)
4 6. A finance charge of 1 1/2% per month (18% annually) will be charged on all invoices over 30 days past due.
7. Any cost (attorney, court, etc.) associated with the collection of unpaid invoices will be paid by the prevailing party.
Exclusions:
1. ADA Stalls must be designed to a minimum 1.5% for asphalt or 1% for concrete.
2. Landscaping
3. Soil Testing
4. Permits, Engineering, Bonds, Inspections, Surveying or Fees
5. Unsuitable Material that cannot be compacted.
6. Ground Water
7. Natural Acts (Earthquakes, Storms, Fires, Floods, etc.)
8. Rock Excavation
9. Hazardous Materials, Natural accruing asbestos will be handled on a T&M basis
10. Water Meters that are not included in the bid.
11. Any changes of plans or scope of work.
12. Export or import of any material not specified on this proposal
13. Damage to any vehicle parked within the construction area
14. Utility lines not shown on plans
15. Cracking of concrete or asphalt do to unforeseen conditions
16. SpurrCo is not responsible for drainage on asphalt designed at less then 2% and concrete that is Designed at less then 1.5%
APPROVAL OF PROPOSAL / CONTRACT
CUSTOMER SIGNATURE DATE
Attachment 2
Spurr Co. (Initial) Customer (Initial)
5 8/31/2026
SPURR CO. DATE
Council Agenda Report
From: Dwayne Brown, Maintenance Services Superintendent Subject: Approval of the Purchase of a Telescoping Skid Steer for the Landscape Division CEQA Determination: The City finds that this action is not a project under the California Environmental Quality Act pursuant to State CEQA Guidelines, §§ 15061, subd. (b)(3), 15378.
Date: September 15, 2026
Facts
1. The City has a vast fleet of rolling stock, including a variety of vehicles and equipment, from fire engines and police cruisers to road graders and turf mowers.
2. New vehicle equipment purchases are required to ensure that each department has the appropriate vehicles and equipment necessary to satisfy changing departmental needs.
3. The Landscape Division works in a variety of locations including medians, parkways, City owned open spaces, slopes and parks. Work is frequently performed in challenging terrain, including slopes and areas with loose fill where non-tracked vehicles struggle to operate. Traditional skid-steer compact loaders have a limited range of motion for the loading bucket and other attachments which compromises efficiency, adaptability and safe operation.
4. As part of the Fiscal Year (FY) 2026-27 Fleet Replacement Budget, the City Council authorized a budget of $109,000 for the purchase of a Tracked Skid Steer for the Landscape Division. As the purchase price for this equipment exceeds $100,000, the City’s Purchasing Policy requires City Council Approval prior to purchase.
5. The City utilized Source Well, where prices are compiled using the State bid list and governmental agency cooperative bidding to achieve the lowest possible pricing. The City’s Purchasing and Payment Procedures Manual authorizes the use of cooperative purchasing arrangements to satisfy the City’s competitive bidding requirements.
Options
1. Take no action;
2. Approve Resolution 26-XXX authorizing the City Manager to purchase the equipment as presented and find the action exempt from CEQA; or
3. Provide alternative direction to staff.
Analysis and Conclusions
City staff primarily utilize a wheeled skid steer for landscape related work, including the loading of mulch, soil, rock and other landscape related materials. This equipment is also used to excavate, mow, broom and auger in a variety of locations, including areas where non-tracked equipment limits safe and efficient operations. Operation of wheeled equipment is hampered by loose or muddy soil as well as steeper slopes, conditions frequently encountered during landscape work. By comparison, tracked skid steers provide superior traction, lower ground pressure and better stability on soft, uneven and sloped terrain.
Tracked skid steers are also gentler on delicate landscapes. The purchase of a tracked vehicle combined with a telescoping bucket allows for increased dump height, extra forward reach and fewer maneuvers in challenging locations. Prior to requesting equipment, City inventory is examined to determine if there is existing equipment that can satisfy the intended use. This request is coming before City Council for consideration as there is no other equipment that can be pulled from the City’s fleet inventory to satisfy this need, and, as required by the City’s Purchasing Policy, given that the total cost of the equipment is more than $100,000, approval also requires City Council concurrence.
Fiscal Impact
The total cost of the equipment from Mobile Ag & Industrial Supply is $104,155.31. Adequate funding for this expenditure has been established in the FY 2026-27 Fleet and Equipment Replacement budget, and no further action is required.
CEQA
The City finds that this action is not a project under the California Environmental Quality Act pursuant to State CEQA Guidelines, §§ 15061, subd. (b)(3), 15378 because it can be seen with certainty that the action has no potential to result in either a direct physical change in the environment or a reasonably foreseeable indirect physical change in the environment.
Recommendation (Option 2)
Approve Resolution 26-XXX, authorizing the City Manager to purchase one Telescoping Skid Steer as part of the City’s FY 2026/27 Fleet Replacement Program in an amount not-to-exceed $104,155.31.
Attachments
1. Resolution 26-XXX – Authorizing the Purchase of One Tracked Skid Steer
2. Mobile Ag & Industrial Supply Equipment Quote for JCB 3TS-8T Teleskid
Attachment 1
RESOLUTION 26-XXX
RESOLUTION OF THE CITY COUNCIL OF THE CITY OF EL PASO DE ROBLES
AUTHORIZING THE PURCHASE OF A TELESCOPING SKID STEER
WHEREAS, the City of El Paso de Robles has a vast fleet of rolling stock, including a variety of vehicles and equipment, from fire engines to police cruisers to road graders to turf mowers; and WHEREAS, new vehicle or equipment purchases are required to ensure that each department has the appropriate vehicles and equipment necessary to satisfy changing departmental needs; and WHEREAS, the Landscape Division operates in a wide variety of locations including medians, parkways, City owned opens spaces, slopes and parks; and
WHEREAS, landscape work is often performed in challenging terrain including on slopes and in areas with loose fill where non-tracked vehicles struggle to operate; and WHEREAS, traditional skid steer loaders have a limited range of motion for the loading bucket and attachments compromising efficiency, adaptability and safe operation; and WHEREAS, the total cost of a new Telescoping Tracked Skid Steer is $104,155.31; and WHEREAS, the Fiscal Year 2026-27 budget hassufficiently appropriated monies for this equipment.
NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF EL PASO DE ROBLES DOES HEREBY RESOLVE AS FOLLOWS:
Section 1. All of the above recitals are true and correct and incorporated herein by reference.
Section 2. The City Manager or designee is authorized to purchase one new JCB 3TS-8T Tracked Teleskid as included as part of the City’s FY 2026-27 Fleet Replacement Program in an amount not-to-exceed $104,155.31.
Section 3. The City Council finds the action, and the approval of the described contract herein, is not a project under the California Environmental Quality Act pursuant to State CEQA Guidelines, §§ 15061, subd. (b)(3), 15378 because it can be seen with certainty that there is no possibility that the activity in question may have a significant effect on the environment, and the action has no potential to result in either a direct, or reasonably foreseeable indirect, physical change in the environment.
APPROVED this 15th day of September, 2026, by the following vote:
AYES:
NOES:
ABSENT:
ABSTAIN:
Attachment 1
John R. Hamon, Jr., Mayor
ATTEST:
Melissa Martin, City Clerk
Attachment 2
Council Agenda Report
From: Dante Pecchenino City Engineer/Deputy Community Development Director Subject: Acceptance of Public Improvements for the Remaining Portion of Airport Road, Vinedo Backbone Phase 1 Improvements
CEQA Determination: In compliance with the California Environmental Quality Act (CEQA), an initial study and environmental impact report (SCH 2019011065) were prepared for the Olsen South Chandler Specific Plan (Vinedo). Staff recommends the City Council find that accepting Airport Road for public use does not require additional review under CEQA pursuant to Public Resources Code section 21166 and CEQA Guidelines section 15162 and 15182 (no subsequent or supplemental EIR is required, because no “substantial changes” to the project or to the circumstances under which the project was undertaken are proposed, and there are no “new significant environmental effects” or a “substantial increase in the severity of previously identified significant effects” under the existing EIR).
Date: September 15, 2026
Facts
1. The Olsen South Chandler Specific Plan was approved by the City Council on February 20, 2020, and provides for development of approximately 1,293 residential units and associated backbone infrastructure improvements.
2. On November 7, 2023, the City Council authorized the City Manager to execute the Subdivision Improvement Agreement for Olsen South Chandler Specific Plan Backbone Infrastructure. The Developer, Olsen Ranch 212, LLC, entered into the Subdivision Improvement Agreement with the City, to construct public improvements associated with Tracts 3153 and 3154, Exhibit A.
3. The Subdivision Improvement Agreement was secured by multiple performance bonds for backbone infrastructure across several bond zones, as depicted in the bond zone map, Exhibit B.
4. On July 15, 2025, the City Council accepted Sherwood Road, Linne Road, and portions of Airport Road into the City’s maintenance system and accepted new performance bonds in reduced amounts for the remaining work. The current performance bond amounts, by bond zone are:
BOND ZONE BOND NUMBER BOND AMOUNT
Zone 1 ES00016279 $12,100
Zone 2 ES00016278 $9,700
Zone 3 ES00016277 $1,280,000
Zone 4 ES00016281 $9,700
Zone 5 ES00016280 $124,500
Frontage w/out PA13 ES00016276 $0
5. The Developer has constructed the remaining portion of Airport Road, with associated utilities, storm drain, signage, striping, landscape, and irrigation, in accordance with the Subdivision Improvement Agreement, improvement plans (Permit #E22-0033), and applicable City standards:
STREET NAME FROM TO MILES
Airport Road STA 50+00 STA 54+80(Linne Rd) 0.09
6. The Developer has constructed the remaining portion of Airport Road, and remaining work within all bond zones, in compliance with the improvement plans (Permit #E22-0033).
7. City staff has inspected the Airport Road improvements, and remaining work within all bond zones, and determined they are substantially complete.
8. The Applicant has provided Record Drawings and the final certifications to the City Engineer’s satisfaction.
9. The Developer has requested that the City Council accept the remaining portion of Airport Road public improvements as complete, exonerate Vinedo Backbone Phase 1 Bonds, pursuant to the Subdivision Improvement Agreement, and grant the City Engineer the authority to administratively release performance and payment bonds.
10. Following ninety (90) days after recordation of the Notice of Completion for the improvements, the payment bond may be released in accordance with the Subdivision Map Act.
11. The Applicant has provided a 10% warranty bond for public improvements to be held for a one-year period. Once the one-year period is complete and clear of any deficiency the bonds will be returned.
Options
1. Take no action.
2. Approve a Resolution accepting the public improvements for the remaining portion of Airport Road, exonerating the Backbone Phase 1 Bonds, and authorizing administrative release of the associated performance and payment bonds.
3. Decline to accept the public improvements or dedications.
4. Provide alternative direction to staff.
Analysis and Conclusions
Airport Road is a vital component of the Olsen-South Chandler Specific Plan circulation network. The public improvements, which the Developer was required to install for this subdivision, have been completed. Further, the City will retain a Warranty Bond for a one-year period for warranty of the improvements installed. The City Engineer will release the warranty security, after the warranty requirements are satisfied.
Acceptance of the improvements ensures long-term public access, connectivity, and maintenance authority.
The Airport Road improvements included within this acceptance action have been substantially completed, inspected by City staff, and determined to be suitable for incorporation into the Citymaintained roadway system. Airport Road is currently functional and capable of serving the intended circulation, utility, and access purposes associated with the Olsen South Chandler Specific Plan.
Fiscal Impact
Upon final acceptance and expiration of the one-year warranty period, the City will assume ongoing maintenance responsibilities for these improvements. These costs are consistent with long-term maintenance planning under the Specific Plan.
CEQA
In compliance with the California Environmental Quality Act (CEQA), an initial study and environmental impact report (SCH 2019011065) were prepared for the Olsen South Chandler Specific Plan (Vinedo) and were circulated between 10/17/2019 and 12/2/2019. Staff recommends the City Council find that accepting Airport Road for public use does not require additional review under CEQA pursuant to Public Resources Code section 21166 and CEQA Guidelines section 15162 and 15182 (no subsequent or supplemental EIR is required, because no “substantial changes” to the project or to the circumstances under which the project was undertaken are proposed, and there are no “new significant environmental effects” or a “substantial increase in the severity of previously identified significant effects” under the existing EIR).
Recommendation
Approve Resolution 26-XXX, accepting the public improvements for the remaining portion of Airport Road, exonerating the Backbone Phase 1 Bonds, and authorizing administrative release of the associated performance and payment bonds.
Attachments
1. Vicinity Map
2. Resolution 26-XXX Acceptance of Public improvements
a. Vinedo Backbone Subdivision Improvement Agreement and Bonds b. Bond Zone Map
Attachment 1
Vicinity Map Page 237 of 576 City Council Agenda September 15, 2026 Attachment 2
RESOLUTION 26-XXX
RESOLUTION OF THE CITY COUNCIL OF THE CITY OF EL PASO DE ROBLES
ACCEPTING A PORTION OF THE PUBLIC IMPROVEMENTS
FOR VINEDO BACKBONE PHASE 1 IMPROVEMENTS (PORTION OF AIRPORT ROAD)
CONSTRUCTED PURSUANT TO THE SUBDIVISION IMPROVEMENT AGREEMENT WHEREAS, the Olsen South Chandler Specific Plan was approved by the City Council on February 20, 2020, and provides for development of approximately 1,293 residential units and associated backbone infrastructure improvements; and
WHEREAS, on November 7, 2023, the City Council authorized the City Manager to execute a Subdivision Improvement Agreement with Olsen Ranch 212, LLC for construction of backbone roadway and infrastructure improvements associated with Tracts 3153 and 3154, Exhibit A; and WHEREAS, the Subdivision Improvement Agreement was secured by multiple performance bonds for backbone infrastructure across several bond zones, as depicted in the bond zone map, Exhibit B; and
WHEREAS, the Developer has constructed the remaining portion of Airport Road, including associated utilities, storm drain, signage, striping, landscape, and irrigation improvements, in accordance with the approved improvement plans (Permit #E22-0033), the Subdivision Improvement Agreement, and applicable City standards; and WHEREAS, City staff has inspected the improvements and determined the Airport Road improvements are substantially complete; and
WHEREAS, the Applicant has provided Record Drawings and final certifications to the satisfaction of the City Engineer; and
WHEREAS, the Developer has requested that the City Council accept the remaining portion of Airport Road public improvements and authorize administrative release of the associated performance and payment bonds; and
WHEREAS, the Developer has provided a one-year warranty bond in the amount of ten percent (10%) of the improvement value prior to release of the improvement securities; and WHEREAS, this action is exempt from additional environmental review pursuant to Public Resources Code Section 21166 and CEQA Guidelines Sections 15162 and 15182, as it is consistent with the previously certified Environmental Impact Report (SCH 2019011065) for the Olsen South Chandler Specific Plan, because no “substantial changes” to the project or to the
Attachment 2
circumstances under which the project was undertaken are proposed, and there are no “new significant environmental effects” or a “substantial increase in the severity of previously identified significant effects” under the existing EIR.
NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF EL PASO DE ROBLES DOES HEREBY RESOLVE AS FOLLOWS:
Section 1. All of the above recitals are true and correct and incorporated herein by reference.
Section 2. The following public improvements constructed pursuant to the Subdivision Improvement Agreement are hereby accepted into the City’s maintenance system, subject to the Developer providing the required one-year warranty bond:
STREET NAME FROM TO MILES
Airport Road STA 50+00 STA 54+80 (Linne Rd) 0.09
Section 3. The City Council hereby exonerates the Backbone Phase 1 improvement bonds pursuant to the Subdivision Improvement Agreement and grants the City Engineer authority to administratively release the associated performance and payment bonds.
Section 4. Following ninety (90) days after recordation of the Notice of Completion for the improvements, the payment bonds may be released in accordance with the Subdivision Map Act.
Section 5. Upon receipt of the required 10% warranty bond, the performance and payment bonds may be administratively released in accordance with the Subdivision Improvement Agreement.
Section 6. The City Clerk shall forward a certified copy of this Resolution to the City Engineer and Public Works Director.
APPROVED by the City Council of the City of El Paso de Robles by the following vote on September 15, 2026.
AYES:
NOES:
ABSENT:
ABSTAIN:
John R. Hamon, Jr., Mayor
Attachment 2
ATTEST:
Melissa Martin, City Clerk
Exhibit A – Vinedo Backbone Subdivision Improvement Agreement w/ Bonds Exhibit B – Bond Zone Map
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EXHIBIT C
MAP OF IMPROVEMENT ZONES
LINNE ROAD HANSON ROAD
SHERWOOD ROAD LINNE ROAD FONTANA ROAD AIRPORT ROAD
PLANNING AREA 15 FRONTAGE
PLANNING AREA 13 FRONTAGE
VINEDO PHASE 1 BACKBONE ROADS
(BY OTHERS)
(BY OTHERS)
PHASE 1 BACKBONE & OFFSITE IMPROVEMENT BONDS
PHASE 1 BACKBONE - ZONE 1
PHASE 1 BACKBONE - ZONE 2
PHASE 1 BACKBONE - ZONE 3
PHASE 1 BACKBONE - ZONE 4
PHASE 1 BACKBONE - ZONE 5
VINEDO FRONTAGE W/OUT PA 13
(INCLUDES LINNE STA 307+25 TO 308+85)
VINEDO OFFSITE SEWER
(PROJECT TO COMMERCE, SCOTT STREET,
FLAG WAY, PERMIT NUMBER E22-0054)
C:\RICK\Projects\C19000\19356_Vinedo\Civil\Exhibits\2023-1019 BondEst Breakdown EXB 4 3
2 1
5 STA 59+70 STA 235+50 STA 307+25
STA 237+50
STA 248+60 STA 308+85
1 2
3 4
5 STA 218+90STA 201+50
STA 75+15
STA 50+00 VINEDO FRONTAGE W/O PA 13 6
6 6
ROADS TO BE ACCEPTED BY
CITY COUNCIL STA 54+80 6
BOND ZONE MAP ROADS TO BE ACCEPTED BY
CITY COUNCIL Exhibit B ROADS PREVIOUSLY ACCEPTED
BY CITY COUNCIL - 7/15/2025
ROADS TO BE ACCEPTED BY
CITY COUNCIL
Council Agenda Report
From: Catherine Piatti, Finance Manager
Subject: Approval of a Resolution Establishing City User Fees for Cannabis Regulatory Permit Activities and Services
CEQA Determination: The City finds that this action is exempt under the California Environmental Quality Act from environmental review under Public Resources Code Section 21080(b)(8), which provides an exemption for the establishment or modification of charges by public agencies which the public agency finds are for the purpose of meeting operating expenses.
Date: September 15, 2026
Facts
1. On August 18, 2026, the City Council considered amendments to the City's cannabis regulations to allow non-storefront retail cannabis businesses to conduct both medicinal and adult-use cannabis deliveries from locations within the City and to establish a Cannabis Regulatory Permit program.
2. As part of that action, the City Council approved the establishment of a Cannabis Regulatory Permit program and directed staff to return to the City Council with the proposed fees associated with the administration of the program. The Council specifically directed staff to return with the fees developed under Option A – the hybrid service delivery model.
3. Under the approved hybrid service delivery model, City staff will retain responsibility for core administrative and customer service functions, and final permitting decisions will remain under the City's authority.
4. A specialized third-party consultant (HdL Companies) will provide technical and compliance-related services requiring specialized cannabis regulatory expertise.
5. The proposed Cannabis Regulatory Permit fees were developed based on the services required to administer, regulate, inspect, and monitor non-storefront cannabis businesses under the approved regulatory framework. The fees are intended to recover the reasonable costs incurred by both City staff and the City's specialized consultant in providing these services.
6. Because the proposed Cannabis Regulatory Permit fees are regulatory fees and not fees imposed upon a development project, the 60-day waiting period required by California Government Code Section 66017 does not apply; therefore, the fees may become effective immediately upon City Council adoption. The fees will thereafter be administered and published as part of the City's Comprehensive Schedule of User and Regulatory Fees and Charges.
7. On an annual basis, the Cannabis Regulatory Permit fees will be adjusted based on the Consumer Price Index – All Urban Consumers (CPI-U) for the San Francisco-Oakland-San Jose, California area, calculated based on the 12-month change as of April of each year. The annual adjustment will become effective July 1 of each year.
Community Outreach
Public notice regarding the proposed fee changes has been provided as directed by the Mitigation Fee Act, codified pursuant to Government Code section 66000, et. seq. and more specifically the public meeting requirements of section 66016 and the public hearing requirements of section 66018. The City made publicly available the calculation of fees indicating the amount of cost, or estimated cost, required to provide the services for which the user fees are to be imposed, at least ten (10) days prior to the date of the public hearing. The City will hold a duly noticed public hearing at which all oral and written presentations are made as part of a regularly scheduled meeting and prior to holding said public hearing, the City published notice in a newspaper of general circulation at least ten (10) days prior to the date of the public hearing pursuant to Government Code section 6062a. City provided written notice to any interest party having requested such notice at least fourteen (14) days prior to the date of the public hearing and said notices provided the date, time, and location of this public hearing.
Options
1. Take no action, which would result in the City not approving fees for Cannabis Regulatory Permit activities and services and would leave the costs associated with administering, regulating, and overseeing the program unrecovered;
2. Approve Resolution 26-XXX, establishing City user fees for cannabis regulatory activities and services, based on the materials presented;
3. Provide alternative direction to staff.
Analysis and Conclusions
Cannabis Regulatory Permit Program
The Cannabis Regulatory Permit is intended to provide the City with an ongoing regulatory mechanism for monitoring non-storefront cannabis businesses operating within the City. Unlike a Conditional Use Permit, which primarily establishes a land use entitlement and runs with the property, the Cannabis Regulatory Permit provides the City with an administrative mechanism to monitor the ownership, operation, and compliance of individual cannabis businesses. The regulatory permit can also be more readily modified or revoked when an operator is determined to be out of compliance with applicable requirements.
The regulatory program includes requirements related to applications, renewals, transfers, operational compliance, security, recordkeeping, delivery vehicles and drivers, inspections, and financial auditing. The program therefore requires ongoing City administrative and regulatory resources beyond the one-time processing of an initial application.
Hybrid Service Delivery Model
As directed by the City Council, staff will administer the Cannabis Regulatory Permit program using the hybrid service delivery model previously identified as Option A.
Under this model, City staff will remain the primary point of contact for cannabis businesses and will perform the administrative functions necessary to operate the program. Specialized consultant services will supplement City staff where technical cannabis regulatory expertise is required. Additional details are provided in Exhibit D, the Scope of Services submitted by HdL Companies.
The prior staff report on August 18, 2026, identified the following division of responsibilities associated with the hybrid model:
Activity Description City Staff Consultant
INITIAL APPLICATION
Application Intake and Administration X
Application Review X X
Background Checks X
Site and Security Plan Evaluation X
Pre-Permit Site Visit X X
Permit Issuance X
ANNUAL RENEWAL APPLICATION
Renewal Application Intake and Administration X
Renewal Application Review X X
Renewal Background Checks X
Annual Compliance Inspection X X
Renewal Issuance X
ADDITIONAL ACTIVITIES
Triennial Financial Audit X
Proposed Cannabis Regulatory Permit Fees
Staff recommends adoption of the following Cannabis Regulatory Permit fees:
Activity Description Proposed Fee Note
Cannabis Regulatory Permit Application $ 5,500.00 [a]
Cannabis Regulatory Permit Annual Renewal $ 4,600.00 [a] Cannabis Business Triennial Financial Audit $ 11,000.00 Cannabis Regulatory Permit Transfer $ 5,500.00 [a]
Cannabis Regulatory Permit Appeals and/or Revocation Time & Materials [a] Fees for background checks will be billed directly to applicant by consultant and are dependent on number of owners and employees.
The proposed initial application fee of $5,500 and annual renewal fee of $4,600 are based on the estimated level of effort required from City staff and the specialized consultant to process, review, inspect, and administer the respective services. The fees are lower than the fees identified in several neighboring jurisdictions, where application fees ranged from approximately $10,000 to $27,500 and annual renewal fees ranged from approximately $10,000 to $54,150. This is partially due to the fact that our neighboring jurisdictions permit a variety of cannabis related businesses, such as store front retail (dispensaries) and cultivation, compared to non-store front retail delivery business which is what our fees our representative of.
Staff recommends establishing the triennial financial audit as a separate fee rather than incorporating the anticipated cost of the audit into the initial application or annual renewal fee. This approach ensures that businesses are charged for the financial audit when the service is actually performed rather than requiring all permit holders to prepay for an audit that may not yet have occurred. Additionally, staff believes that
the operational requirements and enforcement capabilities included in the regulatory permit framework provide the opportunity for staff to review business operations or compliance issues that may arise in between the triennial financial audits, which was a factor when proposing a triennial audit versus annual, as many of our neighboring jurisdictions require.
Similarly, staff recommend that appeals and revocation-related activities be charged based on actual time and materials because the level of effort associated with these activities can vary significantly depending upon the circumstances of each case. The proposed permit transfer fee is equal to the initial application fee because a transfer requires a level of review comparable to the initial application process.
Approval of the Cannabis Regulatory Permit fees will not replace other fees, taxes, or regulatory requirements that may apply to cannabis businesses.
Cannabis businesses will continue to be responsible for applicable existing City fees and taxes, including, but not limited to:
• Conditional Use Permit fees;
• Building permit fees, as applicable;
• Business License Tax Certificate fees;
• Cannabis Business Tax;
• Live Scan fingerprinting fees; and
• Other applicable City fees associated with specific services or activities.
These existing fees and taxes are separate from the Cannabis Regulatory Permit fees and are not duplicative charges for the same regulatory services. The August 18, 2026, staff report identified these existing requirements to provide transparency regarding the overall costs associated with establishing and operating a cannabis business within the City.
Fee Methodology and Cost Recovery
Staff developed the proposed fees using a full cost recovery methodology. The analysis considered the anticipated level of effort required to administer each component of the Cannabis Regulatory Permit program, including City staff time, consultant services, inspections, compliance monitoring, and applicable administrative overhead.
The proposed fees are intended to recover only the reasonable costs directly associated with providing the regulatory services for which the fees are charged. The methodology does not include costs unrelated to permit processing, compliance review, inspections, enforcement, or ongoing program administration.
California Government Code Section 66016 requires local agencies to establish regulatory fees based on the estimated reasonable cost of providing the service or performing the regulatory activity for which the fee is charged. The proposed Cannabis Regulatory Permit fees have been developed consistent with this cost-based approach and are not intended to generate revenue beyond the reasonable cost of providing the associated regulatory services.
The proposed fee schedule therefore establishes a direct relationship between the City's regulatory activities and the costs borne by the businesses receiving those services. This approach avoids requiring the City's General Fund to subsidize specialized regulatory activities that are directly attributable to individual cannabis businesses.
Periodic Review of Fees and Annual CPI Escalation
Because the Cannabis Regulatory Permit program is new and the actual volume and complexity of applications, renewals, inspections, audits, and compliance activities cannot be known with certainty, staff recommends that the fee schedule be periodically reviewed to ensure that the fees continue to reasonably reflect the City's cost of providing the associated regulatory services.
If actual program costs differ materially from the assumptions used to establish the initial fee schedule, staff may return to the City Council with recommended adjustments to maintain appropriate cost recovery.
Additionally, on an annual basis, the Cannabis Regulatory Permit fees will be adjusted based on the Consumer Price Index – All Urban Consumers (CPI-U) for the San Francisco-Oakland-San Jose, California area, calculated based on the 12-month change as of April of each year. The annual adjustment will become effective July 1 of each year.
Effective Date
The proposed Cannabis Regulatory Permit fees are regulatory fees established to recover the City's reasonable costs associated with administering, regulating, and overseeing the Cannabis Regulatory Permit program. These fees are not development-related fees subject to the 60-day waiting period required by California Government Code Section 66017.
Accordingly, staff recommends that the Cannabis Regulatory Permit fees become effective immediately upon adoption by the City Council
Fiscal Impact
Because the fees are based on reasonable cost recovery, the City does not anticipate revenue in excess of the cost of providing the associated regulatory services and should not need to subsidize the program through the General Fund.
Actual fee revenue will depend on the number of businesses that apply for Cannabis Regulatory Permits, the number of annual renewals, and the number and type of additional regulatory services required. The number of businesses that ultimately establish operations within the City is currently unknown.
The hybrid service delivery model is expected to provide a scalable approach to program administration, with consultant costs incurred as needed rather than requiring dedicated specialized City personnel.
CEQA
The City finds that this action is exempt under the California Environmental Quality Act from environmental review under Public Resources Code Section 21080(b)(8), which provides an exemption for the establishment or modification of charges by public agencies which the public agency finds are for the purpose of meeting operating expenses.
Recommendation (Option 2)
Approve Resolution 26-XXX, establishing City user fees for cannabis regulatory activities, programs, and services.
Attachments
1. Resolution 26-XXX – Establishing City User Fees for Cannabis Regulatory Activities and Services a. Exhibit A – Publication Notice of Public Hearing
b. Exhibit B – Schedule of Proposed Cannabis Regulatory Fees c. Exhibit C – Calculation of Proposed Cannabis Regulatory Fees d. Exhibit D – HdL Companies’ Scope of Services
Attachment 1
RESOLUTION 26-XXX
RESOLUTION OF THE CITY COUNCIL OF THE CITY OF EL PASO DE ROBLES
ESTABLISHING USER AND REGULATORY FEES FOR CANNABIS REGULATORY ACTIVITIES
AND SERVICES
WHEREAS, the City of El Paso De Robles (the “City”) imposes certain user and regulatory fees established by the City Council; and
WHEREAS, the City Council has established a Cannabis Regulatory Permit program to provide for the ongoing administration, regulation, monitoring, inspection, and enforcement of non-storefront cannabis retail businesses operating within the City; and WHEREAS, the Cannabis Regulatory Permit program requires the City to provide various regulatory services, including application intake and administration, application and renewal review, pre-permit and compliance inspections, permit issuance and renewal, ongoing program administration, and coordination with other City departments; and
WHEREAS, the City will utilize a hybrid service delivery model for administration of the Cannabis Regulatory Permit program, under which City staff will retain responsibility for core administrative and permitting functions while utilizing specialized consultant services for technical cannabis regulatory and compliance functions; and
WHEREAS, the specialized consultant services may include detailed application and renewal reviews, background investigations, evaluation of business operations and security and site plans, compliance inspections, financial audits, and technical assistance regarding cannabis regulatory requirements and changes in State laws; and
WHEREAS, City Council previously directed staff to return with proposed Cannabis Regulatory Permit fees based on the hybrid service delivery model; and
WHEREAS, the proposed Cannabis Regulatory Permit fees have been developed based upon the estimated reasonable costs incurred by the City in providing the regulatory services associated with the Cannabis Regulatory Permit program, including City staff time, specialized consultant services, inspections, compliance monitoring, and applicable administrative overhead; and WHEREAS, the City Council finds that the Cannabis Regulatory Permit services provide a direct benefit to permit applicants and permit holders separate and apart from any general benefit to the public, and therefore finds it appropriate that the costs of providing such services be borne by the businesses receiving the services rather than by the City's General Fund; and WHEREAS, the City Council finds that the proposed Cannabis Regulatory Permit fees do not exceed the reasonable estimated cost of providing the regulatory services for which the fees are charged; and WHEREAS, the proposed Cannabis Regulatory Permit fees are regulatory fees established to recover the reasonable costs of administering and enforcing the City's Cannabis Regulatory Permit program and are not fees imposed upon a development project; and
Attachment 1
WHEREAS, the City has complied with the applicable public meeting and public hearing requirements of California Government Code Section 66016 and other applicable law in connection with the consideration and adoption of the proposed Cannabis Regulatory Permit fees.
NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF EL PASO DE ROBLES DOES HEREBY RESOLVE AS FOLLOWS:
Section 1. All of the above recitals are true and correct and incorporated herein by reference.
Section 2. The City Council hereby finds and determines that the establishment of cannabis regulatory user fees pursuant to this Resolution is exempt from environmental review under Public Resources Code Section 21080(b)(8) of the California Environmental Quality Act, which provides an exemption for the establishment or modification of charges by public agencies which the public agency finds are for the purpose of meeting operating expenses.
Section 3. The City Council hereby finds that all substantive and procedural requirements of the Mitigation Fee Act have been satisfied and specifically, the City Council further finds the following:
a. the City made publicly available the calculation of fees indicating the amount of cost, or estimated cost, required to provide the services for which the user fees are to be imposed, at least ten (10) days prior to the date of the public hearing; and b. based upon the information and documents prepared for and presented to the City Council to support this action, the cannabis regulatory user fees are for the purposes of and necessary for: (i) meeting operating expenses, including employee wage rates and benefits; (ii) third-party consultant costs; and (iii) any other costs incurred by the City attributable to providing the Services for which the user fees are imposed; and c. the user fees specified by this Resolution do not exceed the reasonably estimated costs of providing the Services for which the user fees are imposed.
Section 4. The City Council hereby adopts the Cannabis Regulatory User Fees and Charges as set forth in Exhibit “B,” attached hereto. Exhibit “B” shall be incorporated into the City’s consolidated schedule of fees.
Section 5. The City Council authorizes and directs the City Manager or designee to administratively adjust the user fees annually, effective July 1, 2026 and each July 1 thereafter, without additional City Council action or approval, based on the percentage increase from the prior year annual percentage increase in the Consumer Price Index – All Urban Consumers for San Francisco-Oakland-San Jose, California (“CPI”), calculated by the 12-month change as of April each year as published by the U.S. Bureau of Labor Statistics, or a similar index if the CPI is no longer published or is otherwise not available. If the CPI does not change or decreases in any given year, no change shall be made to the user fee schedule applicable that year. In no event shall the user fees be increased annually to exceed the costs of providing the Services.
Section 6. If any section, subsection, sentence, clause, phase, or portion of this Resolution is for any reason held invalid or unconstitutional by a court of competent jurisdiction, such decision shall not affect the validity of the remaining portions of this Resolution. The City Council hereby declares that it would have passed this Resolution and each section, subsection, sentence, clause, or phase
Attachment 1
thereof irrespective of the fact that any one of or more sections, subsections, clauses, or phases be declared invalid or unconstitutional on their face or as applied.
Section 7. This Resolution shall be effective immediately upon its adoption. The user fees contained in Exhibit “B” shall become effective immediately following adoption of this Resolution.
APPROVED this 15th day of September 2026, by the following vote:
AYES:
NOES:
ABSENT:
ABSTAIN:
John R. Hamon, Jr., Mayor
ATTEST:
Melissa Martin, City Clerk
Exhibit A – Publication Notice of Public Hearing
Exhibit B – Schedule of Proposed Cannabis Regulatory Fees Exhibit C – Calculation of Proposed Cannabis Regulatory Fees Exhibit D – HdL Companies’ Scope of Services
1000 Spring Street • Paso Robles, California 93446
CITY OF EL PASO DE ROBLES
“The Pass of the Oaks”
Notice of Public Hearing
City of Paso Robles - City Council
NOTICE IS HEREBY GIVEN that the City Council of the City of El Paso de Robles will hold a Public Hearing on Tuesday, September 15, 2026 at 6:00 p.m., or as soon as the matter may be heard, at Centennial Park – Norris Room located at 600 Nickerson Drive, Paso Robles, CA 93446 concerning adoption of a resolution establishing user fees for cannabis regulatory activities and services in an effort to promote cost recovery for such services provided.
The information related to establishing the proposed user fees has been made publicly available at least 10 days prior to the date of the public hearing described above, and can be found on the City’s website at https://www.prcity.com/159/Fees-for-City-Services.
At the public hearing, members of the public will be afforded an opportunity to make oral or written presentations concerning the proposed fees. Copies of the staff report and resolution describing the proposed fees will be available for review at the City Clerk’s Office at City Hall (1000 Spring Street) and on the City’s website at https://www.prcity.com no later than 72 hours preceding the hearing (copies are available for purchase for the cost of reproduction).
Questions about the proposed fees may be directed to the Administrative Services Department at (805) 237-3999 or via email at [email protected].
If you challenge the proposal in court, you may be limited to raising only those issues you or someone else raised at the public hearing described in this notice, or in written correspondence delivered to the City Council at, or prior to, the public hearing.
Residents and interested parties can livestream the meeting at www.prcity.com/youtube, and call (805) 865-7276 to provide public comment via phone. The phone line will open just prior to the start of the meeting and remain open throughout the meeting to ensure the opportunity to comment on each item heard by the Council, other than brief reports and announcements by staff or the Council.
Written public comments can be submitted via email to [email protected] prior to 12:00 noon on the day of the Council meeting to be posted as an addendum to the Agenda. If submitting written comments in advance of the meeting, please note the agenda item by number or name. City Council meetings will be live-streamed during the meeting and also available to play later on YouTube by accessing the following link: www.prcity.com/youtube. Any writing or document pertaining to an open session item on this agenda which is distributed to a majority of the City Council after the posting of this agenda will be available for public inspection at the time the subject writing or document is distributed. The writing or document will be available for public review in the City Clerk’s Office, 1000 Spring Street, Paso Robles, CA, during normal business hours, and may be posted on the City’s web site at www.prcity.com/meetings.
AMERICANS WITH DISABILITIES ACT Any individual, who because of a disability needs special assistance to attend or participate in this meeting, may request assistance by contacting the City Clerk’s Office (805) 237- 3960. Whenever possible, requests should be made four (4) working days in advance of the meeting.
Exhibit A
City of Paso Robles
CANNABIS REGULATORY FEES
Fee Note
1 Cannabis Regulatory Permit Application $5,500 [a]
2 Cannabis Regulatory Permit Annual Renewal $4,600 [a]
3 Cannabis Business Triennial Financial Audit $11,000
4 Cannabis Regulatory Permit Transfer $5,500 [a]
5 Cannabis Regulatory Permit Appeals and/or Revocation Time & Materials Activity Description
[a] Fees for background checks will be billed directly to applicant by consultant and are dependent on number of owners and employees.
EXHIBIT B
EXHIBIT C
Services provided by City Staff Services Provided by Consultant Staff Costs Consultant Costs Estimated Total
Costs
Proposed Cost
Recovery Allocation of Staff Time / Notes
Application Intake and Administration $ 642.00 $ - $ 642.00 100% 3 hours-Planning Staff Time @ $214/hour Application Review Application Review $ 308.00 $ 900.00 $ 1,208.00 100% 2 hours-PD Sergeant @ $154/hour Background Checks* $ - $ 125.00-300.00 * 100%
*Employees- $125.00 each,
Owners/Managers/Principals- $300.00 each- billed
Site and Security Plan Evaluation $ - $ 1,200.00 $ 1,200.00 100% Pre-Permit Site Inspection Pre-Permit Site Inspection $ 308.00 $ 2,000.00 $ 2,308.00 100% 2 hours-PD Sergeant @ $154/hour Permit Issuance $ 86.00 $ - $ 86.00 100% 1 hour-Finance Staff @ $86/hour $ 1,344.00 $ 4,100.00 $ 5,444.00 Total fee rounded up to nearest 100 Services provided by City Staff Services Provided by Consultant Staff Costs Consultant Costs Estimated Total
Costs
Proposed Cost
Recovery Allocation of Staff Time / Notes
Renewal Application Intake and
Administration $ 86.00 $ - $ 86.00 100% 1 hour-Finance Staff @ $86/hour Renewal Application Review Renewal Application Review $ 308.00 $ 900.00 $ 1,208.00 100% 2 hours-PD Sergeant @ $154/hour Renewal Background Checks* $ - $ 100.00-125.00 ** 100%
**Employees- $100.00 each,
Owners/Managers/Principals- $125.00 each
Annual Compliance Inspection Annual Compliance Inspection $ 522.00 $ 2,600.00 $ 3,122.00 100% 2 hours-PD Sergeant @ $154/hour + 1 hourPlanning Staff @ $214/hour Renewal Issuance $ 86.00 $ - $ 86.00 100%
$ 1,002.00 $ 3,500.00 $ 4,502.00 Total fee rounded up to nearest 100 Calculation of Proposed Cannabis Regulatory Fees
CANNABIS REGULATORY PERMIT APPLICATION COSTS
CANNABIS REGULATORY PERMIT ANNUAL RENEWAL COSTS
Services provided by City Staff Services Provided by Consultant Staff Costs Consultant Costs Estimated Total
Costs
Proposed Cost
Recovery Allocation of Staff Time / Notes
Triennial Financial Audit $ - $ 11,000.00 $ 11,000.00 100% $ - $ 11,000.00 $ 11,000.00 Total fee rounded up to nearest 100 Services provided by City Staff Services Provided by Consultant Staff Costs Consultant Costs Estimated Total
Costs
Proposed Cost
Recovery Allocation of Staff Time / Notes
Transfer Application Intake and
Administration $ 642.00 $ - $ 642.00 100% 3 hours-Planning Staff Time @ $214/hour Transfer Application Review Transfer Application Review $ 308.00 $ 900.00 $ 1,208.00 100% 2 hours-PD Sergeant @ $154/hour Background Checks* $ - $ 125.00-300.00 * 100%
*Employees- $125.00 each,
Owners/Managers/Principals- $300.00 each- billed
Site and Security Plan Evaluation $ - $ 1,200.00 $ 1,200.00 100% Pre-Transfer Permit Site Inspection Pre-Transfer Permit Site Inspection $ 308.00 $ 2,000.00 $ 2,308.00 100% 2 hours-PD Sergeant @ $154/hour Permit Transfer Issuance $ 86.00 $ - $ 86.00 100% 1 hour-Finance Staff @ $86/hour $ 1,344.00 $ 4,100.00 $ 5,444.00 Total fee rounded up to nearest 100 Services provided by City Staff Services Provided by Consultant Staff Costs Consultant Costs Estimated Total
Costs
Proposed Cost
Recovery Allocation of Staff Time / Notes
Appeals and Revocation Costs
Actual Time and
Materials
Actual Time and
Materials 100%
Actual Time and
Materials
Actual Time and
Materials
CANNABIS REGULATORY PERMIT APPEALS AND/OR REVOCATION COSTS
CANNABIS BUSINESS TRIENNIAL FINANCIAL AUDIT COSTS
CANNABIS REGULATORY PERMIT TRANSFER COSTS
11 Proposal for Cannabis Management Services
for the City of Paso Robles July 21, 2026
III. COST
Prices are valid for 90 days from the date of this proposal to allow time for consideration and negotiating a service agreement. Once under contract, prices shall be honored for the initial term of the agreement (up to a maximum of 3 years), with extensions subject to mutual agreement with pricing to be negotiated at that time.
Scope of Service Objectives Estimated
Cost
Objective 1: Review of Draft Cannabis Regulatory Ordinance Billed hourly at $300/hr under Objective 10
hourly rate
Objective 2: Develop Permit Documentation Review Process Assumes 10 hours at $300/hr
$3,000
Objective 3: Review Permit Documentation $900
per application
Objective 4: Supplemental Background Checks
Cost paid directly to HdL by applicant
no charge
to City
Objective 5: Site and Security Plan Evaluations $1,200
per business
Objective 6: Pre-License Site Visits $2,000
per business
Objective 7: Compliance Inspections
One or more inspections per year, as requested by the City $2,600
per inspection
Objective 8: Cannabis Revenue Audits
Assumes standard 12-month review period
$11,000
per audit
Objective 16: Review Permit Renewal Applications $900
per application
Objective 10: Technical Assistance and Subject Matter Expertise Assumes up to 64 hours at $300/hr, billed hourly
$19,2001
Travel: As needed for site visits or in-person meetings hourly rate2 plus expenses
TOTAL NOT TO EXCEED TBD
1 Objective billed at hourly rate
2 Or at a flat rate to be determined in consultation with the City All City costs may be fully recoverable from applicants or permittees
EXHIBIT D
Council Agenda Report
From: Leslie Frazier, Public Works Director
Subject: Adoption of the Citywide Traffic Signal Master Plan CEQA Determination: The recommended action is not a project subject to the California Environmental Quality Act (CEQA) pursuant to CEQA Guidelines Section 15378 because adoption of the Traffic Signal Master Plan establishes a long-range planning, prioritization, and operational framework and does not authorize, approve, or commit the City to any specific physical improvement or construction project. Implementation of individual improvements identified in the TSMP is subject to future funding, project development, and separate City authorization. As individual projects are advanced, the City will evaluate each project for compliance with CEQA and complete any required environmental review prior to project approval or construction.
Date: September 15, 2026
Facts
1. The Traffic Signal Master Plan (hereinafter “TSMP” or “the Plan”) is the City’s first comprehensive plan for the operation, maintenance, and modernization of its traffic signal system.
2. The TSMP provides an approximate 10-year roadmap for improving safety, mobility, reliability, and traffic operations throughout the City.
3. The City’s existing traffic signal system is comprised of 29 total signalized intersections, including both City and Caltrans operated signals.
4. The existing traffic signal system has no centralized traffic management system, and most signals operate independently with limited communications and remote monitoring capabilities.
5. The TSMP builds upon the City’s Local Roadway Safety Plan (LRSP), adopted in May 2021, which identified high-collision intersections and recommended signal timing, coordination, equipment, and other safety improvements.
6. The Plan prioritizes improvements beginning with functional signal equipment, intersection timing, coordinated timing, signal communications, and ultimately an Advanced Traffic Management System (ATMS).
7. Immediate improvements include video detection, updating signal timing sheets, coordinating key corridors, addressing pedestrian needs, and repairing deficient equipment.
8. Longer-term improvements include updating intersection equipment, public safety improvements, expanded fiber and wireless communications, citywide ATMS, a Traffic Management Center, upgraded emergency vehicle pre-emption, and modernization of signal infrastructure.
9. The TSMP identifies approximately $16.5 million in improvements, based on planning-level estimates over the 10-year planning horizon, including approximately $2.79 million in immediate needs, $2.81 million in short-term projects, $3.04 million in mid-term projects, and $7.84 million in long-term projects. Costs are not inclusive of design fees, permitting, environmental clearance, or right of way if required.
10. Adoption of the TSMP establishes the City’s long-range priorities and implementation framework; it does not authorize construction of individual projects or appropriate funds. Individual projects will proceed only as funding and resources become available and will be incorporated into future City budgets, Capital Improvement Programs, development-related improvements, or other City authorizations, as applicable.
11. Adoption provides the City with a prioritized framework that can be used to develop future capital projects and pursue state and federal transportation and safety grants, including Highway Safety Improvement Program (HSIP), Active Transportation Program (ATP), and Safe Streets and Roads for All grant (SS4A) funding.
12. The sequencing and timing of individual projects may change over the 10-year planning horizon based on system needs, available funding, grant opportunities, development activity, and coordination with other City capital projects.
13. The TSMP supports the Transportation Infrastructure Program Management objective within the City Council’s Strategic Work Plan.
Options
1. Take no action;
2. Receive and file the report, adopt the Traffic Signal Master Plan as the City’s long-range guide for traffic signal operations, maintenance, coordination, and modernization, and direct staff to implement the Plan in phases as funding and resources become available;
3. Provide alternative direction to staff.
Conclusion and Analysis
The City’s traffic signal system has developed incrementally over several decades as Paso Robles has grown. Individual intersections have generally been constructed or upgraded in response to development, roadway improvements, safety needs, and changes in traffic demand. As a result, the existing system functions primarily as a collection of individual intersections rather than as a fully coordinated traffic signal network.
The City’s existing traffic signal system is comprised of 29 total signalized intersections, including City and Caltrans operated signals. The TSMP’s existing conditions assessment determined that there is no centralized traffic management system to monitor the City’s signals and that the existing intersections generally do not have an interconnected Intelligent Transportation System. Existing fiber and conduit infrastructure is present in portions of the City, including along Niblick Road and other corridors, but none of this infrastructure is connected to the traffic signal system.
The existing system also includes older detection technology and equipment. Several intersections lack video detection, some controller cabinets require replacement, portions of the pedestrian signal system do not meet current standards, and some intersections have lighting, battery backup, or equipment deficiencies. The TSMP identifies these conditions as contributing to a system that is functional but largely reactive, difficult to manage remotely, and not fully equipped to respond to changing traffic conditions.
As the City continues to grow, maintaining and improving the traffic signal system through individual, isolated projects becomes less effective. The TSMP establishes a coordinated framework for prioritizing investments, improving traffic signal operations, and transitioning the City toward a modern and connected system.
Relationship To The Local Roadway Safety Plan
The TSMP builds upon the City’s Local Roadway Safety Plan (LRSP), adopted in May 2021. The LRSP established a data-driven and proactive framework for identifying and addressing systemic roadway safety issues throughout the City. As part of that effort, the City identified several high-collision intersections and developed recommended countermeasures and improvements.
Many of the intersections identified in the LRSP are signalized intersections, and the recommended improvements included signal timing, signal coordination, equipment modifications, and other intersection enhancements. The TSMP provides the next level of planning by identifying how these types of improvements can be implemented as part of an overall traffic signal system strategy.
The TSMP therefore provides a mechanism to carry forward and implement the safety priorities established by the LRSP. It also provides a more detailed operational and infrastructure framework for improving signal timing, coordination, detection, pedestrian operations, emergency vehicle response, communications, and centralized monitoring.
Implementation of the TSMP will also provide improved operational data and system performance information that can assist the City in future updates to the LRSP, identification of safety priorities, development of Capital Improvement Projects, and applications for state and federal safety funding. The TSMP specifically identifies grant programs such as the HSIP, ATP, and SS4A as potential funding sources for future implementation.
Traffic Signal Master Plan Summary
The TSMP establishes a 10-year roadmap for the development, operation, and management of the City’s traffic signal system. The Plan was developed through evaluation of existing conditions, review of existing City plans and policies, development of goals and objectives, preparation of a Concept of Operations, development of an implementation plan, and preparation of an operations and maintenance strategy.
The vision of the TSMP is to provide guidance and strategies for upgrading the City’s existing traffic management system in a manner that improves traffic operations for motorists, pedestrians, and bicyclists; improves response to incidents; incorporates intelligent transportation system features; and establishes a flexible system that can be expanded and upgraded over time.
The TSMP establishes seven primary goals:
Optimize traffic flow;
Enhance safety;
Support future growth;
Promote sustainability;
Improve signal coordination;
Address specific operational needs, including school zones and pedestrian activity; and Leverage technology to improve traffic signal operations.
The Plan is also intended to support broader City transportation goals, including a safe and efficient multimodal transportation system, improved pedestrian and bicycle accessibility, and more effective use of existing transportation infrastructure.
Existing Conditions
The existing conditions evaluation found that the City’s traffic signal system currently operates with limited communications and no centralized traffic management system. Most intersections function independently, limiting the City’s ability to coordinate traffic progression along major corridors or make systemwide adjustments.
The system also includes older detection equipment, incomplete communications infrastructure, and limited real-time monitoring capability. The City often relies on public complaints or field observations to identify signal problems rather than receiving automatic alerts from the system.
The TSMP also identified pedestrian and accessibility deficiencies, including non-standard ramps, pushbutton placement issues, lack of countdown pedestrian heads at some locations, and limited Accessible Pedestrian Signal features. These issues are incorporated into the Plan’s immediate improvement recommendations.
Immediate Needs
The TSMP identifies several projects that can be implemented relatively quickly to improve existing traffic operations and establish a reliable baseline for future modernization. The immediate needs include:
Correcting video detection deficiencies;
Performing a citywide signal timing audit;
Coordinating signal timing along key corridors;
Addressing queuing issues at selected intersections;
Addressing pedestrian deficiencies;
Replacing a non-functioning battery backup system; and Developing City traffic signal standards and specifications.
The TSMP identifies priority corridors for signal timing and coordination, including 24th Street, 13th Street, Creston Road, Spring Street, and Niblick Road.
Immediate pedestrian and accessibility improvements include updating non-standard ramps, refreshing crosswalk striping, installing pedestrian countdown heads, evaluating Leading Pedestrian Intervals where appropriate, correcting pedestrian push button placement, and potentially upgrading pushbuttons to Accessible Pedestrian Signal technology as funding allows.
Phased Implementation
The TSMP recommends implementing improvements in phases, beginning with basic equipment and operational improvements and progressing toward communications and advanced traffic management systems.
The implementation hierarchy begins with ensuring that signal equipment is functional, followed by individual intersection timing, coordinated timing, signal communications, and ultimately implementation of an ATMS.
During the short-term phase, generally within one to three years, the City would focus on establishing a reliable operational baseline, correcting equipment and improving ADA accessibility, updating signal timing, beginning signal coordination, developing standards, expanding emergency vehicle pre-emption, and initiating communications improvements.
The mid-term phase, generally four to six years, would continue expanding signal communications, advance wireless and fiber connectivity, improve lighting and infrastructure, continue timing updates, and initiate an ATMS pilot program.
The long-term phase, generally seven to ten years and beyond, would complete the citywide communications network, implement ATMS across the signal system, establish a Traffic Management Center, upgrade remaining signal infrastructure, and fully modernize emergency vehicle pre-emption and other system technologies.
The Plan is intended to remain flexible. Project prioritization will depend on community needs, urgency, available funding, staffing and maintenance resources, coordination with other capital projects, and opportunities presented by development or grant funding.
Operations And Maintenance
The TSMP recognizes that traffic signals require ongoing management and maintenance and are not simply installed and left to operate without regular attention. Signal timing must be periodically reviewed and updated, equipment must be maintained, and coordination between Public Works, Information Technology, Police, Fire and Emergency Services, Caltrans, and maintenance contractors is necessary to maintain reliable operations.
Public Works will continue to oversee the overall traffic signal system, establish operational priorities, manage signal timing and coordination, oversee maintenance, and coordinate with other departments and agencies. The City currently contracts for routine and emergency signal maintenance.
The TSMP also identifies the potential future addition of a Traffic Signal Technician to provide greater inhouse maintenance and operational capability as the signal system becomes more complex. This staffing recommendation would be considered separately through the City’s normal budget process.
Community Benefits
Implementation of the TSMP is expected to provide a number of long-term benefits to the community, including:
Improved intersection and roadway safety;
Better implementation of Local Roadway Safety Plan recommendations; Reduced stop-and-go traffic and unnecessary delay;
Improved traffic progression along key corridors;
Improved operations during school arrival and dismissal periods and special events; Improved pedestrian and bicycle operations;
Improved ADA accessibility;
Improved emergency vehicle response through upgraded signal pre-emption; Faster identification and response to signal equipment failures; Improved ability to remotely monitor and manage traffic conditions; More consistent traffic signal design and operation;
Improved coordination with Caltrans and other agencies; Better information for future transportation planning and project prioritization; and Improved competitiveness for state and federal transportation and safety grants.
The ultimate system envisioned by the TSMP would allow City staff to monitor and control traffic signals more effectively, identify equipment problems sooner, respond to incidents and unusual traffic conditions more efficiently, and improve mobility for motorists, pedestrians, bicyclists, and emergency responders.
Fiscal Impact
Adoption of the Traffic Signal Master Plan does not, by itself, appropriate funding or commit the City to constructing all projects identified in the Plan. However, the TSMP includes planning-level estimates totaling approximately $16.5 million for implementation of all identified improvements over the 10-year planning horizon.
Phase Planning-Level Cost1
Immediate Needs $2,789,835
Short-Term (1–3 Years) $2,814,890
Mid-Term (4–6 Years) $3,037,382
Long-Term (7–10+ Years) $7,835,102
Total $16,477,209
1 - Soft costs were excluded from this estimate, such as design, permits, environmental clearance, and right of way acquisition, if required.
These estimates represent long-range planning costs and do not constitute a funding commitment.
Individual projects would be evaluated and funded through future Capital Improvement Programs, operating budgets, development-related improvements, grants, and other available transportation funding sources.
The TSMP specifically identifies local funds as a potential source for early-action improvements, local grant match, and ongoing maintenance and staffing needs. Development projects may also provide opportunities to construct or fund signal improvements where appropriate. Larger investments, including communications expansion, ATMS deployment, and establishment of a Traffic Management Center, may require state or federal grant funding.
Long-term operations and maintenance funding would also be evaluated through the City’s annual budget and capital programming process. The TSMP is intended to inform future budgeting decisions while allowing the City flexibility to align implementation with available resources and other fiscal priorities.
CEQA
The recommended action is not a project subject to the California Environmental Quality Act (CEQA) pursuant to CEQA Guidelines Section 15378 because adoption of the Traffic Signal Master Plan establishes a long-range planning, prioritization, and operational framework and does not authorize, approve, or commit the City to any specific physical improvement or construction project. Implementation of individual improvements identified in the TSMP is subject to future funding, project development, and separate City authorization. As individual projects are advanced, the City will evaluate each project for compliance with CEQA and complete any required environmental review prior to project approval or construction.
Recommendation (Option 2)
Approve Resolution 26-XXX receiving the report and adopting the Citywide Traffic Signal Master Plan as the City’s long-range guide for the operation, maintenance, coordination, and modernization of the City’s
traffic signal system and direct staff to implement the recommendations of the Plan in phases as funding and resources become available.
Attachments
1. City of Paso Robles Traffic Signal Master Plan – Final Plan, June 2026
2. Resolution 26-XXX Adopting the Traffic Signal Master Plan
Final Plan | June 2026
City of Paso Robles
Traffic Signal
Master Plan
Attachment 1 Page 455 of 576 City Council Agenda September 15, 2026 Acknowledgements | i
Acknowledgements
City of Paso Robles
Paso Robles Fire and Emergency Services
Paso Robles Police Department
Attachment 1 Page 456 of 576 City Council Agenda September 15, 2026 Table of Contents | ii
Table of Contents
Executive Summary.......................................................................................................................................... 1 Introduction – What is this plan and why do we need it?....................................................................................................... 1 Existing Conditions – What do we have today? ....................................................................................................................... 2 Concept of Operations – What should the system do in the future?................................................................................... 2 Implementation Plan – What exactly are we building, and when? ....................................................................................... 3 Operations & Management – Who runs this and how?.......................................................................................................... 5 1 Introduction ......................................................................................................................................... 6
1.1 Background...................................................................................................................................................................... 6
1.2 Overview Process............................................................................................................................................................ 6
1.3 Vision, Goals and Objectives......................................................................................................................................... 2 2 Existing Conditions .............................................................................................................................. 5 3 Immediate Needs Assessment............................................................................................................. 8
3.1 Priority Projects for Immediate Needs........................................................................................................................ 9 4 Concept of Operations ....................................................................................................................... 13
4.1 Operational Description ...............................................................................................................................................13
4.2 Operational Needs ........................................................................................................................................................13
4.3 Envisioned System........................................................................................................................................................16
4.4 Operational Strategies..................................................................................................................................................17
4.5 Proposed System..........................................................................................................................................................18
4.6 Support Environment ...................................................................................................................................................31
4.7 Operational Scenarios..................................................................................................................................................32 5 Implementation Plan.......................................................................................................................... 46
5.1 Implementation Strategies..........................................................................................................................................46
5.2 Project Implementation ...............................................................................................................................................49
5.3 Long-Term Operations & Maintenance Costs .........................................................................................................56
5.4 Funding Opportunities..................................................................................................................................................57 6 Operations and Management Plan ..................................................................................................... 60
6.1 Roles and Responsibilities ..........................................................................................................................................60
6.2 Operations ......................................................................................................................................................................62
6.3 Maintenance ..................................................................................................................................................................62 Attachment 1 Page 457 of 576 City Council Agenda September 15, 2026 Table of Contents | iii
Figure Index
Figure 2.1: Existing Traffic Signal System .................................................................................................................. 7 Figure 4.1: Traffic Signal System – Proposed Communications Network............................................................. 25 Figure 4.2: LPR Camera Locations ............................................................................................................................ 30 Figure 4.3: Signal Coordination.................................................................................................................................. 35 Table Index
Table 0.1: Budget by Phase.......................................................................................................................................... 5 Table 3.1: Immediate Needs and Strategies............................................................................................................... 9 Table 4.1: Operational Needs for the Envisioned System........................................................................................ 14 Table 4.2: System Components of the Proposed System ....................................................................................... 19 Table 4.3: Conduit and Fiber Optic Cable Projects (Mid- and Long-Term) ............................................................. 24 Table 4.4: Priority Routes for Signal Timing ............................................................................................................. 34 Table 5.1: Corridors Prioritized for Immediate Signal Timing Adjustments and Coordination Efforts ................ 47 Table 5.2: Wireless Connectivity – Corridor Selection Criteria and Evaluation ..................................................... 48 Table 5.3: Immediate Project Implementation List .................................................................................................. 50 Table 5.4: Short-Term Project Implementation List (1 to 3 Years) ......................................................................... 52 Table 5.5: Mid-Term Project Implementation List (4 to 6 Years) ............................................................................ 53 Table 5.6: Long-Term Project Implementation List (7 to 10 years) ........................................................................ 55 Table 5.7: Project Contingencies ............................................................................................................................... 56 Table 5.8: Grant Funding ............................................................................................................................................ 59 Appendices
Appendix A: Existing Conditions Report
Appendix B: Existing Conditions Investigation
Attachment 1 Page 458 of 576 City Council Agenda September 15, 2026 Executive Summary | 1
Executive Summary
This Traffic Signal Master Plan (TSMP) provides a roadmap for improving the City’s traffic signal system over the next 10 years. The plan identifies existing challenges, defines a vision for a modern and connected system, and outlines a phased approach to improving safety, mobility, and system reliability.
The sections below summarize the content of each chapter. Additional detail is provided within the individual chapters of this TSMP.
Introduction – What is this plan and why do we need it? What are we doing?
We are creating a roadmap for improving traffic signals across the City over the next 10 years.
Why are we doing it?
➢ Signals are outdated, uncoordinated, and hard to manage ➢ Safety issues exist for drivers, pedestrians, bicyclists, and school zones ➢ The City has no central way to monitor or adjust signals ➢ This plan helps support Vision Zero, safety goals, and future growth ➢ Having a master plan helps the City compete for grants How are we doing it?
➢ Reviewed existing signals and equipment
➢ Identified problems and safety gaps
➢ Defined goals
➢ Developed Concept of Operations for how signal system will function ➢ Developed a phased improvement plan (short, mid, long term) Attachment 1 Page 459 of 576 City Council Agenda September 15, 2026 Executive Summary | 2
Existing Conditions – What do we have today?
➢ 29 signalized intersections
➢ No central traffic management system
➢ Signals mostly operate independently
➢ Old detection cameras and equipment
➢ Limited pedestrian accessibility features
➢ No real‑time monitoring or alerts when things break
Why is this a problem?
➢ Stop‑and‑go traffic on major streets
➢ Poor response to school traffic and events and peak hour traffic conditions ➢ City often doesn’t know a signal has a problem until someone complains ➢ Hard to adjust timing quickly or consistently
➢ Pedestrian and ADA needs are not fully met
The system works, but it is outdated, reactive, and inefficient.
Concept of Operations – What should the system do in the future?
A modern, connected traffic signal system that:
➢ Improves safety
➢ Reduces delay
➢ Supports pedestrians and bikes
➢ Helps emergency vehicles move faster
➢ Is easier and cheaper to operate long‑term
Why does this matter?
Instead of staff guessing or responding after complaints:
➢ Staff can see problems in real time
➢ Signals can work together along corridors
➢ Timing can adapt to peak hour traffic, schools, and events How will it work?
➢ Signals talk to each other
Attachment 1 Page 460 of 576 City Council Agenda September 15, 2026 Executive Summary | 3
➢ Staff can monitor signals remotely
➢ Cameras and detectors tell signals when people, bikes, and cars are present ➢ Emergency vehicles get priority
➢ The system grows in phases over time
Implementation Plan – What exactly are we building, and when?
Immediate Needs
What are we doing?
➢ Fix detection failures
➢ Update signal timing everywhere
➢ Coordinate signals on key corridors
➢ Signal communication using GPS clocks
➢ Improve school and event timing
➢ Fix ADA and pedestrian issues
➢ Repair battery backup at one intersection
Why?
These are low‑cost, high‑impact fixes that:
➢ Improve safety quickly
➢ Reduce congestion people feel every day
➢ Build a solid foundation for future upgrades
Short‑Term (1–3 Years)
What are we doing?
➢ Replace outdated signal controllers and damaged cabinets ➢ Upgrade detection citywide
➢ Add one signal technician for system maintenance
➢ Expand License Plate Readers and CCTV network for public safety and monitoring ➢ Provide PRPD fleet with equipment to use the Emergency Vehicle Pre-emption system Why?
This lets the City:
➢ Manage signals more efficiently
Attachment 1 Page 461 of 576 City Council Agenda September 15, 2026 Executive Summary | 4
➢ Faster response time for signal maintenance
➢ Enhance preventative maintenance with in-house staff
➢ Reduce maintenance issues
➢ See early benefits without major construction
➢ Increase safety by reducing travel time for emergency response Mid‑Term (4–6 Years)
What are we doing?
➢ Initiate pilot program for ATMS (wireless 13th St corridor) ➢ Continue to expand communications (wireless and fiber) ➢ Expand License Plate Readers and CCTV network
➢ Improve lighting and infrastructure
➢ Update timing
➢ Expand License Plate Readers and CCTV network for public safety and monitoring Why?
A connected system:
➢ Responds faster to incidents
➢ Improves coordination citywide
➢ Makes operations proactive instead of reactive
Long‑Term (7–10+ Years)
What are we doing?
➢ Build out the citywide fiber optic network
➢ Implement ATMS for entire signal network
➢ Update timing
➢ Establish a Traffic Management Center
➢ Upgrade signal poles to meet Caltrans standards for wind loading ➢ Fully modernize emergency vehicle pre-emption system for public safety Why?
This creates a future‑ready system that:
➢ Is safer
➢ Costs less to operate long‑term
➢ Supports growth and technology changes
Attachment 1 Page 462 of 576 City Council Agenda September 15, 2026 Executive Summary | 5
Operations & Management – Who runs this and how?
Who is responsible?
➢ Public Works oversees the system
➢ Maintenance is currently contracted
➢ Plan recommends adding one signal technician in the future ➢ IT, Police, and Fire all support different pieces
Why does this matter?
Signals are not “set and forget.”
They need:
➢ Regular timing updates
➢ Maintenance
➢ Coordination between departments
How will this help the City?
➢ Fewer emergencies
➢ Faster fixes
➢ Better use of staff time
➢ More reliable service for the public
Below is a budget for each phase for all recommended projects in this plan:
Table 0.1: Budget by Phase
Phase Budget
Immediate Needs $2,789,835.00
Short Term Projects (1 to 3 Years) $2,814,890.00
Mid-term Projects (4 to 6 Years) $3,037,382.00
Long-term Projects (7 to 10+
Years)
$7,835,102.00
Total: $16,477,209.00
Attachment 1 Page 463 of 576 City Council Agenda September 15, 2026 Introduction | 6
1 Introduction
1.1 Background
The City of El Paso De Robles (City) is situated within San Luis Obispo County, located in central California. The City’s Traffic Signal Master Plan (TSMP) served as a guide for the development, operation and management of the City’s traffic signal system. This plan was, in part, prompted by the completion by the City of a Local Roadway Safety Plan (LRSP) in 2021, a living document intended to establish guidelines for identifying and prioritizing transportation related safety projects. Through the LRSP, several intersections were identified as needing improvements such as improved timing and signal coordination as well as other intersection enhancements. Continuing in the direction established by the LRSP, the TSMP will establish a roadmap for implementing advanced technologies and management strategies to improve safety, mobility, accessibility, and efficiency of the City’s transportation network. to support the City’s Vision Zero goals.
1.2Overview Process
To accomplish the City’s goals, the TSMP will be created through several steps:
➢ Evaluation of existing system and capabilities
➢ Review of City’s plans, guides, and documents relevant to this effort ➢ Define Vision, Goals and Objectives
➢ Create a Concept of Operations
➢ Create an Implementation Plan
➢ Develop an Operations and Maintenance Plan
Existing
Conditions
Concept of
Operations
Implementation
Plan O&M
Attachment 1 Page 464 of 576 City Council Agenda September 15, 2026 Introduction | 2
1.3 Vision, Goals and Objectives
The TSMP builds upon the existing policy and engineering framework developed by the City of Paso Robles (City) to support its long-term transportation goals. The first goal in the Circulation Element of the General Plan provides an overarching vision for transportation:
Goal CE-1: Establish a safe, balanced, efficient, and multimodal circulation system, focusing on the mobility of people, and preserving the City’s small-town character and quality of life.
A key document is the Local Roadway Safety Plan (LRSP), adopted in May 2021, which provides a data-driven and proactive framework for identifying and addressing systemic safety issues across the City. The LRSP also adopts a positive forward-thinking philosophy by shifting away from the assumption that fatal and serious injury collisions are inevitable to the belief that they are preventable through better planning, project implementation, and operations.
Through the process of developing the LRSP, the City identified several intersections with safety deficiencies and outlined improvements. The following table is directly from the LRSP listing intersections with high collision rates:
All of these locations listed signal timing and equipment modifications as part of recommended improvements. Building on this systemic approach, the TSMP will serve as a logical next step, addressing immediate safety needs while also supporting future project selections and traffic operations.
Vision
Based on the review of the General Plan, Bicycle and Pedestrian Master Plan, the City’s TSMP vision can be defined as follows:
The vision of the Paso Robles Traffic Signal Master Plan is to provide guidelines and strategy for the future upgrade of the City’s existing traffic management system that will aid the staff to manage traffic operations efficiently, provide benefit to motorists, pedestrians and bicyclists Attachment 1 Page 465 of 576 City Council Agenda September 15, 2026 Introduction | 3
through better traffic signal operation, better response to incidents, and availability of local real time traffic condition information by incorporating Intelligent Transportation System (ITS) features. The upgraded system shall also form a flexible architecture that allows for equipment upgrades for uniformity, expandability, monitoring and ease of maintenance.
Goals and Objectives
The City has clearly defined seven primary objectives that the TSMP should address and accomplish.
They are:
Goal 1: Optimizing Traffic Flow
Improve the efficiency of traffic movement through intersections by optimizing signal timings and phasing, reducing delays, and minimizing congestion in major areas such as Niblick Road, Creston Road, Spring Street, 13th Street, and 24th Street.
Goal 2: Enhancing Safety
Reduce the likelihood of accidents, improving overall road safety for drivers, cyclists, and pedestrians by coordinating signals and implementing effective signal phasing. Ensure both the Paso Robles Police Department and Paso Robles Fire & Emergency Services are utilizing Emergency Vehicle Preemption.
Goal 3: Supporting Future Growth
Consider current traffic patterns and future growth, ensuring that the signal system can accommodate increased traffic volumes and changing patterns over time.
Goal 4: Promoting Sustainability
Reduce vehicle idling and fuel consumption, contributing to lower emissions and a smaller environmental footprint.
Goal 5: Improving Coordination
Ensure that signals work together seamlessly, especially in areas with multiple signals or complex intersections, leading to smoother traffic flow and fewer conflicts.
Goal 6: Addressing Specific Needs
Tailor solutions to address unique challenges in different areas, such as high-density zones, school zones, or areas with significant pedestrian traffic.
Goal 7: Leveraging Technology
Incorporate advanced technologies, where possible, like adaptive signal control systems, which can dynamically adjust signal timings based on real-time traffic conditions.
In addition to accomplishing these specific goals, the plan should also support and facilitate the broader vision for the City as a whole. The City desires to develop a balanced multi-modal transportation system, ensuring safe and convenient transportation for all users. In order to promote sustainable transportation, there is focus on reducing Vehicle Miles Travelled (VMT). This can be accomplished in part by making more effective use of existing facilities – improving direct routes for efficient travel, enhancing pedestrian and bicycle accessibility – and by ensuring that future projects Attachment 1 Page 466 of 576 City Council Agenda September 15, 2026 Introduction | 4
contribute to a cohesive transportation network guided by plans such as the Bicycle and Pedestrian Transportation Plan and the Circulation Element of the General Plan. This TSMP aims to advance the City’s goals by analyzing and inspecting the existing traffic signal systems, determining what infrastructure may need upgrading, and identifying new technology for implementation that may benefit the City and its residents.
General accessibility for pedestrians and bicyclists is a very important ongoing issue for many cities.
Planning efficient and comfortable routes that will be utilized is an important first step, but often the intersections are where multi-modal transportation breaks down. Lack of crossings, long wait times, insufficient crossing times, unclear path of travel, safety concerns in conflict zones, and lack of protection features for ramps are just a few issues encountered at signalized intersections by people walking, biking, and rolling.
Some of these issues could be addressed systemically with the TSMP by investigating improvements such as shorter cycle lengths, implementing Leading Pedestrian Intervals (LPIs), having dedicated bicycle signal phases if supported by user volume, or using pedestrian recall in heavily used areas. Creating a transportation network for a City that supports all modes of travel can be a daunting task; however, the City has taken very important steps to work towards a safe, complete network and this TSMP is a significant next step.
Attachment 1 Page 467 of 576 City Council Agenda September 15, 2026 Existing Conditions | 5
2 Existing Conditions
Two new signalized intersections have been added to the City network since the completion of the existing conditions report, bringing the current total to 29. The full Existing Conditions report is attached in Appendix A; however, a summary of the conditions is presented below. This summary reflects the Existing Conditions report and references the 27 existing signals at the time of report completion. See Figure 2.1 for a map of the City’s traffic signal network and communications which includes the two new signals.
Central Traffic Management System: There is no Central Traffic Management System currently in place to monitor all existing signalized intersections.
Traffic Signal Communication System: The existing signalized intersections have no form of ITS. An interconnect cable is present between 24th Street to 1st Street but is not connected to the traffic signal system. There is also an existing fiber optic cable that runs through Niblick Rd. but is not connected to the traffic signal system. Generally, the fiber optic cable present at the intersections is incomplete and not connected.
Traffic Signal Detection System: Currently twenty-four (24) of the signalized intersections have Video Imaging Detection (VIDS) except for four (4) intersections. The existing VIDS are older Iteris systems or have been `upgraded to the Iteris EDGE system.
Miscellaneous Traffic Signal Equipment: The signalized intersections include a total of ninetyseven (97) traffic signal poles, excluding Type 1-A and Type 15 poles. Of these:
➢ Eighteen (18) meet Caltrans’ wind loading requirement of 100 mph. ➢ Eleven (11) are missing identification tags.
➢ Five (5) poles with mast-arms exceed the maximum case loading.
There are twenty-seven (27) Type 332 traffic signal controller cabinets, with the following conditions:
➢ Five (5) cabinets require replacement.
➢ All cabinets work using a Type 170 controller system running SWARCO 2033 Intersection Control Software.
➢ Controller inventory includes:
− Two (2) 170 controllers
Attachment 1 Page 468 of 576 City Council Agenda September 15, 2026 Existing Conditions | 6
− Fifteen (15) 170E controllers
− Nine (9) 2070E controllers
− One (1) 170 ATC controller
− Six (6) cabinets have a spare 170E controller.
Traffic Signal Heads:
➢ Eighteen (18) intersections are equipped with 12-inch LED signal heads. ➢ Remaining intersections are equipped with 8-inch LED signal heads.
Pedestrian Signal Heads:
➢ One hundred seventy-eight (178) pedestrian signal heads. ➢ Sixty-three (63) are countdown pedestrian heads.
Safety Lighting:
➢ Twelve (12) of the twenty-seven (27) signalized intersections have one or more streetlights missing at the intersection corner.
Battery Back-up System (BBS):
➢ The intersection of Golden Hill Road and Golden Hill Plaza do not have a functioning Battery Back-up System (BBS).
Pedestrian Push Buttons (PPB):
➢ All twenty-seven (27) signalized intersections have pedestrian push buttons.
Emergency Vehicle Pre-emption (EVP):
➢ All intersections have a Telemar or Opticom Emergency Vehicle Pre-emption (EVP) device, except at 24th St and Riverside Ave. Only Paso Robles Fire and Emergency Services (PRFES) has EVP, Police Department (PRPD) does not have equipment.
Attachment 1 Page 469 of 576 City Council Agenda September 15, 2026
RIVER RD
NIBLICK
RD
STOCKDALE RD
CRESTON RD
RIVERSIDE AVE
MONTEREY RD
BUENA VISTA DR
MEADOWLARK RD
DRY CREEK RD
KILER CANYON RD
SPRING ST
LAKE
YSABEL RD
VINE ST
PRISKA DR
PINE ST
GOLDEN HILL RD
LINNE RD
MILL RD
THEATREDR
AIRPORT RD
CHAROLAIS RD
TOWER RD
JARDINE RD
WHISPERING OAK WAY
FAROUSSE WAY DEER CREEK WAY
UNION RD
ADOBE RD
PENMAN
SPRINGS RD
WELLSONA RD
101
101
46 46
46 1
2 3
4 5
6 7
8 9
12 11 10 15 14
16 17
18 19
20 21
22 24 23 25
26 27
1 2
28 29
6 7 8
3 4
5 Legend
City Wide Traffic Signals
Caltrans Signal
County Signal
Existing Signal
Future Signal
Conduit and Fiber System
City Conduit - Empty
City Conduit Filled with
Fiber
County Conduit Filled
with Fiber
Private Conduit Filled
with Fiber
Proposed Conduit
Railroad
Schools
City of Paso Robles
Crosswalks
RRFB
Overhead Flashing
Beacon
Pedestrian Hybrid
Beac
FIGURE 2.1
Date 4/22/2026
Revision No. -
Project No. 12655121
Existing Traffic Signal System
Traffic Signal Master Plan
City of Paso Robles
Grid: NAD 1983 2011 StatePlane California V FIPS 0405 Ft US Map Projection: Lambert Conformal Conic
Horizontal Datum: NAD 1983 2011 o
0 0.25 0.5 0.75 1
Miles
Paper Size ANSI A
Data source: World Topographic Map - No Labels:
World Hillshade: Esri, NASA, NGA, USGS, FEMA. Created by: bashworth2 N:\US\Azure\EastUS\12655121\GIS\Maps\Deliverables\12655121_PasoRobles_TrafficSignalMasterPlan\12655121_PasoRobles_TrafficSignalMasterPlan.aprx - 12655121_001_Existing_Proposed_Signals
Print date: 22 Apr 2026 - 09:28
13 Attachment 1 Page 470 of 576 City Council Agenda September 15, 2026 Immediate Needs Assessment | 8
3 Immediate Needs Assessment
The City desires to improve their traffic system by optimizing traffic flow, enhancing safety, and supporting future growth. While the TSMP includes long term system upgrades and implementation of modern technologies, the City is currently experiencing operational challenges that can be corrected immediately with targeted improvements. These issues are not caused by lack of infrastructure, but rather they stem from outdated timing, missing detection, inconsistent pedestrian facilities, and school related surges in traffic. Addressing these issues immediately will bring the system to a healthy operating baseline and create visible improvements for the community.
The following are key concerns based on field observations, the existing conditions investigation (Appendix B), and information from City Staff:
➢ Detection Failures
− False and missed calls were observed, especially on 13th St ➢ Lack of Signal Coordination
− All major roads have stop-and-go traffic due to signals running independently − Field observations confirmed poor progression on 13th St and Niblick Rd ➢ Time of Day Operations
− School Traffic
▪ Morning and afternoon peaks at schools within Paso Robles were observed to cause extreme queues
▪ Other issues observed were vehicles blocking intersections and students crossing against “Don’t Walk”
− Special Events
➢ Insufficient Turn Storage
− Turn pockets that are too short causing queuing issues ➢ ADA & Pedestrian Deficiencies
− Ramps that are not ADA compliant
Attachment 1 Page 471 of 576 City Council Agenda September 15, 2026 Immediate Needs Assessment | 9
− Pushbuttons that are incorrect height and distance from ramps − Lack of countdown pedestrian heads
− Lack of Accessible Pedestrian System (APS)
➢ Lack of standards for signal design
3.1Priority Projects for Immediate Needs
Table 3.1 represents, in order, the projects that the City should implement immediately to address traffic operations and safety concerns. A complete project list is included in the implementation plan; however, these are the projects that should be prioritized immediately to see real improvement throughout the City based on immediate needs.
Table 3.1: Immediate Needs and Strategies
Immediate Need Strategy
Fix Detection Issues
Four Intersections lacking video detection
– Melody Dr & Creston Rd
– Creston Rd & Cedarwood Dr
– 24th St & Riverside Ave
– Golden Hill Rd & Golden Hill Plaza
Fix video detection at 13th & Paso Robles St
Signal Timing Audit Adjust all signal timing per the latest CA MUTCD Coordinate Signal Timing
Niblick Rd.: From Spring St to South River Rd
Creston Rd.: From Melody to Niblick Rd
Spring St.: From 13th St to 10th St
13th St.: From Spring St to South River Rd
24th St. (Coordinate with Caltrans): From Vine St to NB Hwy 101 Ramps
Time of Day Operations
Implement School Specific AM/PM Timing Plans
Special timing plan will reduce queue spillback, improve pedestrian safety, and reduce improper vehicle maneuvers.
– Niblick & Bearcat Ln
– 24th & Spring
– Creston & Ivy, Bolen, and Walnut
Implement Special Event Timing Plans
– 13th St – Thursday evening concerts in the park
– 24th – California Mid State Fair in July
Attachment 1 Page 472 of 576 City Council Agenda September 15, 2026 Immediate Needs Assessment | 10
Immediate Need Strategy
Address Queuing Issues at Key
Intersections (Timing and Striping
Modifications)
Niblick Rd and River Rd
– Westbound left
– Southbound left
– Northbound left
Bearcat Ln
– Southbound left
Address ADA & Pedestrian Needs
Update 38 non-standard ramps at 15 intersections
Refresh crosswalk striping at 23 intersections
Install 115 pedestrian countdown heads
Add Leading Pedestrian Intervals (LPI) where appropriate Correct push button height-distance issues
And if budget allows – upgrade all 178 push buttons to APS (communicates audio, visual, and vibrotactile information) Replace Battery Backup System
(BBS)
At Golden Hill Rd. & Golden Hill Plaza
Lack of Signal Standards Develop and implement Traffic Signal Standard Plans and Specifications.
Attachment 1 Page 473 of 576 City Council Agenda September 15, 2026 Immediate Needs Assessment | 11
Congestion and poor progression on 13
th Street.
Attachment 1 Page 474 of 576 City Council Agenda September 15, 2026 Immediate Needs Assessment | 12
Conflicts between students and vehicles at 24
th Street and Spring Street in the afternoon.
Poor progression on Spring Street at 24
th Street in the afternoon.
Attachment 1 Page 475 of 576 City Council Agenda September 15, 2026 Concept of Operations | 13
4 Concept of Operations
4.1Operational Description
This chapter outlines the Concept of Operations for the City’s TSMP. It explains how the system will function, the operational environment in which it will be used, and provides an overview of the proposed physical components. The focus for this section is to describe the ultimate improvements for the City. Some phasing will be discussed; however, the Implementation Plan will establish a strategy for funding, deployment, and ongoing support over the next ten years.
4.2Operational Needs
The operational needs in Table 4.1 represent a comprehensive list of needs associated with the envisioned system that will be fulfilled throughout the short-term, mid-term, and long-term phases.
The list is in no particular order, and prioritization will be based on factors such as community needs, urgency, available funding, and availability of resources. Prioritization of these needs is reflected in the implementation plan.
Attachment 1 Page 476 of 576 City Council Agenda September 15, 2026 Concept of Operations | 14
Table 4.1: Operational Needs for the Envisioned System
Operational Needs for the Envisioned System
Code Functional
Area Purpose Operational Need
ON-01 Governance
& Standards
Set rules and standards for
consistent traffic signal
design and operation
Deploy polices and standards for
traffic signal design and
implementation
Establish procedures for timing
updates, fault response, and
emergency operations
Collaborate with Caltrans for
jurisdictional coordination
ON-02 Monitoring
and Control
Enable centralized and remote
control of signals and system
monitoring
Provide a centralized Traffic
Management Center (TMC) with
secure remote access
Use an Advanced Traffic
Management System (ATMS) to
monitor and control traffic signals
in real time where
communications and power exist
Manage operation of Pan-TiltZoom (PTZ) and fixed CCTV
cameras
ON-03 Performance
Management
Track and report system
performance to keep
operations efficient
Automatically monitor traffic
conditions and analyze
performance
Report departures from normal
operation and maintain historical
logs
Provide measurement of traffic
performance to support efficient
signal timing
ON-04
Signal
Timing &
Coordination
Manage timing plans and
coordination for healthy traffic
operations and flow
Provide efficient, vehicle-actuated
operation under all weather
conditions
Implement coordinated signal
operation on designated routes by
time-of-day and day-of-week
Provide adaptive signal operation
where most efficient
Maintain and update signal timing
sheets regularly
Attachment 1 Page 477 of 576 City Council Agenda September 15, 2026 Concept of Operations | 15
Operational Needs for the Envisioned System
Include pedestrian crossing
optimization and include Leading
Pedestrian Intervals (LPI)
ON-05 Detection &
Surveillance
Use sensors and cameras to
detect vehicles, bikes, and
pedestrians and monitor
intersections
Ensure detector technology
supports vehicles, bicycles, and
pedestrians
Manage video images from PTZ
and fixed CCTV cameras
ON-06
Emergency &
Incident
Response
Respond quickly to faults,
emergencies, and unusual
traffic patterns
Diagnose faults in traffic signals
and communications from TMC
Automatically detect faults, alert
staff, and maintain fault history
Alert staff when traffic conditions
depart from acceptable
parameters
Maintain and upgrade emergency
vehicle pre-emption (EVP)
Maintain and expand License
Plate Reader (LPR) system
ON-07 Operations &
Maintenance
Ensure staff have the skills
and resources to operate and
maintain the system
Pursue staff training opportunities
to improve system use and
efficiency
Develop staffing and maintenance
strategies to support ongoing
operations
Attachment 1 Page 478 of 576 City Council Agenda September 15, 2026 Concept of Operations | 16
4.3 Envisioned System
Overview
The ultimate envisioned system allows traffic signal personnel to monitor and control the traffic signal system efficiently, making good use of technology to maximize the effectiveness of staff in setting up, maintaining, and fine tuning the signal system, maintaining situational awareness of traffic throughout the city, and being able to react quickly and effectively when incidents or unusual events occur that would otherwise disrupt traffic.
The system will automatically monitor traffic conditions and alert operations staff when attention is required. It will monitor the system components and alert maintenance staff about equipment failures. The CCTV/PTZ system and video detection system will allow traffic engineering and operations and maintenance staff to quickly confirm alerts and determine the appropriate course of action. Traffic engineering, PRFES, and PRPD staff will have access to receive feeds from the CCTV and detection cameras.
Facilities will be provided to accommodate emergency vehicles through emergency vehicle detection, accommodate transit more efficiently through transit signal priority, and communicate with Caltrans to facilitate responses to incidents on the freeways.
The proposed upgraded system will improve safety and mobility for pedestrians and bicyclists over the existing system, through the ability to detect bicycles and pedestrians and modify signal timing to more safely respond to their needs.
Additionally, the envisioned architecture of the Paso Robles traffic signal system will be in accordance with the regional ITS architecture. The system will be configured to enable center to center communication with Caltrans traffic signals to facilitate incident management on major arterials and freeways in Paso Robles.
The proposed system will build on the existing infrastructure, to improve the reliability and capabilities of the system to more efficiently and effectively monitor and control traffic signals. This will improve traffic circulation, transit movement, pedestrian and bicycle circulation, and emergency vehicle operation. It will improve the efficiency and effectiveness of operations and maintenance staff.
While the system above describes the ultimate state, the City will achieve this vision through phased improvements. The following section outlines how system capabilities will evolve in the short, mid, and long-term.
System Evolution by Phase
The following describes how the envisioned system will grow and change operationally in the shortterm, mid-term, and long-term phases. The implementation plan will list projects by phase that support each of these operational descriptions.
Attachment 1 Page 479 of 576 City Council Agenda September 15, 2026 Concept of Operations | 17
Short-Term (1-3 years)
Upon adoption of this TSMP, the City will focus on bringing the existing system up to a reliable baseline and correct deficiencies to create a foundation for future operations. Priority projects will include infrastructure upgrades to address ADA issues and equipment replacement at intersections.
At this stage, the City will also adopt and implement standards and guidance for future public works projects as well as private development projects. Signal timing improvements will be an achievable project in the short term that will have a noticeable and immediate benefit to the City. The priority corridors should be coordinated, and isolated intersections should be addressed as well. Meaningful collaboration with Caltrans should start early and stay consistent through monthly or bi-monthly meetings to discuss traffic operations.
Regarding public safety, the PRPD has already deployed several LPRs, with plans to add more. This equipment currently uses cellular data and will continue to until the City’s fiber optic system begins to be built out. The PRPD also has plan to install CCTV cameras at select locations, which will also use cellular data.
During this time, the City should migrate from IR EVP technology to GPS based EVP and include the PRPD fleet. As budget allows, the existing VIDS should all be upgraded to support future communication protocols and improve detection for multi-modal users.
The City should also address undersize conduit and look for opportunities to install conduit and fiber optic, with upcoming public works projects and developments. In the interim, one or two primary corridors will be selected for a wireless pilot project.
After these baseline improvements have been completed, the City can deploy ATMS software, such as McCain’s MyCity or Econolite’s Centracs, on a virtual server to monitor and control connected signals.
Mid-Term (4-6 years)
During this phase the City will continue to expand connectivity and update signal timing to maintain quality traffic operations. There are additional intersection upgrades such as pole upgrades and addition of street lighting that should be implemented during this phase.
Long-Term (7-10 years)
The long-term phase delivers the City’s complete envisioned system and state, complete with a fully connected, fiber-optic traffic signal system operating through an advanced TMC.
4.4Operational Strategies
Operational strategies must work in conjunction with the design and maintenance strategies to provide efficient system operations. A commitment in moving towards world-class signal operations is a simultaneous commitment to world-class traffic signal maintenance, signal timing, signal coordination, and design.
The following operation strategies will support and guide the proposed system. They will ensure that the traffic signals operate safely and efficiently, traffic signal operations are uniform, and traffic signal operation is consistent with the needs of all users.
Attachment 1 Page 480 of 576 City Council Agenda September 15, 2026 Concept of Operations | 18
System Efficiency
The traffic signal system will operate as an actively managed system that responds to changing traffic conditions to maintain safe and efficient operations. Signal control strategies will be implemented based on traffic demands and will address both predictable and unexpected variations in traffic patterns.
The envisioned system will support ongoing evaluation of signal performance and enable adjustments when traffic conditions change significantly. Signal timing and coordination will be periodically evaluated to ensure continued alignment with the City’s goals.
Multi-modal Safety and Efficiency
Traffic signal timing activities will provide safety and comfort for multi-modal users, including pedestrians, bicyclists, and others.
Regional Coordination and Compatibility
Special effort should be given to coordinate signals across jurisdictional boundaries, with the goal of operating all signals on one system. All jurisdictions involved should participate in regular operations coordination meetings, to ensure optimal traffic signal operations. San Luis Obispo County and Caltrans should be included in any regional coordination efforts. Other stakeholders could include the San Luis Obispo Regional Transit Authority (RTA) and the local School District.
These strategies should all be included when planning the proposed system and developing the implementation plan for the City. Additional operational practices related to timing, multimodal accommodation, emergency response, and system resiliency are discussed in Section 2.7.
4.5Proposed System
While the operational needs describe the functions and capabilities of the envisioned system, the proposed system shown in Table 4.2 describes what components will enable those capabilities and includes physical and/or software components. The proposed system will build on the existing infrastructure, to improve the reliability and capabilities of the system to more efficiently and effectively monitor and control traffic signals. This will improve traffic circulation, transit movement, pedestrian and bicycle circulation, and emergency vehicle operation. It will improve the efficiency and effectiveness of operations and maintenance staff.
Attachment 1 Page 481 of 576 City Council Agenda September 15, 2026 Concept of Operations | 19
Table 4.2: System Components of the Proposed System
Functional Area System Component
ON-1, ON-7 Traffic Signal Cabinets
ON-04, ON-06 Traffic Signal Controllers
ON-06 Battery Backup System (BBS)
ON-04, ON-05 Accessible Pedestrian Signal (APS) System
ON-05, ON-04 Traffic Signal Detection System
ON-06 Emergency Vehicle Pre-emption (EVP)
ON-02, ON-03, ON-04 Traffic Signal Communication System ON-02, ON-03, ON-06, 0N-07 Central Traffic Management Center ON-04, ON-06 Transit Signal Priority (TSP)
ON-02, ON-05, ON-06 Closed Circuit Television (CCTV) System ON-02, ON-06 License Plate Reader (LPR) System
ON-2, ON-3, ON-07 Server and Hosting Infrastructure
ON-2, ON-3, ON-07 Networking and Security Equipment
ON-01, ON-03, ON-07 Traffic Signal Operations and Management Framework Attachment 1 Page 482 of 576 City Council Agenda September 15, 2026 Concept of Operations | 20
Traffic Signal Cabinet
There are twenty-nine (29) Type 332 traffic signal controller cabinets, and four cabinets require replacement. The 332 cabinet is suitable for 2070LXcontrollers if considered for future deployment.
The cabinets identified for replacement are:
➢ Creston Rd & Niblick Rd
➢ Spring St & 1st St
➢ Spring St & 13th St
➢ Spring St & 24th St
Traffic Signal Controller
The envisioned system will upgrade all controllers to 2070LX for uniformity and advanced programming. The 2070LX controller has the capability to handle the envisioned system operations described herein; 2070LX controller meets or exceed the latest ATC and Caltrans standards. The controller is a ruggedized, multi-tasking field processor and communication system configurable for a variety of traffic management applications. It’s also faster, more flexible, and ready for future technologies like connected vehicles and adaptive traffic control.
Battery Backup System (BBS)
All intersections currently have a BBS except for one intersection at Golden Hill Road and Golden Hill Plaza experiencing issues. The BBS at this location should be repaired or replaced. See implementation plan for project timing.
Attachment 1 Page 483 of 576 City Council Agenda September 15, 2026 Concept of Operations | 21
Accessible Pedestrian Signal (APS) System
Modern accessible pedestrian signals greatly improve the ability of visually impaired and otherwise disabled pedestrians to safely negotiate street crossings at signalized locations. Audible messages inform pedestrians to wait and when to cross each leg of the intersection. Audible signals guide vision-impaired pedestrians to the appropriate push buttons and vibro-tactile buttons indicate to both vision and hearing-impaired pedestrians when it is safe to cross a street. Additionally, there are several locations where the pushbuttons do not meet height requirements; this should be remedied during the short-term phase of implementation.
Polara iDS/iNS Accessible Pedestrian Signal (APS)
Traffic Signal Detection System
Currently twenty-four (24) of the signalized intersections have Video Imaging Detection (VIDS) except for four (4) intersections. The existing VIDS are older Iteris systems or have been upgraded to the Iteris EDGE system. The older video detection systems should be upgraded because as they approach end-of-life, they are increasing more difficult to support. Hardware and equipment become obsolete. They also may not provide a level of accuracy needed for modern multi-modal detection. Upgrading to current-generation sensors will improve bicycle and scooter detection, enhance safety and signal efficiency, and position the system for future technology needs.
Emergency Vehicle Pre-emption (EVP)
Emergency vehicle pre-emption allows emergency service vehicles to intervene in the normal operation of traffic control systems. There is Tomar or Opticom EVP at every intersection except for 24th St/Riverside Ave. All intersections should be upgraded to GPS EVP technology for uniformity and enhanced detection and operation of emergency vehicles during response. Currently, PRFES has EVP implemented for their fire trucks; however, PRPD is not equipped for EVP.
Attachment 1 Page 484 of 576 City Council Agenda September 15, 2026 Concept of Operations | 22
The equipment at each location varies, but includes:
➢ M262-3M
➢ 752-3M
➢ TOMAR
➢ 762 Phase Selector – GTT
➢ 754-3M
These are all part of the traditional Opticom infrared (IR) system. Some of the drawbacks of IR systems are they require line of sight (no vehicle GPS location), they have a limited range, and they can face poor performance in weather conditions (glare, fog, smoke, etc.).
The Opticom GPS-based system uses 900 MHz radio and GPS. This system results in the following improvements: Line of sight not required, longer detection range, corridor coordination, real time fleet visibility, lower field maintenance than IR, fewer detection issues.
There is intersection equipment that incorporates both GPS and IR for multi-use. The Opticom Model 764 Multimode Phase Selector for example, may be used in IR only, GPS only, or combined IR & GPS applications. It is important to note that the Opticom legacy GPS system is a closed system that requires Opticom equipment for both the vehicle and the intersection.
Opticom GPS System – Intersection Equipment
Opticom GPS System – Vehicle Equipment
Attachment 1 Page 485 of 576 City Council Agenda September 15, 2026 Concept of Operations | 23
Traffic Signal Communication System
The City does not currently have an interconnected traffic signal communication infrastructure.
While an interconnect cable exists between 24th Street and 1st Street, it is not connected to the traffic signal system. Similarly, a fiber optic cable runs through Niblick Road but is not tied into the system. Communication infrastructure is the foundation for all smart traffic systems.
The envisioned communication system will interconnect all City traffic signals and create a central traffic signal system. The preferred long-term solution is a fiber optic network because it offers fast data transmission, reliable connectivity, and low recurring maintenance costs. However, fiber optic installation has high up-front costs.
A first step towards interconnected signals would be installing GPS clocks for each intersection to facilitate coordination along primary corridors. This will be a short term, Year 1 project.
McCain GPS Module – GPS Clock
As an interim strategy, the City may deploy wireless/cellular communications on primary corridors in the short to mid-term to enable early connectivity and support system monitoring. This approach has a lower initial cost but includes recurring lease fees and may experience performance issues during high data demand, special events, or extreme weather conditions. The figure below demonstrates how cellular would work for the City.
Traffic signal conduit in the City is typically 2 to 3 inches in diameter, increasing to 4 inches near cabinets. Ideally, conduits should not exceed 25% fill to prevent cable damage, but field observations show many runs exceed this limit, particularly on Niblick Rd. For the purposes of the signal network; it is presumed that new conduit and cable will need to be installed for all locations.
Attachment 1 Page 486 of 576 City Council Agenda September 15, 2026 Concept of Operations | 24
Ultimately, the City will transition from wireless to fiber optic connectivity for all signals, ensuring a robust and future-ready communication backbone. Table 4.3 shows the proposed projects for installation of conduit and fiber optic cable in the mid to long term phases. See Figure 4.1 for proposed fiber optic network. It should be noted that improvements to 13th street will require coordination with the railroad for crossing the tracks.
Table 4.3: Conduit and Fiber Optic Cable Projects (Mid- and Long-Term) Project
#
Corridor From To LF
1 Spring St 13th St 9th St 1500
9th St Spring St Pine St 750
2 13th St Spring St South River Rd 2560
3 Spring St 24th St 13th St 4150
24th St Vine St NB Hwy 101
Ramps 3760
4 Niblick
Rd Spring St South River Rd 3000
5 Spring St 9th St Niblick Rd 2990
6 Niblick
Rd
South River
Rd Commerce Way 8340
7 Creston
Rd
North River
Rd Niblick Rd 9970
Attachment 1 Page 487 of 576 City Council Agenda September 15, 2026
RIVER RD
STOCKDALE RD
CRESTON RD
RIVERSIDE AVE
MONTEREY RD
BUENA VISTA DR
MEADOWLARK RD
DRY CREEK RD
KILER CANYON RD
SPRING ST
LAKE
YSABEL RD
VINE ST
PRISKA DR
PINE ST
GOLDEN HILL RD
LINNE RD
MILL RD
THEATREDR
AIRPORT RD
CHAROLAIS RD
TOWER RD
JARDINE RD
WHISPERING OAK WAY
FAROUSSE WAY DEER CREEK WAY
UNION RD
ADOBE RD
PENMAN
SPRINGS RD
WELLSONA RD
101
101
46 46
46 NIBLICK RD
CRESTON RD
SPRING ST
1 2
3 4
5 6
7 8
9 12 11 10 13 15 14
16 17
18 19
20 21
22 24 23 25
26 27
1 2
28 6
7 8
3 4
5 Legend
City Wide Traffic Signals
Caltrans Signal
County Signal
Existing Signal
Future Signal
Railroad
City of Paso Robles
Traffic Signal System –
Proposed Fiber Optic
Communications Network
Spring St (A)
Facility Connections
13th St
Spring St (B) & 24th St
Spring St (C)
Niblick Rd
Creston Rd – A
Creston Rd – B
FIGURE 4.1
Date 4/22/2026
Revision No. -
Project No. 12655121
Traffic Signal System –
Proposed Communications Network
Traffic Signal Master Plan
City of Paso Robles
Grid: NAD 1983 2011 StatePlane California V FIPS 0405 Ft US Map Projection: Lambert Conformal Conic
Horizontal Datum: NAD 1983 2011 o
0 0.25 0.5 0.75 1
Miles
Paper Size ANSI A
Data source: Vector Tile Layer:
World Hillshade: Esri, NASA, NGA, USGS, FEMA. Created by: bashworth2 N:\US\Azure\EastUS\12655121\GIS\Maps\Deliverables\12655121_PasoRobles_TrafficSignalMasterPlan\12655121_PasoRobles_TrafficSignalMasterPlan.aprx - 12655121_003_ProposedCommunicationsNetwork
Print date: 22 Apr 2026 - 09:28
29 Attachment 1 Page 488 of 576 City Council Agenda September 15, 2026 Concept of Operations | 26
Central Traffic Signal System
The ultimate central traffic signal system will include a Traffic Management Center (TMC) that is consistent with the City’s goals and operational needs. The City does not currently operate a TMC; therefore, a new facility will be established to provide a centralized location for monitoring intersections, managing signal timing, viewing CCTV feeds, and coordinating responses to traffic incidents. The TMC may also serve as a support location for the Emergency Operations Center (EOC) during major events or disasters by providing real‑time traffic information and operational control.
Implementation of the TMC is anticipated as part of the long‑term phase of this plan.
The City has a few existing facilities that could potentially be converted into a TMC including City Hall, the Corporation Yard, and the Fire and Emergency Services Department. Staff responsible for the day‑to‑day operation and management of the TMC should be housed within the same office or building to support efficient coordination and response. There are a number of factors that should be considered when selecting the optimal location for a TMC, including, but not limited to, the following:
➢ Central location within the signal system (not on the outskirts of the network) ➢ Proximity to existing or planned fiber‑optic communications infrastructure ➢ Ability to support 24/7 staff access, particularly during emergency response conditions ➢ Reliable primary power supply with capacity for backup generators and uninterrupted power ➢ Location outside of designated floodplains
➢ Adequate space to accommodate current and future staffing needs ➢ Secure facility with controlled access
➢ Reasonable cost to retrofit an existing facility or construct a new one Attachment 1 Page 489 of 576 City Council Agenda September 15, 2026 Concept of Operations | 27
Server and Hosting Infrastructure
The Server and Hosting Infrastructure includes the virtualized environment used to host the City’s ATMS, associated databases, application services, and operator interfaces. The ATMS operates on a secure virtual server managed by the City’s IT department, allowing traffic staff to centrally monitor intersections, view alarms, adjust timing plans, and access camera feeds through a single interface.
Each signalized intersection includes a traffic signal controller that communicates with the ATMS using IP‑based networking over fiber optic, wireless, or cellular connections. Controllers also coordinate directly with each other using shared clocks and corridor “master–follower” timing to maintain smooth traffic progression even if central communications are temporarily lost. This architecture creates a reliable, connected system where the ATMS manages high‑level oversight and adjustments, while field controllers continue operating safely and consistently on their own.
The ultimate TMC will include robust server infrastructure to host the central traffic signal system software, databases, and applications.
Traffic Signal
System
City Virtual Server
(ATMS)
Secure IP Network
(Fiber Optic/Wireless/Cellular)
Intersection
Controller
Intersection
Controller
Intersection
Controller
Local Coordination
(Shared time,
patters, cycle
Attachment 1 Page 490 of 576 City Council Agenda September 15, 2026 Concept of Operations | 28
Networking and Security Equipment
Networking hardware (switches, routers, firewalls) will be deployed to ensure secure, high-speed connectivity between intersections and the TMC. Cybersecurity measures such as VPN access and firewalls will protect system integrity. The network will be segmented so that traffic signal equipment operates on a dedicated, protected network, managed by the City’s IT Department.
Secure IP‑based connections will allow the ATMS to communicate reliably with field controllers while preventing unauthorized access.
Closed Circuit Television (CCTV)
Short-Term
In the short term, PRPD & the City will begin installing CCTV cameras, including PTZ units, at select key intersections using wireless or cellular connectivity, consistent with PRPD’s current Motorola‑supported camera and LPR systems. At this stage, CCTV coverage will be limited, and feeds will primarily support spot monitoring during incidents or planned field checks. Traffic engineering staff will have access to the video streams through the City’s secure network, while PRPD and PRFES will access these feeds through the same wireless platform used for their existing Motorola systems, as referenced in the Support Environment section. Because the City does not yet have a TMC, monitoring will occur from individual workstations, and coordination between Public Works and PRPD will continue to rely on direct communication. For mast arm loading purposes, CCTV cameras are typically installed on the signal pole, and do not affect mast arm loading.
Mid-Term
As additional CCTV cameras are installed and more intersections gain reliable communications, camera feeds will integrate into the virtual ATMS environment, providing improved visibility into corridor operations and traffic conditions. Traffic engineering staff will be able to use these feeds to verify incidents, congestion, or equipment failures. PRPD involvement will increase during this phase, as the department will access the feeds through a secure virtual private network (VPN) connection. This level of access will support PRPD’s situational awareness, especially when managing major incidents, special events, or unexpected traffic conditions. Although monitoring will still occur from distributed workstations rather than a centralized TMC, the combined use of CCTV and ATMS data will support more proactive coordination between Public Works and PRPD.
Long-Term
In the long term, once the City establishes a physical Traffic Management Center and expands CCTV coverage, cameras will provide continuous real‑time monitoring, incident verification, and operational insight across the network. Camera feeds will be displayed in the TMC for Public Works to use in daily operations, emergency routing, and traffic management. PRPD will continue to access video streams through a secure VPN, and interoperability with their Motorola‑based systems will allow them to use CCTV for law enforcement response, major incident management, and ongoing public safety activities. With broader coverage and centralized monitoring, the City and PRPD will coordinate more efficiently during emergencies, special events, or roadway closures, enhancing the overall safety and performance of the transportation network.
Attachment 1 Page 491 of 576 City Council Agenda September 15, 2026 Concept of Operations | 29
License Plate Reader (LPR) System
The LPR system will be expanded beyond current locations and integrated with the traffic signal network for enhanced law enforcement and incident response capabilities. The existing system uses Motorola L5E units integrated with Vigilant Vehicles Management Software (LEARN). This software provides data management and analytics for captured license plate information, supporting law enforcement operations such as vehicle identification and tracking. Ultimately, as the fiber optic network is built out; LPRs should be interconnected with the network. See Figure 4.2 for locations of existing and proposed LPRs.
Traffic Signal Operations and Management Framework
An Operations & Management (O&M) Plan is an element of the ongoing development of the City's TSMP. Operations management strategies ensure that the traffic signal system operates efficiently, is responsive to real-time traffic conditions and aligns with the City's goals and objectives for the traffic signal system. The O&M Plan for the City is covered in Chapter 5 of the TSMP.
Attachment 1 Page 492 of 576 City Council Agenda September 15, 2026 RIVER
RD
NIBLICK RD
S
TO
C
K
D
A
L
E
R
D
CRESTON RD
RIV
E
R
SID
E
AV
E
MONTEREY RD
BUENA VISTA DR
MEADOWLARK RD
DRY CREEK RD
KILER CANYON RD
SPRING ST
LAKE
YSABEL RD
VINE ST
PRISKA DR
PINE ST
GOLDEN HILL RD
LINNE RD
MILL RD
RAMADA
DR
AIRPORT RD
CHAROLAIS RD
TOWER RD
JARDINE RD
WHISPERING OAK WAY
FAROUSSE WAY DEER CREEK WAY
UNION RD
ADOBE RD
P
E
N
MAN
S
P
RIN
G
S
RD
WELLSONA RD
101
101
46 46
46 Legend
LPR Camera Locations
Existing
Proposed
Railroad
City of Paso Robles
FIGURE 4.2
Date11/06/2025
Revision No. -
Project No. 12655121
LPR Camera Locations
Traffic Signal Master Plan
City of Paso Robles
Grid: NAD 1983 2011 StatePlane California V FIPS 0405 Ft US Map Projection: Lambert Conformal Conic
Horizontal Datum: NAD 1983 2011 o
0 0.25 0.5 0.75 1
Miles
Paper Size ANSI A
Data source: World Topographic Map - No Labels:
World Hillshade: Esri, NASA, NGA, USGS. Created by: zporteous N:\US\Azure\EastUS\12655121\GIS\Maps\Deliverables\12655121_PasoRobles_TrafficSignalMasterPlan\12655121_PasoRobles_TrafficSignalMasterPlan.aprx - 12655121_002_Existing_Proposed_LPRs
Print date: 06 Nov 2025 - 17:05
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Attachment 1 Page 493 of 576 City Council Agenda September 15, 2026 Concept of Operations | 31
4.6 Support Environment
The operational environment reflects the agency collaborations and staff commitments required to support the ultimate goals of the TSMP.
IT Department
A close working relationship between Traffic Engineering and the City’s Information Technology (IT) department will be essential as the traffic signal system evolves. In the early phases, when the City is operating without a physical TMC, IT will support a virtual environment by managing the secure, IT‑controlled access points used by staff to reach the ATMS remotely. During this stage, IT is responsible for provisioning and maintaining the virtual server hosting the ATMS, including system backups, storage management, cybersecurity protections, and ensuring that reliable, secure broadband connections are available to support communication with field devices.
As the City progresses into a more fully developed virtual TMC environment, IT will continue to manage the server infrastructure while also supporting increasing network demands as more intersections come online. IT will coordinate closely with Traffic Engineering during system updates, firewall adjustments, and network changes to ensure that the communication links between the ATMS and field controllers remain stable and uninterrupted.
In the long term, as the City transitions to a physical TMC with dedicated workstations, expanded monitoring capabilities, and increased communication bandwidth, IT’s role will grow to include maintaining the hardware and networking equipment within the TMC itself. IT will ensure that system infrastructure remains current, secure, and reliable, and will work with Traffic Engineering so that upgrades, cybersecurity enhancements, or major network modifications do not disrupt system communications. Throughout all phases, IT’s responsibility remains focused on protecting system integrity while ensuring that Traffic Engineering staff have consistent, dependable access to the ATMS and all associated tools needed to operate the traffic signal system effectively.
Paso Robles Police Department
Currently PRPD uses Motorola to supply and service the LPRs in the City, and it is proposed that CCTV cameras be rolled out using Motorola as well. This is a wireless option for the short‑ to mid‑term. For the envisioned system, PRPD will need to have the ability to access video feeds from CCTV cameras installed at intersections; however, the installation and maintenance of the underlying network communication infrastructure will be handled by the City’s IT Department and Public Works. PRPD’s access to the system will be provided through a secured virtual private network (VPN). A maintenance and access agreement between PRPD and Public Works will need to be put in place.
Paso Robles Fire and Emergency Services
PRFES should work closely with the traffic engineering staff to maintain and upgrade emergency vehicle pre-emption (EVP) technology at signalized intersections. Currently the EVP system uses IF technology; the whole system should be upgraded to GPS/radio and include the PRPD fleet.
Additionally, PRFES and PRPD work closely together and are housed in the same building. PRFES Attachment 1 Page 494 of 576 City Council Agenda September 15, 2026 Concept of Operations | 32
will also have access to the CCTV cameras as they are rolled out and will utilize them for monitoring and assessing emergency situations. Any future improvements to the system will ensure that PRFES and PRPD both have access to the CCTV feeds.
Public Works
The public works staff are responsible for budgeting and providing adequate funds for staffing, operating, and maintaining in a good state of repair of the installed system. Enhancements and expansions to the system is the responsibility of public works staff, although much of that will be funded in the future through grants. Maintenance funding of select devices should be shared amongst users from different departments within the City such as Public Works and Engineering.
To be able to qualify for grants, this TSMP must be kept up to date and relevant. Also, implementation elements of the plan must be arranged and packaged in a manner that will allow designs to be completed and equipment installed in a timely manner when grant funds become available. Therefore, the implementation plan will need to be kept up to date and provide for standalone projects that will incrementally complete the master plan as grants become available. It is recommended that the implementation plan be updated approximately every 5 years with the LRSP.
Outside Agencies – San Luis Obispo County and Caltrans
As discussed, there are Caltrans operated signals within the City, and the City will need to coordinate with Caltrans regarding any signal coordination efforts that involve both agencies. It would also be worthwhile to keep communication open with San Louis Obispo County (County) for any project overlap. The City should set up a monthly or bi-monthly traffic operations meeting including public works/engineering, PRPD, PRFES, Caltrans, and the County. The School District and RTA should also be invited for local collaboration. This meeting will serve as a place holder to discuss operations and safety issues within the City. Equipment maintenance, speeding concerns, discussion of special events, among many other topics would be discussed at such a meeting and it would keep lines of communication open.
4.7Operational Scenarios
This section describes various operational scenarios that would be expected to be accommodated by the proposed system. It is not intended to be a complete description of all the situations the system will be expected to handle but rather illustrates the response of the system to typical situations, and the roles and responsibilities of the users, operators, and other stakeholders.
Updating Signal Timing Parameters
The signal timing parameters will need to be updated in compliance with the latest California Manual on Uniform Traffic Control Devices (CA MUTCD) recommendations for determining yellow and pedestrian walk clearance timing. Per the CA MUTCD recommendation, the minimum green timing for all approaches to traffic signals should also be updated to accommodate bicyclists. The Institute of Transportation Engineers (ITE) recommendations should be used in setting all-red timing.
The timing parameters should be determined as follows:
Attachment 1 Page 495 of 576 City Council Agenda September 15, 2026 Concept of Operations | 33
Pedestrian Traffic Signal Timing Consideration
Consistent with the revised Manual on Uniform Traffic Control Devices (MUTCD), a walk interval as short as four seconds (4 sec) is acceptable if pedestrian volumes and characteristics do not require a seven – second (7 sec) walk interval. Additionally, the 2026 CA MUTCD requires a walking speed of 3.5 ft. per second (ft. /sec.) for determining pedestrian clearance time to accommodate the walking speed of the 15th percentile pedestrian, meaning that 85% walk faster. The yellow time and the red clearance time for all movements were reviewed and revised accordingly to be consistent with the 2026 CA MUTCD requirements.
Minimum Phase Lengths
According to 2026 CA MUTCD, the minimum phase length required for bicycle timing is the sum of the minimum green timing plus yellow timing plus all-red timing, which is determined by the following equation:
Gmin + Y + Rclear ≥ 6 sec + (W+6ft)/14.7ft/sec
Where:
Gmin = Length of minimum green interval (sec.)
Y = Length of yellow interval (sec.)
Rclear = Length of red clearance interval (sec.)
W = Distance from limit line to far side of last conflicting lane (ft.) All-Red Timing
All-red timing per the ITE guidelines is determined by the following equation:
AR = (W+L)/(1.47V)-ts
Where:
AR = All Red clearance
W = Width of intersection in feet
L= Length of vehicle, assume 20 feet
V = 85th percentile approach speed (mph), if not available use speed limit+7 ts = conflicting movement start up delay (sec.), assume 1.0 sec.
For Caltrans intersections all red timing is set to 0.5 sec.
In addition to these timing parameters, the City should consider implementing Leading Pedestrian Intervals (LPI) at intersections where it does not currently exist and would be context appropriate.
LPI’s allow pedestrians to enter the intersection approximately 3 to 7 seconds prior to vehicles to establish their presence in the intersection. This increases visibility, reduces conflicts between vehicles and pedestrians, helps encourage safer driver behavior (yielding to pedestrians), and enhances safety for pedestrians that may may slower to enter the crosswalk.
Another pedestrian feature that could be considered for areas with high pedestrian volumes is ped recall, where the pedestrian phase is activated regardless of whether or not a pedestrian has Attachment 1 Page 496 of 576 City Council Agenda September 15, 2026 Concept of Operations | 34
activated the signal. This can be useful in downtown environments especially, pedestrian activity is prioritized. Signal timing should be updated every 3 to 5 years for optimal traffic operations.
Signal Timing for Predictable Travel Patterns
During normal operations, historical observations can be used to show primary corridors and direction of travel for peak traffic flows over the course of the day. Signal timing can be coordinated along these high-volume corridors to reduce signal delay as much as possible for the peak direction of traffic. Some of these corridors have Caltrans operated signals. Ideally, the City will coordinate with Caltrans to ensure signal timing and coordination is consistent across all City and Caltrans signals on the corridor identified for timing improvements.
These corridors have predictable commuter and school traffic in the AM and PM peak hours. These traffic patterns can be addressed effectively through signal timing and coordination. Preference will be given to main streets to clear major arterials more efficiently.
Efficient signal timing coordination will provide for the maximum green band along the corridor in the peak direction of travel while still providing enough green time to side street approaches at signalized intersections to avoid excessive queuing or delays. Traffic signal coordination can be programmed to allow for time-of-day changes to allow for the peak direction to change based on time-based travel patterns.
Priority routes for the City are listed in Table 4.4 and shown in Figure 4.3.
Table 4.4: Priority Routes for Signal Timing
Corridor From ID To ID # of
Intersections
24th St Vine St 24 NB Hwy 101
Ramps 2 4
13th St Spring St 22 North River Rd 2 4
Creston Rd Melody
Dr 4 Niblick Rd 7 4
Spring St 13th St 22 10th St 20 3
Niblick Rd Spring St 17 Commerce Way 9 2
Staff performed a site visit on November 18 & 19, 2025 to observe these corridors and how they are currently operating. A technical memorandum provided a summary of these observations and is included in Appendix B.
Attachment 1 Page 497 of 576 City Council Agenda September 15, 2026
RIVER RD
NIBLICK
RD
STOCKDALE RD
CRESTON RD
RIVERSIDE AVE
MONTEREY RD
BUENA VISTA DR
MEADOWLARK RD
DRY CREEK RD
KILER CANYON RD
SPRING ST
LAKE
YSABEL RD
VINE ST
PRISKA DR
PINE ST
GOLDEN HILL RD
LINNE RD
MILL RD
THEATREDR
AIRPORT RD
CHAROLAIS RD
TOWER RD
JARDINE RD
WHISPERING OAK WAY
FAROUSSE WAY DEER CREEK WAY
UNION RD
ADOBE RD
PENMAN
SPRINGS RD
WELLSONA RD
101
101
46 46
46 1
2 3
4 5
6 7
8 9
12 11 10 15 14
16 17
18 19
20 21
22 24 23 25
26 27
1 2
28 29
6 7 8
3 4
5 Legend
City Wide Traffic Signals
Caltrans Signal
County Signal
Existing Signal
Future Signal
High Priority Corridors
13th St
Creston Rd
Niblick Rd
Spring Street
24th St
Railroad
City of Paso Robles
FIGURE 4.3
Date4/22/2026
Revision No. -
Project No. 12655121
Signal Coordination
Traffic Signal Master Plan
City of Paso Robles
Grid: NAD 1983 2011 StatePlane California V FIPS 0405 Ft US Map Projection: Lambert Conformal Conic
Horizontal Datum: NAD 1983 2011 o
0 0.25 0.5 0.75 1
Miles
Paper Size ANSI A
Data source: Vector Tile Layer:
World Hillshade: Esri, NASA, NGA, USGS, FEMA. Created by: bashworth2 N:\US\Azure\EastUS\12655121\GIS\Maps\Deliverables\12655121_PasoRobles_TrafficSignalMasterPlan\12655121_PasoRobles_TrafficSignalMasterPlan.aprx - 12655121_004_HighPriorityCorridors
Print date: 22 Apr 2026 - 09:28
Coordination with
Caltrans Required
13 Attachment 1 Page 498 of 576 City Council Agenda September 15, 2026 Concept of Operations | 36
Timing for Unpredictable Traffic Routes
Coordination plans selected by time-of-day schedules are not appropriate for locations on routes that require coordination but on which traffic patterns are not readily predictable. This typically occurs on arterial roads adjacent to major sporting fields, near major employers that do not operate specific shifts, and on routes often affected by diversion from freeways. Traffic responsive pattern selection will often provide satisfactory operation, if the traffic patterns can be predicted, but only the time of occurrence is uncertain or variable. Adaptive operation is more appropriate if the traffic patterns vary widely and cannot be easily accommodated with a small number of predetermined, stored plans.
For Paso Robles, there are several events and activities that cause irregular traffic patterns. Some of which are –
1. Paso Wine Fest – located at the corner of 21st St. and Riverside Ave. and takes place for one weekend in May
2. Concerts in the Park – located between Spring St. and Pine St. and occurs in the summer on Thursdays from 6:00 to 8:00 PM
3. Lake Nacimiento – There is a lake to the west of Paso Robles which is highly frequented during the summer for recreational purposes. The main route to access the lake from town is 24th St.
4. California Mid State Fair – adjacent to Riverside Ave. and 24th St. for approximately one week in July
5. July 4th - Barney Schwartz Park traffic around Union Road and HWY 46, and Golden Hill Road
6. New Years Event – Large event in the center of downtown with significant traffic around park
7. Pioneer Day Parade (October 11) – Significant traffic and influx of pedestrians. Spring Street closed from 10th street to 21st Street among other areas that are closed to parade entries.
8. Christmas parade (first Saturday in December) – Spring Street from 6th Street to 15th Street closed as well as portions of Pine and Park Streets near City Park.
Attachment 1 Page 499 of 576 City Council Agenda September 15, 2026 Concept of Operations | 37
Pioneer Day Parade
Christmas Parade
Attachment 1 Page 500 of 576 City Council Agenda September 15, 2026 Concept of Operations | 38
Signal Timing – Regional Coordination and Compatibility SR-46 is a Caltrans facility running east-west through the City. On the southern end of the City, SR46 has three signalized intersections which are under Caltrans jurisdiction; however, they greatly impact the City streets that tie into them. The three intersections are SR-46 & Theatre Dr and the NB & SB ramps to US-101. The City should collaborate with Caltrans to coordinate these signals and ensure optimal flow in this area. To ensure ongoing and open communications, regular meetings should be scheduled monthly or bi-monthly between City and Caltrans staff.
Incidents On US-101 And SR-46 Causes Traffic Diversion
If a significant incident occurs on US-101 or SR-46, resulting in traffic diversion onto City streets, the coordination at intersections can be set to a predefined pattern to decrease delays along the expected diversion path. The diversion path will depend on the location of the incident, the length of the queue and the direction of flow affected by the incident. Depending on the volume of diverted traffic, this may result in increased delays to side street traffic for the duration of the temporary coordination pattern to efficiently move the diverted traffic back to the freeway. The traffic signal system needs to detect unusual traffic and notify the operations staff that unusual conditions should be monitored. The system should select an appropriate mode of operation (such as a high throughput arterial flush plan) to accommodate the traffic. This can be done using traffic responsive pattern selection.
If adaptive signal operation is available, the system will automatically adapt the signal timing (as far as practical) to provide high throughput coordination. The TMC will use CCTV/PTZ camera feeds to monitor the status of the incident and determine the appropriate time to return to the standard signal coordination. If traffic responsive or adaptive operation is available, the system will automatically return to normal operation after the diversion ceases. The use of navigation apps is increasingly getting popular with the availability of free apps for mobile phones. The apps optimize travel routes based on minimizing travel time. Operating adjacent arterials efficiently with responsive traffic signal timing plans will provide diverted traffic multiple route choice to return to the freeway as quickly as possible. The City has no authority for traffic optimization related to the intersections along SR-46 and US-101; coordination with Caltrans is critical for these areas.
Using Cameras to Assist Signal Timing
When signal timing changes are implemented, it is necessary to observe the resulting operations of the updated signal timing on flow through the corridor. This is to confirm that the updated signal timing coordination has been entered correctly and does not result in any unintended side effects to the network. Staff can observe the operations of a single intersection if the signal timing changes are performed in the field; however, if the signal timing changes are performed remotely, or to look at the effect of the new signal timing on a corridor, it becomes necessary to observe multiple intersections simultaneously. This can be done by observing the CCTV/PTZ camera feeds for intersections along the corridor as these cameras are deployed over time. In the early phases, camera coverage will be limited to key intersections, with additional corridor‑wide visibility becoming available as the City expands CCTV installation in the mid‑ and long‑term implementation phases.
Attachment 1 Page 501 of 576 City Council Agenda September 15, 2026 Concept of Operations | 39
Fault Trouble Shooting
When a report of a fault or complaint about signal operation is received from the public or observed by City staff, the relevant traffic engineer or signal technician will, as an initial step, review any available system alarms and check the signal timing database. Because the City does not yet have CCTV or PTZ cameras, this initial screening relies on reported conditions rather than real‑time visual confirmation. At this stage in system development, troubleshooting is largely reactive, based on issues identified by the public or by staff during routine observations.
If the issue appears to be related to equipment, the current contractor providing for City’s traffic signal maintenance services will be contacted to perform further diagnostics in the field. Their technicians will investigate the cause of the malfunction, implement interim measures if necessary to minimize impacts, and complete repairs using the appropriate tools and equipment. This approach helps reduce staff time by ensuring that maintenance personnel are dispatched only after an initial review, and it allows the City to prioritize responses and create work orders efficiently.
As the system advances through future phases and new technologies such as CCTV/PTZ cameras and enhanced monitoring become available, these procedures will be expanded to incorporate remote verification and more proactive system management.
Resiliency Of the System
The upgraded traffic signal system is expected to provide a platform to address current traffic congestion, respond to major traffic incidents that occur on circulating arterials, and provide convenient traffic circulation access to businesses; this will enhance economic development of the Paso Robles area. The various components of the traffic signal system will be designed to adapt to adverse conditions under various fault and failure conditions described as follow:
Server Failure
When the server fails, all signals will continue to operate according to the time‑of‑day (TOD) schedules stored in the local controllers. Traffic will continue to operate normally; however, no centralized monitoring, remote adjustments, or fault reporting will be available until the server is restored.
Short‑Term
The City does not yet have a centralized server dedicated solely to traffic signal operations. Public Works should verify that signals have reverted to their local TOD operation, note any impacts reported by the public, and coordinate with the traffic signal maintenance contractor only if a field‑level issue is suspected (e.g., a controller not operating correctly after reverting to local mode).
Mid‑Term
As the City begins using centralized software, IT should implement redundant virtual hosts, scheduled backups, and server monitoring alerts. Public Works should confirm server outages do not mask real field issues by performing basic system checks after restoration. The City should ensure regular backups of timing databases and system configurations so that when the server is restored, the ATMS reconnects without data loss.
Attachment 1 Page 502 of 576 City Council Agenda September 15, 2026 Concept of Operations | 40
Long‑Term
A fully redundant system should be in place, ideally in a separate physical or cloud‑based environment. IT maintains responsibility for system health, uptime, and cybersecurity monitoring; Public Works ensures continuity of signal operations by validating that the field controllers remain synchronized and that the ATMS reconnects cleanly after a failure.
Communication Failure
The City does not yet have any active central system, so communication failures are largely not detectable through software. If a communication problem occurs on corridors where cellular or temporary wireless connections are piloted, Public Works will rely on staff observations or public reports to identify an issue.
Short-Term
Public Works determines whether the reported issue is likely communication‑related or due to a controller or equipment malfunction. The traffic signal maintenance contractor should be contacted when hardware, cabinet wiring, or field communications equipment is suspected to have failed. IT involvement is limited to basic support for any City‑owned networking hardware used in wireless tests. During this phase, GPS clocks should be installed as upgrades occur so that TOD coordination remains accurate regardless of communication losses.
As the City transitions into a virtual ATMS environment using wireless or cellular communications, communication failures become immediately observable through loss‑of‑status indicators in the software.
Mid-Term
IT should monitor system connectivity, VPN tunnels, wireless modems, and network firewalls and alerts generated by the ATMS. Public Works should prioritize intersections where communications have been lost and determine whether an on‑site inspection is needed. The traffic signal maintenance contractor responds when field devices, modems, antennas, or cabinet‑level networking equipment require repair or replacement. The City should maintain spare wireless hardware to minimize downtime. GPS clocks remain important to preserve timing coordination for intersections that temporarily lose connectivity.
Once the City has a fully connected network and an established TMC, communication failures will be actively monitored through the ATMS and network management tools. In this phase, the City will have dedicated maintenance staff who can respond directly to field issues, supported by IT and Public Works as needed.
Long-term
IT will have primary responsibility for diagnosing communication failures involving the fiber optic backbone, network switches, media converters, firewalls, and routing equipment. IT will also manage cybersecurity protections, system alerts, and failover communication paths within the City’s network infrastructure.
Attachment 1 Page 503 of 576 City Council Agenda September 15, 2026 Concept of Operations | 41
Public Works will oversee operational impacts and determine the urgency of response based on corridor needs, event conditions, or traffic patterns. Staff will verify whether the communication loss affects coordination, pedestrian operations, transit priority, or detection systems, and ensure that controllers continue to operate correctly on their stored TOD plans.
City Maintenance Staff will perform field-level diagnosis and repairs. This includes troubleshooting cabinet‑level communication equipment, repairing or replacing failed modems or switches, assessing damaged fiber optic drops, and restoring failed communication hardware. Maintenance staff will coordinate with Public Works and IT when outages involve both field infrastructure and network systems.
Power Failure
A power failure at a local intersection will cause the signal to go dark unless a Battery Backup System (BBS) is installed. Right now, only one intersection does not have a functioning BBS, and this will be fixed in the short term. At all other locations, the signal will operate normally on battery power until the battery level drops below a pre‑set threshold, at which point the signal will switch to all‑red flash. If it appears that power will be out long enough for the batteries to run low, a temporary generator will be installed to keep the signal operating.
A power outage may also interrupt communication to other signals on the same communication path. These intersections will continue to run on their TOD schedules, but no monitoring or fault reporting will be available until power is restored.
The traffic signal maintenance contractor will respond to power failures. They will verify the cause of the outage, check that the BBS is functioning correctly, set up a temporary generator if needed, and ensure the signal returns to normal operation once power is restored.
Detector Failure
Short‑Term
In the short term, without an ATMS or CCTV system, the City will rely on controller diagnostics, staff observations, and public reports to identify possible detector failures. Loop detectors can identify most faults automatically, but video detection issues are harder to detect and may only become noticeable when vehicles are missed or phantom calls occur. When Public Works suspects a detection issue, the situation will be reviewed, and the traffic signal maintenance contractor will be dispatched to confirm and repair the detector. Temporary measures, such as placing a permanent call on the affected phase or shortening maximum green times, may be used to keep the intersection operating safely until repairs are complete.
Mid‑Term
As the City deploys a virtual ATMS, detector failures will become easier to identify through system alerts and irregular call patterns in the software. If limited CCTV is installed at select locations during this phase, Public Works can use the available camera views to help verify problems before sending the traffic signal maintenance contractor into the field, improving response efficiency. Not all intersections will have cameras yet, so staff and public observations will still play a role. When a failure is confirmed, the traffic signal maintenance contractor will address the issue in the field, while Attachment 1 Page 504 of 576 City Council Agenda September 15, 2026 Concept of Operations | 42
Public Works may apply temporary timing adjustments to maintain safe and efficient operations until normal detection is restored.
Long‑Term
In the long term, with a fully established TMC, improved communications, and broader CCTV coverage, detector failures will be identified much more quickly and accurately. Real‑time ATMS alarms, performance data, and CCTV views will allow Public Works to confirm issues and determine whether temporary timing adjustments are needed while repairs are underway. The traffic signal maintenance contractor —or City maintenance staff if added by this stage—will handle field repairs, replace faulty detectors, and ensure that detection returns to normal operation as soon as possible.
This enhanced visibility and coordinated response will allow the City to maintain more reliable and efficient traffic operations.
Intersection Controller Failure
Short-Term
In the event of an intersection controller failing, the signal will revert to red flash operation. This prevents the intersection from becoming stuck in a single phase, which could cause drivers to enter the intersection out of frustration while opposing movements still have a green indication. Because the City does not yet have a central system in place, controller failures are typically identified through public reports or staff observations. Public Works will verify the condition and perform a reset for the red-flash condition. If the situation cannot be resolved, the traffic signal maintenance contractor will respond to restore normal operation in the field.
Mid-Term
As the City transitions to a virtual ATMS, reversion to red flash will be detected by the central signal server. The system will log the event and generate a high‑priority alarm to alert Public Works. Public Works will review the alarm and confirm the intersection status using available system information.
Once confirmed, the traffic signal maintenance contractor will be dispatched to investigate and return the controller to normal operation.
Long-Term
With a physical Traffic Management Center and full communications, reversion to red flash will be identified through real‑time ATMS alarms and, where available, CCTV confirmation. Public Works will review the alert and verify the operational status of the intersection, while the traffic signal maintenance contractor or City maintenance staff, if in place, will perform field‑level diagnostics and restore the controller to normal operation. The improved monitoring environment will allow for quicker identification and response to controller failures as the system matures.
Major Structure Fire
If a major structure fire occurs within Paso Robles, fire trucks will be assisted to arrive quickly by the provision of emergency vehicle priority at each intersection. With fire trucks stopping on the street and the provision of a safety perimeter, traffic will be diverted to other routes away from the structure fire. There will be several responses from the traffic signal operations staff. The coordinated Attachment 1 Page 505 of 576 City Council Agenda September 15, 2026 Concept of Operations | 43
signal timing in the vicinity of the fire and on major diversion routes will be manually changed to accommodate the changed traffic movements. For example: cycle length may be increased to provide a wider green band on a major diversion route; the phase maximum for a left turn phase may be increased to accommodate a substantial increase in left turning volume on a diversion route; the timing pattern may be locked to prevent the background TOD schedule changing to a standard pattern before the emergency is over. These changes would normally be made at the TMC by staff observing the traffic conditions using CCTV video. PRPD and PRFES will also be using CCTV to monitor emergency situations such as a major structure fire from their base offices and communicate critical information to on-site responders.
Natural Disaster
Short-Term
In the short term, without a TMC or centralized communications system, traffic signal operations during a large natural disaster will rely heavily on coordination between the Paso Robles Police Department (PRPD), Paso Robles Fire and Emergency Services (PRFES), and Public Works. Traffic signals will continue to operate on their local timing plans as long as power is available at each intersection. Emergency vehicle pre‑emption will continue to function where installed, helping PRFES and PRPD respond throughout the city. If wildfires, earthquakes, severe storms, or other emergencies render certain roadways unusable, PRPD and PRFES will relay field conditions to Public Works through radio or telephone, and staff will respond as feasible. In this phase, operational adjustments are largely reactive and depend on field awareness rather than central monitoring.
Mid-Term
As the City implements a virtual ATMS and establishes communications to select intersections, disaster response will improve by allowing Public Works to observe system alerts and limited remote intersection status. If communication between the ATMS, the City’s network, and field controllers remains intact during a natural disaster, signals will continue operating normally as long as power is available. Emergency vehicle pre‑emption will remain operational, supporting PRPD and PRFES as they move throughout the city. Public Works will be able to adjust timing plans on connected corridors if pre‑identified evacuation or emergency response routes need support, even if only limited CCTV is available. If certain areas become inaccessible or communications fail, field staff will continue to report conditions by radio or telephone, and affected intersections will operate on their stored timing plans until communications return.
Long-Term
In the long term, once the City establishes a physical TMC with reliable communications to most intersections and wider CCTV coverage, traffic operations during a natural disaster can be managed much more effectively. If communication between the traffic signal system, the TMC, and field controllers remains intact, intersections will continue normal operation as long as power is available, and emergency vehicle pre‑emption will aid PRFES and PRPD response. Public Works will be able to activate or modify timing plans from the TMC to support evacuation, emergency access, or traffic diversion, while monitoring conditions through CCTV. If parts of the roadway network are compromised, TMC staff can adjust timing patterns in real time, and if CCTV or communications are Attachment 1 Page 506 of 576 City Council Agenda September 15, 2026 Concept of Operations | 44
disrupted, Public Works will rely on PRPD, PRFES, and field staff updates to guide adjustments.
Individual intersections will continue to operate on their stored timing plans until normal communications are restored.
Incident At Paso Robles Airport
Short‑Term
In the short term, an incident at Paso Robles Airport will be managed through direct coordination between PRPD, PRFES, and Public Works. Traffic signals will continue operating on their local timing plans, and any immediate response needs—such as clearing routes for fire and medical units traveling to or from the airport—will be addressed through communication between field responders and Public Works using radio or telephone. Emergency vehicle pre‑emption will assist PRFES as they navigate the roadway network. Operational decisions will rely on field conditions reported by PRPD or PRFES, as there is no central monitoring system in place at this stage.
Mid‑Term
As the City deploys a virtual ATMS, Public Works will gain limited remote visibility of connected intersections near the airport, allowing staff to observe status indicators, alarms, and basic operating conditions. If PRPD or PRFES identifies congestion or access issues around the airport, timing adjustments can be applied remotely on connected intersections. Where limited CCTV is available, Public Works may use it to support response efforts. Coordination with Caltrans will occur when airport‑related impacts affect SR‑46 or the US‑101 interchange, and Public Works will communicate with Caltrans to ensure that operations near state‑controlled intersections remain consistent with emergency routing needs. If communications fail at any location, signals will revert to their stored timing plans until restored.
Long‑Term
In the long term, with a fully established TMC and expanded CCTV coverage, Public Works will be able to monitor and manage traffic conditions around the airport in real time during an incident. If communication between the TMC, the traffic signal system, and field controllers remains intact, staff can adjust signal timing to support emergency access, manage diversions, and provide improved routing for PRFES and PRPD. CCTV will help verify congestion and ensure that adjustments are appropriate for conditions on the ground. Coordination with Caltrans will be more seamless during incidents affecting SR‑46 and US‑101, ensuring that City‑managed and Caltrans‑managed intersections operate in sync to support emergency response and traffic flow. If communications or CCTV become unavailable, Public Works will rely on updates from PRPD and PRFES, and signals will continue operating on their stored timing plans until communications are restored.
Major Security Incident
Short‑Term
In the short term, without a centralized TMC or systemwide communication tools, the City’s response to a major security incident will rely on coordination between PRPD, PRFES, and Public Works. Traffic signals will continue to operate using their local timing plans, and any signal adjustments needed to support police or fire response will be based on field conditions reported Attachment 1 Page 507 of 576 City Council Agenda September 15, 2026 Concept of Operations | 45
through radio or telephone. Emergency vehicle pre‑emption will support PRPD and PRFES as they move through the city, but there is no ability to make remote timing changes or monitor intersections centrally. Traffic operations under these conditions remain primarily reactive and dependent on information coming from responders in the field.
Mid‑Term
With a virtual ATMS in place, the City will have access to limited system monitoring, allowing Public Works to identify communication status, controller alarms, and basic operational information at connected intersections. During a major security incident, Public Works will coordinate directly with PRPD and PRFES to determine whether timing changes are needed to support response activities, and these changes can be applied remotely to connected intersections. If limited CCTV is available, Public Works may use it to verify traffic conditions near the incident area. Intersections that lose communication will fall back to their stored timing plans, and field reports from PRPD and PRFES will continue to guide operational decisions.
Long‑Term
In the long term, a fully established TMC with expanded communications and broader CCTV coverage will support a more coordinated response to major security incidents. Public Works will be able to observe traffic conditions in real time, verify congestion or closures using CCTV, and adjust signal timing to facilitate emergency access or restrict vehicle movements as directed by PRPD.
Emergency vehicle pre‑emption will continue to support PRFES and PRPD as they move across the city. If communications or CCTV become unavailable at certain intersections, Public Works will coordinate with field personnel through radio or telephone, and intersections will operate on their stored timing plans until connectivity is restored.
Attachment 1 Page 508 of 576 City Council Agenda September 15, 2026 Implementation Plan | 46
5 Implementation Plan
5.1 Implementation Strategies
Hierarchy of Improvements
Based on the vision and goals for the City, the existing conditions, and the envisioned system described in the concept of operations, several implementation strategies have been identified covering near-term and long-term project. Below is a list of those strategies which encompass nearterm and long-term projects for City Implementation. The order of project implementation has been selected to support the City starting at the foundational level building up to intelligent systems.
Functional signal equipment is essential for signal operations and operational improvements cannot be implemented without it. Individual signal timing is the next step to improving operations followed by coordinated timing. These steps alone will greatly improve a floundering system.
Moving beyond these basic improvements, the next level is improving signal communications with fiber optic or wireless systems and finally implementing an ATMS system.
Hierarchy of Improvements
ATMS
Signal
Communications
Coordinated Timing
Intersection Timing
Signal Equipment
Attachment 1 Page 509 of 576 City Council Agenda September 15, 2026 Implementation Plan | 47
Corridor Selection for Coordination
Selection of primary corridors for coordination efforts is relatively straightforward. It’s very clear to see from field observations by GHD and City staff which streets suffer the most from operational deficiencies. School traffic, recreational traffic, and special event traffic are the biggest contributors to operational issues. As stated in the Concept of Operations, the following corridors listed in Table
5.1 are then prioritized for immediate signal timing adjustments and coordination efforts.
Table 5.1: Corridors Prioritized for Immediate Signal Timing Adjustments and Coordination Efforts Corridor From To Number of
Intersections
24th St1
Vine St NB Hwy 101 Ramps 4
13th St Spring St North River Rd 4
Creston Rd Melody
Dr Niblick Rd 4
Spring St 13th St 10th St 3
Niblick Rd Spring St Commerce Way 2
1 Includes one Caltrans signal
Initiation of Wireless Connectivity and ATMS
The ultimate vision for the City is to have every signalized intersection fully connected with FO cable for coordination and remote management. Since this is a long-term goal, a project is included in the short-term phase for implementation of cellular/wireless connectivity in order to begin remote management using ATMS. Because this would be an initial effort for the City, it’s important to choose a corridor that would highly benefit and also be feasible for the City. Table 5.2 provides a decision matrix that was used to select an appropriate corridor.
Attachment 1 Page 510 of 576 City Council Agenda September 15, 2026 Implementation Plan | 48
Table 5.2: Wireless Connectivity – Corridor Selection Criteria and Evaluation Decision Factor
What We Look
For
Why it
Matters
24 th St. 13th St. Creston Rd Spring St. Niblick Rd
Rating Score Rating Score Rating Score Rating Score Rating Score Operational
Need
Documented
congestion,
poor
progression,
or detection
issues
Pilot should
solve a real,
visible
problem
High 3 High 3 Moderate 2 Moderate 2 High 3
Corridor Size # of Signals
(3–5)
Keeps cost,
risk, and
complexity
low
Yes 3 Yes 3 Yes 3 Yes 3 No 1
Agency
Control
City-operated
signals only
Avoids
coordination
delays
City and
Caltrans 1 City 3 City 3 City 3 City 3
Demonstration
Value
Clear
before/after
benefits
Justifies
expansion
to other
corridors
High 3 High 3 Moderate 2 Low 1 High 3
Scalability
Lessons
transferable
to other
corridors
Supports
systemwide
rollout
Moderate 2 High 3 High 3 Moderate 2 High 3
Total Score: 12 15 13 11 13
Point System:
High/Yes/City – 3 points
Moderate – 2 points
Low/No/Multi-agency – 1 point
Attachment 1 Page 511 of 576 City Council Agenda September 15, 2026 Implementation Plan | 49
5.2Project Implementation
This section presents the recommended projects for implementation to improve traffic signal operations, safety, and system reliability throughout the City. Projects are organized into phased time horizons to reflect relative priority, anticipated benefits, and implementation considerations. Phasing is based on cost benefit, effectiveness, institutional and technical feasibility, and project dependencies, allowing the City to address immediate operational needs while incrementally advancing toward the long‑term vision established in this Traffic Signal Master Plan.
The tables below show all recommended projects for implementation broken down by phase. Contingencies appropriate for the type of project have been applied and are discussed in the subsequent section. ➢ Immediate (Table 5.3) & Short-term (Table 5.4)
1 - 3 Years
Projects that can offer near-term benefit to the traveling public. ➢ Mid-term (Table 5.5)
4 - 6 Years
Projects that require coordination with multiple city departments and/or public outreach. ➢ Long-term (Table 5.6)
7 - 10 Years
Projects that do not currently fit within the City’s staffing and/or budget limitations.
Attachment 1 Page 512 of 576 City Council Agenda September 15, 2026 Implementation Plan | 50
Table 5.3: Immediate Project Implementation List
ID Project Type Project Description Project Limits Total 1A Intersection
Equipment
Install video detection at 4
intersections Intersections 4, 8, 25, 27. Fix detection at 13th & Paso Robles $363,000.00 Install 115 pedestrian
countdown heads See Table 7 of the Existing Conditions Report $303,600.00 Correct push button heightdistance issues at 27
intersections
Intersections 1 - 27 $285,120.00
Install 178 Accessible
Pedestrian Signals (APS) Intersections 1 - 27 $469,920.00 Replace Battery Backup
System (BBS) at 1
intersection
Intersection 27 $13,200.00
1B Operational
Improvements
Adjust all signal timing per
CA MUTCD Intersections 1 - 27 $35,640.00
Implement Time of Day and
Special Event plans Intersections 1 - 27 Included in Timing Add LPI where appropriate Intersections 1 - 27 Included in Timing
Add timing sheets to each
cabinet at 27 intersections Intersections 1 - 27 Included in Timing GPS Clocks Intersections 1 - 27 $46,575.00
Coordinate signal timing
along primary corridors
Corridor From ID To ID # of
Signals
24th St Vine St 24 NB Hwy 101
Ramps 2 4 $41,400.00
13th St Spring St 22 South River Rd 2 4 $41,400.00
Attachment 1 Page 513 of 576 City Council Agenda September 15, 2026 Implementation Plan | 51
ID Project Type Project Description Project Limits Total Creston
Rd Melody Dr 4 Niblick Rd 7 4 $41,400.00
Spring St 13th St 22 10th St 20 3 $31,050.00
Niblick Rd Spring St 17 South River Rd 9 2 $20,700.00
1C Infrastructure
Improvements
Update 38 non-standard
ramps at 15 intersections See Table 11 of the Existing Conditions Report $626,430.00 Refresh crosswalk striping
at 23 intersections See Table 12 of the Existing Conditions Report $455,400.00 1D Policy
Develop Signal ID System Develop an identification system for signals $5,000.00 Traffic Signal Standard
Plans & Specifications Develop and implement Traffic Signal Standard Plans and Specifications $10,000.00 Attachment 1 Page 514 of 576 City Council Agenda September 15, 2026 Implementation Plan | 52
Table 5.4: Short-Term Project Implementation List (1 to 3 Years) ID Project Type Project Description Project Limits Total 2A Intersection
Equipment
Install twenty-seven 2070
controllers See Table 5 of the Existing Conditions Report $178,200.00 Replace four type 332 cabinets See Table 4 of the Existing Conditions Report $264,000.00 Install thirty-eight 12-inch LEDs See Table 6 of the Existing Conditions Report $75,240.00 Install modern video detection at
27 intersections Intersections 1 - 27 $1,960,200.00
2B Operational
Improvements Add signal technician to staff Staffing (Yearly) $90,000.00 2C Public Safety
Procure Infrared (IF) EVP
equipment for PRPD fleet 25 Vehicles $86,250.00
Expand LPR system
(wireless/cellular) 8 LPRs $115,000.00
Begin CCTV implementation
(wireless/cellular) Spring St & Niblick Rd, Niblick Rd & Creston Rd $46,000.00 Attachment 1 Page 515 of 576 City Council Agenda September 15, 2026 Implementation Plan | 53
Table 5.5: Mid-Term Project Implementation List (4 to 6 Years) ID Project Type Project Description Project Limits Total 3A
Intersection
Equipment
Install 19 missing
street lights at 12
intersections
See Table 8 of the Existing Conditions Report $536,940.00 3B
Communications
Implement
cellular/wireless
communications on
primary corridors
Corridor From ID To ID # of
Signals
13th St Spring St 22 South River Rd 2 4 $27,600.00
Deploy ATMS
software on virtual
server
4 Intersections $41,400.00
3C
Install fiber optic
cable for city-wide
network connectivity
Corridor From ID To ID LF
Spring St 13th St 9th St 1500 $188,400.00
9th St Spring St Pine St 750 $94,200.00
13th St Spring St South River Rd 2560 $321,536.00
Spring St 24th St 13th St 4150 $521,240.00
24th St Vine St NB Hwy 101
Ramps 3760 $472,256.00
Niblick Rd Spring St South River Rd 3000 $376,800.00
3D
Operational
Improvements
Deploy ATMS
software 25 Intersections $258,750.00
Revise and update
signal timing every 3
to 5 years on primary
corridors and isolated
intersections
29 Intersections $37,260.00
Attachment 1 Page 516 of 576 City Council Agenda September 15, 2026 Implementation Plan | 54
ID Project Type Project Description Project Limits Total 3E Public Safety
Expand LPR system
(wireless/cellular) 8 LPRs $115,000.00
Expand CCTV system
(wireless/cellular) 13th St & South River Rd, Spring St & 24th St $46,000.00 Attachment 1 Page 517 of 576 City Council Agenda September 15, 2026 Implementation Plan | 55
Table 5.6: Long-Term Project Implementation List (7 to 10 years) ID Project Type Project Description Project Limits Total 4A Intersection
Equipment
Upgrade 79 traffic
signal poles to meet
Caltrans standard of
100 mph for wind
loading
See Table 2 of the Existing Conditions Report $3,100,750.00 4B Communications
Install fiber optic cable
for city-wide network
connectivity
Corridor From ID To ID LF
Spring St 9th St Niblick Rd 2990 $375,544.00
Niblick Rd South
River Rd Commerce Way 8340 $1,714,704.00
Creston Rd North
River Rd Niblick Rd 9970 $1,252,232.00
Creston Rd Niblick
Rd Meadowlark Dr 5270 $661,912.00
4C Facilities
Construct a physical
traffic management
center
Location TBD Varies
4D Operational
Improvements
Revise and update
signal timing every 3 to
5 years on primary
corridors and isolated
intersections
29 Intersections $35,640.00
4E Public Safety
Upgrade IF system to
GPS-Radio and include
PRPD as well as
PRFES
29 Intersections, and 35 vehicles $694,320.00
Attachment 1 Page 518 of 576 City Council Agenda September 15, 2026 Implementation Plan | 56
Each project was assigned a construction contingency depending on project type and complexity.
Assigning contingencies allows for a more accurate estimate. Table 5.8 shows specific contingencies Projects were broken down according to the following categories:
➢ Field Implementation Only – 15%
− Minor field work including signal timing adjustments, equipment installation for fleet vehicles, etc.
➢ Construction Project (Non-invasive) – 32%
− Projects including striping, signage, equipment installation, etc. Includes general contingency, traffic control, and erosion and sediment control. ➢ Construction Project (Invasive) – 57%
− Projects including excavation, earthwork, or installation of foundations. Includes installation of conduit, curb ramp projects, street lighting, etc. Includes general contingency, traffic control, erosion and sediment control, construction staking, and minor utility and drainage work related to infrastructure improvements.
Table 5.7: Project Contingencies
Field Implementation 15%
Erosion and Sediment
Control 2%
Traffic Control 10%
Contingency 20%
Minor Drainage 10%
Minor Utility Work 10%
Construction Staking 5%
No soft costs are included in this estimate. This includes but is not limited to design, permits, environmental clearance, and right of way acquisition. The City should assign a design fee of 15% to 25% for each project depending on complexity of the project and grant funding requirements. The City will still need to consider annual CPI for projects, and costs which are associated with long-term projects may change over time.
5.3 Long-Term Operations & Maintenance Costs
In addition to the up‑front capital costs identified in the Implementation Plan, the City must account for ongoing Operations and Maintenance (O&M) costs necessary to sustain safe and reliable traffic signal operations over time.
The City currently maintains its traffic signal system through a citywide maintenance contract with the traffic signal maintenance contractor at an approximate cost of $200,000 per year under a four‑year agreement. This contract provides routine preventive maintenance, emergency response, Attachment 1 Page 519 of 576 City Council Agenda September 15, 2026 Implementation Plan | 57
inspections, documentation, and equipment repair for signalized intersections and lighted pedestrian crossings.
As identified in the short‑term phase of this TSMP, the City plans to add a Traffic Signal Technician position to begin transitioning select O&M activities in‑house. A rough approximation for annual salary for a IMSA Tech II is approximately $90,000 to $100,000 (fully burdened rate), depending on experience and qualifications. This is purely an estimate at the time of this plan production, and salaries are subject to change over time due to a variety of factors. During the transition period, some overlap between City staff and the maintenance contractor is anticipated, as the existing contract term extends beyond the initial hiring of in‑house staff. The City may also choose to train existing staff and create an advancement plan for staff to attain IMSA Tech II status over time through training. This would also provide movement opportunities within the public works department. Even after an in‑house position is established, specialized services such as emergency response coverage, major repairs, or support for advanced technologies may continue to be provided through external contracts.
As the City expands traffic signal communications and centralized management capabilities, additional recurring O&M costs will be incurred. These costs may include:
➢ Wireless or cellular data service for connected intersections, estimated at approximately $50 per intersection per month for industrial‑grade routers
➢ Ongoing support and maintenance for communications equipment, including routers, switches, antennas, and cabinet‑level networking devices
➢ Software licensing, hosting, and support costs associated with Advanced Traffic Management Systems (ATMS), when deployed
➢ Routine replacement of consumable and end‑of‑life equipment such as detection components, batteries, and communications hardware
Long‑term O&M costs will scale with system expansion. As additional intersections are connected and new technologies are deployed, the City should expect recurring costs to increase incrementally. These costs should be programmed annually as part of the City’s operating budget to ensure that investments made through the TSMP remain functional and effective throughout their lifecycle.
5.4 Funding Opportunities
Implementation of the TSMP will require a combination of local funding, grant funding, and developer‑funded improvements. In addition to local funding, developer impact feeds and Community Facility District (CFD) fees may be used to support project and O&M costs. Several recommendations within the TSMP, particularly those related to communications, ATMS deployment, staffing, and ongoing maintenance, also require a reliable funding source to sustain improvements over time. The City’s approach should focus on packaging projects into fundable phases while maintaining the system in a good state of repair as upgrades are implemented.
Attachment 1 Page 520 of 576 City Council Agenda September 15, 2026 Implementation Plan | 58
Budgeting
Traffic signals requiring on-going routine and preventative maintenance to retain functionality. The City should program an annual traffic signal operations and maintenance (O&M) budget that covers:
➢ Routine and preventive maintenance (including twice‑per‑year inspection activities) ➢ Emergency response and unplanned repairs
➢ Signal timing updates on a regular cycle (major corridors generally every 3–5 years, with isolated intersections as needed)
➢ Incremental replacements of aging equipment (detection, cabinets, controllers, pedestrian equipment) as part of lifecycle management
Local Funding
The City’s local transportation sales tax revenue (I‑24) and LRSP funding can serve as a core funding source for near‑term and ongoing transportation system needs. Local sales tax funding can be used to:
➢ Provide local match for state and federal grant programs ➢ Fund high‑priority “early action” improvements (e.g., detection repairs, timing updates, ADA/pedestrian improvements)
➢ Support annual operations, maintenance, and staffing needs that are often ineligible under capital‑focused grant programs
Development Related Improvements
New development within the City frequently requires off‑site transportation improvements as part of project approvals and mitigation requirements. These improvements can represent a significant opportunity to fund traffic signal system upgrades when projects impact intersections, corridors, or multimodal facilities.
Grant Funding
While local funds and development‑funded improvements can support the baseline program and targeted upgrades, state and federal grants are often needed for larger capital investments such as citywide communications expansion, ATMS deployment, and establishment of a TMC. Local funding sources (including I‑24 and the annual O&M program) are important to demonstrate project readiness and provide match, while also sustaining the system after grant‑funded construction is complete. Table 5.8 lists grant programs which could be utilized for implementation of the projects included in the TSMP.
Attachment 1 Page 521 of 576 City Council Agenda September 15, 2026 Implementation Plan | 59
Table 5.8: Grant Funding
Grant Project Types
Highway Safety
Improvement Program
(HSIP)
Safety projects that benefit all users
Active Transportation
Program (ATP)
Projects that increase walking and biking, and enhance safety for non-motorized users
Safe Streets and Roads
for All (SS4A) -
Planning
Develop new Action Plan, enhance existing LRSP, road safety audits Safe Streets and Roads
All (SS4A) -
Demonstration
Temporary safety improvements that measure benefits through data collection and evaluation
Office of Traffic Safety
(OTS) Police traffic services, pedestrian & bicycle safety, distracted driving Better Utilizing
Investments to
Leverage Development
(BUILD) Grant Program
Public transportation projects, intermodal projects, highway, bridge, or other road projects
Attachment 1 Page 522 of 576 City Council Agenda September 15, 2026 Operations and Management Plan | 60
6 Operations and Management Plan
This chapter describes how the City will operate and maintain its traffic signal system to ensure it remains safe, reliable, and effective over time. It defines roles and responsibilities for day‑to‑day operations, outlines how signal timing and coordination will be managed, describes maintenance and emergency response procedures, and explains how these responsibilities will evolve as the system is upgraded.
For the purposes of this plan, operations refers to the active management of signal timing and coordination to improve safety and traffic flow, while maintenance refers to routine and emergency activities required to keep traffic signals and associated equipment functioning properly.
6.1Roles and Responsibilities
City of Paso Robles – Public Works / Traffic Engineering The City of Paso Robles is responsible for the overall management of the traffic signal system. This includes establishing operational priorities, managing signal timing updates and coordination, overseeing maintenance activities, and coordinating with other City departments and external agencies. Public Works serves as the primary point of contact for traffic signal issues, public inquiries, and interagency coordination related to traffic operations.
Maintenance Contractor
The City currently contracts traffic signal maintenance services. The maintenance contractor is responsible for performing routine inspections, preventive maintenance, emergency and on‑call repairs, and repair or replacement of failed traffic signal equipment. Services are provided in accordance with contract requirements and under the direction of the City to restore and maintain safe and reliable signal operation.
The maintenance contractor also provides limited technical assistance related to signal equipment, communications systems, and controller programming, as directed by City staff. This contracted support ensures the City maintains consistent system performance while accommodating both routine maintenance needs and unexpected failures. As the City expands and brings on a signal technician, there will be crossover with the maintenance contractor, and reduce contractor duties as time goes on.
Attachment 1 Page 523 of 576 City Council Agenda September 15, 2026 Operations and Management Plan | 61
City Information Technology (IT)
As communications and centralized signal management tools are implemented, the IT Department will support secure networking, server hosting, system access controls, and cybersecurity. IT will work closely with Public Works to ensure that traffic signal systems remain reliable and protected.
Paso Robles Police Department (PRPD)
The Paso Robles Police Department coordinates with Public Works during incidents, special events, roadway closures, and emergency situations that may require temporary signal timing adjustments or operational support. PRPD also supports public safety technologies deployed at intersections, such as cameras or license plate readers, where applicable, and coordinates with Public Works to ensure these systems do not interfere with traffic signal operations.
Paso Robles Fire and Emergency Services (PRFES)
PRFES works with Public Works to maintain and improve emergency vehicle pre‑emption (EVP) at signalized intersections. Fire and emergency staff provide input on emergency routes, response needs, and operational priorities to ensure traffic signal operations support effective emergency response throughout the City.
Caltrans
At locations where City streets intersect with or connect to Caltrans‑operated facilities, the City coordinates with Caltrans on signal timing, operations, and incident response. Regular coordination helps ensure consistent operations along shared corridors and improves traffic flow and safety during both normal conditions and emergency events.
City Staff
The City does not currently employ dedicated traffic signal maintenance staff and relies on contracted maintenance services for routine and emergency maintenance activities. Day‑to‑day traffic signal operations and maintenance oversight are managed by Public Works staff in coordination with the maintenance contractor.
As identified in the short‑term phase of the Implementation Plan, the City is evaluating the addition of a Traffic Signal Technician position to support in‑house maintenance and operational functions.
The Federal Highway Administration (FHWA) Traffic Signal Operations and Maintenance Staffing Guidelines recommend staffing levels of approximately 75 to 100 signals per engineer and 30 to 40 signals per technician for larger agencies. Given the smaller size of the City’s system, the addition of one Traffic Signal Technician would provide meaningful in‑house capacity while continuing to rely on contracted services for specialized work, emergency response, and advanced systems support.
Recommended qualifications for a Traffic Signal Technician include:
➢ A combination of training, education, and experience totaling a minimum of five years ➢ Certification to IMSA Traffic Signal Level II
Attachment 1 Page 524 of 576 City Council Agenda September 15, 2026 Operations and Management Plan | 62
➢ Additional training beyond IMSA Traffic Signal Level II The City may initially hire a technician with IMSA Traffic Signal Level I certification and support advancement through training and certification over time. During the transition period, City staff would work in coordination with the maintenance contractor to build institutional knowledge and ensure continuity of operations.
This hybrid staffing approach allows the City to gradually expand in‑house capabilities while maintaining reliable maintenance coverage and flexibility as the traffic signal system continues to evolve.
6.2Operations
Signal Timing and Coordination
Signal timing is one of the most cost‑effective tools for improving traffic operations. The City will prioritize maintaining accurate and up‑to‑date timing that meets current standards for vehicles, pedestrians, and bicyclists. Signals along key corridors will be coordinated to reduce stop‑and‑go traffic and improve progression.
Timing Update Frequency
To prevent performance from degrading over time, signal timing will be reviewed and updated on a regular cycle. Major corridors should be reviewed and updated approximately every 3 to 5 years, or sooner if traffic conditions change. Isolated intersections will be updated as needed due to development, safety concerns, school operations, or recurring complaints.
School and Special Event Operations
As part of the immediate needs projects and ongoing timing updates (every 3 to 5 years), the City will maintain special timing plans to address predictable surges and unusual conditions, including:
• School‑specific morning and afternoon plans
• Special event plans for downtown activities, fairs, and seasonal events • Coordination during incidents or freeway diversions that affect City streets Multimodal Operations
Signal operations will consider all users of the roadway. This includes providing appropriate pedestrian walk and clearance times, implementing Leading Pedestrian Intervals where appropriate, and ensuring minimum green times support bicycle movements. These improvements will be implemented through signal timing updates and targeted intersection upgrades.
6.3 Maintenance
Maintenance is a critical component of long‑term traffic signal system performance. A consistent and well‑documented maintenance program reduces failures, improves safety, extends equipment Attachment 1 Page 525 of 576 City Council Agenda September 15, 2026 Operations and Management Plan | 63
life, and supports reliable day‑to‑day operations. The City’s maintenance approach is based on a combination of routine preventive maintenance, emergency and reactive maintenance, and administrative support activities, consistent with the scope of services provided under the City’s traffic signal maintenance contract.
Preventive Maintenance
Preventive maintenance includes, but is not limited to:
➢ Monthly inspections and servicing of each signalized intersection and pedestrian crossing ➢ Cleaning, inspection, and adjustment of controller cabinets and service cabinets ➢ Inspection and testing of:
− Surge and lightning arresters
− Electrical grounding and bonding
− Cabinet wiring, connectors, and terminal connections
− Pull boxes and conduit entries
− Signal controllers and conflict monitoring devices
− Vehicle detection systems (loop and video detection)
− Pedestrian push buttons and pedestrian signal heads
− Battery Backup Systems (BBS), including battery condition checks − Emergency Vehicle Pre‑emption (EVP) equipment
➢ Cleaning and alignment of video detection and camera lenses ➢ Verification that controller clocks, firmware/software versions, and timing sheets are current ➢ Identification of worn, obsolete, or deteriorating equipment requiring future repair or replacement
In addition to monthly maintenance, annual preventive maintenance activities include more comprehensive testing, such as battery load testing, bench testing of conflict monitoring devices, inspection of fiber‑optic and communications equipment, and intersection walk‑throughs to verify visibility, alignment, and overall condition of signal equipment.
Preventive maintenance findings are documented and reported to City staff to support asset management and long‑term capital planning.
Attachment 1 Page 526 of 576 City Council Agenda September 15, 2026 Operations and Management Plan | 64
Reactive and Emergency Maintenance
Despite a robust preventive maintenance program, unexpected equipment failures, traffic collisions, power outages, and weather‑related events will occur. When these situations arise, reactive and emergency maintenance is required to restore safe operation. Emergency maintenance services include 24‑hour, 7‑day‑per‑week on‑call response, with established response times for critical conditions such as:
➢ Dark or flashing traffic signals
➢ Signal knockdowns or damaged equipment
➢ Controller or cabinet failures
➢ Detection failures that compromise safe operation
➢ Battery Backup System failures
➢ Emergency Vehicle Pre‑emption malfunctions
➢ Communications failures
The primary objective of emergency maintenance is to restore the intersection to a safe operating condition as quickly as possible, not necessarily to implement permanent or optimized repairs during the initial response. Temporary measures may include placing signals in flash, applying interim timing settings, installing temporary signal equipment, or deploying portable generators during extended power outages. Permanent repairs are completed once conditions allow and materials or approvals are available.
Emergency maintenance activities are coordinated with City staff and, when necessary, with Police, Fire, and other emergency response agencies.
Corrective Maintenance
Corrective maintenance addresses deficiencies identified during preventive inspections or resulting from equipment failures that do not require immediate emergency response. This work may include replacement of failed components, cabinet repairs, detector replacement, or upgrades required to maintain compatibility with evolving system technologies.
Certain corrective and repair activities are performed on a time‑and‑materials basis, with City authorization, particularly for major repairs, knockdowns, or work beyond routine preventive maintenance. This approach provides flexibility while maintaining City oversight of costs and priorities.
Attachment 1 Page 527 of 576 City Council Agenda September 15, 2026 Operations and Management Plan | 65
Signal Timing and Technical Support
Maintenance activities include limited technical support related to signal timing and controller programming. Maintenance personnel may assist with:
➢ Controller programming
➢ Uploading timing plans and firmware updates
➢ Troubleshooting timing‑related issues identified by City staff Signal timing changes are performed only under the direction of the City Traffic Engineer or designated City staff. Responsibility for signal timing strategy, coordination plans, and operational policy remains with the City.
Administrative Maintenance and Program Support
Effective maintenance requires more than field work alone. Administrative maintenance activities support consistency, accountability, and long‑term system management. These activities include:
➢ Maintenance of inspection records, checklists, and test results ➢ Tracking of equipment condition and replacement needs ➢ Coordination between City staff and maintenance personnel ➢ Support for in‑house staff training and knowledge transfer ➢ Documentation of observed operational or safety concerns Administrative maintenance ensures that field activities are documented, repeatable, and aligned with City policies and long‑term goals.
Tracking, Record Keeping, and Work Order Management
The City currently tracks traffic‑related complaints through its public reporting system and is in the process of enhancing its work order and asset tracking capabilities using an integrated system. The upgraded system will allow the City to:
➢ Track complaints and maintenance requests as they are received ➢ Assign and manage work orders for City staff or contracted services ➢ Track staff time, materials, and equipment used
➢ Record dates, locations, and completion status of maintenance activities ➢ Support spatial mapping of maintenance needs and trends As these systems are implemented, City and field staff will be trained on proper use, prioritization of work, and coordination with contracted maintenance services for issues outside in‑house capabilities.
Attachment 1 Page 528 of 576 City Council Agenda September 15, 2026 Operations and Management Plan | 66
Funding and Budget Considerations
Implementation of the Operations and Maintenance strategies outlined in this chapter will require ongoing financial commitment by the City. While this Traffic Signal Master Plan identifies recommended operational practices, maintenance approaches, and staffing considerations, specific budget decisions—including funding levels, funding sources, and timing—are determined through the City’s internal budgeting and capital programming processes.
Long‑term traffic signal operations and maintenance costs may be supported through a combination of operating funds, capital improvement program (CIP) funding, grant funding, and other locally available transportation funding sources, as determined by the City. As the traffic signal system expands and new technologies are deployed, the City should periodically review O&M costs to ensure that adequate funding is programmed to sustain system performance over time.
This TSMP is intended to inform those budgeting decisions by identifying operational needs, maintenance responsibilities, and cost drivers, while allowing the City flexibility to align funding strategies with fiscal priorities and available resources.
Attachment 1 Page 529 of 576 City Council Agenda September 15, 2026 Appendix A
Attachment 1 Page 530 of 576 City Council Agenda September 15, 2026 1 W.G. Zimmerman Engineering, Inc.
7812 Edinger Avenue, Suite 302
Hunngton Beach, CA 92647
(714) 799-1700 / (714) 333-4712 Fax
SECTION II - EXISTING TRAFFIC SIGNAL SYSTEM AND
OPERATIONS
A. Purpose and Need
The purpose of evaluating and inventorying the existing traffic signal system is to identify challenges, deficiencies, and operational gaps related to the development of a Citywide Strategic Traffic Signal Master Plan within the City of Paso Robles. Assessing the traffic signal system requires an in-depth field review of the existing traffic signalized intersections, observation of operations, review of the controller cabinet components, evaluation of existing traffic signal pole and pedestrian pushbutton conditions, review curb ramps for ADA compliance, field availability of timing sheets and traffic signal plans, inventory of existing traffic signal communications, and discussions with the City Public Works and Traffic Engineering departments.
These field reviews and research of the existing traffic signal intersection and system conditions are used in the implementation plan to prioritize projects that will fill gaps and address future system challenges and needs. In addition to the inventory, a key aspect of the existing system conditions information gathered is about current and future institutional and technical capabilities.
B. Field Conditions Observations
The City of Paso Robles traffic signal system is comprised of three (3) distinct zones; Downtown Paso Robles (Zone 1) with a total of eleven (11) traffic signals, east of Highway 101 and south of State Route 46 (Zone 2) with a total of fifteen (15) traffic signals and east of Highway 101 and north of State Route 46 (Zone 3) with one (1) traffic signal for a combined total of twenty-seven (27) traffic signalized intersections. The zones were developed using anticipated traffic patterns based upon land use and major roadway separation such as State Route 101 and State Route
46. Zone 1 traffic primarily uses Spring Street as the major north-south corridor for businesses, schools, and residential land uses with major east-west corridors comprised of 24th Street, 13th Street, and Niblick Road. In addition, there is an entrance and exit ramp to the 101 Freeway located at the south leg of the signalized intersection at Spring Street and 1st Street.
Zone 2 is mostly residential with pockets of commercial and retail areas. The main access is provided by State Route 46 on the north, Creston Road to the south, and State Route 101 access at 24th Street.
Zone 3 is defined as areas north of State Route 46 and mainly compressed of residential west of Buena Vista Drive and commercial/retail to the east of Buena Vista Drive. State Route 46 provides main access to downtown and Interstate 5 Freeway.
A map of the zone boundaries is provided in Figure 2.
Attachment 1 Page 531 of 576 City Council Agenda September 15, 2026 2 W.G. Zimmerman Engineering, Inc.
7812 Edinger Avenue, Suite 302
Hunngton Beach, CA 92647
(714) 799-1700 / (714) 333-4712 Fax
Caltrans controls and maintain traffic signals along State Route 46 and State Route 101 Interchange at 24th Street. State Route 46 has a total of three Caltrans controlled traffic signals, one at Golden Hill Road and the other two at 24th Street and the on and off ramp for State Route 101. An additional Caltrans controlled traffic signal is located at 17th Street and State Route 101 on/off Ramps.
Within the City, there are a total of fifteen (15) locations with activated crosswalks (including inground flashers); eight (8) within the downtown region and seven (7) on the east side of Highway 101. Of these locations, twelve (12) feature flashing crosswalk signs, five (5) feature rectangular rapid flashing beacons (RRFB), two (2) are equipped with an overhead beacon, and one (1) is a Pedestrian Hybrid Beacon (formerly called High Intensity Activated Crosswalk (HAWK) system). These systems function independently of each other as well as the nearest signalized intersection. Table 1 provides the full list of activated crosswalks and types in the city.
Table 1 – Activated Crosswalks
Street A Street B
Leg Type
Notes
North South East West
Flashing
Crosswalk
Sign
Overhead
Bacon
Pedestrian
Hybrid
Beacon
26th
Street
Spring
Street
SB
Only
X
24th
Street
Oak
Street
X X X RRFB
21st
Street
Riverside
Avenue X X
push
button,
old in
ground
flashers
17th
Street
Spring
Street X X X
13th
Street
Park
Street
X X X
13th
Street
Pine
Street
X X X
11th
Street
Spring
Street X X RRFB
Niblick
Road
Appaloosa
Drive
X X RRFB
S. River
Road
Serenade
Drive X X RRFB
Creston
Road
Orchard
Drive
X X
Creston
Road Ivy Lane X X
Attachment 1 Page 532 of 576 City Council Agenda September 15, 2026 3 W.G. Zimmerman Engineering, Inc.
7812 Edinger Avenue, Suite 302
Hunngton Beach, CA 92647
(714) 799-1700 / (714) 333-4712 Fax
Street A Street B
Leg Type
Notes
North South East West
Flashing
Crosswalk
Sign
Overhead
Beacon
Pedestrian
Hybrid
Beacon
Creston
Road
N. Trigo
Lane X X RRFB
34th
Street
Spring
Street X X X
in
ground
flashers
200 Block Scott
Street
X X X
Barney
Schwartz
Park
Union
Road
X
Total 12 2 1
Traffic signal coordination between intersections and activated crosswalks are dependent up proximity to each other. Typically, if an activated crosswalk is within 400 feet of a signalized intersection, then coordination should be considered. At these locations, during a corridor synchronization analysis, these locations should be included.
The first field observation began on May 12, 2025. A meeting with the City of Paso Robles, GHD, and WGZE staff was held to discuss specific issues and concerns related to the existing conditions. It was noted that construction had begun on a residential development on the eastern border of Paso Robles and new traffic signals are proposed as part of the development.
Following the meeting, each of the twenty-seven (27) existing traffic signal intersections were visited with the assistance of a City employee opening the cabinets. Pictures of the front and back sides of the opened cabinets were taken at several intersections. Information collected from the cabinets included: controller type, video detection equipment, load switches, detector stations, conflict monitors, communication equipment (if any), timing sheets, and intersection traffic signal plans.
A second field observation was conducted on June 4, 2025, with staff from Bear Electrical Solutions, which provides traffic signal maintenance to the City. Additional pictures and inventory of signal equipment and fiber cable was inventoried.
Additionally, the field observations included recording traffic signal pole type, mast arm case loadings, signal light lens size, ADA curb ramps, push button conformance, pedestrian signal heads, homerun pull box fill ratio (estimated), crosswalk striping condition, street light type and damaged equipment. The existing conditions report includes observed conditions, deficiencies, and suggested remedies.
The field observation and inventory are separated into the various components and further discussed below.
Attachment 1 Page 533 of 576 City Council Agenda September 15, 2026 4 W.G. Zimmerman Engineering, Inc.
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B.1 Traffic Signal Poles
Traffic signal poles were inventoried at each city owned and operated signalized intersection.
The inventory included collecting pole type, case loading, and wind loads. This information was readily available from the identification tags placed on the poles by the manufacturer.
From the data collected during the field observations, the City has a total of ninety-seven (97) traffic signal poles, not including Type 1A’s and Type 15’s poles since these poles do not have a wind loading applied to them. Of these poles, only eighteen (18) meet the Caltrans current standard of 100 miles per hour ratings for wind loading. In addition, eleven (11) of these poles had either missing or illegible identification tags. Of all of the signal poles missing tags, one was a 100 MPH wind load. This pole can be identified from the City’s As-built drawing. The other poles may be replaced over time as necessary and can be determined from As-built drawings. A summary of traffic signal pole types during the field observations are presented in Table 2.
Table 2 – Existing Traffic Signal Poles
Intersection
Number Street A Street B NW NE SW SE
1 Paso Robles
Street 13th Street 19-4-129 19-4-129 19-4-100 26-4-129
2 Creston
Road
North River
Road 29-5-129 29-5-129 29-5-129 29-5-129
3 Nickerson
Drive
Creston
Road 24-4-129 18-4-129 1A 19-4-129
4 Melody
Drive
Creston
Road 26-4-70 1A 1A Tag Missing
5 Creston
Road
Golden Hill
Road 19-4-70 1A 23-4-70 26-4-70
6 Lana Street Creston
Road 26-4-100 29-5-100 29-5-100 17-3-100
7 Creston
Road Niblick Road 19-4-70 26-4-129 26-4-70 26-4-129
8 Creston
Road
Cedarwood
Drive 16-4-70 26-4-70 26-4-70 17-3-70
9 Commerce
Way
Sherwood
Road 24-4-100 1A Type 15A 19-4-100
10 Niblick Road Country
Club Drive 26-4-129 19-4-129 19-4-129
Tag Missing
(100 mile
pole)
11 Niblick Road Rambouillet
Road 24-4-70 16-2-70 1A 19-2-70
12 Niblick Road Bearcat
Lane 26-4-129 Type 15 Type 15 26-4-129
13 Niblick Road Nicklaus
Street 26-4-129 1A 1A 19-3-129
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Intersection
Number Street A Street B NW NE SW SE
14 Niblick Road South River
Road 26A-4-70 26A-4-70 26A-4-70 26A-4-70
15 Niblick Road Woodland
Plaza 29A-5-70 19A-4-70 24A-4-70 24A-4-70
16 Navajo
Avenue
South River
Road 17-3-129 24-4-129 24-4-129 17-3-129
17 Spring
Street 1
st Street 26-4-80 19-4-80 24-3-70 24-4-80
18 Spring
Street 4
th Street 17-3-100 Tag
Missing 19-4-100 19-3-100
19 Spring
Street 6
th Street 18-4-70 24-4-70 24-4-70 Unreadable
20 Spring
Street 10th Street 19-4-70 24-4-70 24-4-70 19-4-70
21 Spring
Street 12th Street Tag Missing 24-4-70 24-4-70 27-4-70
22 Spring
Street 13th Street Tag Missing 24-3-80 Tag Missing 23-3-80 23 Spring
Street 24th Street Tag Missing 24-4-129 24-4-129 Tag Missing 24 24th Street Vine Street 19-2-129 19-3-129 19-3-129 24-3-129 25 24th Street Riverside
Avenue 17-2-80 Tag Missing
Tag
Missing 17-2-80
26 13th Street Riverside
Avenue 26-4-100 23-4-100 18-4-70 26-4-100
27 Golden Hill
Road
Golden Hill
Plaza 19-3-100 26-4-100 26-3-100 19-3-100
Considering for Upgrades - 22 19 17 21
TOTAL Traffic Signal Poles - 97
*Note the traffic signal pole count does not include Type 1A or Type 15 Poles Caltrans defines case loading as a standardized design loads for traffic signal poles as provided in the Caltrans Standard Plan. It is based upon wind loads, equipment, signage, and signal heads which may cause a torsional load during high winds. These loads affect the integrity of the mast arm connections as well as the pole foundations. Exceeding these values may impact the traffic signal pole’s ability to handle wind load greater than the pole design. Table 3 contains five (5) poles with mast arms that exceed the maximum case loading.
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Table 3 – Mast Arms with Exceeded Case Loadings
Intersection Street A Street B Corner
6 Lana Street Creston Road SE
8 Creston Road Cedarwood Drive NW
11 Niblick Road Rambouillet Road NE, SE
17 Spring Street 1st Street SW
B.2 Traffic Signal Cabinets and Equipment
An inventory of the cabinets included photographs of both the front and back interior of the cabinets. From this information, a spreadsheet was developed based upon visible traffic signal components. This spreadsheet is provided as Appendix A. Currently; each signalized intersection uses a Type 332 traffic signal controller cabinet for a total of twenty-seven (27) cabinets. Of these cabinets, a total of five (5) are recommended to be replaced because of various concerns, such as age or damage. The five cabinets recommended for replacement are provided in Table 4.
Table 4 – Recommended Type 332 Cabinet Replacement
Intersection
Number Street A Street B
7 Creston Road Niblick Road
17 Spring Street 1st Street
22 Spring Street 13th Street
23 Spring Street 24th Street
26 13th Street Riverside Avenue
Currently, each intersection relies on a Type 170-controller system using the Swarco 2033 Intersection Control Software. There is a total of two (2) 170 controllers, fifteen (15) 170E controllers, nine (9) 2070E controllers and one (1) 170 ATC controller. Some cabinets included a spare controller within the cabinet. A total of six (6) 170E controllers are provided as spares. Table 5 summarizes the existing traffic signal controller units found within the City.
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Table 5 – Intersection Controller Information
Intersection
Number Street A Street B Controller Unit
Spare
Controller
Unit
Cabinet
Corner
1 Paso Robles
Street 13th Street
Model 170E – Safetran
2070LX
(future)
Model
170E -
Safetran
SE
2 Creston
Road
North River
Road
Model 170E – McCain
2070LX
(future)
N/A SE
3 Nickerson
Drive
Creston
Road Model 170E - Safetran N/A SE
4 Melody Drive Creston
Road
Model 170E - Dynamic
Traffic Systems
Model
2070E -
McCain
SE
5 Creston
Road
Golden Hill
Road Model 170E - McCain N/A NW
6 Lana Street Creston
Road Model 170E - McCain N/A NE
7 Creston
Road
Niblick
Road Model 2070E - McCain N/A NE
8 Creston
Road
Cedarwoo
d Drive
Model 170E - McCain
(Spare) N/A SW
9 Commerce
Way
Sherwood
Road 170 ATC - McCain N/A NW
10 Niblick Road Country
Club Drive Model 2070E - McCain N/A SW
11 Niblick Road Rambouille
t Road Model 2070E - McCain N/A SE
12 Niblick Road Bearcat
Lane Model 2070E - McCain N/A SE
13 Niblick Road Nicklaus St Model 2070E - McCain N/A SE 14 Niblick Road South
River Road
Model 2070E – McCain
2070 E (future) N/A NW
15 Niblick Road Woodland
Plaza Model 2070E - McCain
Model
170E -
McCain
NE
16 Navajo
Avenue
South
River Road Model 170E - McCain N/A NW
17 Spring Street 1st Street Model 2070E - McCain N/A SW 18 Spring Street 4th Street Model 170E - Safetran N/A NE 19 Spring Street 6th Street Model 170E - Signal
Control Co. N/A SE
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Intersection
Number Street A Street B Controller Unit
Spare
Controller
Unit
Cabinet
Corner
20 Spring Street 10th Street Model 170 - Safetran
Model
170E -
McCain
NW
21 Spring Street 12th Street Model 170E - Dynamic
Traffic Systems
Model
170E -
McCain
NW
22 Spring Street 13th Street Model 170 - Safetran N/A NW 23 Spring Street 24th Street Model 170E - Dynamic
Traffic Systems
Model
170E -
McCain
NE
24 24th Street Vine Street Model 170E - McCain N/A NE
25 24th Street Riverside
Avenue Model 2070E - McCain N/A NE
26 13th Street Riverside
Avenue
Model 170E - Dynamic
Traffic Systems
2070LX
(future)
N/A SW
27 Golden Hill
Road
Golden Hill
Plaza Model 170E - McCain N/A NW
28 (future) Scott Street Creston Road 2070LX N/A N/A
Traffic Signal Heads
Signal heads at each intersection were inventoried for lens size. Eighteen (18) intersections have traffic signal heads equipped with 12-inch LEDs, while the remaining ten (10) intersections are equipped with traffic signal heads with 8-inch LEDs. Table 6 provides the intersection and location of the 8-inch signal indicators. A complete detail of size, location, and direction is provided as Appendix B.
Table 6 – 8-Inch Signal Indicator Locations
Intersection
Number Street A Street B Corner
3 Nickerson Drive Creston Road NW, NE
4 Melody Drive Creston Road NW
5 Creston Road Golden Hill Road NW on 1A
8 Creston Road Cedarwood Drive NW on 1A, NE, NE on 1A,
SW, SW on 1A, SE, SE on 1A
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Intersection
Number Street A Street B Corner
19 Spring Street 6th Street NW, NE, SW
20 Spring Street 10th Street
NW, NW on 1A, NE, NE on
1A, SW, SW on 1A, SE, SE
on 1A
21 Spring Street 12th Street NE, NE on 1A, SW, SW on
1A
22 Spring Street 13th Street NW, NE, NE on 1A, SW, SW
on 1A, SE
23 Spring Street 24th Street NW, SW on 1A
25 24th Street Riverside Avenue NW, NE, SW, SE
Pedestrian Signal Heads
Pedestrian signal heads are located at most intersections. From a total of one hundred seventy-eight (178) existing pedestrian signal heads, sixty-three (63) were countdown pedestrian heads. Section 4E.07 of the CA MUTCD (California Manual on Uniform Traffic Control Devices) states that “All pedestrian signal heads used at crosswalk where the pedestrian change interval is more than 7 seconds shall include a pedestrian change interval countdown display in order to inform pedestrians of the number of seconds remaining in the pedestrian change interval.” Table 7 provides a summary of countdown pedestrian heads at each intersection.
Table 7 – Summary of Intersection Countdown Pedestrian Heads Intersection
Number Street A Street B NW Corner
NE
Corner
SW
Corner
SE
Corner
1 Paso Robles
Street 13th Street No, NB No, WB
Yes, NB
No, EB
No, SB
No, WB
No, SB
No, EB
2 Creston
Road
North River
Road
No, NB
No, WB
No, NB
Yes, EB
No, SB
No, WB
No, SB
No, EB
3 Nickerson
Drive
Creston
Road None No, NB No, WB No, SB Yes, EB
4 Melody Drive Creston
Road Yes, NB No, NB Yes, SB Yes, WB
No, SB
Yes, EB
5 Creston
Road
Golden Hill
Road
Yes, NB
Yes, WB
Yes, NB
Yes, EB Yes, SB Yes, SB
6 Lana Street Creston
Road Yes, NB
None on
Pole
Yes, NB
Yes, SB
Yes, WB
Yes, SB
Yes, EB
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Intersection
Number Street A Street B NW Corner
NE
Corner
SW
Corner
SE
Corner
7 Creston
Road
Niblick
Road
Yes, NB
Yes, WB
No, NB
Yes, EB
Yes, SB
Yes, WB
Yes, SB
No, EB
8 Creston
Road
Cedarwood
Drive
Yes, NB
Yes, WB
No, NB
Yes, EB
No, SB
No, WB
Yes, SB
Yes, EB
9 Commerce
Way
Sherwood
Road
Yes, NB
None on
Pole
None on
1A pole
Yes, SB
Yes, WB Yes, EB
10 Niblick Road Country
Club Drive
No, NB
No, WB
No, NB
No, EB
No, SB
No, WB
No, SB
No, EB
11 Niblick Road Rambouillet
Road Yes, NB Yes, NB Yes, SB Yes, WB
Yes, SB
Yes, EB
12 Niblick Road Bearcat
Lane No, WB No, NB No, EB No, WB No, SB No, EB
13 Niblick Road Nicklaus
Street None No, NB No, WB No, SB No, EB
14 Niblick Road South River
Road
No, NB
No, WB
No, NB
No, EB
No, SB
No, WB
No, SB
No, EB
15 Niblick Road Woodland
Plaza Yes, WB Yes, NB Yes, EB
None on
Pole
Yes, WB
Yes, SB
Yes, EB
16 Navajo
Avenue
South River
Road
No, NB
No, WB
Yes, NB
No, EB
No, SB
No, WB
Yes, SB
Yes, EB
17 Spring Street 1
st Street No, NB
No, WB
None on
Pole
No, EB
No, SB None
18 Spring Street 4
th Street No, NB
No, WB
No, NB
No, EB No, SB
No, SB
None on
Pole
19 Spring Street 6
th Street No, NB
No, WB
Yes, NB
Yes, EB
No, SB
No, WB
Yes, SB
Yes, EB
20 Spring Street 10th Street No, NB
No, WB
No, NB
No, EB
No, SB
No, WB
No, SB
Yes, EB
21 Spring Street 12th Street No, NB
No, WB
No, NB
No, EB
No, SB
No, WB
No, SB
No, EB
22 Spring Street 13th Street Yes, NB
Yes, WB
No, NB
No, EB
No, SB
No, WB
No, SB
No, EB
23 Spring Street 24th Street No, NB
No, WB
No, NB
Yes, EB
No, SB
No, WB
No, SB
No, EB
24 24th Street Vine Street No, WB No, NB
No, EB
None on
Pole
No, WB
No, SB
No, EB
25 24th Street Riverside
Avenue No, WB No, NB Yes, EB No, WB Yes, SB Yes, EB
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Intersection
Number Street A Street B NW Corner
NE
Corner
SW
Corner
SE
Corner
26 13th Street Riverside
Avenue
No, NB
No, WB
None on
Pole
No, EB
Yes, SB
No, WB No, EB
27 Golden Hill
Road
Golden Hill
Plaza No, NB No, NB Yes, SB Yes, WB
No, SB
No, EB
* No - denotes no countdown pedestrian head at an intersection corner LED Street Lights
All existing Intersection street lights were assessed and were determined to all be LED street lights. However, out of twenty-seven (27) intersections, twelve (12) intersections had one (1) or more street lights missing at an intersection corner. Table 8 lists the locations with missing LED street lights.
Table 8 – Intersections with Missing LED Street Lights
Intersection
Number Street A Street B Corner
3 Nickerson Drive Creston Road NE
4 Melody Drive Creston Road NE, SW
5 Creston Road Golden Hill Road NW
8 Creston Road Cedarwood Drive NW
11 Niblick Road Rambouillet Road NE, SW
13 Niblick Road Nicklaus Street NE, SW
19 Spring Street 6th Street NW, SE
21 Spring Street 12th Street NW, SE
22 Spring Street 13th Street NW, SE
24 24th Street Vine Street NW
25 24th Street Riverside Avenue NE
26 13th Street Riverside Avenue NE, SW
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Traffic Signal Pull Boxes
Pull box condition was also observed at all intersections. Four (4) traffic signal pull boxes lids appeared to be damaged and are recommended for replacement. Table 9 lists the locations of damaged pull boxes.
Table 9 – Damaged Pullboxes
Intersection Street A Street B Corner Type of Damage
5 Creston Road Golden Hill Road NW Damaged lid and
cracked interior
15 Niblick Road Woodland Plaza SE Cracked lid
23 Spring Street 24th Street NE Cracked lid
25 24th Street Riverside Avenue NE Cracked lid
Additional Field Equipment
Field equipment included the following at each intersection:
• Telmar or Opticom Emergency Vehicle Preemption (EVP)
o Every intersection except 24th Street and Riverside Avenue • Battery Back-up System (BBS)
o One location deployed at Golden Hill Road and Golden Hill Plaza – not functional due to battery issue
• Video Imaging Detection Systems
o All intersections had Video Imaging Detection (VIDS) except for Golden Hill Road/Golden Hill Plaza
Creston Road/Cedarwood Drive
Melody Drive/Creston Road
24th Street/Riverside Avenue
A high percentage of the VIDS were older Iteris systems with a few upgraded to the Iteris EDGE system. These older systems currently do not pose a problem but should be considered to be updated based upon new communication protocols for the future controllers and fiber optic network.
Public Safety – License Plate Readers (LPR)
The City Police Department has deployed 12 License Plate Readers at the following locations:
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• Golden Hill Road at Highway 46 east
• 24th Street at Vine Street
• Spring Street at Niblick Road
• 36th Street at Spring Street
The systems used are Motorola L5E LPR with Vigilant Vehicle Management Software (LEARN).
Communications
Currently, the traffic signals citywide are not interconnected. Spring Street does have a signal interconnect cable (twisted pair copper) from 24th Street to 1st Street, but the interconnect is not connected to the system. From our field review, the cabinets seemed to have the equipment necessary to interconnect the existing interconnect cable but recommend the City’s traffic signal maintenance company provide an assessment of the existing equipment and condition.
A fiber optic cable with a total of 288 strands runs through the City’s existing traffic signal conduit on Niblick Road. The IT Department is interconnecting this fiber optic cable with the City’s facility (excluding the traffic signal system). A map from the IT Department is provided below:
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LEGEND:
• Orange – City conduit filled with fiber
• Green – City conduit
• Purple – Proposed construction
Figure 1: City of Paso Robles Conduit and Fiber System
Traffic signal conduit throughout the City ranges between 2” to 3”, and 4” at the homeruns (leading into the controller cabinet). The optimal percent fill for conduits is 25%; this allows cables to be pulled through conduit without damaging it. Field observations verify that a significant number of traffic signal conduit runs exceed the optimal maximum of 25%. Many of these runs were found along Niblick Road.
ADA Assessment
An ADA assessment was conducted at all twenty-seven (27) signalized intersections.
The assessment included the height of push buttons and distance from the crosswalk and curb ramps.
The State has developed guidelines for ADA curb ramps which include height, distance, clear pathways, maximum slopes, and truncated domes. Caltrans ADA recommended Attachment 1 Page 544 of 576 City Council Agenda September 15, 2026 15 W.G. Zimmerman Engineering, Inc.
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height for a push button is 3 feet, 6 inches with a maximum height of 4 feet and a distance of 5 feet from the crosswalk1
. Push button heights were measured at each
intersection. In reference to the Caltrans ADA recommended height, only 5 push buttons were measured at a height of 3 feet 6 inches. A majority of the push button heights ranged between 3 to 4 feet, with a maximum height of 4 feet 2 inches and a minimum height of 2 feet 10 inches. A push button inventory per location is included as Appendix C. Note that there requirements are also applicable to RRFB’s.
Push buttons were also assessed for distance from the crosswalk and curb face at each intersection. Ten (10) push buttons did not comply with the ADA distance of within 5 feet from crosswalk, or within the 1.5 feet minimum to 6 feet maximum from the curb face.
Table 10 lists the push buttons that do not meet this distance.
Table 10 – Push Buttons Non-Standard with Caltrans ADA Distance Intersection Street A Street B Corner Distance
3 Nickerson Drive Creston Road NE 8’ from curb face
6 Lana Street Creston Road SE (2 buttons) 8’ from crosswalk 15 Niblick Road Woodland Plaza NE (2 buttons) 10’ from crosswalk 19 Spring Street 6th Street SW 7’ from crosswalk
24 24th Street Vine Street NW 8’ from crosswalk
25 24th Street Riverside
Avenue
NW
NE
SW
12’ from curb face
7’ from curb face
6’ from crosswalk
ADA curb ramps are designed for people with disabilities to safely transition from the sidewalk to the road and cross the street, which makes it an important component in a traffic signal system. All ADA curb ramps at each intersection were assessed for conformance with the latest State criteria. Of the twenty-seven (27) intersections, fifteen (15) intersections had one or more ramps not specifically meeting current State standards. An example can be found at the northwest corner of 24th Street and Riverside Avenue, where there is no ramp that leads from the sidewalk to the road, and the pedestrian push button is located on an elevated dirt area far from the curb.
Therefore, a wheelchair-bound pedestrian would encounter difficulties crossing the 1 Adapted from Permanent Pedestrian Facilities ADA Compliance Handbook. State of California Department of Transportation Division of Construction. (March 2018). Caltrans.
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street, making this non-standard with ADA standards. Table 11 provides a summary of non-standard ADA curb ramps.
Table 11 – Summary of Non-Standard ADA Curb Ramps
Intersection
Number Street A Street B Corner
1 Paso Robles Street 13th Street None
2 Creston Road North River Road None
3 Nickerson Drive Creston Road None
4 Melody Drive Creston Road NW, NE, SW, SE
5 Creston Road Golden Hill Road NW, NE, SW, SE
6 Lana Street Creston Road NW, NE, SW, SE
7 Creston Road Niblick Road NW, SW
8 Creston Road Cedarwood Drive NW, NE, SE
9 Commerce Way Sherwood Road None
10 Niblick Road Country Club Drive SW, SE
11 Niblick Road Rambouillet Road NW, NE
12 Niblick Road Bearcat Lane NW, NE, SE
13 Niblick Road Nicklaus Street NE, SE
14 Niblick Road South River Road NW, NE, SW, SE
15 Niblick Road Woodland Plaza None
16 Navajo Avenue South River Road NW, NE, SW
17 Spring Street 1st Street None
18 Spring Street 4th Street None
19 Spring Street 6th Street None
20 Spring Street 10th Street None
21 Spring Street 12th Street None
22 Spring Street 13th Street None
23 Spring Street 24th Street None
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Intersection
Number Street A Street B Corner
24 24th Street Vine Street NW, NE, SW, SE
25 24th Street Riverside Avenue NW
26 13th Street Riverside Avenue None
27 Golden Hill Road Golden Hill Plaza None
Crosswalks
The striping and pavement condition of the crosswalks were examined at each of the twenty-seven (27) controlled intersections in the city. Twenty-three (23) intersections had striping that was faded or chipped, and sixteen (16) intersections had damaged/cracked pavement. Table 12 shows the full list of intersections with striping/pavement issues near crosswalks.
Table 12 – Summary of Crosswalk Striping and Pavement Conditions Intersection
Number Street A Street B Striping
Issue
Pavement
Issue
1 Paso Robles Street 13th Street Yes Yes
2 Creston Road North River Road Yes Yes
3 Nickerson Drive Creston Road Yes No
4 Melody Drive Creston Road No Yes
5 Creston Road Golden Hill Road Yes Yes
6 Lana Street Creston Road Yes Yes
7 Creston Road Niblick Road Yes Yes
8 Creston Road Cedarwood Drive Yes No
9 Commerce Way Sherwood Road No No
10 Niblick Road Country Club Drive Yes Yes
11 Niblick Road Rambouillet Road Yes Yes
12 Niblick Road Bearcat Lane Yes Yes
13 Niblick Road Nicklaus Street Yes Yes
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Intersection
Number Street A Street B Striping Issue
Pavement
Issue
14 Niblick Road South River Road Yes Yes
15 Niblick Road Woodland Plaza Yes Yes
16 Navajo Avenue South River Road Yes No
17 Spring Street 1st Street Yes No
18 Spring Street 4th Street No No
19 Spring Street 6th Street Yes No
20 Spring Street 10th Street No No
21 Spring Street 12th Street Yes No
22 Spring Street 13th Street Yes No
23 Spring Street 24th Street Yes Yes
24 24th Street Vine Street Yes Yes
25 24th Street Riverside Avenue Yes Yes
26 13th Street Riverside Avenue Yes No
27 Golden Hill Road Golden Hill Plaza Yes Yes
Existing Traffic Signal System Map
WGZE developed an existing citywide traffic signal map to provide the location and assigned intersection number for each traffic signal within the City, as shown on the next page in Figure 2. In addition, the map also provides the location of each crosswalk beacon within the City.
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Hunngton Beach, CA 92647
(714) 799-1700 / (714) 333-4712 Fax
Figure 2: Existing Traffic Signal System Map
Attachment 1