Agenda packet — San Clemente City Council, December 20, 2022 (part 4 of 4)

(B) (B) At least one 15-gallon size plant shallmust be
provided for every fivefifteen linear feet of exterior wall.

Alternatively, at least one 24-inch box” inch-box size plant shallmust be provided for every tentwenty-five linear feet of exterior wall. Plantings required by this subsection must be planted adjacent to applicable exterior walls.
(C) (C) Plant specimensTrees must be at least six feet tall when installed. As an alternative, a solid fence of at least six6 feet in height may be installed.
(D) (D) All landscaping must be drought-tolerant.
(E) (E) All landscaping must be from the City'sCity’s
approved plant list.
l. Storage Facility. Each new primary dwelling unit must provide private secure storage space of at least 96 cubic feet. Closets and cupboard space within the unit interior do not count toward this requirement. m. Laundry Facilities. Any proposed washer and dryer facilities must be located in an enclosed portion of a dwelling. The laundry equipment may not be located in any required parking area or outside of an enclosed building.
n. Water Heaters. Each new primary dwelling unit must have a separate water heater. A water heater with tank must be located in the unit’s interior. No exterior water heater tank enclosures are permitted. A tankless water heater inside or outside the dwelling may be substituted for a tank heater, if all building standards are satisfied.
o. Mechanical Equipment, Metering Devices. All roof- and groundmounted mechanical equipment and metering devices must be completely screed from public view. All ground-mounted equipment and aboveground utility meters, including, but not limited to, heating, cooling, or ventilating equipment, water meters, gas meters, and irrigation equipment, must be shown on the site plan and must be placed outside of the required front setback area, unless they are installed below grade. If mechanical equipment or a metering device is located between a structure and the property line, an unobstructed path at least three feet wide must be provided to and between the equipment and the property line. p. Access and Circulation.
(i) All on-site vehicular access, circulation, back-up, and turn-around areas must comply with applicable City standards.
(ii) No more than one drive approach may be created on either lot. (iii) A driveway must be at least 14 feet wide. A greater width might be 477

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required by the fire authority.
q. Refuse Storage Areas.
(i) Each primary dwelling on the lot must have at least three receptacles (one each for trash, recyclables, and organics) from the City’s Franchise Waste Hauler (collectively, “trash containers”). (ii) Trash containers must be stored within designated refuse-storage areas only. They may not be stored within required parking areas. (iii) The storage area required for each trash container must be at least 3 feet wide by 3 feet deep.
(iv) No trash container may be stored so as to be visible from any public right-of-way.
r. j. Nonconforming Conditions. An urban lot split is approved without requiring a legal nonconforming zoning condition to be corrected. s. k. Utilities.
(i) (i) Each primary dwelling unit on the lot must have its own direct utility connection to the utility service provider. (ii) (ii) Notwithstanding paragraph E.10.k(i) aboveE.11.s(i) above, a primary dwelling unit may have a direct utility connection to an onsite wastewater treatment system in accordance with this paragraph and the City'sCity’s code. Each primary dwelling unit on the lot that is or that is proposed to be connected to an onsite wastewater treatment system must first have a percolation test completed within the last five years or, if the percolation test has been recertified, within the last 10 years.
(iii) (iii) All utilities must be underground.
(iv) All easements for the provision of electricity, gas, water, sewer, and other utility or public service to the lot and each primary dwelling unit must be obtained by the property owner or the applicant before the final map may be recorded. The City may condition approval of the tentative parcel map under this section on the applicant providing evidence that such easements have been agreed to and recorded.
(v) Submitted site plans must show the location and dimension of all proposed underground utility and public service facilities serving the lot and each dwelling unit on the lot and the location and dimensions of all related easements.
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t. l. Building and& Safety. All structures built on the lot must comply with all current local building standards. An urban lot split is a change of use.

12. 11. Fire-Hazard Mitigation Measures.
a. a. A lot in a very high fire hazard severity zone must comply with each of the following fire-hazard mitigation measures:
(i) (i) It must have direct access to a public right-of-wayright of way with a paved street with a width of at least 40 feet. The public right-of-wayright of way must have at least two independent points of access for fire and life safety to access and for residents to evacuate.
(ii) (ii) All dwellings on the site must comply with current fire code requirements for dwellings in a very high fire hazard severity zone.
(iii) (iii) All enclosed structures on the site must have fire sprinklers. (iv) (iv) All sides of all dwellings on the site must be within a 150- foot hose-pull distance from either the public right-of-wayright of way or of an onsite fire hydrant or standpipe.
(v) (v) If the lot does not have a swimming pool, the lot must have a water reservoir of at least 5,000 gallons per dwelling, with fireauthority approved hookups compatible with fire-authority standard pump and hose equipment.
b. b. Prior to submitting an application for an urban lot split, the applicant must obtain a certificate of compliance with all applicable firehazard mitigation measures in accordance with this subpart E.11E.122. The City or its authorized agent must inspect the site, including all structures on the site, and certify as to its compliance. The certificate must be included with the application. The applicant must pay the City'sCity’s costs for inspection. Failure to pay is grounds for denying the application.

13. 12. Separate Conveyance.
a. a. Within a resulting lot.
(i) (i) Primary dwelling units on a lot that is created by an urban lot split may not be owned or conveyed separately from each other. (ii) (ii) Condominium airspace divisions and common interest developments are not permitted on a lot that is created by an urban lot split.
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(iii) (iii) All fee interest in a lot and all dwellings on the lot must be held equally and undivided by all individual property owners. (iv) (iv) No timeshare, as defined by state law or this Codecode, is permitted. This includes any co-ownership arrangement that gives an owner the right to exclusive use of the property for a defined period or periods of time.
b. b. Between resulting lots. Separate conveyance of the resulting lots is permitted. If dwellings or other structures (such as garages) on different lots are adjacent or attached to each other, the urban lot split boundary may separate them for conveyance purposes if the structures meet building code safety standards and are sufficient to allow separate conveyance. If any attached structures span or will span the new lot line, the owner must record appropriate CC&Rs, easements, or other documentation that is necessary to allocate rights and responsibility between the owners of the two lots.

14. 13. Regulation of Uses.
a. a. Residential-only. No nonresidentialnon-residential use is permitted on any lot created by urban lot split.
b. b. No Short-term Rentals. No dwelling unit on a lot that is created by an urban lot split may be rented for a period of less than 30 days. c. c. Owner Occupancy. The applicant for an urban lot split must sign an affidavit stating that the applicant intends to occupy one of the dwelling units on one of the resulting lots as the applicant's principal residence for a minimum of three years after the urban lot split is approved.

15. 14. Notice of Construction.
a. a. At least 30 business days before starting any construction of a structure on a lot created by an urban lot split, the property owner must give written notice to all the owners of record of each of the adjacent residential parcels, which notice must include the following information:
(i) (i) Notice that construction has been authorized,
(ii) (ii) The anticipated start and end dates for construction, (iii) (iii) The hours of construction,
(iv) (iv) Contact information for the project manager (for construction-related complaints), and
(v) (v) Contact information for the Building and& Safety Department.
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b. b. This notice requirement does not confer a right on the noticed persons or on anyone else to comment on the project before permits are issued. Approval is ministerial. Under state law, the City has no discretion in approving or denying a particular project under this section. This notice requirement is purely to promote neighborhood awareness and expectation.

16. 15. Deed Restriction. The owner must record a deed restriction on each lot that results from the urban lot split, on a form approved by the City, that does each of the following:
a. a. Expressly prohibits any rental of any dwelling on the property for a period of less than 30 days.
b. b. Expressly prohibits any nonresidentialnon-residential use of the lots created by the urban lot split.
c. c. Expressly prohibits any separate conveyance of a primary dwelling on the property, any separate fee interest, and any common interest development within the lot.
d. d. States that:
(i) (i) The lot is formed by an urban lot split and is therefore subject to the City'sCity’s urban lot-split regulations, including all applicable limits on dwelling size and development.
(ii) (ii) Development on the lot is limited to development of residential units under Sectionsection 17.86.010 of this Codecode, except as required by state law.

F. F. Specific Adverse Impacts.

1. 1. Notwithstanding anything else in this section, the City may deny an application for an urban lot split if the building official makes a written finding, based on a preponderance of the evidence, that the project would have a "“specific, adverse impact"” on either public health and safety or on the physical environment and for which there is no feasible method to satisfactorily mitigate or avoid the specific adverse impact.

2. 2. "“Specific adverse impact"” has the same meaning as in GovernmentGov.

Code § 65589.5(d)(2): "“a significant, quantifiable, direct, and unavoidable impact, based on objective, identified written public health or safety standards, policies, or conditions as they existed on the date the application was deemed complete"” and does not include (1) inconsistency with the zoning ordinance or general plan land use designation or (2) the eligibility to claim a welfare exemption under Revenue and Taxation Code §section 214(g).

3. 3. The building official may consult with and be assisted by planning staff and others as necessary in making a finding of specific, adverse impact. 481

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G. G. Coastal Regulations Apply in Full. Nothing in this section alters or lessens the effect or application of the California Coastal Act.
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Section 17.86.010 – Two-unit projectsProjects.

A. A. Purpose. The purpose of this section is to allow and appropriately regulate two-unit projects in accordance with Government Code §section 65852.21.

B. Definitions.

1. B. Definition. A "“two-unit project"” means the development of two primary dwelling units or, if there is already a primary dwelling unit on the lot, the development of a second primary dwelling unit on a legally subdivided lot in accordance with the requirements of this section.

C. C. Application.

1. 1. Owners.
a. a. Only individual property owners may apply for a two-unit project. “"Individual property owner"” means a natural person holding fee title individually or jointly in the person'sperson’s own name or a beneficiary of a trust that holds fee title. "“Individual property owner"” does not include any corporation or corporate person of any kind (partnership, LP, LLC, C corp, S corp, etc.) except for a community land trust (as defined by RevenueRev. & Tax Code § 402.1(a)(11)(C)(ii)) or a qualified nonprofit corporation (as defined by RevenueRev. & Tax Code § 214.15). b. b. Any person with a mortgage interest in the lot to be developed with a two-unit project under this section must sign the application indicating the person'sperson’s consent to the project.

2. 2. An application for a two-unit project must be submitted on the city'sCity’s approved form.

3. 3. The applicant must obtain a certificate of compliance with the Subdivision Map Act for the lot and provide the certificate with the application.

4. 4. Only a complete application will be considered. The cityCity will inform the applicant in writing of any incompleteness within 30 days after the application is submitted.

5. 5. The cityCity may establish a fee to recover its costs for adopting, implementing, and enforcing this section of the code, in accordance with applicable law. The cityCity council may establish and change the fee by resolution. The fee must be paid with the application.

D. D. Approval.

1. 1. An application for a two-unit project is approved or denied ministerially, by the director of community development, without discretionary review. 483

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2. 2. The ministerial approval of a two-unit project does not take effect until the cityCity has confirmed that the required documents have been recorded, such as the deed restriction and easements.

3. 3. The approval must require the owner and applicant to hold the cityCity harmless from all claims and damages related to the approval and its subject matter. The hold-harmless obligation runs with the land and applies to future successors of the property and so must be reflected in the recoded covenant and deed restriction.

4. 4. The approval must require the owner and applicant to reimburse the cityCity for all costs of enforcement, including attorneys'’ fees and costs associated with enforcing the requirements of this Codecode.

E. E. Requirements. A two-unit project must satisfy each of the following requirements:

1. 1. Map Act Compliance. The lot must have been legally subdivided.

2. 2. Zone. The lot is in a single-family residential zone. For purposes of this section, a single-family residential zone is a zone where the only residential use that is allowed as a primary use is a single residential dwelling on a lot.

3. 3. Lot Location.
a. a. The lot is not located on a site that is any of the following:
(i) (i) Prime farmland, farmland of statewide importance, or land that is zoned or designated for agricultural protection or preservation by the voters.
(ii) (ii) A wetland.
(iii) (iii) Within a very high fire hazard severity zone, unless the site complies with all fire-hazard mitigation measures required by existing building standards.
(iv) (iv) A hazardous waste site that has not been cleared for residential use.
(v) (v) Within a delineated earthquake fault zone, unless all development on the site complies with applicable seismic protection building code standards.
(vi) (vi) Within a 100-year flood hazard area, unless the site has either:
(A) (A) Beenbeen subject to a Letter of Map Revision
prepared by the Federal Emergency Management Agency
and issued to the local jurisdiction, or
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(B) (B) Meetsmeets Federal Emergency Management
Agency requirements necessary to meet minimum flood
plain management criteria of the National Flood Insurance Program.
(vii) (vii) Within a regulatory floodway, unless all development on the site has received a no-rise certification.
(viii) (viii) Land identified for conservation in an adopted natural community conservation plan, habitat conservation plan, or other adopted natural resource protection plan.
(ix) (ix) Habitat for protected species.
(x) (x) Land under conservation easement.
b. b. The purpose of subpart E.3.a aboveE.3.a above is merely to summarize the requirements of Government Code §section
65913.4(a)(6)(B)—–(K). (See GovernmentGov. Code § 66411.7(a)(3)(C).) c. c. The applicant must provide evidence that the requirements of Government Code §section 65913.4(a)(6)(B)—–(K) are satisfied.

4. 4. Not Historic. The lot must not be a historic property or within a historic district that is included on the State Historic Resources Inventory. Nor may the lot be or be within a site that is designated by ordinance as a cityCity or county landmark or as a historic property or district.

5. 5. No Impact on Protected Housing.
a. a. The two-unit project must not require or include the demolition or alteration of any of the following types of housing:
(i) (i) Housing that is income-restricted for households of moderate, low, or very low income.
(ii) (ii) Housing that is subject to any form of rent or price control through a public entity'sentity’s valid exercise of its policy power. (iii) (iii) Housing, or a lot that used to have housing, that has been withdrawn from rental or lease under the Ellis Act (GovernmentGov.

Code §§ 7060—7060.77060–7060.7) at any time in the 15 years prior to submission of the urban lot split application.
(iv) (iv) Housing that has been occupied by a tenant in the last three years.
b. b. As part of the urban lot splittwo-unit application, the applicant and the owner of a property must provide a sworn statement by affidavit representing and warranting that subpart E.5.a aboveE.5.a above is satisfied. 485

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(i) (i) The sworn statement must state that:
(A) (A) No housing that is income-restricted for households of moderate, low, or very low income will be demolished or altered.
(B) (B) No housing that is subject to any form of rent or price control will be demolished or altered.
(C) (C) No housing that has been withdrawn from rental or lease under the Ellis Act at any time in the last 15 years will be demolished or altered.
(D) (D) No housing that has been occupied by a tenant in the last three years will be demolished or altered.
c. c. The cityCity may conduct its own inquiries and investigation to ascertain the veracity of the sworn statement, including, but not limited to, surveying owners of nearby properties; and the cityCity may require additional evidence of the applicant and owner as necessary to determine compliance with this requirement.

6. Development Standards and Design Criteria. In addition to the standards and criteria set forth in this section, except as otherwise required by state law, an SB 9 two-unit project, including any development on a lot created through an urban lot split, must conform to all applicable objective development standards that are set forth in this code, as well as, any applicable specific plans; a planned unit development ordinance or resolution; or by conditions duly promulgated and adopted by the City.

7. 6. Unit Standards.
a. a. Quantity.
(i) (i) No more than two dwelling units of any kind may be built on a lot that results from an urban lot split. For purposes of this paragraph, "“unit"” means any dwelling unit, including, but not limited to, a primary dwelling unit, a unit created under this section of this Codecode, an ADU, or a JADU.
(ii) (ii) A lot that is not created by an urban lot split may have a two-unit project under this section, plus any ADU or JADU that must be allowed under state law and the city's ADU ordinanceSCMC section 17.28.270 (Accessory Dwelling Units).
b. b. Unit Size.
(i) (i) The total floor area of each primary dwelling built that is developed under this section must be:
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(A) (A) Lessless than or equal to 800 square feet; and
(B) (B) Moremore than 500 square feet.
(ii) (ii) A primary dwelling that was legally established on the lot prior to the two-unit project and that is larger than 800 square feet is limited to the lawful floor area at the time of the two-unit project. The unit may not be expanded.
(iii) (iii) A primary dwelling that was legally established prior to the two-unit project and that is smaller than 800 square feet may be expanded to 800 square feet after or as part of the two-unit project. c. c. Height Restrictions.
(i) (i) On a lot that is larger than 2,000 square feet, no new primary dwelling unit may exceed a single story or 16 feet in height, measured from grade to peak of the structure.
(ii) (ii) On a lot that is smaller than 2,000 square feet, no new primary dwelling unit may exceed two stories or 22 feet in height, measured from grade to peak of the structure. Any portion of a new primary dwelling that exceeds one story must be stepped back by an additional five feet from the ground floor; no balcony deck or other portion of the second story may project into the stepbacksetback.
(iii) (iii) No rooftop deck is permitted on any new or remodeled dwelling or structure on a lot with a two-unit project. d. d. Demo Cap. The two-unit project may not involve the demolition of more than 25 percent of the existing exterior walls of an existing dwelling unless the site has not been occupied by a tenant in the last three years.
e. e. Lot Coverage. Lot coverageA two-unit project may not exceed 50 percent of the maximum lot coverage established in the underlying zone.

This lot coverage standard is only enforced to the extent that it does not prevent two primary dwelling units on the lot at 800 square feet each. The lot coverage includes all dwellings (primary and accessory) and other structures, including, but not limited to, covered porches and patios, and covered parking areas.
f. Open Space. At least 50 percent of the lot must be maintained as open space. This open space standard is only enforced to the extent that it does not prevent two primary dwelling units on the lot at 800 square feet each.
g. Setbacks.
f. Urban Open Area.
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(i) For purposes of this subsection (E)(7)(f), the term “urban open area” has the same meaning as provided in Title 17, section 17.88 (Definitions). It is calculated as a percentage of net lot area. (ii) If all required urban open area is provide at grade, the lot must include at least 15 percent urban open area for each primary dwelling on the lot.
(iii) If any required urban open space is provided above grade (e.g., a deck on a second story), the lot must include at least 25 percent urban open area for each primary dwelling on the lot.
g. Setback.
(i) (i) Generally. All setbacks must conform to those objective setbacks that are imposed through the underlying zone.
(ii) (ii) Exceptions. Notwithstanding subpart E.6.g(i) aboveE.7.g(i) above:
(A) (A) Existing Structures. No setback is required for an existing legally established structure or for a new structure that is constructed in the same location and to the same dimensions as an existing legally established structure. (B) (B) Eight Hundred Square Foot; four-foot800 sf; 4-foot side and rear. The setbacks imposed by the underlying zone
must yield to the degree necessary to avoid physically
precluding the construction of up to two units on the lot or either of the two units from being at least 800 square feet in floor area; but in no event may any structure be less than four feet from a side or rear property line.
(iii) (iii) Front Setback Area. Notwithstanding any other part of this Codecode, dwellings that are constructed under this section must be at least 25 feet from the front property lines. The front setback area must:
(A) (A) Bebe kept free from all structures greater than three feet high;
(B) (B) Bebe at least 50 percent landscaped with droughttolerant plants, with vegetation and irrigation plans approved by a licensed landscape architect;
(C) (C) Allowallow for vehicular and fire-safety access to the front structure.
h. h. Parking. Each new primary dwelling unit must have at least one off-street parking space per unit unless one of the following applies:
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(i) (i) The lot is located within one-half mile walking distance of either:
(A) (A) A corridor with fixed route bus service with service intervals no longer than 15 minutes during peak commute hours; or
(B) (B) A site that contains
(1) (1) An existing rail or bus rapid transit station,
(2) (2) A ferry terminal served by either a bus or
rail transit service, or
(3) (3) The intersection of two or more major bus
routes with a frequency of service interval of 15
minutes or less during the morning and afternoon
peak commute periods.
(ii) (ii) The site is located within one block of a car-share vehicle location.
i. Garage. Any proposed covered or enclosed garage must comply with the following requirements:
(i) Each enclosed garage must maintain a parking space with an interior parking clearance of at least 9 feet wide by 18 feet ling for each vehicle that the garage is designed to hold.
(ii) Storage cabinets or mechanical equipment, including, but not limited to water heaters, utility sinks, or washer and dryer, must not encroach into the required parking area.
(iii) The garage must be equipped with an automatic roll-up garage door opener.
(iv) Each garage must maintain all required parking spaces clear and accessible to park at all time.
j. Building Separation. Except as otherwise allowed by state law, a minimum building separation of 10 feet shall be maintained between all detached structures on a lot, including all residential units, garages, and accessory structures.
k. i. Architecture.
(i) Unit Design Standards.

A. (i) If there is a legal primary dwelling on the lot that was established before the two-unit project, any new primary dwelling 489

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unit must match the existing primary dwelling unit in exterior materials, color, and dominant roof pitch. The dominant roof slope is the slope shared by the largest portion of the roof.

B. (ii) If there is no legal primary dwelling on the lot before the two-unit project, or if an existing primary dwelling is demolished in accordance with this code, and if two primary dwellings are developed on the lot, the dwellings must match each other in exterior materials, color, and dominant roof pitch. The dominant roof slope is the slope shared by the largest portion of the roof.

C. (iii) All exterior lighting must be limited to down-lightsenergyefficient, shielded, and comply with other applicable provisions of the Zoning Ordinance.
(iv) No window or door of a dwelling that is constructed on the lot may have a direct line of sight to an adjoining residential property. Fencing, landscaping, or privacy glass may be used to provide screening and prevent a direct line of sight.

D. (v) If any portion of a dwelling is less than 30 feet from a property line that is not a public right-of-way lineallowed to encroach into a setback established by the underlying zone, then all windows and doors in that portion must either be (for windows) clerestory with the bottom of the glass at least six6 feet above the finished floor, or (for windows and for doors) utilize frosted or obscure glass.

E. Each new primary dwelling unit must have a clear passageway to the main exterior entrance that is accessible directly from the street. For purposes of this section, a passageway means a pathway that is unobstructed clear to the sky and extends from a street to one entrance of the dwelling unit. The main entrance must be covered with an overhang or roof that is at least 3 feet deep.

F. A pedestrian pathway must be provided to access front doors to all units on the lot.

G. If pedestrian access and drive access are provided via same pathway, the pedestrian pathway must meet ADA walking path width and non-slip surface standards, and must be distinctive in materials from the driveway.
l. j. Landscaping.
(i) (i) Tree Removal.
(A) (A) No mature tree may be removed on a lot with any development under this section unless removal is necessary to constructing a dwelling unit that must be allowed under state law.
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(B) (B) "“Mature tree"” means a tree with a diameter of six inches or more or a height of eight feet or taller.
(C) (C) A tree may only be removed under subparagraph
E.6.j(i)(A) aboveE.7.l(i)(A) above if it is replaced with at least two mature trees of the same type and with a trunk
diameter that is the same or larger than that of the removed tree.
(D) (D) If a certified arborist determines that there is not space on the lot for a replacement tree that is required under subparagraph E.6.j(i)(C) aboveE.7.l(i)(C) above, owner may pay the replacement cost of the tree, as determined by the city'sCity’s tree-replacement cost schedule.
(ii) Setback Landscaping. In setback areas visible from the public right-of-way, and all space that is not walkways, parking space, drive aisle, or private recreation area, must be fully landscaped and irrigated.
(iii) Lot Generally. The lot must comply with the landscaping and irrigation requirements contain in the Landscape Standards in the Zoning Ordinance.
(iv) (ii) Screening. Evergreen landscape screening must be planted and maintained between each dwelling and adjacent lots (but not rights-of-wayrights of way) as follows:
(A) (A) According to a planting and irrigation plan that is prepared by a licensed landscape architect.
(B) (B) At least one 15-gallon size plant shallmust be
provided for every fivefifteen linear feet of exterior wall.

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n. Laundry Facilities. Any proposed washer and dryer facilities must be located in an enclosed portion of a dwelling. The laundry equipment may not be located in any required parking area or outside of an enclosed building.
o. Water Heater. Each new primary dwelling unit must have a separate water heater. A water heater with tank must be located in the unit’s interior. No exterior water heater tank enclosures are permitted. A tankless water heater inside or outside the dwelling may be substituted for a tank heater if all building standards are satisfied.
p. Mechanical Equipment, Metering Devices. All roof- and groundmounted mechanical equipment and metering devices must be completely screen from public view. All ground-mounted equipment and aboveground utility meters, including, but not limited to, heating, cooling, or ventilating equipment, water meters, gas meters, and irrigation equipment, must be shown on the site plan and must be placed outside of the required front setback area, unless they are installed below grade. If mechanical equipment or a metering device is located between a structure and the property line, an unobstructed path at least three feet wide must be provided to and between the equipment and the property line. q. Access and Circulation.
(i) All on-site vehicular access, circulation, back-up, and turn-around areas must comply with applicable City standards.
(ii) No more than one drive approach may be created for any two-unit projects.
(iii) A driveway must be at least 14 feet wide. A greater width might be required by the fire authority.
r. Refuse Storage Areas.
(i) Each primary dwelling on the lot must have at least three receptacles (one each for trash, recyclables, and organics) from the City’s Franchise Waste Hauler (collectively, “trash containers”) (ii) Trash containers must be stored within designated refuse-storage areas only. They may not be stored within required parking areas. (iii) The storage area required for each trash container must be at least 3 feet wide by 3 feet deep.
(iv) No trash container may be stored so as to be visible from any public right-of-way.
s. k. Nonconforming Conditions. A two-unit project may only be approved if all nonconforming zoning conditions are corrected. 492

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t. l. Utilities.
(i) (i) Each primary dwelling unit on the lot must have its own direct utility connection to the utility service provider. (ii) (ii) Notwithstanding paragraph E.6.1(i) aboveE.7.t(i) above, a primary dwelling unit may have a direct utility connection to an onsite wastewater treatment system in accordance with this paragraph and the city'sCity’s code. Each primary dwelling unit on the lot that is or that is proposed to be connected to an onsite wastewater treatment system must first have a percolation test completed within the last five years or, if the percolation test has been recertified, within the last ten10 years.
(iii) (iii) All utilities must be underground.
(iv) All easements for the provision of electricity, gas water, sewer, and other utility or public service to the lot and each primary dwelling unit must be obtained by the property owner or the applicant before the final map may be recoded. The City may condition approval of the tentative parcel map under this section on the applicant providing evidence that such easement have been agreed to and recorded.
(v) Submitted site plans must show the location and dimension of all proposed underground utility and public service facilities serving the lot and each dwelling unit on the lot and the location and dimensions of all related easements.
u. m. Building and& Safety. All structures built on the lot must comply with all current local building standards. A project under this section is a change of use and subjects the whole of the lot, and all structures, to the city'sCity’s current code.

8. 7. Fire-Hazard Mitigation Measures.
a. a. A lot in a very high fire hazard severity zone must comply with each of the following fire-hazard mitigation measures:
(i) (i) It must have direct access to a public right-of-wayright of way with a paved street with a width of at least 40 feet. The public right-of-wayright of way must have at least two independent points of access for fire and life safety to access and for residents to evacuate.
(ii) (ii) All dwellings on the site must comply with current fire code requirements for dwellings in a very high fire hazard severity zone.
(iii) (iii) All enclosed structures on the site must have fire sprinklers. 493

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(iv) (iv) All sides of all dwellings on the site must be within a 150- foot hose-pull distance from either the public right-of-wayright of way or of an onsite fire hydrant or standpipe.
(v) (v) If the lot does not have a swimming pool, the lot must have a water reservoir of at least 5,000 gallons per dwelling, with fireauthority approved hookups compatible with fire-authority standard pump and hose equipment.
b. b. Prior to submitting an application for an urban lot split, the applicant must obtain a certificate of compliance with all applicable firehazard mitigation measures in accordance with this subpart E.7E.8. The cityCity or its authorized agent must inspect the site, including all structures on the site, and certify as to its compliance. The certificate must be included with the application. The applicant must pay the city'sCity’s costs for inspection. Failure to pay is grounds for denying the application.

9. 8. Separate Conveyance.
a. a. Primary dwelling units on the lot may not be owned or conveyed separately from each other.
b. b. Condominium airspace divisions and common interest developments are not permitted within the lot.
c. c. All fee interest in the lot and all the dwellings must be held equally and undivided by all individual property owners.
(i) (i) No timeshare, as defined by state law or this Codecode, is permitted. This includes any co-ownership arrangement that gives an owner the right to exclusive use of the property for a defined period or periods of time.

10. 9. Regulation of Uses.
a. a. Residential-only. No nonresidentialnon-residential use is permitted on the lot.
b. b. No Short-term Rentals. No dwelling unit on the lot may be rented for a period of less than 30 days.
c. c. Owner Occupancy. Unless the lot was formed by an urban lot split, the individual property owners of a lot with a two-unit project must occupy one of the dwellings on the lot as the owners'’ principal residence and legal domicile.

11. 10. Notice of Construction.
a. a. At least 30 business days before starting any construction of a twounit project, the property owner must give written notice to all the owners 494

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of record of each of the adjacent residential parcels, which notice must include the following information:
(i) (i) Notice that construction has been authorized,
(ii) (ii) The anticipated start and end dates for construction. , (iii) (iii) The hours of construction,
(iv) (iv) Contact information for the project manager (for construction-related complaints), and
(v) (v) Contact information for the Building and& Safety Department.
b. b. This notice requirement does not confer a right on the noticed persons or on anyone else to comment on the project before permits are issued. Approval is ministerial. Under state law, the City has no discretion in approving or denying a particular project under this section. This notice requirement is purely to promote neighborhood awareness and expectation.

12. 11. Deed Restriction. The owner must record a deed restriction, on a form approved by the cityCity, that does each of the following:
a. a. Expressly prohibits any rental of any dwelling on the property for a period of less than 30 days.
b. b. Expressly prohibits any nonresidentialnon-residential use of the lot. c. c. Expressly prohibits any separate conveyance of a primary dwelling on the property, any separate fee interest, and any common interest development within the lot.
d. d. If the lot does not undergo an urban lot split: Expressly requires the individual property owners to live in one of the dwelling units on the lot as the owners'’ primary residence and legal domicile.
e. e. Limits development of the lot to residential units that comply with the requirements of this section, except as required by state law.

F. F. Specific Adverse Impacts.

1. 1. Notwithstanding anything else in this section, the cityCity may deny an application for a two-unit project if the building official makes a written finding, based on a preponderance of the evidence, that the project would have a "“specific, adverse impact"” on either public health and safety or on the physical environment and for which there is no feasible method to satisfactorily mitigate or avoid the specific adverse impact.
495

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2. 2. "“Specific adverse impact"” has the same meaning as in GovernmentGov.

3. 3. The building official may consult with and be assisted by planning staff and others as necessary in making a finding of specific, adverse impact.

G. G. Coastal Regulations Apply in Full. Nothing in this section alters or lessens the effect or application of the California Coastal Act.

H. H. Remedies.

If a two-unit project violates any part of this Codecode or any other legal requirement:

1. 1. The buyer, grantee, or lessee of any part of the property has an action for damages or to void the deed, sale, or contract.

2. 2. The cityCity may:
a. a. Bring an action to enjoin any attempt to sell, lease, or finance the property.
b. b. Bring an action for other legal, equitable, or summary remedy, such as declaratory and injunctive relief.
c. c. Pursue criminal prosecution, punishable by imprisonment in county jail or state prison for up to one year, by a fine of up to $10,000.0010,000, or both; or a misdemeanor.
d. d. Record a notice of violation.
e. e. Withhold any or all future permits and approvals. f. f. Pursue all other administrative, legal, or equitable remedies that are allowed by law or the city'sCity’s code.
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AGENDA REPORT

CITY OF SAN CLEMENTE
City Council Meeting
910 Calle Negocio
2nd Floor
San Clemente, California
www.san-clemente.org
Meeting Date: 12/20/2022 Agenda Item: A.

Department: Public Works
Prepared By: Zak Ponsen, Assistant City Engineer
Ryan Kim, Senior Civil Engineer (Traffic)
Subject:

Consideration of traffic calming in the Coast Neighborhood - Calle Frontera, Calle Juarez, and Calle Vallarta
Fiscal Impact:

Yes. The estimated cost for the proposed traffic calming improvements is approximately $25,000.

Funding is available in the Traffic Calming Project, CIP No. 39807. If approved, the Traffic Calming Project account will have a remaining available balance of approximately $15,000.

Summary:

The Planning Commission and staff recommend that City Council approve the use of traffic calming improvements as follows: two electronic speed feedback signs on the 2900 block of Calle Frontera between Calle Cuadra and Calle Juarez; two sets of yellow advisory ‘Curve’ and ’15-MPH’ signs on Calle Juarez; and adding edge line striping on Calle Vallarta.

Background:

There is an extensive history of staff working with the Coast Homeowners Association (CHOA) to address residents’ traffic concerns within the community. The primary concerns of the homeowners are speeding on Calle Frontera and cut-through traffic. Various traffic calming measures have been implemented over the years within the Coast community such as a neighborhood speed watch program, increased police enforcement, installation of bot dots, additional speed limit signs, removal of the centerline, adding striping of an edge line, adding two median islands, and adding decorative pavers in the street. Ultimately, the bot dots were removed due to noise complaints.

On August 11, 2022, staff received a formal petition for traffic calming and speed cushions from the residents on Calle Frontera. Staff conducted the necessary speed survey studies and requested the main contact petitioner to obtain CHOA consent to the request. At that time, CHOA then contacted staff and requested the entire CHOA area be studied and that approximately 20 stop signs be added.

Per the City Traffic Calming Policy and Resource Manual (Attachment 1), City staff organized a public meeting, held on September 29, 2022, and attended by approximately 40-50 residents. At this meeting, staff discussed the Calle Frontera petition and answered questions regarding the policy and how to get other streets included. As a group, it was determined that the residents mostly wanted new traffic calming on Calle Frontera, Calle Juarez, and Calle Vallarta. Staff requested residents on those streets to formalize petitions for those streets so that all three streets could be processed simultaneously. Staff also explained that the City analyzed the intersection of Calle Juarez and Calle Frontera for a potential stop sign and found that the data results would not justify installation of a stop sign at that location. Staff also explained that stop signs should not be installed for traffic calming and CITY OF SAN CLEMENTE Page 1 of 4 Printed on 12/15/2022
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sign at that location. Staff also explained that stop signs should not be installed for traffic calming and can only be installed when traffic volumes/conflicts justify them. After the meeting, the CHOA contacted staff again to remove the CHOA request for stop signs and to proceed with other traffic calming studies (see Attachment 2).

Staff received the following formal petitions:
· Calle Frontera (August 11, 2022)
· Calle Juarez (October 4, 2022)
· Calle Vallarta (via the CHOA on October 12, 2022)
Discussion:

Staff has conducted several traffic studies from September to November 2022. These studies included collecting the Average Daily Traffic (ADT), speed surveys, collision records, warrants for stop signs, sight distance, and street grade measurements. Per the City’s Traffic Calming Policy and Resource Manual, staff is recommending the addition of electronic speed signs on Calle Frontera, cautionary ‘Curve’ and ’15-MPH’ signage on Calle Juarez, and adding edge lines on Calle Vallarta.

Calle Frontera and Calle Vallarta are residential collector streets. Both of these streets are 40 feet wide curb-to-curb, and on-street parking is permitted on both sides of the streets. Calle Juarez is a residential street whose curb-to-curb width is 38 feet, and parking is allowed on both sides. The posted speed limits are 25 mph in the above corridors.

Collision History
Recorded collision reports were obtained from the Orange County Sheriff's Department and the Statewide Integrated Traffic Records System (SWITRS) crash data. The five-year history from 2017 to 2021 shows four cases on Calle Frontera, one on Calle Vallarta, and none on Calle Juarez.

Traffic Volume and Speeding
In September and October 2022, staff collected travel speeds using radar and measured Average Daily Traffic (ADT) with road tube counting machines. The ADT on Calle Frontera was approximately 3,030 vehicles between Calle Cuadra and Calle Juarez and 600 between Calle Juarez and Calle Vallarta. The ADT on Calle Juarez was 1,700 vehicles. Attachment 3 provides the traffic survey results.

The 85th percentile speeds on Calle Frontera, Calle Juarez, and Calle Vallarta ranged from 29 to 36 mph. Calle Frontera had the highest 85th percentile speed. Approximately 20% of the vehicles on Calle Frontera traveled at 35 mph or greater, while 1.5% exceeded 42 mph during the one-week survey period. The highest numbers of speeding for one hour were 7:00 - 8:00 a.m. and 5:00 - 6:00 p.m. during the weekdays; and 11:00 a.m. - 12:00 p.m. and 3:00 - 4:00 p.m. during the weekends.

To address the speeding concerns, staff has forwarded the above speed data and requested Sheriff Services to patrol the streets for speeding.

Eligibility Analysis
Staff’s analysis determined that the lower section of Calle Frontera (south of Calle Juarez) qualifies for traffic calming measures because it scored the required 51 points from Speed Element (22 CITY OF SAN CLEMENTE Page 2 of 4 Printed on 12/15/2022
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for traffic calming measures because it scored the required 51 points from Speed Element (22 points), ADT Volume (15 points), Crashes (4 points) and Pedestrian Generators (10 points). The upper section of Calle Frontera (north of Calle Juarez), Calle Juarez, and Calle Vallarta do not qualify due mainly to their respective speeds as presented in Attachment 4.

Staff has identified two potential locations for the electronic speed feedback signs on Calle Frontera.

Based on the available line-of-sight distances in both directions and where speeding tends to occur, the proposed sign locations are determined as shown in Attachment 5.

Although Calle Juarez did not qualify for traffic calming per the City’s Traffic Calming Policy and Resource Manual, staff is recommending installing ‘Curve’ and ‘15-MPH’ advisory signs to help reduce vehicle speeds. This is depicted on Attachment 5. Calle Juarez has edge lines and centerline only exists at the intersection locations.

Calle Vallarta also did not qualify for traffic calming, but staff is recommending the addition of new edge lines to attempt to reduce vehicle speeds. Per the City’s Traffic Calming Policy and Resource Manual, edge lines are considered a traffic calming tool and studies indicate they help reduce vehicle speeds. Due to Calle Vallarta’s steep grade and curves, staff is recommending keeping the existing centerline striping as depicted in Attachment 5.

The public was notified of the Planning Commission and City Council hearings via a billing mailer from the CHOA. Several additional residents along Calle Vallarta were notified of the City Council meeting via hand-delivered notices since they are not included in the CHOA.

On December 7, 2022, the Planning Commission unanimously agreed and voted to forward staff’s recommendation to the City Council.

Plan and Policy Consistency:

The approval is consistent with the following General Plan Goals and Policies:
· M-1.08. Transportation Monitoring. We regularly monitor the transportation system and the travel needs and behavior of residents and visitors to help guide transportation decisions.
· M-1.15. Residential Quality. Protect the quality of residential areas by managing traffic volumes and speeds on residential neighborhood streets. · M-1.19. Traffic Calming. We design the circulation system serving new developments, and retrofit existing streets, where feasible, to control traffic speeds and maintain safety in all residential neighborhoods, in accordance with the City’s Street Design Standards and Traffic Calming Manual.
· M-3.04. Manage Traffic Speeds. We use a combination of effective design and traffic code enforcement to manage traffic speeds.

In addition, the project is consistent with the City’s Traffic Calming and Resource Manual, and the City’s Speed Hump Policy
Council Strategy:

The approval is consistent with Council Strategy 3 - Update and maintain infrastructure that reflects CITY OF SAN CLEMENTE Page 3 of 4 Printed on 12/15/2022
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The approval is consistent with Council Strategy 3 - Update and maintain infrastructure that reflects best available technology and service - in that the implementation of additional traffic calming improvements will update the local street network by adding designs of the City’s Traffic Calming Policy and Resource Manual.

Recommended Actions:

Planning Commission and Staff recommend that the City Council approve the following actions:

1. Installation of electronic speed feedback signs, advisory speed signs, and edge lines as illustrated in Attachment 5 of the Administrative Report, dated December 20, 2022 and on file with the City Clerk.

2. Appropriate the required funds from the Traffic Calming Project, CIP No. 39807.

Attachment:

1. City’s Traffic Calming and Resource Manual (with Speed hump Policy attached).

2. Letter from The Coast HOA dated October 11, 2022.

3. Speed and Volume Map

4. Traffic Calming Eligibility Worksheets

5. Proposed Traffic Calming Measures
Notification:

1. The Coast Home Owner’s Association

2. James Eckel, Petition Contact- 2919 Calle Frontera

3. 701-763 Calle Vallarta via hand delivered notices
CITY OF SAN CLEMENTE Page 4 of 4 Printed on 12/15/2022
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San Clemente Traffic Calming Policy and
Resource Manual

City of San Clemente
910 Calle Negocio, Suite 100
San Clemente, California 92673
2401 E. Katella Avenue, Suite 450
Anaheim, California 92806
ATTACHMENT 1
561
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Traffic Calming Policy and Resource Manual

TABLE OF CONTENTS
Introduction ........................................................................................................................... 1 Roadway Designations ......................................................................................................... 1 City of San Clemente Traffic Calming Process................................................................... 2

1. Plan Initiation ................................................................................................................. 4

2. Plan Development.......................................................................................................... 6

3. Neighborhood Support ................................................................................................. 7

4. City Council Approvals and Implementation............................................................... 8 Appendix A .......................................................................................................................... 11

1. Traditional Enforcement............................................................................................. 12

2. Speed Feedback Sign................................................................................................. 13

3. Education .................................................................................................................... 14

4. Radar Speed Trailer.................................................................................................... 15

5. Lane Narrowing........................................................................................................... 16

6. Edge Line..................................................................................................................... 17

7. Chicane/ Deviation...................................................................................................... 18

8. Angled Slow Points .................................................................................................... 19

9. Forced Turn Barriers .................................................................................................. 20

10. Gateway Treatment................................................................................................... 21

11. Mid-block Median...................................................................................................... 22

12. Modified Intersection................................................................................................ 23

13. Landscaping.............................................................................................................. 24

14. Neck Downs/Chokers ............................................................................................... 25

15. One-way Streets........................................................................................................ 26

16. Roundabouts............................................................................................................. 27

17. Traffic Circles............................................................................................................ 28

18. Raised Crosswalks ................................................................................................... 29

19. Speed Humps............................................................................................................ 30

20. Raised Intersections................................................................................................. 32

21. Partial Street Closure ............................................................................................... 33

22. Diagonal Diverters .................................................................................................... 34

23. Traversable Barriers................................................................................................. 35

24. Street Closure or Cul-de-sac ................................................................................... 36

25. Turn Restriction/Prohibition Signs ......................................................................... 37 562
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1 INTRODUCTION
The purpose of this Traffic Calming Policy and Resource Manual is to assist community leaders, City staff and residents with an understanding of the City of San Clemente’s Traffic Calming Program. One of the most persistent and emotional complaints that the City receives is speeding on residential streets. Traffic Calming is the management of traffic so that its negative impacts on residents, pedestrians and schools are minimized.

Traffic Calming elements are those traffic control devices and programs that regulate, warn, guide, inform, enforce and educate motorists, bicyclists and pedestrians. These elements include signing and striping applications, minor roadway design/construction to improve visibility and safety, enforcement by police services, public outreach and safety education. These elements promote safe and pleasant conditions for residents, pedestrians, bicyclists, and motorists on neighborhood streets. They assist in reducing vehicular traffic on local neighborhood streets, reduce the average speed of traffic on local neighborhood streets, and preserve and enhance pedestrian and bicycle access to neighborhood destinations.

The mission of a Traffic Calming Program is to improve community safety, preserve community character and enhance the local neighborhoods by working with the residents to implement solutions to concerns created by automobile traffic on neighborhood streets. Neighborhood traffic management programs are becoming standard practice for many cities around the world that are taking an active role in managing growth and making sure their roadways are safe, attractive, and convenient for all users. Citizens play an integral role in developing successful traffic management programs for their streets by working with City staff and utilizing street design tools, education, and enforcement to determine ways to attempt to manage and calm traffic.

The goal of the Traffic Calming Policy and Resource Manual will be to develop a process to assess various city streets and address problems such as speeding traffic, increased traffic volumes, and safety and provide those tools available to address and mitigate the problems.

This manual provides the necessary tools for the City of San Clemente to successfully implement Traffic Calming Programs on public streets. It provides a course to follow that will guide the users through a comprehensive process to determine the most practicable and effective mitigation for a specific problem. It provides a “tool box” of different techniques that can be used alone or in combinations with other tools to manage neighborhood traffic. Included is a summary chart, which is a useful means in selecting treatments to consider in the development stage of the process. Each tool’s description provides the user with the advantages and disadvantages of each technique and the level of effectiveness. It also lists those characteristics that it specifically addresses such as speed reduction. Although intended for use on the City’s public streets, it can be used by communities with private streets.

ROADWAY DESIGNATIONS
From the City’s General Plan Circulation Element, the roadway system in San Clemente is defined using a classification system that describes a hierarchy of facility types. The categories of roadways included in this classification system differentiate the size, 563
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2 function and capacity of the roadway links for each type of roadway. There are six basic categories in the hierarchy, ranging from "freeway" with the highest capacity to "local" streets with the lowest capacity and can be summarized as follows:

Freeway - A six- to ten-lane divided arterial roadway with full access control, grade separations at all intersections and a typical right-of-way width in excess of 150 feet, designed and maintained by the State Department of Transportation.

Major - A six-lane divided roadway with a typical right-of-way width of 120 feet and a curb-to-curb pavement width of approximately 100 feet. This classification accommodates 30,000 to 45,000 ADT (Average Daily Traffic).

Primary - A four-lane divided roadway with a typical right-of-way width of 100 feet and curb-to-curb pavement width of approximately 84 feet. This classification accommodates 20,000 to 30,000 ADT.

Secondary - A four-lane undivided roadway, with a typical right-of-way width of 80 feet and a curb-to-curb pavement width of approximately 64 feet. This classification accommodates 10,000 to 20,000 ADT.

Local Collector- A two-lane undivided roadway with a typical right-of-way width of 60 feet and a pavement width of approximately 40 feet. This category of roadway is designed to provide access to individual parcels in the City. This classification accommodates 7,500 to 10,000 ADT.

Although not specifically discussed in the Circulation Element, there is also the residential or local street designation.

Local/Residential - Two-lane streets with a typical right of way width of 40-60 feet and a pavement width of 24-40 feet. This type of roadway typically accesses residential parcels and accommodates less than 7,500 ADT.

CITY OF SAN CLEMENTE TRAFFIC CALMING PROCESS
The following is a brief outline of the process to achieve the goals of the San Clemente Traffic Calming Policy and Resource Manual. Figure 1 provides a flow chart that provides the steps that the City will follow when considering traffic calming measures.

Four major steps are shown. Depending on the particular issues, not all of the major steps may be necessary. The four major steps are:

1. Plan Initiation

2. Plan Development

3. Neighborhood Support

4. City Council Approval and Implementation
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3 565
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4 1. Plan Initiation
Citizen Request
The first component of the process is the initial request. The process would begin when a resident or group contacts City staff by telephone, letter or e-mail to discuss and make them aware of a potential neighborhood traffic problem. A resident or group may also address the City Council or Planning Commission. Problems typically would be regarding speeding, traffic volumes or traffic-related safety issues within their neighborhood. The request should describe the problem and affected area. The residents may also provide any supporting data that may have been gathered that they feel will further assist City staff with their request. The request should have the signatures of ten supporting residents in the affected area.

Traffic Engineering Staff Review
City staff reviews problem and visits the site. Staff will determine if enhanced enforcement by the Sheriffs Department or a radar speed trailer will mitigate the situation. If it is determined that this is the most effective mitigation, staff will work with the Sheriffs Department to implement and the request will be addressed with no further action. If these measures do not effectively mitigate the problems, staff will further define the area impacted by the problem.

Define Study Area
The area affected by the problem will be defined by City staff according to the petition and later refined with residents and staff’s knowledge of where the traffic-related concerns occur. Staff may contact the initiators of the petition to gain a better understanding of the neighborhood concerns. Staff will also determine whether the traffic-related issue affects multiple streets or a single street. Determining the area affected by the problem is necessary to understand where initial traffic data should be collected or if development of a plan would potentially affect other nearby streets.

Collect Initial Traffic Data
Staff will perform a more detailed field review of the area defined by the problem and collect preliminary traffic data. Traffic data collection may include the following:
x Traffic speeds
x Traffic volumes
x Three-year collision history
Traffic volumes will be collected for a minimum of 24 hours using a pneumatic hose count machine at the locations identified in the petition. The City may also conduct a radar speed survey with an unmarked vehicle so that vehicles do not slow down as soon as they see the “typical” radar trailer or an officer from the Sheriffs department in a marked car. The three-year collision history may be collected to determine the type and severity of collisions in the neighborhood. This information will be used to rank the magnitude of traffic issues. Staff will also identify parks, school, bus routes, and/or other significant characteristics of the affected area.
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5 Once the initial data has been collected, analyzed and interpreted for the affected neighborhood, staff will notify and work with the residents in the area. The impacted area may encompass a single street or multiple streets. Historically, the traffic-related issues on a single street are much simpler to address and typically involve fewer neighborhood traffic management devices. Multiple street plans include more than one affected street and will consequently require greater resources to implement and have the potential to affect a greater number of residents.

Determine Eligibility for Traffic Calming Tools
Staff will utilize a point system to determine if the residential neighborhood qualifies for traffic calming treatments. The table below shows how a value is assigned to each data element.

When data such as speed and volume is gathered at more than one location within the neighborhood, points will be assigned for each location and then averaged to ensure equitable comparisons.

Data Element Points Basis for Points
Speed 0 to 30 Extent that 85th percentile* speeds exceed speed limit; 2 points assigned for every 1 mph over speed limit
ADT Volume 0 to 25
1 point for every 25 vehicles over 500 ADT for local residential streets or 1 point for every 100 vehicles over 1500 ADT for collector residential streets.

Crashes 0 to 15 1 point for every nonfatal crash and 5 points for every fatal crash recorded by the Sheriff’s Department in the last 3 years Pedestrian
Generators 0 to 20 5 points for every school, park, beach, bus stop, community center, library, or other public facility within the impact area Sidewalks or
pathways 0 to 10
5 points if there are not continuous sidewalks or pathways on one side of all local residential streets or both sides of all collectors; 10 points if there are no sidewalks
Discretionary
Factors 0 to 10
Up to 10 points may be awarded by the City Manager for
additional data provided by residents, percentage of residents in support, and other factors.

Total Points
Possible 100
*The 85th percentile speed is the speed at or below which 85 percent of the vehicles travel.

A minimum total score of 51 points is required for the residential neighborhood to qualify for traffic calming treatments. If it is not eligible or it is determined that there are no tools available to address the problem, no further action will be taken. 567
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6 For arterial streets, the following minimum eligibility guidelines must be satisfied in order to proceed further with the process:

1. The 85th percentile speed is at least 9 mph above the prima-facie speed limit

2. Peak hour traffic volume is between 1000 and 2000 vehicles

3. Roadway has a minimum length of one-half mile
Priority System
If the eligibility guidelines are met, the City will rank the various petitions when cumulative applications exceed current staff resources. The highest ranked applications may then move to the next step in the process with current staff or outside consultants.

2. Plan Development
Notifying the Neighborhood
At this time, staff has determined that traffic calming measures may be warranted. The residents/property owners in the neighborhood impacted by the problem will be notified that the City is investigating and considering implementing one or more traffic calming measures in their neighborhood that may directly or indirectly affect them. This notification may be either by direct mail or hand delivered notices to all impacted stakeholders in the neighborhood.

Neighborhood Meeting
City staff will schedule a neighborhood meeting with those residents and stakeholders impacted by the problem. At this meeting, staff will present the attendees with an overview of the City’s Traffic Calming program process. The traffic-related concerns will be presented and discussed to define the objectives. A map of the affected area will be presented and potential types of various traffic calming devices will be discussed. Staff will review the analysis of the available data and may present an initial plan to mitigate the traffic concerns raised by the residents in the petition. Any other supplemental traffic data needs required for the process will be identified and the course of action necessary to procure such data will be defined.

Staff will provide information to the neighborhood residents about the various possible funding options for traffic calming in the City. It may be necessary to schedule more than one meeting to meet the objectives outlined in the City’s Plan Development phase of the traffic calming process.

Plan Development
City staff will further review the data previously collected and any new data obtained as a result of the neighborhood meeting(s). Staff will revisit their initial recommendations and formulate any new or additional recommendations to mitigate the traffic problem in the impacted area.

Neighborhood input will be taken into consideration during this step of the process.

City staff will then identify and select from the toolbox those devices that treat the issues surrounding the particular traffic problem in accordance with the eligibility guidelines.

Consult Affected Agencies
Once engineering staff has determined that the program meets the eligibility requirements and has developed a plan they feel appropriately addresses the traffic-related issues, feedback will 568
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7 be solicited from other agencies that may be potentially affected by the plan. The intent of this process is to identify concerns and potential modifications to the plan. Agencies to be contacted may include:
x Orange County Fire Authority
x Orange County Sheriff’s Department
x Orange County Transit Authority (OCTA)
x Capistrano Unified School District
Define the Area Impacted by the Solution
Once staff has identified the problem, determined the area impacted by the problem, identified the traffic calming program to address the problem, met and received input from affected residents and stakeholders, staff will determine the areas impacted by the solution. This will include the area impacted by the problem in addition to those areas that may be impacted by the solution. History has shown that solving a traffic problem in one neighborhood may cause the problem to relocate to another area in close proximity. Not all traffic calming devices have this potential, but some do. Staff will determine if the proposed traffic calming devices may have an impact on surrounding areas not defined in the area impacted by the problem. This step is critical in gathering support from all of those affected by not only the problem, but also the solution.

3. Neighborhood Support
Neighborhood Meeting
Staff will schedule a meeting with those impacted by the problem and those impacted by the solution. At this point, staff has already met with those impacted by the problem and received their comments and concerns. In addition, traffic engineering staff have reviewed additional information as well as received responses from the affected agencies. This information is used to either solidify the proposed traffic calming program or require refinements to what was previously envisioned as a viable solution.

Staff will review the draft plan with those in attendance at the meeting. Further input from the affected neighborhood residents and stakeholders will be requested. Again, residents will be asked to provide input on any aesthetic enhancements as part of the traffic calming devices that they feel would be beneficial to the neighborhood.

Staff may revise the traffic calming plan based upon feedback from the neighborhood. If it was determined that there is not consensus, traffic engineering staff may stop any further action, proceed back to the Plan Development stage or proceed to the Planning Commission.

Staff will provide the estimated cost of the proposed plan and discuss the funding options to implement the plan. The neighborhood residents can also determine what type if any aesthetic improvements they desire and are willing to fund as part of the implementation of the traffic calming plan.

Planning Commission
City staff will present the proposed traffic calming plan to the Planning Commission for review, 569
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8 comment and recommendation to the City Council.

4. City Council Approvals and Implementation
After the Planning Commission has been presented with the proposed traffic calming plan, staff will present it to the City Council for recommendation and approval. The staff report will provide the steps taken to establish the proposed plan, provide expected results and discuss neighborhood support, affected agency feedback and the estimated cost to implement the plan.

In addition, any outside funding sources will be identified along with the process through which to procure these funds and the estimated time frame to do so.

The City Council will then make its decision based on the staff report and any feedback that may be received during the public hearing at the City Council meeting.

If the City Council does not approve the proposed traffic calming plan, a decision will be made to either stop the process or go back to the Plan Development step and reconsider alternative traffic calming devices and redefine the proposed plan. If the City Council approves the proposed plan as presented or with modifications, funding options will be considered.

Funding Options
The City Council may direct staff to proceed with implementing the proposed program with existing City funds. It may also choose this option with the understanding that the neighborhoods affected by the proposed plan will provide additional funds to further aesthetically enhance the proposed traffic calming devices. In addition, it may be determined in the Neighborhood Meetings that the affected neighborhoods have volunteered to fund the entire program implementation.

The City Council may also choose to approve the proposed traffic calming program, but delay its implementation until funds are available. This may involve approval of the program with direction to City staff to incorporate the respected program improvement into the City’s Capital Improvement Program (CIP). When the funds are programmed for this project, staff will proceed with project implementation.

Environmental Review & Design
The first step in implementing the approved traffic calming program will be to determine if any environmental documentation is necessary in accordance with the California Environmental Quality Act (CEQA) and/or the National Environmental Policy Act (NEPA). CEQA is the state mandated environmental program and NEPA is the federal mandated environmental program. If deemed necessary, City staff will prepare the necessary documents to meet the guidelines established through either or both CEQA/NEPA.

Staff will then begin the design stage of the implementation process by preparing plans specifications and estimates (PS&E). These are the construction documents necessary for a contractor to construct the improvements determined for a particular traffic calming program.

Once the City Engineer has approved the PS&E, staff will advertise and solicit bids from qualified contractors to construct the respective traffic calming devices.

Construction
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9 The contractor will construct the devices identified in the PS&E package in accordance with all applicable standards, specifications and requirements. These devices may be temporary or permanent installations depending on what was defined in the proposed traffic calming program and the scope of the PS&E.

Post Project Evaluation
After construction of the approved traffic management plan improvements, traffic engineering staff will rely on the community members, the sheriffs department and field observations for feedback on the constructed devices. Based on this feedback, the City will determine the next steps, if any. For example, the approved plan may have produced reasonable and satisfactory results and therefore there is nothing further for the City to do. This evaluation will also assist staff in addressing future traffic problems in other areas. It will serve as a “lesson learned” synopsis.

If the approved plan has not produced reasonable and satisfactory results, the following options are available:
x Take no further action
x Collect additional traffic data
x Modify constructed devices
x Implement additional traffic calming measures
The following table provides a list of the devices presented in the Tool Box (Appendix A). It identifies the device, the direct and indirect issue it addresses, and provides a range of expected costs to implement. These costs are based on the typical application and will vary depending on such factors as street width, length, environmental issues, aesthetic enhancements and if right-of-way acquisition is necessary. They are provided only as a guideline and as discussed in the process, more detailed cost estimates will be prepared for each proposed traffic calming program.
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10 Toolbox Item
Speed
Reduction
Volume
Reduction
Improves
Safety
Increase in
Noise and
Pollution
Local Streets
(Residential)
Collector/
Secondary
Streets
Arterial
Streets
Estimated
Construction
Cost
1 Enforcement (Visible
& Active Police
Presence)
X I X X X X Indirect
2 Speed Feedback Sign X I X X X X $8,000 - $10,000
3 Neighborhood Traffic
Safety Campaign
(Education)
X O X X X Varies
4 Radar Trailer X I X X X X Indirect
5 Lane Narrowing X I O X X X $10,000 - $25,000
6 Edge Line X I O X X X $2,500 - $5,000
7 Chicane/Deviation X O X X $15,000 - $35,000
8 Angled Slow Points X O X O $12,000 - $20,000
9 Forced Turn Islands,
Barriers,
Channelization
I X X X $4,500 - $10,000
10 Gateway Treatment X I X X O $15,000 - $20,000
11 Mid-Block Median X O X X X $7,500 – $25,000
12 Modified Intersection X I X X X $7,500 - $15,000
13 Landscaping X I X X X Varies
14 Neck downs/Chokers X O X X $40,000 - $60,000
15 One-way Streets I X X X $2,000 - $7,500
16 Roundabouts (singlelane) X O X O $150,000 -
$200,000
17 Traffic Circle X O X X O $12,000 - $20,000
18 Raised Crosswalk X O X Midblock $5,000 - $7,500
19 Speed Humps X X X Midblock
Midblock $2,500 - $5,000
20 Raised Intersections X O X X $50,000 - $75,00
21 Partial Street Closure X X X X $5,000 - $15,000
22 Full/Diagonal
Diverters X X X X $25,000 - $50,000
23 Traversable Barriers X X $20,000 - $40,000
24 Full Closures, Cul-de
Sacs X X X $30,000 - $75,000
25 Turn Restriction Signs I X X X O O $1,000 - $3,000
X Appropriate O Moderately Appropriate I Indifferent
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11 APPENDIX A
Traffic Calming Tool Box
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12 1. Traditional Enforcement
This is the periodic monitoring of speed and other violations by the police department in a highly visible way to deter and prevent unacceptable driver activity. This is a medium to high cost tool.

Advantages:
x Good temporary public relations tool
x Serves to inform the public that speeding is undesirable behavior for which there are consequences.
x Quick Implementation
Disadvantages:
x Effects are not permanent
x Enforcement is an expensive tool
Criteria:
x Local, collector and arterial street
Level of Effectiveness
Safety Speed
Reduction
Volume
Reduction
Local or
Collector Pollution Cost Emergency Service
Possible
Improvement Temporary No Both N/A Indirect N/A
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13 2. Speed Feedback Sign
Speed feedback signs perform the same functions as radar trailers but are permanent. Realtime speeds are relayed to drivers and flash when speeds exceed the limit. Speed feedback signs are typically mounted on or near speed limit signs and can be mobile units.

Advantages:
x Real-time speed feedback
x Does not physically slow emergency vehicles or buses
x Permanent Installation
Disadvantages:
x May require a power source
x Only effective for one direction of travel
x Long-term effectiveness uncertain
Criteria:
x Two lane, two-way roadway or single lane one-way roadway Level of Effectiveness
Safety Speed
Reduction
Volume
Reduction
Local or
Collector Pollution Cost Emergency Service
Possible
Improvement Yes No Both SmallDecrease
$8,000-
$10,000 No Impact
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14 3. Education
Traffic safety campaigns for a particular neighborhood usually consist of informational leaflets, fliers or letters sent out to residents and schools.

These may show information on current travel speeds within the area with a request that neighbors adhere to posted speed limits and other traffic laws such as stopping at stop signs etc. It is not clear whether these measures actually result in safer driving conditions or whether they are effective in the reduction of traffic speeds. They target neighborhood residents so speeding resulting from non-local cut-through traffic is not affected.

Advantages:
x Helps to make residents aware of problems
x May offset some complaints from some residents
x Signs may enhance the residential nature of an area if used with other measures. x May make residents aware of a potential safety problem Disadvantages:
x Effectiveness of these measures has not been verified x There may be other more effective measures to use
Criteria:
x None
Level of Effectiveness
Safety Speed
Reduction
Volume
Reduction
Local or
Collector Pollution Cost Emergency Service
Possible
Improvement Possible N/A N/A N/A Varies No Effect
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15 4. Radar Speed Trailer
This is a mobile trailer-mounted radar display that measures each approaching vehicle’s speed and displays it next to the legal speed limit in clear view of the driver. This element is applicable on any street where speeding is a problem and can be moved from location to location easily.

Advantages:
x Educational tool
x Good public relations for neighborhoods
x Portable
x Effective for temporary speed reduction needs
x Quick implementation
Disadvantages:
x Not self-enforcing
x Duration of effectiveness is limited
x May require temporary lane closures
x Subject to vandalism
Criteria:
x Two to four lane, two-way roadway or single lane one-way roadway x Local, Secondary and arterials
Level of Effectiveness
Safety Speed
Reduction
Volume
Reduction
Local or
Collector Pollution Cost Emergency Service
Possible
Improvement Yes No Both N/A Indirect No Effect
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16 5. Lane Narrowing
Curb extensions at midblock or intersection corners that narrow a street by extending the sidewalk or widening the planting strip
Advantages:
x Minor inconveniences to drivers
x Minimal inconvenience to local traffic
x Good for pedestrians due to shorter crossing distance x Slows traffic without seriously affecting emergency response time x Reduces pedestrian crossing width and increases visibility of pedestrian x Single lane narrowing reduces vehicle speed and through traffic Disadvantages:
x May impact parking and driveway access
x Unfriendly to cyclists unless designed to accommodate them x Conflict between opposing drivers arriving simultaneously could create problems.

Criteria:
x Local and collector streets over 32 feet wide with less then 7,500 vehicles per day x Street must have a speed limit of 30 mph or less
Level of Effectiveness
Safety Speed
Reduction
Volume
Reduction
Local or
Collector Pollution Cost Emergency Service
Possible
Improvement Yes Possible Local Small
Increase
$10,000 -
$25,000 No Effect
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17 6. Edge Line
Lane striping can be used to create formal bicycle lanes, parking lanes, or edge lines. As a neighborhood traffic management measure, they are used to narrow the travel lanes for vehicles, thereby inducing drivers to lower their speeds.

Advantages:
x Inexpensive
x May reduce speed
x May increase safety for pedestrians and cyclists
x Low maintenance
x Does not slow emergency vehicles
Disadvantages:
x May not be as effective as other more structured techniques x Requires regular maintenance
Criteria:
x Local and collector streets with a minimum width of 32 feet and less then 10,000 vehicles per day
x With and without parking
x Street must have a speed limit of 35 mph or less
Level of Effectiveness
Safety Speed
Reduction
Volume
Reduction
Local or
Collector Pollution Cost Emergency Service
Possible
Improvement Possible No Both NoEffect
$2,500 -
$5,000 No Effect
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18 7. Chicane/ Deviation
Chicanes are sometimes called deviations, serpentines, reversing curves and twists. Chicanes are curb extensions that alternate from one side of the street to the other, forming S-shaped curves. Chicanes can also be created by alternating on-street parking, either diagonal or parallel, between one side of the street and the other. Each parking bay can be created either by restriping the roadway or by installing raised, landscaping islands at the ends of each parking bay.

Good for locations where speeds are a problem but noise associated with Speed Humps and related measures would be unacceptable.

Advantages:
x Provides a greater visual obstruction
x Pedestrians have a reduced crossing distance
x Imposes minimal inconveniences to local traffic
x Cost is dependent on length
x Are easily negotiable by large vehicles (such as fire trucks) except under heavy traffic conditions
Disadvantages:
x Curb realignment and landscaping can be costly, especially if there are drainage issues x Must be designed carefully to discourage drivers from deviating out of the appropriate lane x May require the elimination of some on-street parking Criteria:
x Local streets over 32 feet wide with less than 7,500 vehicles per day x Two lane, two-way streets or one lane one-way streets x Not on regularly used by emergency vehicles or a bus route x Street must have a speed limit of 30 mph or less
Level of Effectiveness:

Safety Speed
Reduction
Volume
Reduction
Local or
Collector Pollution Cost Emergency Service
Possible
Improvement Yes Possible
Local
Collector
(Possibly)
Small
Increase
$15,000-
$35,000
Possible
Problems
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19 8. Angled Slow Points
An Angled slow point is a variant of a chicane or one-lane choker. An angled deviation to deter the path of travel so that the street is not a straight line (by the installation of offset curb extensions).

Advantages:
x Reduces vehicle speed
x More effective when used in a series
x Imposes minimal inconveniences to local traffic
x Provides space for landscaping
x Provides a visual obstruction
Disadvantages:
x Landscaping needs to be controlled to ensure visibility is not reduced x Contrary to driver expectation of unobstructed flow
x Can be hazardous for drivers and cyclists if not designed and maintained properly x Confrontation between opposing drivers arriving simultaneously may create problems x Double lane application is less effective in controlling speeds than single lane because drivers can create a straighter through movement by driving over centerline x Increases area of landscaping to be maintained by residents Criteria:
x Local and collector streets over 26 feet wide with less than 3000 vehicles per day x Two lane two-way roadways
x Not on routes regularly used by emergency vehicles or on bus routes x Street must have a speed limit of 30 mph or less
Level of Effectiveness:

Safety Speed
Reduction
Volume
Reduction
Local or
Collector Pollution Cost Emergency Service
Possible
Improvement Yes Possible Local Small
Increase
$12,000-
$20,000
Possible
Problem
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20 9. Forced Turn Barriers
These are traffic islands or curbs specifically designed to prevent traffic from making certain movements at an intersection or to force the traffic into specific patterns. They are sometimes referred to as "Pork Chops" or right-turn islands.

Care should be taken to evaluate the effects of diverted traffic on adjacent streets. Problems could be simply transferred from one location to another.

Advantages:
x Potential to reduce traffic speed
x Reduces traffic volumes
x Can be used to reduce cut-through traffic
x Self-enforcing
x Landscaping possible
Disadvantages:
x May reduce access for emergency vehicles
x Diversion to longer routes may cause inconvenience to and be opposed by affected residents
x Care needed if placed on transit routes
x Access to residences may also be adversely affected
x May transfer problems elsewhere
x Need to allow bicycle access
Criteria:
x Local and collector streets
x Two lane, two-way streets or single lane one-way street x Intersection leg with diverter must be stop controlled x Not on routes regularly used by emergency vehicles or a bus route Level of Effectiveness:

Safety Speed
Reduction
Volume
Reduction
Local or
Collector Pollution Cost Emergency Service
Possible
Improvement Possible Yes Both Small
Increase
$4,500-
$10,000
Possible
Problem
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21 10. Gateway Treatment
A gateway is a special entrance that reduces the width of a travel way, often implementing the use of islands. It is usually placed in a roadway to define the entry to a residential area and/or to narrow each direction of travel and interrupt the view path along the center of the roadway.

Advantages:
x High visibility to motorists to notify change in roadway nature x May discourage cut-through traffic
x Helps slow traffic
Disadvantages:
x Will increase need for maintenance
x May necessitate removal of parking
Criteria:
x Local and collector streets over 26 feet wide
x Significant entrances to neighborhood or commercial area Level of Effectiveness
Safety Speed
Reduction
Volume
Reduction
Local or
Collector Pollution Cost Emergency Service
Possible
Improvement Unlikely MixedResults Both NoEffect
$15,000-
$20,000
Possible
Problems
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22 11. Mid-block Median
Mid-block medians are sometimes referred to as center island narrowing, median slow points, or median chokers. Raised islands located along the centerline of a street that narrow the travel lanes at that location
Advantages:
x Are often nicely landscaped to provide visual amenity and neighborhood identity x Provides a mid-point refuge for pedestrian crossings
x Sometimes used on wide streets to narrow travel lanes x Provides a barrier between lanes of traffic
x Works well when combined with crosswalks
Disadvantages:
x May reduce parking and driveway access
x May also limit line of sight (visibility)
x Increased maintenance
Criteria:
x Local and collector streets over 32 feet wide with less than 10,000 vehicles per day x Two lane, two-way streets
x Street must have a speed limit of 30 mph our less
Level of Effectiveness:

Safety Speed
Reduction
Volume
Reduction
Local or
Collector Pollution Cost Emergency
Service
Possible
Improvement No Possible Both No
Effect
$7,500-
$25,000
Possible
Problems
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23 12. Modified Intersection
Median devices that force turns by motorists
Advantages:
x Reduces vehicle speed
x Changes driving patterns
x Necessary to enforce changes in priority from one street to another x Reduces through traffic
x May provide space for landscaping
Disadvantages:
x May increase response times for emergency vehicles
x Reduces access to properties for residents
x May increase trip length for some residents
x Can be aesthetically unattractive if not landscaped
Criteria:
x Local and collector streets forming a T-intersection and not on a primary street x Street width greater than 26 feet
x Street must have 5000 vehicles per day or less
x Street must have a speed of 35 miles per hour or less Level of Effectiveness:

Safety Speed
Reduction
Volume
Reduction
Local or
Collector Pollution Cost Emergency Service
Possible
Improvement Yes Possible Both SmallIncrease
$7,500-
$15,000
Possible
Effects
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24 13. Landscaping
Treatment to a streetscape that focuses on visual aspects, landscaping and dimensional changes to communicate a sense of neighborhood and helps make motorist aware of a change in driving environment.

Advantages:
x Positive indication of a change in environment from arterial road to residential street x Reduces entry speed
x May reduces pedestrian crossing distances
x Helps give neighborhood a sense of identity
x Allows neighborhood’s creativity and participation in design Disadvantages:
x May increase maintenance responsibility. This can be eliminated if the community is responsible to maintaining the landscaping.

Criteria:
x Local, collector and arterial streets
x Existing median or a minimum street width of 32 feet
x Landscaping cannot impeded sight distance
Level of Effectiveness:

Safety Speed
Reduction
Volume
Reduction
Local or
Collector Pollution Cost Emergency Service
Possible
Improvement Possible No Both NoEffects Varies No Effect 586
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25 14. Neck Downs/Chokers
Neck downs, also known as nubs, bulbouts, knuckles, intersection narrowings, corner bulges, and safe crosses. Neck downs are curb extensions at intersections that reduce the roadway width from curb to curb. They "pedestrianize" intersections by shortening crossing distances for pedestrians and drawing attention to pedestrians via raised peninsulas. They also tighten the curb radii at the corners, reducing the speeds of turning vehicles.

They are good for intersections with substantial pedestrian activity and areas where vertical traffic calming measures would be unacceptable because of noise considerations.

Advantages:
x Improve pedestrian circulation and space
x Through and left-turn movements are easily negotiable by large vehicles x Create protected on-street parking bays
x Reduce speeds, especially for right-turning vehicles
x Shorter crossing distance for pedestrians
Disadvantages:
x Effectiveness is limited by the absence of vertical or horizontal deflection x May slow right-turning emergency vehicles
x Mary require bicyclists to merge with vehicular traffic x They may require the elimination of some on-street parking near the intersection Criteria:
x Streets wider than 26 feet with or without parking or wide curb lanes with 20,000 vehicles or less per day
x Intersections where there is low truck volume and other large vehicles x Near schools or other areas of high pedestrian volumes x Street must have a speed limit of 35 mph or less
Level of Effectiveness:

Safety Speed
Reduction
Volume
Reduction
Local or
Collector Pollution Cost Emergency Service
Possible
Improvement Yes Possible Both Small
Increase
$40,000-
$60,000 No Effect
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26 15. One-way Streets
One-way Streets and associated signs are used to restrict all through traffic in a given direction on particular streets. When used on a series of streets they can be effectively used to prevent cut-through traffic.

One-way couplets or pairs of one-way streets going in two directions are not usually used for traffic calming because they often cause an increase in traffic speed. All one-way streets have the potential to increase travel speed and they may need to be used in conjunction with other speed control devices to offset this. It is important to obtain resident input in any plan to implement one-way streets because access routes to properties on or near the streets can be affected.

Advantages:
x Simplify crossing for pedestrians
x Can be used to prevent cut-through traffic
x May provide room for a bike lane
x May allow more on-street parking to be added
Disadvantages
x May increase travel speeds
x May cause inconvenience for residents and emergency response x Best used with other speed reduction measures
x May affect adjacent streets and intersections
Criteria:
x Local, collector and arterial streets
x Preferably two parallel one-way streets
Levels of Effectiveness:

Safety Speed
Reduction
Volume
Reduction
Local or
Collector Pollution Cost Emergency
Service
Possible
Improvement No Possible Both No
Effect
$2,000-
$7,500 No Effect
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27 16. Roundabouts
Roundabouts require traffic to circulate counterclockwise around a center island. Unlike traffic circles, roundabouts are used on higher volume streets to allocate right-of-way between competing movements. Vehicles in the circle have the right-of-way and those entering must yield.

Advantages:
x Can moderate traffic speeds on an arterial
x Are generally aesthetically pleasing if well landscaped x Enhanced safety compared to traffic signals, 2-way and 4-way stops x Can minimize queuing at the approaches to the intersection x Are less expensive to operate than traffic signals
Disadvantages:
x May be difficult for large vehicles (such as fire trucks) to circumnavigate x Must be designed so that the circulating lane does not encroach on the crosswalks x May require the elimination of some on-street parking x Landscaping must be maintained, either by the residents or by the municipality Criteria:
x Use on streets over 26 feet wide with 16,000 vehicles per day or less x Local, collector and arterial streets
x Intersections with 3 to 8 legs and adequate right of way x Locate at intersection before or after the one where large vehicles have to turn x Streets must have a speed limit of 45 mph or less
Levels of Effectiveness:

Safety Speed
Reduction
Volume
Reduction
Local or
Collector Pollution Cost Emergency Service
Improved Yes at
Intersection Possible Both SlightIncrease
$150,000-
$200,000
Possible
Problems
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28 17. Traffic Circles
Traffic circles are a raised island located in the center of an unsignalized intersection. Drivers must maneuver around the central island rather than proceeding straight. Traffic circles replace two and four way stop controls on local streets.

Advantages:
x Reduce vehicle crashes compared to stop signs
x Are generally aesthetically pleasing if well landscaped x Enhanced safety compared to traffic signals, 2-way and 4-way stops Disadvantages:
x May be difficult for large vehicles
x Wrong way left turns could be problematic on busy residential or collector roads x Landscaping must be maintained, either by the residents or by the municipality Criteria:
x Local streets over 26 feet wide with less than 10,000 vehicles per day x Intersections with 4 legs that intersect at 90 degree angles x Street must have a speed limit of 35 mph or less
Levels of Effectiveness:

Safety Speed
Reduction
Volume
Reduction
Local or
Collector Pollution Cost Emergency Service
Improved Yes at
Intersection Possible Both SlightIncrease
$12,000-
$20,000
Possible
Problems
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29 18. Raised Crosswalks
Raised crosswalks are Speed Tables outfitted with crosswalk markings and signage to channelize pedestrian crossings, providing pedestrians with a level street crossing. Also, by raising the level of the crossing, pedestrians are more visible to approaching motorists.

Raised crosswalks are good for locations where pedestrian crossings occur at haphazard locations and vehicle speeds are excessive.

Advantages:
x Improve safety for both pedestrians and vehicles
x Can have positive aesthetic value if well designed
x Are effective in reducing speeds, though not to the extent of speed humps Disadvantages:
x Textured materials, if used, can be expensive
x Impacts on drainage needs to be considered
x May increase noise and air pollution
Criteria:
x Local or collector street with 7,500 vehicles per day or less x Marked, unsignalized pedestrian crossings only
x Street must have a speed limit of 35 miles per hour or less Levels of Effectiveness:

Safety Speed
Reduction
Volume
Reduction
Local or
Collector Pollution Cost Emergency
Service
Increase for
Pedestrians Yes Possible Both Slight
Increase
$5,000-
$7,500
Possible
Effect
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30 19. Speed Humps
Speed humps are rounded raised areas placed across the roadway. They are generally 10 to 14 feet long (in the direction of travel), making them distinct from the shorter “speed bumps” found in many parking lots, and are 3 to 4 inches high. The profile of a speed hump can be circular, parabolic, or sinusoidal. They are often tapered as they reach the curb on each end to allow unimpeded drainage.

Advantages:
x Relatively inexpensive
x Relatively easy for bicycles to cross if designed appropriately x Very effective in slowing travel speeds
x Good for locations where very low speeds are desired and reasonable Noise and fumes are not a major concern
Disadvantages:
x Cause a “rough ride” for all drivers
x Force large vehicles, such as emergency vehicles and those with rigid suspensions, to travel at slower speeds
x May increase noise and air pollution
x Have questionable aesthetics
Criteria:
x Local streets not on Circulation Element of the General Plan x Street shall be at least 1200 feet long
x Street shall not be a truck route
x Street shall have a maximum Average Daily Traffic (ADT) of 3000 vehicles per day x Street must have a longitudinal grade of 5% or less within 250 feet of proposed hump x Street must have a paved width of 40 feet or less
x Street must have a maximum speed limit of 25 mph
x Street shall have 15 or more buildings fronting on one side or a total or 20 or more fronting both sides of the street
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31 Speed Humps – Cont.

Level of Effectiveness:

Safety Speed
Reduction
Volume
Reduction
Local or
Collector Pollution Cost Emergency Service
Possible
Improvement Yes Possible Both SmallIncrease
$2,500-
$5,000
Possible
Problems
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32 20. Raised Intersections
These are raised areas, which cover the entire intersection. They have ramped edges on all approaches and exits and can incorporate textured paving materials on the flat section.

The raised section is usually at sidewalk height or may be slightly below to provide a ridge for the visually disabled pedestrian. They make the entire intersection area a pedestrian oriented zone and are benefit from not impacting parking. They are a moderately expensive measure.

Raised intersections, sometimes called raised junctions, intersection bumps or plateaus.

Advantages:
x Improve safety for both pedestrians and vehicles
x Can have positive aesthetic value if well designed
x Can calm two streets at once
x Good for intersections with substantial pedestrian activity x Good for areas where other traffic calming measures would be unacceptable because they take away scarce parking spaces
Disadvantages:
x Tend to be expensive, varying by materials used
x Impact to drainage needs to be considered
x Less effective in reducing speeds than Speed Humps, Speed Tables, or Raised Crosswalks Criteria:
x Local and collector streets of any width with 10,000 vehicles per day or less x Streets must have a speed limit of 35 mph or less
x Not on routes regularly used by emergency vehicles and on bus routes Levels of Effectiveness:

Safety Speed
Reduction
Volume
Reduction
Local or
Collector Pollution Cost Emergency Service
Possible Yes Possible Both Small
Increase
$50,000-
$75,000
Possible
Problems
594
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33 21. Partial Street Closure
Semi-diverters are extensions from the curb or islands - usually extending from a corner of an intersection that block one directional lane of the street.

They are used to prevent drivers from making certain turn movements at an intersection. Semidiverters can effectively reduce traffic volumes on a street although the diverted traffic may impact adjacent streets. Semi-diverters are very effective in reducing volumes at specific locations. Semi-diverters affect all drivers, including local residents. Thus, care must be taken to consider the impacts on alternative routes as well as neighborhood access routes.

Advantages:
x Reduces traffic volume
x Maintains access for residents
x Reduces cut-through traffic
x Reduces crossing distance for pedestrians
x Landscaping possible
x OK for emergency vehicles
Disadvantages:
x May divert traffic to parallel streets
x May increase trip length for some residents
x 1-2 curbside parking spaces lost
Criteria:
x Local and collector streets of any width with 5,000 vehicles per day or less x Not on routes regularly used by emergency vehicles and on bus routes x Streets must have a speed limit of 35 mph or less
Levels of Effectiveness:

Safety Speed
Reduction
Volume
Reduction
Local or
Collector Pollution Cost Emergency Service
Possible Possible Possible Both Slight
Increase
$5,000-
$15,000
Possible
Problems
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34 22. Diagonal Diverters
Diagonal road closures are closed to motor vehicles but traversable by pedestrians and bicyclists. A barrier placed diagonally across a four-legged intersection, interrupting traffic flow across the intersection.

Advantages:
x Reduces traffic speed
x Reduces traffic volumes
x Reduces cut-through traffic
x Self-enforcing
x Enhanced landscaping opportunities possible
Disadvantages:
x May reduce access for emergency vehicles
x Diversion to longer routes may cause inconvenience to and be opposed by affected residents x Not suitable on transit routes
x Landscape Maintenance costs
Criteria:
x Local streets of any width with 5,000 vehicles per day or less x Not on routes used regularly by emergency vehicles or on bus routes x Streets must have a speed limit of 35 mph or less
Levels of Effectiveness:

Safety Speed
Reduction
Volume
Reduction
Local or
Collector Pollution Cost Emergency Service
Possible
Improvements Yes Yes Both SmallIncrease
$25,000-
$50,000
Possible
Problems
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35 23. Traversable Barriers
A Traversable Barrier is closed to motor vehicles but traversable by emergency vehicles.

A barrier placed across any portion of a street that is traversable by bikes, pedestrians, in-line skaters, and emergency vehicles, but not by motor vehicles.

Advantages:
x Reduces traffic volumes
x Allows two-way traffic in the remainder of the street x Provides space for landscaping
x Improves safety for all the street users
x Maintains pedestrian and bike access
Disadvantages:
x Reduces emergency vehicle access as they have to drive around barrier with care x Compliance with semi-diverters is not 100%
x Reduces access to properties for residents
x May increase trip length for some residents
x May be perceived as an inconvenience by some neighbors and an unwarranted restriction by the general public
x May increase traffic volumes on other streets
Criteria:
x Local street of any width with 5,000 vehicles per day or less x Street must have a speed limit of 30 mph or less
x Not on routes regularly used by emergency vehicles or on bus routes Levels of Effectiveness:

Safety Speed
Reduction
Volume
Reduction
Local or
Collector Pollution Cost Emergency Service
Improvement Yes Yes
Local &
Possible
Collector
Small
Increase
$20,000-
$40,000 No Effect
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Traffic Calming Policy and Resource Manual
36 24. Street Closure or Cul-de-sac
Full street closures are barriers placed across street to completely close the street to throughtraffic, usually leaving only sidewalks open.

Advantages:
x Reduces traffic volumes
x Eliminates through traffic
x Reduces speed of the remaining vehicle
x Improves safety for all the street users
x Pedestrian and bike access maintained
Disadvantages:
x Requires legal procedures for closure
x Reduces emergency vehicle access
x Reduces access to properties for residents
x May be perceived as an inconvenience by some neighbors and an unwarranted restriction by the general public
x May increase traffic volumes on other streets
Criteria:
x Local streets of any width with 5,000 vehicles per day or less x Streets where few properties are accessed from the street Level of Effectiveness:

Safety Speed
Reduction
Volume
Reduction
Local or
Collector Pollution Cost Emergency Service
Possible
Improvement Yes Yes Both NoEffect
$30,000-
$75,000
Possible
Problems
598
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37 25. Turn Restriction/Prohibition Signs
Turn restrictions prohibit movements at designated intersections - often during specified peak hours. Full-time turn restrictions are not as effective. Compliance is a problem with un-enforced turn-restrictions with about 50% violation. Enforced restrictions have about 20% violations rates.

Like one-way streets, turn restrictions can result in inconvenience to residents by making access to some properties indirect, and they may affect emergency response times. However, they can be used effectively to control cut-through traffic.

Advantages:
x Can be used to prevent cut-through traffic
x Most effective if limited to peak hours
x Relatively low cost option
Disadvantages:
x May have enforcement problems
x May affect adjacent street intersections
x May cause inconvenience for residents and emergency response x More affective with active enforcement
Criteria:
x Local, collector and arterial streets
Levels of Effectiveness:

Safety Speed
Reduction
Volume
Reduction
Local or
Collector Pollution Cost Emergency Service
Unknown No Yes Both None $1,000-
$3,000 Yes
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38 Sources:

TrafficCalming.org
ITE.org
Los Angeles County
San Jose Traffic Calming Toolkit, Nov. 2001
Collier County Neighborhood Traffic Management Program, City of Encinitas Neighborhood Traffic Management Program, April 2004 600

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San Clemente Speed Hump Policy
Background:

Increased traffic volumes and speeding vehicles along residential streets often prompt citizen concern and protests, even where traffic volumes are not particularly large. While neighborhood streets are typically public property, and thus belong to everyone, most of residents feel an ownership of these streets and therefore take vocal exception to discourteous drivers.

Excessive speed is a frequent resident complaint. Negative reaction to speed is often a translation of concern over safety. Even though high speed vehicles may be occasional, they are seen as an insult by thoughtless drivers to the peace, quiet, safety and quality of life within the neighborhood.

The City has adopted a “Traffic Calming Policy and Resource Manual” to assist the residents and staff in developing the appropriate neighborhood traffic management programs for their areas. The Manual provides tools for the City to successfully implement Traffic Calming programs on public streets. Speed Humps are one of these tools. Speed Humps have been effectively utilized by public agencies to regulate speed on residential streets.

Policy:

1. Speed Humps are pavement undulations installed along a roadway for the purpose of regulating traffic speed.

2. Speed Humps will be permitted in public streets unless individual circumstances indicate that their installation will not be consistent with the public interest and safety.

3. Speed Humps will be considered after following the process as defined in the “Traffic Calming Policy and Resource Manual” and after implementing other non-intrusive tools for controlling the speeds.

4. Speed Humps will be installed upon receipt of the required petition, approval of the City Council, and in conformance with the standard design in effect at the time of installation.

5. Speed Humps should be about 3 inches high and there should be at least 2 humps per block spaced between 250 and 300 feet.

6. The City Council has the discretion to alter or remove any or all speed humps at any time.

7. Speed Humps will also be removed upon receipt of the required petition and approval of the City Council.
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City of San Clemente
Speed Hump Policy
Basic Criteria:

The installation of Speed Humps should be considered if all the following conditions are met:

I. Street Characteristics:

1. The street is a local residential street as defined by the City of San Clemente General Plan and the California Vehicle Code.

2. The street is not designated as a truck or transit route or a primary or routine access route for emergency vehicles.

3. The street block length shall be a minimum of 800 feet in length. This will allow the installation of two (2) speed humps. Shorter blocks will be considered as part of a longer street.

4. The grade of the street shall not exceed a sustained grade of 6%.

5. The street must have adequate horizontal and vertical alignment and sight distance.

6. The posted speed limit is 25 mph, and fifteen (15%) percent of drivers’ speed exceed 32 mph.

7. The average traffic volume must be between 500 and 3,000 vehicles per day, total in both directions.

8. The volume threshold may exceed the above criteria, if the others conditions are met and the property owners are willing to pay for the installation costs. \ II. Neighborhood Support:

1. A request signed by the majority of all the street’s households must be received in order to start the evaluation process. If the City determines that the street conditions meet the criteria for the installation of speed humps staff will present the item to the Planning Commission for their recommendation and to the City Council for their approval. One signature per household will be accepted.

2. The City will notify the property owners and the residents of the affected street and potentially impacted streets, prior to the Planning Commission and/or City Council meetings.
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City of San Clemente
Speed Hump Policy

3. 4. The City will coordinate with Orange County Fire Authority (OCFA) for its review to determine the impacts, if any, on emergency response time.

5. If the basic criteria are not met and 67% of the residents of the street are in favor of the speed humps installation, staff will present the item to the Planning Commission for its recommendation and to the City Council for its approval.

6. The speed humps will be removed if the City receives a petition of the majority (50% +1) residents on the street or if the City Council determines that removal is necessary in the best interest of the public.

III. Humps Design and Installation:

1. The speed humps will be approximately 12 feet wide and 3 inches high.

2. Speed lumps will be allowed instead of speed humps, if OCFA determined the need for the lumps to minimize the impact on its response time. Speed lumps are a variation of the speed hump by adding two-wheel cut-outs designed to allow large vehicles such as emergency vehicles, to pass with minimal slowing.

3. Proper warning signs and pavement messages will be installed in advance of the speed humps or speed lumps.

4. After the Planning Commission’s recommendation and City Council approval, the installation of the speed humps will be prioritized and scheduled based on the availability of funds, schedule of street improvement within the area. The schedule may be expedited, if the residents are willing to fund the installation costs. \\cd\cd\engineering\transportation\speed humps\san clemente speed hump policy\sb policy.docx 603
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ATTACHMENT 2
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Traffic Calming Program
Eligibility Worksheet
Project Location:

Date of Traffic Survey:

Survey Location:

Survey by:

Street Classification:

Posted Speed Limit:

Lower Section of Calle Frontera (The Coast)
10/10/22 - 10/20/22
2907 Calle Frontera, South of Calle Cuadra
Radar Recorder / Jane Mrotek
Local Collector
25 MPH
51 YES
* Note: A minimum total score of 51 points is required for the residential neighborhood to qualify for traffic calming treatments. If it is not eligible or it is determined that there are no tools available to address the problem, no further action will be taken.
* For arterial streets, the following minimum eligibility guidelines must be satisfied in order to proceed further with the process:
1) The 85th percentile speed is at least 9 mph above the prima-facie speed limit on an arterial street. 2) Peak hour traffic volume is between 1000 and 2000 vehicles 3) Roadway has a minimum length of one-half mile
I:\cd\Engineering\secure\Transportation\Traffic Calming\Frontera Juarez & Vallarta (The Coast 2022)\Traffic Calming Eligibility Worksheet Frontera, Juarez, Vallarta.xlsx 608 Traffic Calming Program
Eligibility Worksheet
Project Location:

Date of Traffic Survey:

Survey Location:

Survey by:

Street Classification:

Posted Speed Limit:

Data Element Assigned
Points Survey Data Calculated Points Comments
Speed - Extent that 85th percentile speeds exceed
speed limit; 2 points assigned for every 1 mph over
speed limit
0 to 30 31 12
ADT Volume - 1 point for every 25 vehicles over
500 ADT for local residential streets or 1 point for
every 100 vehicles over 1500 ADT for collector
residential streets.
0 to 25 626 0
Crashes - 1 point for every nonfatal crash and 5
points for every fatal crash recorded by the Sheriff’s
Department in the last 3 years
0 to 15 1 1
OC Sheriff & TIM
records 2018 to 2021 -
1 Sideswipe
Pedestrian Generators - 5 points for every school,
park, community center, library, or other public
facility within the impact area
0 to 20
Residential
Marblehead
school
10 Sidewalks or pathways - 5 points if there are not
continuous sidewalks or pathways on one side of all
local residential streets or both sides of all
collectors; 10 points if there are no sidewalks
0 to 10
sidewalk
existing on
both sides
0 Total Points Possible 100
*Qualified for Traffic Calming Program:
23 NO*
* Note: A minimum total score of 51 points is required for the residential neighborhood to qualify for traffic calming treatments. If it is not eligible or it is determined that there are no tools available to address the problem, no further action will be taken.
* For arterial streets, the following minimum eligibility guidelines must be satisfied in order to proceed further with the process:
1) The 85th percentile speed is at least 9 mph above the prima-facie speed limit on an arterial street. 2) Peak hour traffic volume is between 1000 and 2000 vehicles 3) Roadway has a minimum length of one-half mile
Upper Section of Calle Frontera (The Coast)
11/1/2022 - 11/8/2022
2981 Calle Frontera, North East of Calle Amigo
Radar Recorders & Tube Counters / Jane Mrotek
Local Collector
25 MPH
I:\cd\Engineering\secure\Transportation\Traffic Calming\Frontera Juarez & Vallarta (The Coast 2022)\Traffic Calming Eligibility Worksheet Frontera, Juarez, Vallarta.xlsx 609 Traffic Calming Program
Eligibility Worksheet
Project Location:

Date of Traffic Survey:

Survey Location:

Survey by:

Street Classification:

Posted Speed Limit:

Calle Juarez (The Coast)
10/6/22 to 10/12/22
3020 Calle Juarez
Radar Recorder / Jane Mrotek
Residential
25 MPH
45 NO
* Note: A minimum total score of 51 points is required for the residential neighborhood to qualify for traffic calming treatments. If it is not eligible or it is determined that there are no tools available to address the problem, no further action will be taken.
* For arterial streets, the following minimum eligibility guidelines must be satisfied in order to proceed further with the process:
1) The 85th percentile speed is at least 9 mph above the prima-facie speed limit on an arterial street. 2) Peak hour traffic volume is between 1000 and 2000 vehicles 3) Roadway has a minimum length of one-half mile
I:\cd\Engineering\secure\Transportation\Traffic Calming\Frontera Juarez & Vallarta (The Coast 2022)\Traffic Calming Eligibility Worksheet Frontera, Juarez, Vallarta.xlsx 610 Traffic Calming Program
Eligibility Worksheet
Project Location:

Date of Traffic Survey:

Survey Locations:

Survey by:

Street Classification:

Posted Speed Limit:

Calle Vallarta (The Coast)
10/18/22 - 10/26/22
835 & 747 Calle Vallarta
Radar Recorder / Jane Mrotek
Local Collector
25 MPH
29 NO
* Note: A minimum total score of 51 points is required for the residential neighborhood to qualify for traffic calming treatments. If it is not eligible or it is determined that there are no tools available to address the problem, no further action will be taken.
* For arterial streets, the following minimum eligibility guidelines must be satisfied in order to proceed further with the process:
1) The 85th percentile speed is at least 9 mph above the prima-facie speed limit on an arterial street. 2) Peak hour traffic volume is between 1000 and 2000 vehicles 3) Roadway has a minimum length of one-half mile
I:\cd\Engineering\secure\Transportation\Traffic Calming\Frontera Juarez & Vallarta (The Coast 2022)\Traffic Calming Eligibility Worksheet Frontera, Juarez, Vallarta.xlsx 611 Y
Y
Y
Y
Y
Y N/AN/A LEGEND:
- Resident Response "Yes" Received to Sign Installation- Response Pending- Existing concrete street light pole N/A
Y
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AGENDA REPORT

CITY OF SAN CLEMENTE
City Council Meeting
910 Calle Negocio
2nd Floor
San Clemente, California
www.san-clemente.org
Meeting Date: 12/20/2022 Agenda Item: A.

Department: Public Works
Prepared By: Kiel Koger, Public Works Director/City Engineer Subject:

APPROVAL OF A PROJECT PARTNERSHIP AGREEMENT WITH THE U.S. ARMY CORPS OF

ENGINEERS FOR THE SAN CLEMENTE SHORELINE PROJECT
Fiscal Impact:

Yes. The estimate for the total project over a 50-year period is $255,911,462, with the Federal government share at $130,402,750 and the City share at $125,508,712. Construction costs for Phase I of the project (initial nourishment cycle) are estimated to be $14,316,923 with the Federal share at $9,306,000 and the City share at $5,010,923 (see table below). Phase I of the project funding will include a 65% Federal share and 35% City share and subsequent phases/nourishment cycles will be funded 50% by both parties. The City’s 35% share ($5,010,923) for Phase I will be reduced via state grants; the City is required to fund at least 15% of the $5,010,923 (or $751,639) when using grants from the California Department of Boating and Waterways (DBW). The City will also receive a credit of $94,000 from property usage/rental during construction.

Staff previously procured a $3.4 million State grant in 2017 from DBW, which reduced the City’s obligation. Earlier this year staff secured an additional $1.085 million State grant from DBW, further reducing the City’s obligation.

Article VI, Section A of the attached Project Partnership Agreement notes: “Construction costs allocated to coastal storm risk management for initial construction are projected to be $16,313,462 . . . .” Note that the difference between this value and the Phase I costs summarized below (approximately $1,996,539) reflects the cost of previously completed design and permitting activity for which the corresponding funding has already been secured and spent.

Item Amount
*Estimated Construction Cost (Phase I) $14,316,923
Federal Share (65%) $9,306,000
City Share (35%) $5,010,923
City credit for property usage ($94,000)
State Grant (DBW) awarded 2017 ($3,400,000)
State Grant (DBW) awarded 2022 ($1,085,000)
*Estimated Remaining City Obligation
for Phase I $657,638
*Actual amount is unknown until the project is bid early next year.

Staff will continue to pursue grant opportunities as they arise for subsequent phases of the project.

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Per a clause in the agreement, the City is not obligated to provide future funding for subsequent nourishment phases in the case of a hardship. The City share for Phase I has already been programmed into the FY 2022-2023 CIP budget at a funding level up to $1.9M.

Summary:

This action is to formally approve the Project Partnership Agreement (PPA) with the U.S. Army Corps of Engineers (Corps) for the San Clemente Shoreline Project. Congress authorized appropriation of $9.3M in the Federal Fiscal Year 2022 work plan. The entire project will include nourishment of the city beach between Linda Lane and T Street on an approximate 6-year average nourishment cycles over a 50-year period. Phase I will include dredging beach quality sand from offshore the Oceanside Harbor with a hopper dredge and transporting the sand to San Clemente. Approximately 250,000 cubic yards of sand will be placed onto the city beach from Linda Lane to T-Street, encompassing a new beach area of roughly 3,700 feet long by 50 feet wide.

Discussion:

The Corps is finalizing plans and specifications for Phase I and expects the project to be advertised in January 2023, with a bid opening in February 2023. Contract award is anticipated for March 2023 with the dredging/sand placement work to occur between September 2023 and March 2024. These dates are subject to change.

Although this project and agreement is specific to the city beach between Linda Lane and T Street, sand replenishment and nourishment is a critical concern for all beaches. The city continues to pursue opportunities to address sand replenishment and nourishment, including:
· Participating in the regional Strategic Coastal Resiliency Committee; · Acquisition of grant funding to reinstate beach monitoring that will identify the need for coastal resiliency implementation measures; and,
· The Beaches, Parks and Recreation Commission studies opportunities and makes recommendations.

Plan and Policy Consistency:

The project is consistent with the following General Plan Goals and Policies:
· Beaches, Parks and Recreation Element Goal: Provide safe, high-quality beaches that protect natural resources, support and encourage recreational activities, promote economic development and contribute to San Clemente’s culture and character. · Policy BPR-3.10. Sand Nourishment. When environmental effects on natural resources and surf are minimized, we support sand nourishment programs and other measures to enhance the use, appearance and safety of our beaches.
· Beaches, Parks and Recreation Element Goal: Provide beaches, parks and recreation facilities that are financed, acquired, developed, operated and maintained to meet community needs and standards, in balance with the City’s fiscal resources
· Policy BPR-7.01. Funding Support. We aggressively pursue Federal, State, County, private foundation and endowment support to assist in the acquisition, development, programming, operations, and maintenance of beaches, park and recreation facilities. · Coastal Element Goal: Continue to be a community that minimizes its exposure to coastal hazards and plans for emergency response and recovery from hazardous events. · Policy C-4.03. Sand Protection, Enhancement and Restoration. Wide beaches provide critical protection against storm surges and tsunami run-up, and we participate in state and regional CITY OF SAN CLEMENTE Page 2 of 3 Printed on 12/15/2022
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Meeting Date: 12/20/2022 Agenda Item: A.
protection against storm surges and tsunami run-up, and we participate in state and regional initiatives that address the protection, enhancement, and restoration of sand and other sedimentary deposits on our coastal beaches.

Council Strategy:

The project is consistent with Council Strategy 3 in that it updates and maintains infrastructure that reflects best available technology and service.

Recommended Actions:

Staff Recommendation
STAFF RECOMMENDS THAT the City Council approve, and authorize the Interim City Manager to execute, Contract --, a project partnership agreement by and between the City of San Clemente and the U.S. Army Corps of Engineers for the San Clemente Shoreline Project.

Attachment:

Project Partnership Agreement
Notification:

None
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AGENDA REPORT

CITY OF SAN CLEMENTE
City Council Meeting
910 Calle Negocio
2nd Floor
San Clemente, California
www.san-clemente.org
Meeting Date: 12/20/2022 Agenda Item: B.

Department: Public Works
Prepared By: Kiel Koger, Public Works Director/City Engineer Subject:

STAY OF ACTION PENDING COUNCIL APPEAL RE REVOCATION OF CONLEY ADMINISTRATIVE

ENCROACHMENT PERMIT SUMMARY
Fiscal Impact: None at this time.

Summary:

The Conleys, residents of 4055 Via Manzana in San Clemente, have informed staff that they have been maintaining the city right-of-way in front of 27001 Paseo Activo in San Juan Capistrano for approximately 30 years. The City limit runs between the properties and a majority of 27001 Paseo Activo is within the City of San Juan Capistrano (see Attachment 1). The Conleys were issued an Administrative Encroachment Permit (AEP) by San Clemente staff in May 2022 (see Attachment 2) to continue maintaining this parkway with the understanding that the permit could be revoked if their neighbors (Irions), who live at 27001 Paseo Activo, needed access to their property located on the other side of the easement. The Irions subsequently applied to the City of San Clemente for an AEP in August 2022 to maintain this area and to construct a border wall in the city right-of-way. The Irion’s application was partially approved in October 2022 to install walls within the city right-of-way, landscaping and lights with the exception of installing the right-of-way walls in the area of Conleys existing permit. The application was resubmitted in October 2022 to include all of the original request in addition to the construction of a pergola and privacy walls on their property in San Juan Capistrano. The application also included a building permit for the privacy wall issued from the City of San Juan Capistrano. The Irion AEP application was tentatively approved by San Clemente staff on November 15, requiring revocation of the Conley’s previous (revocable) AEP on the same day.

Background:

On December 6, 2022, City Council directed staff to agendize the summary of the process for the December 20, 2022 City Council meeting. This issue has been on-going for over a year. Below is a timeline of key events:
• November 30, 2021 - Met with Conleys on site to assess issue (Irions present). • December 9, 2021 - After review of Municipal Code and Streets and Highway Code, staff determined that the maintenance of the City right-of-way should be with the neighboring property owner (Irions).
• January 2022 - Irions removed landscaping.
• May 2022 - Conleys formally applied for and awarded an AEP to maintain area with the understanding the Irions would be allowed access to their property through this area in the future if needed and the permit may be revoked at any time.

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Meeting Date: 12/20/2022 Agenda Item: B.
• August 1, 2022 - Irions submit AEP application to install walls within the city right-of-way, landscaping, lights, etc… up to the Conley’s property line. • September 22, 2022 - Irion’s application partially approved with the exception of the right-of-way walls in the area of Conley’s existing permit. • October 4, 2022 - Staff met with Irions to discuss permit application. • October 26, 2022 - Irions resubmit AEP application with a copy of a building permit from San Juan Capistrano (dated 10/24/22) to build a privacy wall on their property. They requested also to install walls within the city right-of-way, landscaping, lights, etc. up to the Conley’s property line. The associated pergola is proposed to be less than 120 square feet therefore it does not require building permit from San Juan Capistrano.
• November 15, 2022 - Irion’s permit was verbally approved and Conleys were notified in writing that their permit was being revoked giving them 3 weeks to remove landscaping from the area per the signed AEP.
• November 24, 2022 - Conleys sent email requesting an informal appeal of revocation of AEP.
• December 6, 2022 - Revocation of Conley AEP was agendized for the December 20, 2022 City Council meeting and staff directed to take no action on the permit for either the Conleys or Irions concerning the area in question. • December 12, 2022 - Conleys were provided an appeal form.

Discussion:

The City of San Clemente Municipal Code (SCMC) states under Chapter 12.24 “Maintenance, Repair, Protection and Landscaping of Public Property by Abutting Property Owners” and subsection

12.24.020A that “the owner of any property fronting on or adjacent to any portion of a street, sidewalk, bikeway, trail or parkway shall perform landscape maintenance on any and all trees, shrubs, hedges and/or ground cover (excluding street trees) on his or her property including any portion of such a tree, shrub, hedge or ground cover which encroaches into the street, sidewalk, bikeway, trail or parkway”.

The Street and Highways Code of California also states in Chapter 22, Section 5610 that “the owners of lots or portions of lots fronting on any portion of a public street or place when that street or place is improved or if and when the area between the property line of the adjacent property and the street line is maintained as a park or parking strip, shall maintain any sidewalk in such condition that the sidewalk will not endanger persons or property and maintain it in a condition which will not interfere with the public convenience in the use of those works or areas save and except as to those conditions created or maintained in, upon, along, or in connection with such sidewalk by any person other than the owner, under and by virtue of any permit or right granted to him by law or by the city authorities in charge thereof, and such persons shall be under a like duty in relation thereto”. The term “sidewalk” includes a park or parking strip maintained in the area between the property line and the street line and also includes curbing, bulkheads, retaining walls or other works for the protection of any sidewalk or of any such park or parking strip.

As of the issuance of this report, staff is waiting for a complete appeal package from the Conleys to appeal the revocation of the encroachment permit per Subsection 17.12.140(A)(3) of the SCMC (see Attachment 3). Part of a complete appeal package is the Public Noticing that is required prior to an appeal being formally decided upon by the City Council. Once the full appeal package is received, the City Council will have 60 days from that date to hold a hearing on the appeal. Based on Council CITY OF SAN CLEMENTE Page 2 of 3 Printed on 12/16/2022
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direction of December 6, 2022, and pending a City Council hearing on the Conleys appeal, staff will not enforce the revocation notice previously sent to the Conleys or issue a completing permit to the Irions.

Recommended Actions:

Staff Recommendation
Receive and file the administrative report, dated December 20, 2022, and on file with the City Clerk.

Attachment:

1. Site Plan

2. Conley AEP

3. Appeals of an Action - Subsection 17.12.140(A)(3) of SCMC Notification:

None
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AGENDA REPORT

CITY OF SAN CLEMENTE
City Council Meeting
910 Calle Negocio
2nd Floor
San Clemente, California
www.san-clemente.org
Meeting Date: 12/20/2022 Agenda Item: C.

Department: Public Works
Prepared By: Kiel Koger, Public Works Director/City Engineer; Samantha Wylie, Beaches, Parks & Recreation Director
Subject:

RECONSIDERATION OF THE CONTRACT AWARD FOR THE DESIGN OF RICHARD T. STEED MEMORIAL SPORTS PARK PICKLEBALL COURTS.

Fiscal Impact:

Yes. The consultant’s design and construction support costs of $404,550 are within the approved project budget of $494,000 from the General Fund, Richard T. Steed Park (“Steed Park”) Pickleball Courts, CIP Project No. 13703. Funding for the construction of at least four pickleball courts has been identified and is available in the Park Acquisition and Development Fund ($2M) and General Fund ($1M). Additional funding strategies for the complete park development project are considered in the discussion section of this report (see “Phasing and Funding Strategies”).

Background:

On March 2, 2021, the City Council awarded a contract to landscape architect firm SWA to update five site-specific park master plans for Bonito Canyon Park, Linda Lane Park, Richard T. Steed Memorial Park, San Gorgonio Park, and San Luis Rey Park. In April 2021, SWA and the Beaches, Parks and Recreation Department released a public survey to obtain feedback on how these parks should most ideally be improved. Following the survey, public workshops were held on May 11, 2021, and May 13, 2021, offering community members an opportunity to provide comments directly to SWA and City staff regarding desired park amenities.

On September 2, 2021, the Beaches, Parks and Recreation Commission provided comments on the first draft conceptual designs of the site-specific park master plan documents.

On September 22 & 23, 2021, SWA and staff hosted on-site park open houses to gather feedback and answer questions regarding the first draft conceptual designs. On October 21, 2021, a public forum was held at the Community Center as an additional opportunity for the public to comment and ask questions regarding the first draft conceptual designs.

On December 14, 2021, the Beaches, Parks & Recreation Commission reviewed the second draft of the master plan documents (Attachment 3). This draft design included the addition of up to 16 new pickleball courts at Steed Park.

On December 21, 2021, the City Council directed staff to prioritize the construction of at least four pickleball courts at Steed Park (Attachment 1) over any other park improvement projects. During the FY 2022-23 Budget Workshop on May 25, 2022, this project was discussed as a priority Capital Improvement Program (CIP) project for the upcoming year, with funding included in the FY 2022-23 budget (Attachment 2). The construction funding was to be incorporated into the FY 2023-24 Budget CITY OF SAN CLEMENTE Page 1 of 4 Printed on 12/16/2022
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Meeting Date: 12/20/2022 Agenda Item: C.
budget (Attachment 2). The construction funding was to be incorporated into the FY 2023-24 Budget once more was known about the estimated project cost.

On June 7, 2022, the City Council approved a contract with UltraSystems Environmental, Inc. for the preparation of the environmental analysis (California Environmental Quality Act, “CEQA”) for the Steed Park proposed master plan design featuring up to 16 pickleball courts, an expanded skatepark area, new pump track (BMX), new off-leash dog park area, and a lighted multi-purpose field. This study began in July of 2022 and is expected to be completed in the spring of 2023. Upon completion, staff would bring the final environmental study and park design to the City Council for adoption.

In September 2022, staff issued a Request for Proposals (“RFP”) for design and construction management of the pickleball courts at Steed Park. Five proposals were received in response to the RFP from consultants ranging in price from $345,245 to $463,480. A staff panel interviewed the top candidates. The following criteria were taken into consideration during evaluations: 1.) technical expertise/methods/approach; 2.) staff qualifications; 3.) delivery schedule and quality control; 4.) expense; and 5.) proposal organization. RJM Design Group was identified as the most qualified bidder ($404,550) based on the breadth of the firm’s experience designing similar pickleball facilities and the range of disciplines represented by the staff involved in the project.

On November 15, 2022, the City Council approved a Professional Consultant Services Agreement with RJM Design Group, Inc. in the amount of $404,550 for the project design, preparation of a construction bid package, and construction support services for a new pickleball complex at Richard T. Steed Memorial Park, the scope of which is described below.

Discussion:

The RJM Design Group scope of work includes the design of multiple features in the park, including 16 pickleball courts, a courtside plaza area with shade structures, a restroom building, an additional 100 parking spaces near the courts, a new sidewalk/pathway to the parking lot, and new landscaping, irrigation, lighting, and fencing around the project area. Procuring the design documents before a construction contract allows the City to more definitively identify the full scope of construction of park improvements and to determine alternative construction phases tailored to available funding. Designing the complete scope at the outset allows for more holistic park planning and is more cost effective than designing the park improvements in phases. It alsopositions the City to be more successful as the City seeks potential grant funding and/or public-private partnerships and licensing opportunities. The scope of work subject to the proposed contract before you includes multiple disciplines associated with project design, including:
· Civil Engineering
o Field research and provide a geotechnical report
o Aerial survey and preparation of base map
o Precise grading plan for site improvements
o Water/sewer plan for both domestic and recycled water service o Erosion control plan
o Horizontal control plan
o Hydrology/hydraulics report
o Water quality management plan
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· Structural Engineering
o Structural calculations, plans, and details for the court plaza area improvements o Post-tension slab design and details
· Electrical Engineering
o Site electrical plan for all improvements
o Lighting photometric calculations to identify required light levels for safety and competition playability
o Light fixture details, lighting controls, and single-line electrical diagrams · Landscape Architecture
o Construction plans and details outlining all landscape materials to be installed o Irrigation system design with connections to the existing irrigation control system and the use of recycled water
· Bid and Construction Support Services
o Prepare bid documents Material submittal and shop drawing review o Response to RFI’s
o Field review and inspections during the construction phase Phasing and Funding Strategies
Designing the park improvements before a construction contract is awarded allows the City to identify the full cost of improvements, opportunities to phase construction, and funding options (e.g. donations, grants, local funding). It is proposed that the initial phase of construction would include at least four pickleball courts and corresponding access improvements for accessibility to, and parking at, the site. During the FY 2022-23 CIP process, $3M was allocated from the Park Acquisition and Development Fund and General Fund to support the initial buildout of at least four pickleball courts, per Council direction.

Through the conceptual design, SWA provided rough estimates on the anticipated construction costs to complete each of the original five master plan updates. Staff will have a better idea of the cost of each amenity once design work is completed and an itemized construction estimate is provided.

Funding for the estimated construction costs for all improvements in the park has not been fully identified. However, staff recommends Steed Park Master Plan, as it is ultimately adopted, be constructed in phases. If a phased approach is desired by the City Council, staff would pursue funding for subsequent phases of construction from state and federal grants, private-public partnerships, corporate sponsorship, and community fundraising efforts. Traditionally, projects that are “shovel-ready” are more competitive when seeking funding. A final funding strategy would be presented when the Steed Park master plan is completed in Spring 2023.

Plan and Policy Consistency:

The project is consistent with the following General Plan Goals and Policies:
• Beaches, Parks and Recreation Element Goal: Park and Recreation Planning, Acquisition, and Development. Provide and maintain parks and recreation facilities with adequate spaces and amenities to meet the recreational and relaxation needs of existing and future residents. • Policy BPR-2.02. Evaluation of User Needs. We evaluate user feedback, track facility use, and CITY OF SAN CLEMENTE Page 3 of 4 Printed on 12/16/2022
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• Policy BPR-2.02. Evaluation of User Needs. We evaluate user feedback, track facility use, and utilize projections to understand park and recreation facility needs and plan for future acquisition and development.

Council Strategy:

The project is consistent with Council Strategy #3 in that it improves and maintains the infrastructure that reflects the best available technology and service.

Recommended Actions:

Staff Recommendation
STAFF RECOMMENDS THAT the City Council provide direction on the contract award for the design of pickleball courts at Richard T. Steed Memorial Sports Park.

Attachment:

1. Location Map

2. Capital Improvement Program Project Sheet (FY 2022-23)

3. Conceptual Plan
Notification:

None
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AGENDA REPORT

CITY OF SAN CLEMENTE
City Council Meeting
910 Calle Negocio
2nd Floor
San Clemente, California
www.san-clemente.org
Meeting Date: 12/20/2022 Agenda Item: D.

Department: City Manager
Prepared By: Jonathan Lightfoot, Economic Development Officer Subject:

Weekend Trolley Service Extension
Fiscal Impact:

Yes, providing Saturday and Sunday service on the downtown route (red line) January through March adds 792 hours of service, costing $52,590. Adding service on the two federal holidays during these months, Martin Luther King, Jr Day and Presidents Day, would add 50 hours of service each for a total of $6,640. An optional pilot program for three months with two trolleys, also on Saturday and Sunday only, would require $34,000. Operations from January through March are not eligible for grant reimbursement, so those services, totaling up to $93,230, would be funded exclusively from the General Fund. The City does have OCTA Project V grant funds available from unspent allocations to support Saturday and Sunday service for the remainder of 2023. If the City continues to operate extended seasons, the Trolley budget will move into a negative operating position in FY 2025 as previous grant allocations are depleted. If OCTA grant revenues are not received or extended, a direct General Fund subsidy of approximately $330,000 will be required to maintain these service levels in the future.

Summary:

On weekends, the City’s contracted transportation services company, LAZ Parking, operates three trolleys along the downtown route for 66 vehicle hours. The current hourly rate for services is $66.40, resulting in a total expense of $4,382 per weekend of service. Between January 2 and March 31, 2023, there are twelve weekends, which are not currently planned for operation. The City Council can amend the existing contract to extend the termination date beyond January 2, 2023 and authorize funding for all Saturdays and Sundays in 2023, including these additional twelve weekends of service.

Background:

The City Trolley Program is funded through a Measure V grant from the Orange County Transportation Authority (OCTA). OCTA reimburses the City for 90% of operational costs within the allotted annual grant amounts. The standard schedule of services in the grant agreement provided for daily Trolley operations between Memorial Day weekend and the final weekend in September on both the red line (downtown) and blue line (Dana Point). The Trolley did not operate in 2020 due to the Covid-19 pandemic. Services were phased in during 2021 as pandemic guidelines allowed.

Because of the periods of nonoperation, OCTA revised the grant Cooperative Agreement to allow for carryover use of grant funds to provide cities with additional flexibility.

In 2021, the City Council authorized an extension of the Trolley season beyond September. The City’s successful outdoor dining program removed some of the available public parking stock in the downtown, so the Council approved extended service to improve access and mobility to the CITY OF SAN CLEMENTE Page 1 of 5 Printed on 12/15/2022
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Meeting Date: 12/20/2022 Agenda Item: D.
downtown, so the Council approved extended service to improve access and mobility to the downtown. The extension was limited to Saturdays and Sundays from Labor Day weekend until New Year’s Day on the downtown red line only. OCTA approved City staff’s request through their semiannual review process to allow for reimbursement of the extended service.

LAZ Parking has operated the City’s trolley services since 2019. The operator’s original contract was set to expire on December 31, 2022. On March 6, 2022, the City Council approved the First Amendment to Contract C19-035 with LAZ Parking for operations during the 2022 season, which increased the hourly rate for operations. This was necessary to provide competitive wages and ensure consistent, high quality staffing. The amendment also provided for a second “extended season” in 2022, with early weekend service in April and May and continued weekend service from October through January 1, 2023. With approval of the first amendment, the contract now expires January 2, 2023.

In March of 2022, City staff submitted a minor amendment request to our Measure V grant through OCTA’s semi-annual review process, requesting that Saturday and Sunday service in the months of April, May, October, November, and December be added to the scope of services for both 2022 and 2023 and therefore eligible for reimbursement. The OCTA Board of Directors approved the request in July of 2022.

Discussion:

City Obligation for Funding Optional January - March Extension The months of January, February, and March were not included in prior requests to OCTA for expansion in eligible schedule of services qualified for reimbursement. Staff can submit a new request during the next semi-annual review period in March of 2023 to expand eligibility to these months in the future. However, any approval would not be retroactive; so the City would be responsible for the full cost of operations for these three months in 2023.

The City Council also authorized the Parklet Program in March of 2022 and adopted an ordinance providing for the regulations and fees associated with participation in that program. The fees are intended to provide funding to support Trolley operations. The City sent invoices for $50,000 for the first four-month period of the parklet agreements. The next batch of invoices will be due in January for the months of September through December. The City will send invoices for an additional $150,000 during the 2023 calendar year. These revenues are received into the General Fund. The Parklet agreements and the related revenues expire at the end of 2023.

Value and Costs of City-funded Pilot
A City-funded pilot could provide beneficial information to support future City grant applications to support increased service levels. The City already has ridership data for October through December.

During these months, the Trolleys have served about 2000 boardings per weekend, or 30 boardings per hour, which is three times the target ridership expected by OCTA. If ridership is also strong in the winter and spring months, the City can use that data to advocate for higher levels of funding for increased service when OCTA next publishes a call for Measure V grant applications.

Similarly, the City could pilot an alternate route before the standard summer season begins on Memorial Day weekend. Staff has received interest on expanded routes east (towards Rancho San Clemente, Talega, or Forster Ranch) and south (toward T-Street, San Clemente State Beach, and hotels along South El Camino Real). These routes are not eligible for reimbursement under the CITY OF SAN CLEMENTE Page 2 of 5 Printed on 12/15/2022
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Meeting Date: 12/20/2022 Agenda Item: D.
hotels along South El Camino Real). These routes are not eligible for reimbursement under the current grant, and all of the City Trolleys are obligated to the existing blue and red routes during the standard summer season. However, the blue route is not currently running, so the City could also fund a pilot of an alternate route until Memorial Day weekend. The City would not be reimbursed by OCTA for service on an alternate route, so the costs of about $3,000 per weekend to operate the two dormant blue route trolleys would be at the City’s sole expense.

Future Funding and Contract for Operations
The City does have carry over budget from the 2020 and 2021 operating years due to reduced schedules during the pandemic. This surplus was used to support the extended seasons in 2021 and 2022 and can be used to support extended service in 2023. However, staff does have concern about sustainability of the Trolley program moving forward. Ongoing extension of service to all Saturdays and Sundays annually requires 2,178 additional service hours, costing $140,263, which are not covered by the City’s grant funds. In 2023, the expected revenues from the Parklet program of $150,000 offset this additional expense; however, those revenues will not be available in future years. The OCTA operations allocation in the Measure V grant increases 3% annually through FY2023 peaking at $426,569 in grant funds for the FY 2023 season. However, FY 2024 is the first year under a new consolidated grant, and the funding level drops to $257,495. This lower level of funding carries through the 2024-2027 fiscal years, again with 3% annual increases as seen in Attachment 1. City staff has alerted OCTA to this substantial decrease in funding and expressed concern that increased labor costs and decreased grant revenues may necessitate reductions in future service. OCTA staff has indicated that another call for grants may be issued in 2023, and the City can apply for a higher level of funding. However, that timeline and funding is not guaranteed and future operational years may require a greater percentage cost share by the City, especially if labor costs continue to rise.

Finally, the contract agreement with LAZ expires on January 2, 2023. Staff has drafted an RFP for services beginning in summer of 2023. The Council will need to authorize an extension of the current contract to provide weekend service between January and May. Council could authorize a longer extension if it prefers to have the current vendor remain for a longer term. Staff recommends that the Council authorize an extension through the end of the 2023 operating season. If the extension is authorized, Staff would modify the RFP to address Trolley operations beginning in January 2024 or other future date depending on the extension term awarded by the Council.

Plan and Policy Consistency:

The action is consistent with the following General Plan Goals and Policies:
· Mobility and Complete Streets Element Goal: Create a comprehensive, multimodal transportation system that provides all users with safe connections to homes, commercial centers, job centers, schools, community centers, open spaces, recreation areas and visitor destinations
· Policy M-2.08. Transit Service. We support the maintenance of existing bus service and encourage transit service enhancements by OCTA to ensure all residents have access to adequate and safe transit.
· Policy M-2.32. Grant Funding. We pursue Federal, State, County, regional and other funding opportunities to increase bicycle and pedestrian mode share percentages, improve transportation system performance, and to improve air quality through a balanced, multi-modal transportation system.
· Policy M-4.03. Automobile Parking Demand. We reduce automobile parking demand by CITY OF SAN CLEMENTE Page 3 of 5 Printed on 12/15/2022 powered by Legistar™664
Meeting Date: 12/20/2022 Agenda Item: D.
· Policy M-4.03. Automobile Parking Demand. We reduce automobile parking demand by improving public transit, bicycle and pedestrian mobility, particularly to and from our key destination areas.

In addition, the action is consistent with the following goal of the Bicycle and Pedestrian Master Plan in that the City’s Trolley program provides links to shopping, dining, and recreation opportunities while also connecting to significant pedestrian facilities such as the San Clemente Coastal Trail. · Goal 4: Cycling and walking are encouraged though improvements that support smart growth, public transit, lowered greenhouse gas emissions and healthy lifestyles.

Council Strategy:

The action is consistent with Council Strategy 2 - Grow resident confidence and value in City services and operations - in that it would expand an effective and popular service for visitors and tourists that provides convenient access to popular destinations in the City while relieving demand for parking in these areas.

Recommended Actions:

Staff Recommendation
Staff recommends that the City Council:

1. Authorize the City Manager to execute an Amendment to the Professional Services Agreement with LAZ Parking, contract C19-035, through December 31, 2023, and adding Saturday and Sunday service during the months of January through March of 2023;

2. Authorize a supplemental appropriation of $59,230 to account # 021-808-43690 (Other Professional Services) for Trolley operations on the downtown (Red Line) route on Saturdays, Sundays, and two holidays in January through March and approve a funding transfer from the General Fund unassigned fund balance in the amount of $59,230 to the Local Transit Fund (Acct # 021-000-39204) or
Authorize a supplemental appropriation of $93,230 to account # 021-808-43690 (Other Professional Services) for Trolley operations between January and March of 2023 with three trolleys on the red line and two trolleys designated for a pilot route as directed by the City Council and approve a funding transfer from the General Fund unassigned fund balance in the amount of $93,230 to the Local Transit Fund (Acct #021-000-39204); and

3. Direct staff to pursue a scope change request through OCTA’s semiannual review process to seek approval for any desired changes to the seasonal schedule of the Trolley. (OCTA has already approved extended weekend service in the months of April, May, and October-December for 2023. OCTA has not yet reviewed or approved any expanded service beyond 2023.) Attachment:

1. Trolley Grant (Project V) Funding Tables

2. C19-035 2nd Amendment to LAZ Contract
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Meeting Date: 12/20/2022 Agenda Item: D.

3. Letter of Support - SC Chamber of Commerce
Notification:

The San Clemente Downtown Business Association, Outlets at San Clemente, and the San Clemente Chamber of Commerce were notified of this agenda item.

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San Clemente Dowtown Route Continuation Project [20-SCLM-CBT-3963] 5/23/2022 Comparison of FY Annual Budget Allocations
FY 18 FY 19 FY 20 FY 21 FY 22 FY 23 FY 24 FY 25 FY 26 FY 27 FY 28 FY 29 TOTALS 4% inflation
Approx cost per RH $54.32 $54.32 $56.49 $58.75 $61.10 $63.55 $66.09 San Clemente Dowtown Route Continuation Project Funding Table Project no. 20-SCLM-CBT-3963 Year 4* Year 5 Year 6 Year 7 Year 8 Year 9
O&M 10% 10% 10% 10% 10%
OCTA Match 90% $ 231,745 $ 238,698 $ 245,859 $ 253,234 TBD Potential TBD Potential 969,536 $ Local Match 10% $ 25,749 $ 26,522 $ 27,318 $ 28,137 Transfer of Savings Transfer of Savings 107,726 $ Total O&M $ 257,495 $ 265,220 $ 273,176 $ 281,372 1,077,262 $ Approx Ann Rev Hr 4,740 4,695 4,650 4,605 18,690
Approx cost per RH 120 $120.00 $120.00 $120.00 $120.00 $120.00 $120.00 San Clemente Dowtown Route Continuation Project Funding Table Project no. 16-SCLM-CBT-3840 (Fri - Sun) for 10 weeksService Option 1: Outlets to Pier Year 1 Year 2 Year 3 Year 4 Year 5 Year 6* Year 7* Year 8* Year 9* TOTALS
O&M 11% 11% 11% 11% 11% 11% 11%
OCTA Match 90% $17,800
$106,415 $106,415 $106,415 $106,416 $106,416 $106,416
TBD-Potential
Transfer of
Savings
TBD-Potential
Transfer of
Savings 656,293 $
Local Match 10% $2,200 $13,152 $13,152 $13,152 $13,153 $13,153 $13,153 TBD TBD 81,115 $ Total O&M $20,000 $119,567 $119,567 $119,567 $119,569 $119,569 $119,569 737,408 $ Approx Ann Rev Hr 167 996 996 996 996 996 996 6,145
4% inflation
Approx cost per RH $49.00 $50.96 $53.00 $55.12 $57.32 $59.62 $62.00 San Clemente Dowtown Route Continuation Project Funding Table Project no. 18-SCLM-CBT-3914 Year 1 Year 2 Year 3 Year 4 Year 5 Year 6* Year 7* TOTALS O&M 10% 10% 10% 10% 10%
OCTA Match 90%
$108,000 $255,600 $260,100 $268,200 $276,300
TBD-Potential
Transfer of
Savings
TBD-Potential
Transfer of
Savings 1,168,200 $
Local Match 10% $12,000 $28,400 $28,900 $29,800 $30,700 TBD TBD 129,800 $ Total O&M $120,000 $284,000 $289,000 $298,000 $307,000 1,298,000 $ Approx Ann Rev Hr 2,449 5,573 5,453 5,407 5,356 24,237
expanded from weekens (Fri - Sun) to include Mon - Thu serviceMemorial day to Labor day (yr 1 partial) - 3 trolleys ATTACHMENT 1
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ATTACHMENT 2

SECOND AMENDMENT TO

PROFESSIONAL SERVICES AGREEMENT

SUMMER TROLLEY TRANSIT OPERATIONS SERVICES
This Second Amendment to Professional Consultant Services Agreement for Summer Trolley Operations Services (this “Second Amendment”) is made and entered into on this 20th day of December, 2022, by and between the CITY OF SAN CLEMENTE, a California municipal corporation (“City”), and LAZ Parking California (“Consultant”).

R E C I T A L S:

A. City and Consultant entered into that certain Professional Consultant Services Agreement for Summer Trolley Operations Services (the “Agreement”) on April 2, 2019.

B. City and Consultant desire to amend the Agreement in the manner provided herein.

C O V E N A N T S:

Exhibit A remains unchanged.

Exhibit B of the Agreement is hereby amended to include the 2023 Trolley season, which shall include:
x Saturday and Sunday service for the entire year, except on Christmas Day. x Daily service between Memorial Day weekend through the final weekend in September.

Except as expressly amended by this Second Amendment, the remaining portions of the Agreement shall remain in full force and effect.
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ATTACHMENT 2
IN WITNESS WHEREOF, the parties hereto have caused this Second Amendment to be duly executed on the respective dates set forth opposite of their signatures.

CITY OF SAN CLEMENTE
By:________________________________
ATTEST: Sean Joyce, Interim City Manager
______________________________ Dated: ____________________ CITY CLERK of the City of
San Clemente, California
APPROVED AS TO FORM:

BEST BEST & KRIEGER
____________________________
City Attorney

APPROVED AS TO AVAILABILITY
OF FUNDING:
________________________________
Finance Authorization
LAZ Parking California, LLC
(“CONSULTANT”)
By:_____________________________
Its:_____________________________
Dated: __________________
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dŚĞŚĂŵďĞƌĞŶĐŽƵƌĂŐĞƐƚŚĞŝƚǇƚŽĐŽŶƚŝŶƵĞƚŽŝŵƉƌŽǀĞƚƌĂŶƐƉŽƌƚĂƚŝŽŶŝŶ^ĂŶůĞŵĞŶƚĞ͕ĂŶĚ ĂůƐŽƐƵƉƉŽƌƚƐĂƉŝůŽƚ ƐĞĐŽŶĚĂƌǇƌŽƵƚĞ ĂƐƐƵŐŐĞƐƚĞĚďǇƚŚĞŝƚǇŽƵŶĐŝů͘ /ƚŝƐŽƵƌďĞůŝĞĨƚŚĂƚƚŚĞĞǆƉĂŶƐŝŽŶŽĨƚŚĞƚƌŽůůĞǇƐĐŚĞĚƵůĞŝƐĞƐƐĞŶƚŝĂůĨŽƌƚŚĞŚĞĂůƚŚŽĨŽƵƌůŽĐĂů ĞĐŽŶŽŵǇ͘
dŚĂŶŬǇŽƵĨŽƌĐŽŶƐŝĚĞƌŝŶŐŽƵƌŝŶƉƵƚŽŶƚŚŝƐŵĂƚƚĞƌ͘
^ŝŶĐĞƌĞůǇ͕
ZŝĐŬZŽĚƌŝŐƵĞǌ
ŽĂƌĚŚĂŝƌŵĂŶ
^ĂŶůĞŵĞŶƚĞŚĂŵďĞƌŽĨŽŵŵĞƌĐĞ
ATTACHMENT 3
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San Clemente City CouncilDecember 20, 2022

San Clemente City Council
December 20, 2022