HomeMy WebLinkAboutWaterfront Master Plan 1996CITY OF MORRO BAY
WATERFRONT
MASTER PLAN
ADOPTED MAY 28,1996
CITY COUNCIL RESOLUTION NO. 43-96
TABLE OF CONTENTS
MORRO BAY WATERFRONT MASTER PLAN
PAGE
CHAPTER 1.
INTRODUCTION AND SUMMARY 1-1
CHAPTER 2,
IDENTIFICATION OF PLANNING AREAS 2-1
CHAPTER 3,
CHAPTER 4.
PROPOSALS FOR EACH PLANNING AREA
4-1
Area 1:
Morro Rock / CoIeman Park
4-1
Area 2:
T-Piers / Fishermen Work Area
4-5
Area 3:
Embarcadero Visitor Area
4-6
A -tea 4:
Tidelands Park
4-7
CHAPTER 5.
WATERFRONT DESIGN GUIDELINES 5-1
CHAPTER 6.
IMPLEMENTATION 6-1
PREFACE
The Morro Bay Waterfront Master Plan has been developed over several years through the
efforts of the City Council, staff and consultants, as well as various City Commissions,
committees and the citizens of Morro Bay. The Master Plan is actually made up of several
components:
First, the Master Plan includes an amendment to the Planned Development (PD) overlay zone
which will require new development to be subject to design guidelines. The suggested changes
are included in Appendix A. In addition, the Plan includes the new design guidelines
themselves. They are spelled out in Chapter 5 of the Plan; illustrations of the concepts are
provided in Appendix D. Both the zoning amendment and guidelines entail changes to the City's
Local Coastal Program (LCP) and, thus, must be forwarded to the Coastal Commission for
review and approval.
Secondly, the Master Plan serves as a planning and feasibility study, outlining numerous ideas
for further City actions and possible capital projects between Morro Rock and Tidelands Park.
These ideas are described in Chapters 3 and 4. Before any new program or project is actually
implemented, it will be subject to fiirther analysis by the City and the public, including
environmental review, as appropriate.
Thirdly, the Master Plan provides background information about the waterfront area's history
and about important issues facing this critical part of the City, it also provides a number of
photographs and maps that illustrate existing conditions and ideas for the Riture. The historical
information is found in Chapter 1 and the other materials are in the appendices.
In sum, the Waterfront Master Plan is the articulation of a vision of the firture of Morro Bay's
waterfront area and a guidebook for pursuing that vision for the betterment of the community.
Introduction
and Summary
CHAPTER 1
INTRODUCTION AND HISTORICAL SUMMARY
Morro Bay's Waterfront Area has a character that is distinct and unique on the California coast.
The interface between land and water is a working waterfront melding commercial fishing/ ocean
dependent industry, visitor serving and recreational uses. Coupled with the views of the Rock
and sandspit, the waterfront has become a landmark attraction for residents and tourists alike.
Morro Bay history revolves around the waterfront and the community feels that maintenance of a
vibrant, working waterfront is what makes this a highly desirable place to visit and live.
Increasing urbanization in California in the 1980's and an appreciation of the unique natural
beauty of Morro Bay lead to the realization that past policies would no longer protect the
working waterfront from modern economic pressures. In 1988/89 the City Planning Commission
faced several major proposals that raised the issues of public benefit versus private rights to
develop property. The visual and aesthetic resources that translated into an economic resource
for the city and many of its businesses needed definition and protection. It was ironic that the
very characteristics that made the Embarcadero desirable for development were those that,
without regulation, could lead to improper development and destroy the values that attracted the
development in the first place.
As a result, in May of 1989, the City Council authorized the establishment of a Waterfront
(Embarcadero) Committee to evaluate the situation. The Committee was composed of members
from the Planning Commission, the Recreation and Parks Commission, the Harbor Advisory
Board and the Street and Trees Committee. The task was to generate a comprehensive Master
Plan that would enhance and protect the Waterfront resources and fishing village image. It
should provide guidelines and direction so that the Embarcadero area could move into the future
with the flexibility to adapt to changing conditions while retaining the views, ambiance and
traditions that have made it a community value in the first place.
The committee met throughout 1989, 1990, and 1991, including countless individual interviews
with a comprehensive list of harbor users and interest groups. Much of the first draft collation
of the various reports segments and text was completed by local planning consultant Andrew
Merriam in 1993. The first draft report was reviewed by various City advisory boards,
committees and commissions in 1993/94, The City Council reviewed the plan in 1994/95,
recommended some specific revisions and general updating. This document is the end work of
that committee and the approximately 30 public hearings held regarding the plan since 1990.
This plan recommends some Waterfront public improvement projects which have been very
controversial. One should keep in mind that the recommended improvements in this plan
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Introduction
and Summary
represent significant downscaling of future development from previous plans of the 1960's and
70's. This plan represents a commitment by the City to balance the need to maintain a working
waterfront while planning for improvements and enhancement of the commercial / public access
elements of our Harbor.
HISTORY
Until the second world war, the area known as the Embarcadero was relatively undeveloped.
Most of the small community of Morro Bay was built on the bluff tops. Prior to the 1930's,
Morro Rock was an island with natural tidal channels on both sides. In 1935, the north entrance
was closed by a rock revetment that connected the rock to shore at the Coleman Beach area.
In 1942, the Department of the Navy initiated a national defense project to construct an
amphibious training base in Morro Bay. From 1942 to 1945, the north and south breakwaters,
the two T-Piers, the inner harbor revetment from Coleman Beach to the sandspit were
constructed. In addition, the federal government dredged the current Navy and Morro Channels
and deposited the dredge spoils behind the inner harbor revetment to create the current
Embarcadero Road area on what had previously been tidal flats.
In 1949, the old Navy base including all waterfront facilities was sold to the County of San Luis
Obispo. Starting in the late 1940's, buildings began to be constructed on the Embarcadero and
various docks and the T-Piers were used by a small but growing fishing fleet. The shops and the
visitor serving facilities that currently predominate the area at the base of the bluffs, however, did
not come into existence until later.
In the early 1950's, the County divided the old Navy base property and sold PG&E the future
power plant site that eventually led to the construction of the plant. In 1964, the City of Morro
Bay incorporated, assuming ownership of the County owned waterfront facilities and trusteeship
of the state granted tidelands along Embarcadero Road. The history of the tidelands grants and
harbor commercial development is relevant to any current planning process, as each step along
the way is influenced by the previous actions. Following is a detailed summary of Waterfront
Development and County / City planning issues from 1950 to the present.
COUNTY -CITY ADMINISTRATION OF THE TIDELANDS AND WATERFRONT
We can trace the modern history of the Harbor back to the 1947 Tidelands legislative Grant to
the County of San Luis Obispo by the State of California. The state granted the county all lands
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Introduction
and Summary
from the high tide line out to the 3 mile limit. The grant entrusted the County with
administration and development of Morro Bay Harbor for purposes of commerce and fisheries
and navigation. The legislation allows leasing out of the granted lands to private enterprise for
tidelands trust purposes for a period up to 50 years. The grant requires that all revenues raised in
Tidelands area from fees for use of public facilities and from lease rentals be used for
maintenance and development of harbor facilities. The County had little experience in
development of harbors and fumbled its way through a series of disjointed and haphazard lease
arrangements with people who came in and inquired about use of the lands. After World War II,
between the years 1945-1959, the County progressively leased portions of their Grant to small
investors for various waterfront purposes including residential uses and some commercial
activities. The County considered business development on the waterfront a high priority and
generally negotiated. long-term low rent ground leases to facilitate private sector investment.
They followed no overall plan of development.
In 1959, a landmark opinion was rendered by the District Attorney, who declared previous leases
let by the County to be invalid and illegal based on non-conformance with the Tidelands Grant.
This opinion shook the Board of Supervisors into the realization that perhaps their administration
of the Tideland Grants had been improper, perfunctory and was disadvantageous to the orderly
development of the Harbor. It was at that time the Board directed the County Planning
Department to prepare a Land Use Plan for the orderly development of the Harbor. In addition,
they engaged a well-known Harbor Engineering firm, Moffat and Nichol, to prepare a technical
plan for the Harbor and Bay Development. This Plan was intended to rectify existing conditions
and provide goals for future economic enhancement. The Board of Supervisors directed the
County Administrative Officer to prepare a series of new lease documents that would legally
reinstate those businesses allowed to establish during previous years. Also, about that time, the
Board was approached by financial interests to lease the North end of the Sand Spit administered
by the County. These interests employed Moffat and Nichol to integrate their development plans
with those of the County. Both the County Planning Department and the firm of Moffat and
Nichol produced a Plan for consideration before the Board of Supervisors that advocated
extensive developments to the Harbor. In addition, it incorporated a lease proposal for some 90
acres on the end of the Sand Spit proposed by the firm expressing interest in its development.
After several stormy, sometimes bitter hearings, the Board of Supervisors adopted the Harbor
Plan. Thereafter the Sand Spit lease was bid and won by the interested corporation.
In the early 1960's, under pressure from the State Lands Commissions (the State agency charged
with responsibility of state granted Tidelands), the County also asserted their trusteeship
responsibility on the west side of the Embarcadero where upland private property owners
claimed title to the Tidelands. The impact of this series of steps by the County initiated litigation
by previous leaseholders and the upland property owners against the County. The private
property owners claimed they had bought portions of the Tidelands with chains of title
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Introduction
and Summary
sometimes going back in to the 1880's. The State and the County claimed these title transfers
were illegal and said that the upland private property owners would have to lease the tidelands
from the County at what was considered fair market rent at that time. This action in effect
stopped any further developments on lease lands within the Harbor, including the large Sand Spit
lease owner still in its planning stages.
In 1964, the City of Morro Bay incorporated with the Tidelands ownership issues in hot dispute.
Some of the purposes expressed by the proponents of the incorporation involved dissatisfaction
by the people of the area over the conduct of the County and its treatment of the Harbor.
Undoubtedly the County was feeling burdened by the cost of the ongoing litigation and
acrimonious community dispute.
After the incorporation of the City of Morro Bay, an immediate jurisdictional dispute evolved
between the County and the City. The result of this dispute terminated in cross complaints filed
by both jurisdictions and the State of California about the administration of the Harbor and the
ownership of properties therein. This additional jurisdictional litigation forestalled any progress
toward solution to the legal entanglements with the property owners. The development of the
Harbor continued to be stalled. During the period of court activity, the City of Morro
established an operating agency to manage and administer the Harbor on a status -quo basis.
Eventually the County, the City and the State agreed that the City would take over the tidelands
grant lands and Harbor fee owned lands (generally what was left of the old Navy Base property
including the Front Street parking lot and the lands around the T piers) within the City limits.
The City executed an agreement with the State and County in 1968 that it would administer the
Tidelands and Harbor fee land in compliance with the Tidelands Grant including maintaining an
independent accounting of harbor expenses and revenues. Once completed, the City pursued a
settlement with the property owners and it was not until 1969 that the Thomas etal. lawsuit was
settled by executing 50 year low rent leases on a group of 6 disputed lease sites. These leases are
known as the Pipkin Leases, 5 of which continue on today. In 1981, the City settled the
Tidelands Park boundary line with upland property owners effectively closing out the title and
tidelands grant line boundary disputes.
Shortly after the incorporation of the City of Morro Bay and because of some dissatisfaction
about the County Plan, the City employed two other firms, Hahn and Wise (Planners) and
Koebig and Koebig (Engineers), to prepare a comprehensive General Plan for the City including
a revised Harbor element. In 1966, an amended Harbor Plan was incorporated into the City's
General Plan and presented to the Planning Commission and City Council for adoption. The
Harbor Plan advocated considerable change to the previous development programs envisioned by
the County. It proposed massive configuration changes to the structure of the Harbor; it
relocated the entrance channel; it proposed a connecting landfill to the large area of the Sand Spit
still under lease awaiting development; and it provided for extensive marina development
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Introduction
and Summary
between the Embarcadero and Sand Spit. Although during the course of the hearings, less
expression of dissatisfaction with the Plan was made by interested groups than during the County
Plan hearings, there appeared to be a significant undercurrent of disagreement from within the
community. Although development of the Harbor would not be started until after the legal
entanglements were resolved, the City Council adopted the Koebig and Koebig Plan as the basis
for their future program and transmitted their Plan to the Corps of Engineers.
In June 1970, the Corps of Engineers arrived at a point in these studies that required a
commitment by the City Council in support of pursuing their adopted Harbor Plan. The
appearance of the Corps of Engineers before the Council brought forth a great number of
residents who stood in opposition to the adopted Plan and so expressed themselves. At this point
in time, the Council in effect, submitted to the protest and rejected the Plan. They instructed the
staff to pursue alternatives to the Plan that would reflect a greater consensus agreement about
Harbor development. The Corps of Engineers directive required the submission of a proposal for
fiuther Harbor improvement work or the project work would not be funded, perhaps even
dropped from the authorized project roles. Alternatives to the Morro Bay Plan would have to be
submitted to the Corps of Engineers sometime in October 1970.
Under this deadline, the City sponsored a series of meetings with various interest groups affected
by harbor development. At the conclusion of these meetings, City staff, the City Council and the
Planning Commission met to reconcile the recommendations and to formulate a consensus
Harbor Plan. The consensus plan included conceptual recommendation for a 400 slip
commercial fishing marina in the area of Coleman Drive, extensive new pier and dock
development along the Embarcadero, and an 800 slip recreational marina south of Tidelands
Park. Obviously the plan considered many landside changes to accommodate such development.
On July 20, 1971 that plan was approved by the City Council.
The City's General Plan Circulation Element refers to the 1971 Harbor Development Plan as the
last council approved comprehensive planning document for the Waterfront.
HARBOR DEPARTMENT
By the early 1980's the City was recognizing that a more focused effort of managing the City
waterfront lease sites could significantly increase reveues from this source. The City at that time
also saw the need for Waterfront facilities repairs and improvements and hoped these increased
revenues would provide a way to pay for them. The City hired an outside consultant property
manager from 1982-1985 and created a separate Harbor Department in 1985. The independent
department allowed for additional management resources on the lease sites and has helped the
City achieve significant progress on upgrading many waterfront facilities and services.
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Identification of
Planning Areas
CHAPTER 2
IDENTIFICATION OF PLANNING AREAS
The Waterfront area of Morro Bay has been divided into five sub -areas that due to their
own unique characteristics, require different types of planning and design responses by
both public agencies and private landowners. These areas are identified below (see Figure
2.1 for detailed area locations). The specific proposals for each area, are discussed in
Chapter 4.
Area 1: Morro Rock / Coleman Park
(Morro Rock, sandspit to PG&E plant intake and Little Morro Creek)
This planning area begins at Morro Rock and the State parking lot with its access to
the breakwater, surfing areas and beach. (Morro Rock and the adjacent southerly
parking lot are part of the State Park.) The area also includes the beach lip to Morro
Creek, the Coleman Park area and the bay frontage around to the PG&E intake plant
where the divided roadway portion of Embarcadero ends. Except for Morro Rock,
this area is predominately flat with Morro Bay on the south and Morro Strand Beach
on the north. It also provides the only land access to Morro Rock. As such, it is an
important access point to all three areas. With the exception of the Dunes to the
north, the land area also has relatively little natural character and is actually land fill
generated in the early part of this century.
Area 2: T-Piers / Fishermen Working Area
(PG&E Intake Plant to the intersection of the Embarcadero at Beach Street)
This area is primarily devoted to the working fishing boats and shoreside support.
There is also a sprinkling of restaurants and a very chaotic series of parking lots. To
the cast, the area is visually dominated by the PG&E power plant. Embarcadero is a
divided roadway throughout the planning area.
Area 3: Embarcadero Visitor Area
(The Embarcadero: Beach Street to South Street between the bluff and waterfront)
This portion of the Embarcadero contains the majority of the shopping and eating
establishments as well as the most intense mix of pedestrian and automotive
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Identification of
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activity. Portions of this area also have commercial fishing activities and some
wharf tie-ups. It may also be characterized by a relatively chaotic street system and a
mix of architectural styles. It does have what most visitors and residents consider a
positive mix of shops, waterfront and pedestrian activity, combined with direct
views of the bay, sandspit and Morro Rock.
Area 4: Tidelands Park
(South Street to the southeast end of Tidelands Park and boat launch area)
This planning area has less urban character than the adjacent Embarcadero Visitor
Serving Area. It is devoted to the appreciation of the natural features of the bluff,
bay waters and sandspit, recreation/park use and it also contains a public boat
launch and ramp area.
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Identification of
Planning Areas
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Master Plan
Transportation and
Harbor Improvements
CHAPTER 3
TRANSPORTATION AND
HARBOR IMPROVEMENTS
ROADS / VEHICULAR CIRCULATION
1. Extend the Embarcadero (at Coleman Drive) to the Embarcadero / Highway 41
extension in Planning Area #1. (The route would follow the existing unpaved
portion of the Embarcadero at Coleman Park to Morro Creek).
a) Connect the two portions of the Embarcadero with a 2 lane bridge across
Morro Creek. Provide a means of traffic control (bollards) and signage to allow
the City to control access, for emergencies and special events only, should this
be desired under the traffic management and monitoring plan.
This connection would
• provide an alternative emergency access to the high school and sewer
plant in the event of an earthquake destroying one of the bridges on Highway 1.
• facilitate public safety and reduction of congestion for campers and
vehicles with boat trailers which desire to reach the Coleman Park area near
Morro Rock.
• provide an alternative means of access to the T-Pier area for trucks, and
fishing fleet support vehicles.
b) Provide pedestrian and bicycle access along the extension to facilitate
movement that is not dependant on the automobile and that is more
environmentally supportive.
c) Develop the Embarcadero/Highway 41 Road in the most environmentally
sensitive way with limited access and controlled parking to prevent the current
erosion of the dune area by vehicles. Consider providing log curbs and clearly
identifying small parking areas.
2. Relocate the Embarcadero in the area of PG&E (Planning Area #2) to provide a
more efficient transportation and parking system near the T-Piers. This would place
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two through lanes and a bicycle lane in a compact configuration adjacent to the east
side of the road right-of-way.
3. Revise Front Street to become a primary traffic carrier between Beach Street and
Centennial Park (Harbor Street). Make the Embarcadero one way and use Front
Street as the primary traffic carrier in this area to enable an improved level of
pedestrian access and amenity along this portion of the Embarcadero. This will
allow sidewalk widening, addition of landscaping, and overall beautification of the
area. See also Chapter 4, Area 3 for a detailed discussion of how this will integrate
with other proposals.
• Such a redesign of Front Street will reduce automobile congestion and
confusion of visitors.
• Realignment offers the potential for a one way pair of streets in the area of
Harbor Street which in turn would improve parking and allow widening of
sidewalks and addition of pedestrian amenities in the area.
4. Connect South Street to the Embarcadero (Planning Area #4). This second vehicular
connection down the bluffs to the Embarcadero is considered a lower priority than
the connection of the Embarcadero to Highway 41 across Morro Creek
• This connection will eliminate the cul-de-sac concern at Tidelands Park
and allow an alternative safety exit from the area. (See Map e.9: Tidelands Park
Plan.)
PUBLIC PARKING
1. Reorganize the City owned public parking area at Morro Rock.
a) Improve parking efficiency and general safety by providing greater
organization. (Map e.4 provides a general illustration of the recommended
improvements.)
b) Beautify the lot with the addition of low maintenance, drought tolerant
landscaping and define the parking boundaries so that vehicles do not encroach
into the natural dune area or the beach.
c) Locate trash dumpsters outside the main parking area and provide suitable
screening.
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2. Recommend reorganization of the state owned parking lot south of Morro Rock near
the j etty.
a) In order to maximize parking spaces, provide a vehicle turnaround area at the
outer end, and restrict large vehicles from the area due to the maneuvering
problems presented by the narrow lot.
b) Reconfigure parking to make room for a pedestrian pathway along the
waterfront and allow landscape breaks in the parking area itself. (Suggested
improvements are illustrated in Map e.4 and Sketch £3.)
3. Expand parking facilities at the revised Coleman Park area.
a) As pant of an overall redesign and enlargement of City park facilities at
Coleman Park and Coleman Beach, expanded and reconfigured public parking
facilities shall be provided. (These are illustrated in Maps e.4 and e.5.)
b) These facilities may serve as shared use parking in conjunction with a private
concession that could be developed in the vicinity as part of a land exchange
with the City, or the land to develop the parking may be purchased by the City.
4. Reconfigure the City owned parking lot west of the P.G.&E. plant.
a) This lot should be reorganized and modified to enhance the quality and
function of the area.
b) Modifications to the lane and median configuration of the Embarcadero will be
necessary at the same time to accomplish the enlargement of this parking area.
5. Improve the Front Street parking lot:
Reconfigure the Front Street surface parking to accommodate better circulation
and more recreation vehicles. (See Sketch f-8)
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PEDESTRIAN / BICYCLE CIRCULATION I HANDICAPPED ACCESS
1. Request the State Department of Parks and Recreation to redesign the access road
and parking area on the south side of Morro Rock to incorporate an on -street bike
lane and a separate pedestrian pathway. (See Map e.4 and Sketch f.1.)
2. Develop a continuous pedestrian sidewalk and/or pathway system from Beach Street
through the parking areas west of the Embarcadero, past Coleman Park and
connecting to the State Park property above.
3. Develop a bicycle circulation system throughout the planning area which would
include:
a) Class 1 path as part of the enlargement and future improvement of Coleman
Park. In the meantime, a Class 2 path on either shoulder of Coleman Drive
should be designated.
b) Class 1 path as part of the Embarcadero connection to Highway 41 and bridge
at Morro Creek.
c) Class 1 bike path across P.G. &E. property in a separate right of way (to be
coordinated with P.G.&E. plans in progress) just east of the Embarcadero.
d) South of the P.G.&E. Property , bike lanes will have to be placed on public
streets. The alternative street pattern recommended in this plan between Beach
Street and Centennial Park could allow for greater separation of bikes from cars
by routing bikes along the Embarcadero. (See Map e.7 and Sketch £6)
4. Provide bicycle racks with capability for security locking at major vista and
destination points along the Embarcadero.
5. Request sidewalk improvements as a condition of approval of new development or
significant remodels. Private property owners and lease site holders are to set back
their structures sufficiently to widen the public sidewalks to the minimum standard
required by the Municipal Code. In some locations on the west side of the
Embarcadero only eight feet of width may be feasible. In most other cases 10 feet is
the minimum standard.
6. Continue systematic efforts to obtain lateral access to the waterfront side of
buildings and. lease sites whenever development is proposed. However, the
requirement for continuous lateral access along the waterfront from one site to
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another should be waived where elevation differentials make it impractical, use
conflicts would result, or where vessels berthing would be lost.
7. Evaluate securing a pedestrian access easement over the existing utilities easement
between Pacific Street and Centennial Park between the Embarcadero and the bluffs.
8. Improve handicapped and wheelchair access along the Embarcadero by installing
access ramps on any sidewalk corners now lacking them. The sidewalks leading up
the bluff to the downtown and additional parking lots are too steep for easy use by
people in wheelchairs. Either a ramp or mechanical lift system should be installed
within the central Embarcadero area; the Centennial stairway site may be most
suitable as this property is under City ownership.
9. Require a coordinated and consistent design theme for sidewalks, planters, street
ftirniture, benches, signs and light poles, along the Embarcadero. The current
Centennial and Tidelands Parks should be used as a model for these design
elements.
10. Provide a higher level of maintenance and cleaning for existing handrails, seats and
sidewalks. Sidewalk and adjacent street furniture maintenance is provided by the
adjacent property owner in most communities. The City would be responsible for
parks and street ends.
PUBLIC TRANSIT
1. Obtain and place in service a "Trolley" to reduce vehicular congestion and add to
the fun of the waterfront experience.
The basic service route would include travel along the Embarcadero with a side
connection up to Main Street and looping past the motel area. During periods high
visitor activity, the service should extend from Tidelands Park all the way to Morro
Rock, Connection points at major parking lots will enable visitors to avoid bringing
vehicles into the central Waterfront area.
2. Encourage the concept of a water transit service tying together key distribution
points as a private endeavor. This could be a good way to get the public out onto the
water and see the community in a whole new perspective. Such a water taxi could
dock at the street ends and connect with major restaurants and the sandspit.
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HARBOR FACILITIES
1. Enhance commercial fishing facilities.
a) Provide net drying and repair locations which are compatible with the tourist
commercial uses along the Embarcadero.
b) Develop long term parking for fishermen away at sea in designated areas of
City parking facilities.
c) Encourage the expansion of the existing boat haul -out and repair yard in the
central portion of the Embarcadero.
d) Develop an additional haul -out facility east of Coleman Park.
e) Provide a fisherman's campground near the haul -out facility east of Coleman
Park.
f) Support and facilitate operators in maintaining regulatory compliance and
obtaining permits for developing and maintaining fuel facilities as a matter of
City policy.
g) Retain priority harbor access and berthing facilities for commercial fishing
vessels. Develop new commercial fishing vessel slips wherever feasible.
2. Develop additional dry storage in support of commercial and recreational fishing.
Dry storage is considered a desirable alternative to berthing and mooring as a means
for more people to keep boats in the area without the necessity for construction of
new berths. It also provides an area for storing support gear and equipment.
a) Consider using the land on the lease site with P.G.&E. If the new boat launch is
provided along Coleman Drive, this area will be relatively convenient and
accessible.
(Note that this proposal emphasizes the need for construction of the Highway 41
/Embarcadero connection to provide paved access to the area and allow alternative
access without going through the congested commercial and retail portions of the
Embarcadero in Area #3.)
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b) Meet future berthing demand by stressing use of dry storage yards as an
alternative for smaller vessels and avoid expansion of berthing into new areas
where dredging would be required,
c) Develop a berthing policy that gives priority to large boats and deep draft
vessels that are unsuitable for trailer storage and launching, Small boats and
trailers could be kept at the dry storage area.
3. Encourage party fishing and excursion boats to locate in Morro Bay as a means of
enhancing public access to the bay and ocean by non -boat owners.
4. Support public and private proposals for water taxies or a water transit service
linking together waterfront destination points.
5. Support and actively encourage the continued permanent presence by the Coast
Guard as an essential element of boating safety in the region.
6. Provide greater public / visual access to the waterfront. This not only includes the
ability to view the water but to see the various types of waterfront activities as they
occur.
Each permit or lease renewal should be evaluated to encourage the reasonable
optimum interaction between visitors and users of the bay and ocean. Actual design
must consider the safety of both viewer and the security of the working operation
involved. Examples might include:
• watching offloading of fish
• viewing boat repair operations
• boat launch and water taxi operations
7. Develop an interpretive program for the area. This project might include:
a) Maps or photographs with interpretive text showing flie natural, ecological and
working operations of the Bay. These displays might be mounted at the dead
end streets fronting the bay or at key access points.
b) Scenic and historic tours of the Embarcadero area both on land and water.
c) A maritime museum and information center.
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8, Relate land use approvals on the shoreside to the activities taking place in the
adjacent harbor areas so that conflicts can be avoided and traditional uses of the
harbor are not made unwelcome.
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Proposals for Each
Planning Area
CHAPTER 4
PROPOSALS FOR EACH
PLANNING AREA
This Chapter focuses on the conditions and proposals that are unique to each of the five
individual planning areas which are identified in more detail in Chapter 2. The proposals
of this Chapter set forth the most compatible possibilities drawing on the experience of
the Waterfront Advisory Committee, and reflect the integration of the numerous concerns
expressed by individuals and groups during several public workshops and through
questionnaires and follow up discussion with respondents.
Area l: Morro Rock / Coleman Park
(Morro Rock, sandspit to PG&E plant intake and Morro Creek, see Figure 2.1)
Proposals:
Area #1 is affected by two circulation proposals: connect the two portions of the
Embarcadero across Morro Creek, and relocate Coleman Drive inland from the bay.
Proposals specifically related to Area #1 are:
1. Work with the State of California to reorganize the existing parking area adjacent to
Morro Rock to:
a) Provide parking spaces (approximately 50) at the end of Coleman Drive
perpendicular to the road with adequate backup and tarn around space.
b) Develop a loop at the end of the lot which will allow large vehicles to turn
around and thereby reduce congestion.
c) Install a pedestrian access way along the waterfront. This would for the most
part be on the land area but in some cases may require short portions of
wooden walkways over the rip -rap where space is inadequate between the
water and the parking lot. (See Sketch £ 1)
d) Provide signage at the entry to the parking area which states that there is a turn -
a -round at the end and limits extra large vehicles (the size is to be determined
by the State).
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4-1
Proposals for Each
Planning Area
2. Provide recreational parking spaces (approximately 150) which would serve Morro
Strand State Beach and provide overflow parking for the new harbor uses. See
Sketch f.3.
a) Improve parking in the area in a "natural context" through the use of rocks,
wood bollards and cables, and chain or heavy rope to delineate boundaries.
b) Keep paving to a minimum for the access road itself and the most used parking
area along the front of the area facing the beach.
c) Provide a new restroom area to serve the parking area and beach at an
appropriate location.
d) Construct an access stair from the parking level to the beach level.
e) Develop landscape buffers between the parking area and the Rock and the
natural dune area to reduce "human erosion" and maintain the area's natural
setting.
3. Consider providing a new boat launch area with a paved ramp and supporting
parking. This should only be done if it is determined that such facilities are needed
to supplement the Tidelands Park launch facility. If such a facility is considered, its
design must take into account the visual adjacency to Morro Rock (e.g. it must be
visually screened so as not to intrude into the natural environment any more than
necessary), the natural marine biology (there may be eel grass and sea otter habitat
in the area), and the flow of the current and the direction of the wind which may
affect configuration of the actual facilities. The plan and sketches included in this
report are conceptual only to show general location and feasibility; they do not
represent and engineered design which necessarily resolves the problems and
requirements of such a launch facility. If such a facility is feasible and necessary, it
should:
a) Include a new launch ramp and pier as shown in Sketch f.4 which is out of the
main ship channel in a location that has the least environmental impact.
b) Provide auto / trailer parking at Mono Rock parking lot and in the vicinity of
the proposed Coleman Drive launch ramp.
c) Reduce visual intrusion of the area by introducing sand berms and native
vegetation at locations shown on the plan.
e) Provide a small picnic area and alternative bicycle paths in area.
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Master Plan
Proposals for Each
Planninci Area
f) Provide a restroom and freshwater supply for the area's users including a
freshwater shower.
Note: Several other sites in both the T-Pier area and next to the PG&E intake building
were considered for this use. They were, however, eliminated since they were either not
large enough to contain an adequate facility, caused too much traffic congestion in
relationship to adjacent facilities or were more valuable as a site for some other use or
expansion of an existing use. This site was the only one that met the basic criteria of size,
ease of access and adjacency to a reasonable water area not already under some other use.
4. Generate more waterfront space on the bay side and enhance Coleman Park by
relocating the eastern portion of Coleman Drive slightly north. (See Maps e.4 and
e.5)
a) Relocate Coleman Drive as shown on the plan to provide a new area with
access to the bay of approximately 250 feet wide by 750 feet (approximately 4
and 1/3 acres).
b) Develop a small area for concessions / restrooms and bicycle, kayak and canoe
rental (approximately 500 square feet).
c) Provide a bike path system that utilizes the pavement of the existing Coleman
Drive where possible.
d) Develop a pedestrian access system and boardwalk along the new bay frontage.
e) Construct a hardened pathway and small floating dock to assist hand launching
of small, non -motorized boats.
f) Develop a boat house for storing shells and possibly rental boats.
g) Provide a turn around loop to serve the pier and launching area.
h) Develop paved permanent parking areas.
i) Construct a sheltered picnic area for approximately 10 tables and barbecues.
j) Provide an area for active recreation such as sand volleyball, basketball etc.
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Master Plan
Proposals for Each
Planning Area
k) Evaluate the potential for a saltwater plunge (see Map e.5) using heated sea
water from the adjacent P.G. &E. outfall line. (This would be an historical
replacement of an earlier saltwater plunge in Morro Bay).
5. Locate a series of nature observation / information areas explaining the natural
wonders of the area, its history and the plants and animals that inhabit it.
a) Provide small monuments at key viewing areas and/or historical sites with
fixed maps and text providing education to the public.
b) Develop an access trail system to the monuments that is environmentally
sensitive and not intrusive to the natural areas served.
6. Redevelop the natural dune area to the north and provide a system of access trails
and boardwalks to the City beach and Morro Strand State Beach.
a) Use native grasses and dune shrubs which match those found in the natural
dune communities of the area such as on the sandspit.
b) Develop a system of board walks where foot traffic is heaviest to reduce
erosion and damage to the dune system. See Sketch f.2
c) Prepare a management plan to maintain the dune and vegetation system.
7. In order to enhance general recreation and enjoyment of the area, encourage private
development of a visitor serving recreation vehicle and camping area on the eastern
portion of the former "Den Dulk" property (Refer to Map e.6). Encourage a visitor
serving concession facility adjacent to Coleman Beach which will share parking
with the expanded Coleman Park.
a) There is a potential for exchanging City land for portions of the former "Den
Dulk" property to allow for development of public recreational facilities and
private support uses. The "Den Dulk" property frontage on the bay should be
acquired by the City for the purpose of extending Coleman Park.
b. The portion of the "Den Dulk" property located adjacent to the PG&E property
should be limited to a low key campground use limited to rustic type camp
sites similar to those in Morro Bay State Park. Any concessions should be
limited to small pedestrian access structures, but would not include sit-down
restaurants or stores.
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Master Plan
4-4
Proposals for Each
Planning Area
C. The relocation of Coleman Drive and Embarcadero, as indicated in the plan,
shall be predicated upon the successfiil negotiation between the City and the
property owner to accomplish the following: (1) to protect the current public
access to the beach area; and (2) to implement the uses indicated in the
Waterfront Master Plan for the area between the new roadway the beach. The
City shall not relinquish any rights to the various recorded and prescriptive
easements until after all said negotiations have been successftilly completed.
Should the City negotiations with the property owner not be successful, the
current Coleman Drive roadway alignment shall not be moved within the "Den
Dulk" property. The zoning designations for the area known as the "Den
Dulk" property are not proposed to be changed. The City shall only consider
proposed projects consistent with the existing zoning designations and with
building design criteria as specified in the Waterfront Master Plan.
Note: Den Dulk Property ---- This is the property between the PG&E plant and the
peninsula that connects to Morro Rock is currently held by private interests. Given its
important location connecting the Embarcadero to the Rock, both the City and the current
owner have expressed interest in a land exchange which would benefit both parties. The
City would gain continuous access and ownership of the waterfront in this area which
would allow the relocation of Coleman Drive and the enhancement of the Coleman Park
area (see the Map e.5). In return, the private landowner would gain a more coherent
parcel on which to provide a recreation vehicle park and a proposed concession facility
which would be integrated into the visitor serving uses of the Coleman Park and bay
front.
In conclusion, it appears that the Measure D prohibitions apply only to lands held in
public trust. The Den Dulk property is private and does not seem to be tinder the
restrictions of Measure D. Given the expressed concern that this area not be over
developed and the requirements of the land exchange, this area shall be required to have
development plan approval prior to any rezoning or construction. Such approval would
set forth the conditions, location and the type of facilities that would be allowed.
8. Develop boat repair yard/haulout facility with approximately 2000 sq. ft. of office
space, and a marine supply retail outlet east of Coleman Park.
9. Connect the two portions of the Embarcadero with a 2 lane bridge across Morro
Creek. Provide a means of traffic control (bollards) and signage to allow the City to
control access, for emergencies and special events only, should this be desired under
the traffic management and monitoring plan.
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Master Plan
4-5
Proposals for Each
Planning Area
Area 2: T - Piers / Fishermen Working Area
(PG&E Intake plant to the intersection of the Embarcadero at Beach Street)
General Description: This area is primarily devoted to the working fishing boats and
shoreside support. There is also a sprinkling of restaurants and a very chaotic series of
parking lots. To the east the area is visually dominated by the PG&E power plant.
Proposals:
The proposal to relocate the Embarcadero and related pedestrian and bicycle paths was
set out in Chapter 3. Other Area #2 proposals are:
1. Encourage PG&E to provide an education center and information on alternative
energy sources. Make the existing plant more attractive by providing a static display
on the history of the facility, the use of energy, energy conservation and the
development of alternative energy sources.
2. Redesign the parking lots to gain efficiency and provide better access to the piers,
a) rework the existing west side parking lot and access points to facilitate easier
truck access to the piers and working areas.
b) remove the existing center island to provide more parking area
c) revise the striping and parking lot layouts for greater efficiency
d) provide amenities such as street furniture and signage to give a sense of place.
3. Improve public physical and visual access to the waterfront with its interesting
fishing vessels and fish processing activities. Continue the concept of lateral access
along the waterfront by developing a pedestrian walkway along the shoreline and to
the T-piers.
4. Designate the commercial fishing support area in the vicinity of the North T-Pier as
a suitable site for redevelopment to improve work areas for fish off-loading and
processing. Further, detailed site and economic planning for this area should be
undertaken by the City.
5. Encourage existing commercial/retail or visitor serving uses to relocate to the
second story where feasible. By removing commercial retail/and restaurant uses
from the ground floor more space will be available for use by the fishing industry
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Master Plan
Proposals for Each
Planning Area
and harbor support facilities. Such a separation of uses will reduce traffic congestion
and will promote visitors to the area since they can see more of the fishing and
related operations.
6. Improve the Front Street parking lot.
7. Rebuild fish processing and commercial / recreational fishing related uses.
Area 3: Embarcadero Visitor Area
(Embarcadero: Beach Street to South Street between the bluff and the waterfront)
Proposals
Proposals which discuss relocation of circulation along Front Street and the establishment
of a parking management plan are set forth in Chapter 3 so that they may be seen within
context of the areawide discussion. Proposals which specifically affect planning area #3
are:
1. Locate a series of observation / information areas explaining the natural wonders of
the bay and its history and the animals that inhabit it.
The design should be similar in character and style to that proposed for Tidelands
Park. The information could be designed into an extension of a bench or other piece
of street furniture to give continuity to the street scene and also provide a visual
accent.
2. Extend lateral access along the bay front of commercial retail buildings. This coastal
requirement will be made a condition of each new structure or complex as it is
submitted to the City for permit.
a) Require provision of lateral access where reasonable (functionally and
structurally), as existing structures are remodeled or change uses.
b) Design lateral access routes to connect to the lateral access components of
adjacent buildings and/or the stub street perpendicular to the building site.
3. Preserve scenic vistas at street ends - enhance public amenities in these areas.
a) Add pedestrian amenities such as benches, trash containers, public telephones
and information booths and signs.
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Master Plan
Proposals for Each
Planning Area
b) Light areas to encourage safe use without glare or causing disturbance to
adjacent land uses.
c) Avoid structures and planting which limit visual access to the water or the
Rock.
5. Provide haulout improvements to existing facilities.
a) Encourage private owners to improve their facilities
b) Encourage the continued use of the existing fishermen's gear storage area north
of the PG&E plant near Morro Creek.
b. Develop a bluff stabilization and beautification plan.
Prepare a landscaping plan for bluff areas. This plan shall identify planting materials,
design standards for pedestrian amenities such as paths and benches, and set retaining
wall standards for materials and general character within good engineering practice.
Area 4: Tidelands Park
South Street to the southeast end of Tidelands Park and boat launch area. (See Map e.9)
Proposals:
1. Implement the adopted Tidelands Park plan.
a) Implement the many planned improvements such as the provision of more
pedestrian amenities including seating areas, restrooms, and unproved
landscaping.
b) Provide a small bench and passive area at the end of Olive Street for an
overlook.
c) Provide an additional lateral wharf area which improves the launch area and
allows additional pedestrian access to the waterfront.
2. Provide supplemental boat launch facilities as discussed in planning Area #1. If
provided an additional boat launch will:
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Master Plan
Proposals for Each
Planning Area
a) Reduce peak vehicle congestion in the parking lot at launching time.
b) Diminish congestion on the bay since many of the boats being launched at
Tidelands Park have the Pacific Ocean as their destination rather than the bay.
c) Provide an alternate facility should one launch area be shut down for repairs or
maintenance.
d) Augment the capacity of Morro Bay to accommodate water dependent uses
with minimal impact to the waterfront or the commercial uses of the
Embarcadero in Area #3.
3. Reconfigure existing Tidelands Park slips to augment ramp launching capacity by
promoting passenger and equipment loading and unloading away from the ramp area
during peak launch times.
Waterfront
Master Plan
Design Guidelines
CHAPTER 5
DESIGN GUIDELINES
To assist in evaluating the quality of a design submitted, the visual criteria have been
divided into basic categories which correspond to the findings that are to be made with a
project's approval.
Category]. Public Visual Access:
The view of the bay, sandspit and Morro Rock is one of the most prized possessions of
the City and is essential to the visual quality of the area as well as the commercial success
of the Embarcadero and the City as a whole. At present the mix of activities which
include motels, restaurants, tourist shopping and visual participation in the commercial
fishing and recreational boating are what give the Embarcadero its diverse and interesting
character within the setting of the waterfront, bay and ocean beyond. It is this diversity
based upon a working fishing village atmosphere which is physically and visually
accessible to the pedestrian that make it an exciting place to visit and therefore
economically viable.
There is a need to protect existing views to and along the shoreline of the harbor,
sandspit, Morro Rock and the fishing and recreational fleet as seen from the street -ends
off the Embarcadero, between buildings or through open areas from the Embarcadero,
and from public viewing locations and public right-of-way on the bluff top.
Public Viewshed Defined: The public viewshed is defined as all areas of the bay, harbor,
sandspit, and Morro Rock. currently visible from the Embarcadero, the street -ends, public
observation points, and public right-of-way at the bluff top; but not including views from
private property, businesses, or residences. Figure 5.4 identifies these viewing locations.
This definition shall be used in evaluating any development proposal which has the
potential to obstruct public views.
View Corridor Defined: View corridors shall be open liner spaces located between or
adjacent to buildings affording views from the street of the harbor, bay, sandspit and
Morro Rock. Said corridors shall not have visual obstructions except for low shrubs,
seating benclies and other street furniture of 30 inchcs in height or less. Taller lighting
poles and similar fixtures may be allowed. No overhead structures such as canopies,
balconies and pedestrian bridges (other than normal eaves) are permitted within the view
corridors unless said structure is offset by additional width of view corridor equal to the
vertical dimension of the overhead structure.
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S-1
Design Guidelines
Design Criteria: The following criteria shall be considered in the design review process:
1. View Corridors Required:
a) West side of Embarcadero / Front Street: All new construction and major
remodels of existing buildings on the west side of the Embarcadero shall
require the provision of open, unobstructed view corridors pursuant to figures
5.1, 5.2 and 5.3. Said view corridors shall be as follows:
Findings of
Significant
Lot / Lease
Building
Min, View
Sloping.
Public
Width
Height
Corridor
Roof 4 in 12
Benefit
Width
Required
49 ft. or less
up to 14 ft,
none
no
no
49 ft. or less
14 to 17 ft.
none
yes
no
49 ft. or less
17 to 25 ft.
30%, min. 8 ft.
yes
yes
50 ft. or more
up to 14 ft.
15%, min. 8 ft.
no
no
50 ft. or more
14 to 17 ft.
15%, min. 8 ft.
yes
no
50 ft. or more
17 to 25 ft.
30%
yes
yes
Corner lots
see Figure 5.3
* Corridors widths
are based upon
a percentage of the width
of the lot or lease
site.
b) East side of Embarcadero / Front Street: The view corridor requirements and
view analysis applicable for properties located west of the Embarcadero,
between the street and the bay, shall also be applicable to the portions of
buildings over 14 feet located east of the Embarcadero, between the street and
the bluff top. Said structures shall not be permitted to exceed 25 feet in height.
2. Building Heights:
Standard Building Heights: Building heights on the east and west side of the
Embarcadero and Front Street are limited to 14 feet maximum if the roof is flat, or 17 feet
maximum if there are sloping roofs equaling 80 percent of the total roof area with a
minimum 4 in 12 pitch.
Waterfront
Master Plan
Design Guidelines
Increased Building Height: "Standard building heights" will be the maximum allowable
height unless there is a use permit or planned development approved by the Planning
Commission allowing for greater height pursuant to the Planned Development (PD)
Overlay district. In addition to the required finding of significant public benefit, increases
in height may be allowed up to a maximum of 25 feet under the "PD" zoning overlay
district, with the finding that the overall viewshed characteristics will be improved or, at a
minimum, not diminished from the public viewing locations established on Figure 5.4
and upon meeting the following additional requirements:
a) For the areas east and west of the Embarcadero, 80 percent of all roofs for both
one and two story structures shall be sloping with a minimum 4 in 12 pitch.
b) Incorporate open view slots or corridors in the design of new or remodeled
structures on the west side of the Embarcadero in order to enhance overall
visual access to the water. View corridors shall be required for all buildings
taller than 17 feet on the east side of the Embarcadero. These corridors can be
along property or lease lines, sideyard setbacks or incorporated within the
building as open areas or walkways. Said corridors are encouraged to be
placed along common property or lease lines adjacent to similar existing or
proposed view corridors on the adjacent property. Figures 5.1, 5.2 and 5.3
demonstrate some of these principles graphically by showing the various
design configurations relative to building height and site coverage.
c) Allow relocation of existing view corridors or visual openings between or
through buildings as long as there is no reduction in the measured width when
compared to existing corridors. Building massing and design should be guided
by the objective of avoiding walling -off public visual access to the water from
the Embarcadero.
d) Encourage provision of public (non -customer) viewing areas of the bay and
waterfront in the form of outdoor decks or balconies accessible from the lateral
waterfront accessway on the upper or second story. This provision applies to
future development on the seaward side of the Embarcadero.
e) Regardless of any findings for significant public benefit provided, the
maximum allowed height shall not exceed 25 feet or 30` for commercial fishing
structures north of Beach St., except for flag poles, projections not exceeding
18 inches in width and all other exceptions included in Title 17. Additions and
reconstruction of the existing PG & E power plant may be permitted to exceed
the 25 foot height limit if the City finds that it is infeasible or inappropriate to
construct the addition within the 25 foot height limit.
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5-3
Design Guidelines
Note that the requirement for minimum 8 foot wide lateral public access across the entire
water frontage of the property is not reduced by these requirements and is part of the
City's Coastal Plan and zoning requirements. The only exceptions are where the City
determines that the provision of such access to be unsafe or to conflict with commercial
fishing or harbor related facilities.
3. Building Setback, Coverage, Bulk and Scale:
In order to protect the full breadth of existing public views, second floor setbacks
and reduced building bulk will be required.
Building Setbacks: The minimum first floor front setback on both sides of the
Embarcadero and Front Street shall be an average of 5 feet. The second floor front
setback shall be a minimum of 10 feet from the right-of-way.
Building Coverage, Bulk and Scale:
• West side of Embarcadero / Front Street: The maximum coverage of all
ground floor portions of buildings located west of the Embarcadero shall be 70
percent of the land portion of the properties. If permitted, the maximum area
of the second floor, excluding open decks, shall be 70 percent of the maximum
allowable first floor building coverage.
• East side of Embarcadero / Front Street: The maximum coverage of all ground
floor portions of buildings located east of the Embarcadero shall be 85 percent
of the land portion of the properties. The maximum area of the second floor,
excluding open decks, shall be 80 percent of the maximum allowable first floor
building coverage.
4. Building in the "H" Zone:
New or increased building extensions beyond the shoreline shall be in conformity
with the Harbor ("H") zone. In addition, said construction shall meet the height,
coverage and view corridor requirements stated in the standards 1, 2 and 3 above.
Category 2. Site Design and Parking:
At present, there is a lack of uniformity in the placement of buildings on their sites
relative to public sidewalks in the Embarcadero visitor area (Area #3). This situation in
turn adversely affects the overall sense of physical and visual cohesiveness for the area.
The variation in the way buildings are placed interrupts a uniform treatment of sidewalks
because of the varying minimum setbacks that have occurred over time. In some
developments, especially on the east side of the Embarcadero, parking and vehicle service
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Master Plan
5-4
Design Guidelines
areas interrupt the easy flow of pedestrian activity. While parking must be provided as
required by the City Ordinance, attention to good design and, where possible, setting the
parking back from the sidewalk will facilitate better site design more appropriate to the
Embarcadero area.
The following criteria are to be considered in the design review process:
1. Street Frontage: Maintain a consistent street frontage. Buildings and related site
development shall provide a continuity of interest and facilitate pedestrian
movement along the street frontage.
Portions of the first floors of buildings may be built to the back of sidewalks. The
ten foot front yard setback currently required in the "C-V S" Zone on the east side of
the Embarcadero should be modified as indicated in #3 above in order to allow
building construction to extend to the back of the sidewalk.
2. Parking Lot Setback and Access: No parking lots should be placed in front or side
yards which interrupt the street continuity and pedestrian passage. Access driveways
to the rear are acceptable on the east side of the Embarcadero.
3. Minimum New Sidewalks: Improve the public sidewalk to a minimum of 8 or more
feet in width on the east and west side of the Embarcadero where feasible. Where
reasonable, the west side should be widened at entries and view corridor areas.
4. Sidewalk Treatment and Street Furniture: Coordinate provision of special sidewalk
paving treatment and street amenities as discussed elsewhere in this document
including provision of benches, street trees and planters.
5 Sidewalk Cafes: Outdoor dining is encouraged. Said dining areas shall be enclosed
in permanent low see -through railings or fences.
6. Screening: The trash areas shall be screened in the manner identified by the
municipal code. Provide visual screening for trash enclosures.
7. Maintenance: A regular maintenance program for cleaning of all public facilities
shall be implemented. Private businesses should be encouraged to participate in the
cleaning of facilities in the vicinity of their businesses.
Waterfront
Master Plan
Design Guidelines
Category 3. Architectural Design Character
The benefits of an appropriate building character and consistency in theme include
greater enjoyment of the central Embarcadero area by both visitors and residents,
increased tourism, improved economic health for businesses and financial gains for the
City. People enjoy attractive places both in terms of the natural environment and also the
built environment.
The design goal for the Embarcadero is to enhance the visual experience of visiting the
area by bringing about a gradual strengthening of architectural continuity and by
encouraging buildings with distinctive visual quality. This design quality or character
should reflect the historical and cultural identity of the Embarcadero -- one of a working
fishing community with a variety of character and building types typical of pedestrian
oriented communities which have evolved over time. The Embarcadero area is not
encouraged to develop with any single theme or architectural style.
Further proportion, harmony of components, continuity and balance are all elements of
good architectural design. Whether it is a sign or a multi -building project, its different
elements should be integrated into a comprehensive design with the various elements
compatible with each other. Elements should be in balance and in proportion to one
another and their environment. Variety should be used to create interest, not used just for
the sake of difference. Monotony in form and detail should be avoided as should be trite
architectural styles from other areas that have no relevance to the Morro Bay area.
The following criteria are to be considered in the design review process;
Fishing Village Character: Maintain an architectural character in keeping with a
working fishing community with the form and scale typical of pedestrian oriented
communities which have evolved over time. The intent is to produce architecture
that is both in character with the existing community and, as each new building or
remodel is completed, adds to the overall ambiance of the waterfront area. The
focus of this requirement is not to limit construction to a single style (such as at
Solvang or downtown Santa Barbara) but rather to avoid massive buildings or
buildings which detract from the waterfront character which is now a delight to
visitors and residents alike.
2. Adapting Existing Buildings: In applying design criteria and conditions,
consideration must be given to existing conditions. For example, new construction
and signage conditions apply to buildings which abut the frontage walkways.
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Design Guidelines
However, some existing buildings are set back from the street and conditions must
be adapted to this situation
3. General Design Treatment: To establish building character, new construction shall
be encouraged to meet the following design criteria. These guidelines are for retail
and tourist commercial buildings -- exceptions may be made for buildings
constructed to serve the fishing industry.
a) The areas immediately adjacent to the sidewalk shall be pedestrian oriented
with windows, entries and display areas;
b) The front facade shall be in scale and character of the waterfront area (meaning
that proportions tend to be vertical and long horizontal expanses in the same
plane should be avoided -- see also concepts to be avoided below);
c) Wall surfaces should be articulated (board and batt, engaged pilasters,
multilevel trim, cornices, built-up fascias);
d) Rooflines shall be varied to avoid monotonous views from the blufftop areas;
e) Materials and colors should be varied to break larger building masses and large
wall planes into smaller elements;
f) Building proportions shall have harmony and balance and be integrated into a
total composition.
4. Construction concepts to be avoided:
a) Large flat planes of any type of materials;
b) Contemporary "boxy" buildings similar to shopping centers or discount stores.
5. Commercial Signage: A unified treatment of the commercial signs is important to
maintain the integrity of the Embarcadero area character. "Unified treatment" does
not necessarily mean that all the signs must have the same style of lettering. Rather,
it is more important that the lettering have similar stylistic traits and the signs are
placed in a manner that complements the architectural style of the buildings which
they designate. Sign location and size are governed by the sign ordinance of Morro
Bay.
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S-7
Design Guidelines
Signs must meet the following additional criteria:
a) Pole signs are to be avoided.
b) Projecting signs perpendicular to the building and awning signs are
encouraged.
Categoty 4. Areawide Design Compatibility:
It is important to insure not only that the architecture is compatible but that the
installation of the improvements at the street frontage are compatible with community
standards and those of the adjacent neighbors. The design of a new building does not
necessarily have to be the same as the adjacent designs, but there must be elements of
compatibility in building articulation, color and materials. It is very difficult to foresee all
considerations that might develop in the review process, but the intent here is to avoid
building architectural styles that clash or create disharmony. The actual determination of
these conditions will be left up to the City Planning Staff and Planning Commission. In
addition, there must be physically compatible design regarding sidewalks and lateral
pedestrian access along the waterfront.
The following criteria are to be considered in the design review process:
1. Sidewalks: Maintain a consistent street frontage and sidewalk connection along the
Embarcadero.
2. Boardwalks: Develop where feasible a continuous pedestrian linkage along the
waterfront. It is recognized that balcony or pedestrian levels may not always be at
the same vertical elevation and therefore provision for steps and ramps must be
made even though the adjacent building does not presently have provision for the
lateral access. Exceptions for continuous handicapped access may be necessary as
long as the developmentally disabled can get to each portion of the waterfront lateral
access from the Embarcadero.
3. Architectural Compatibility: The buildings architectural character shall show
consideration and recognition of neighboring buildings in the selection of. a) roof
forms; b) wall colors and materials; c) doors and windows; as well as d) basic
design character scale and proportion. In other words, new projects should not
diminish, either directly or by cumulative impact of several similar projects, the use,
enjoyment or attractiveness of adjacent buildings.
Waterfront
Master Plan
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Design Guidelines
FINDINGS FOR DESIGN ACCEPTABILITY
To facilitate the architectural review process, the following findings shall be made by the
City Planning Staff or the Planning Commission during the review process.
Category 1. Public Visual Access:
1. In the case of a project other than a minor remodel which has no impact on views,
the proposed project makes a positive contribution to the visual accessibility to the
bay and rock and it:
a) meets the Waterfront Plan height limit and maximum building coverage, bulk
and scale requirements;
b) preserves and enhances the views as seen from street -ends;
c) enhances views to waterfront through and / or around the building; and
d) maintains a pedestrian character along the Embarcadero.
2. In the case of a remodel or administrative type project, at a minimum, it does not
worsen an existing situation by blocking more views than is presently the case. It
does not block view corridors or intrude into pedestrian access areas. It takes
advantage of outward views and characteristics of the topography.
3. On the West side of the Embarcadero, in the case of granting of heights greater than
17 feet, the proposed project also provides significant public benefit pursuant to the
Planned Development Overlay Zone requirements.
Category 2. Site Design and Parking:
The proposed project provides the amenities identified in the Waterfront Plan, facilitates
pedestrian visual and physical access to the waterfront, and takes advantage of outward
views and characteristics of the topography.
Category 3. Architectural Design Character:
The proposed project makes a positive contribution to the working fishing village
character and quality of the Embarcadero area. The design recognizes the pedestrian
orientation of the Embarcadero and provides an interesting and varied frontage that will
enhance the pedestrian experience. The project gives its occupants and the public some
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Master Plan
Design Guidelines
variety in materials and / or their application. The project contains the elements of
harmony, continuity, proportion, simplicity and balance and its appearance matches its
function and the uses proposed.
Category 4. Areawide Design Compatibility:
The proposed project does not diminish, either directly or by cumulative impact of
several similar projects, the use, enjoyment or attractiveness of adjacent buildings and
provides a visual and pedestrian transition to its immediate neighbors.
PROJECT REQUIREMENTS AND APPLICATION PROCESS
The visual impacts of development on the waterfront community have a high potential to
generate visual impacts. In order to demonstrate visual conformity with the guidelines set
forth, all applicants who are submitting a new project, a major expansion, or one which
requires more than administrative review by the City of Morro Bay, are asked to meet the
following submittal guidelines and process. After review of the applicant's submittal, the
City shall approve or deny the design component of the project based on findings of
conformity with the design categories set out in Section C.
1. It is strongly urged that the applicant and his design team meet with City staff for a
pre -application meeting to determine the general character and impact of the project.
The staff will seek to define the detail of submittal requirements for the applicant as
defined below. It must be emphasized that while the amount of documentation may
seem extensive, previous experience has proven that it will actually save the
applicant time and reduce the amount of possible public controversy by taking the
visual issue out of the realm of speculation.
2. Base submittal for design and visual context information: (Two story projects must
submit documents meeting requirements "a", "b", and "c". Single story projects may
omit "a" upon approval by staff).
a) A minimum of three views perpendicular to the waterfront showing the present
(before project) condition and the same view with a simulation of the project
montaged on the surface of the photograph. In the event of a large project more
than the three basic views listed below may be required. A planning staff
member should be consulted in case there is any doubt. The three view types
are:
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Design Guidelines
1) fixed viewing area at street ends (see Figure 5.4 for location of fixed
viewing area);
2) view from public area on the bluff top with the horizon line centered in
the photograph;
3) view(s) from across the street (Embarcadero - minimum of 54 feet away
from the building frontage).
"These photographs shall be taken with a lens equivalent to the human eye and shall
be in color and mounted on 8 1/2 x 11 paper with the location clearly stated. A map
showing the camera locations shall also be attached to the submission.
b) The frontal elevation of the project shall be drawn to scale and submitted and
integrated into context drawings as shown in example, Figure 5.5 (available at
the Planning Department). This drawing shall demonstrate the context, scale
and compatibility of the design as it relates with the surrounding neighborhood.
In the event that an adjacent building is proposed to be redesigned, the redesign
should be shown rather than the existing structure.
The reviewing process may take into account that an adjacent building may not
fit as well within the guidelines identified herein as the proposed structure and
therefore make the required finding of compatibility if the proposed building
fits the guidelines in all other respects.
c) The applicant shall either construct a perspective based on a photograph or use
a photo montage of the design superimposed on a view parallel to the
waterfront showing the eye level pedestrian view along the Embarcadero. The
intent is to put the proposed project into context with its neighbors as it would
be seen by a pedestrian or traveler moving parallel to the project site. The
perspective must be taken from the sidewalk opposite the project and show 25
feet of the adjacent lot or building on each side of the proposed project.
3. The applicant shall demonstrate how the proposed building conforms to the height
and visual corridor aspects of the design requirements as set forth in Figures 5.1, 5.2
and 5.3, of this document.
4. The applicant shall submit text describing building, use, coverage (per City use
permit requirements) and a list of materials and colors plus ally other material that
would support and assist in the review of the proposed project for conformity with
the design guidelines.
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Design Guidelines
5. For proposals which include development above the height of 14 feet, or for projects
located on lease sites adjacent to the street ends, applicants shall prepare and submit
with their application a detailed visual analysis of their project based on a standard
analytical format provided by the City. The following project evaluation procedures
shall be followed by the City and applicant when an application is processed:
a) Provide properly scaled and fully developed architectural renderings which
adequately describe the height of the project and its relationship to view
corridors and adjacent buildings;
b) Superimpose renderings over series of color photographs of site plan from each
of the public observation points shown on Figure 5.4. Applicant shall provide
color acetates suitable for use on an overhead projector at a public hearing;
c) In the event that the project may significantly alter views from public view
corridors, the Planning Commission may require the temporary framing of roof
corners and peaks to be erected and photographed prior to the project's public
hearing to enable public and staff to personally evaluate visual impacts;
d) In the event of an appeal of the Staff or Planning Commission's decision, an
information panel shall be placed on the site showing a copy of the
photographs and describing other information (if any) that may be available at
a designated City office or public place. Such information shall be on the site at
least one week prior to the appeal hearing.
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Design Guidelines
VIEW CORRIDOR EXAMPLE
Existing
vacant
lease
site
49 ft. or less
Waterfront
Lots of 49 ft, width or less
49 ft. or less
49 ft. or less
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8 ft.
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VIEW
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FIGURE 5.1
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Design Guidelines
VIEW CORRIDOR EXAMPLE
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Criteria for Corner Lease Sites
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will, NEE 1112amp=_lNl=i012
The view criteria for lots over 50 ft. in width
apply to corner properties and lease sites
unless diagonal view corridors are provided
as indicated in the diagram above
Maximum flat roof area allowable: 50 % of floor area
FIGURE 5.3
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FIGURE 5.4
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Master Plan
De lan Guidelines
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Master Plan
Imlolementation Program
CHAPTER 6
IMPLEMENTATION PROGRAM
The Waterfront Master Plan requires four different approaches to insure a comprehensive and
integrated implementation program.
Zoning for the whole planning area is currently within the Planned Development (PD)
Combining District and Overlay Zone of the Zoning Map and Coastal Land Use Map. A zoning
ordinance text amendment will enable the design controls set forth in this plan to be reviewed
with the policies included within this plan. The actual text is set forth in Appendix A. This text
change will be incorporated into the City's zoning ordinance. The zoning sets forth the types of
uses allowed, the density of development and the amount of site coverage and building height
limits. It also allows for variance to these standards if the design improves the character and view
of the water as set forth in the design guidelines.
The Design Handbook (Chapter 5) sets forth the design standards and view corridor requirements
for private land owners and developers wishing to build or remodel structures in the waterfront
area. These requirements will be reviewed during the use permit and building permit process.
Conditions generated during this review process along with the related findings will be attached
to the project as part of the environmental and planning approval and implemented during the
project design and construction process.
Finally there are a series of policies which are implemented as part of the City's Circulation and
Transportation Element. This element is proposed to include the changes to the Embarcadero,
Front Street, Coleman Drive and the completion of a bridge over Morro Creek to connect the two
parts of the Embarcadero and extend to Highway 41. The Local Coastal Plan (LCP) must be
amended to allow this plan to be implemented. There are also a series of policies that will affect
the Harbor Department operations and berthing management.
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APPENDIX A
APPENDIX A
DRAFT ZONING
REVISIONS
Zoning Considerations
A. Amend the Planned Development (PD) test in the Zoning Ordinance to require
use of the Waterfront Design Guidelines for those areas covered by the Waterfront
Master Plan.
The PD Overlay Zone shall be used for the Master Plan Area to provide direction and
design guidelines for the waterfront area with the following intent:
1. Maintain the areas visual and scenic character.
2. Maintain and enhance visual access to Morro Bay and Rock.
3. Provide the City of Morro Bay with a means of design review and control to meet
the overall design goals of the Community.
4. Provide greater flexibility for second story uses.
B. All new development projects requiring discretionary permits (Conditional Use
Permits, Coastal Development Permits, etc.) shall be consitent with the Design
Gudelines for the area covered by the Waterfront Master Plan. Said Guidelines
shall be adpted by the City Council by resolution.
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a-1
APPENDIX B
APPENDIX B
AREAWIDE TRANSPORTATION AND
HARBOR IMPROVEMENTS
The Waterfront Area has a distinct and unique character, yet it is unified by the ever
present and ever changing existence of water — the ocean, navigable channels, mooring
areas and natural habitat areas.
While many specific improvements are proposed within the different planning areas
along the waterfront, the district's overall unity must be firmly retained. On land, the road
system, parking, pedestrian ways and sidewalks tie the waterfront together as a single
entity. They must be thought of in a comprehensive manner. On water, the harbor
constitutes a single large circulation system containing localized areas dedicated to
specific types of uses. All harbor uses are dependent on the functional and safe navigation
through the entrance and channels. The following discussion reviews these two concerns
in a comprehensive fashion and identifies proposals to maintain and enhance the
circulation system on both land and water. Proposals that relate more to a specific
planning sub area are discussed in Chapter 4.
b.1 Roads / Vehicular Circulation
Congestion and lack of adequate parking is the most identified problem in the waterfront
area. In addition the extremely long single access route to the Coleman Park and the State
Park area at Morro Rock (over a mile to the rock) not only increases the existing
congestion since there are no alternative access routes, but poses a safety hazard if there
should be an accident or a fire that blocks Coleman Drive. Similarly the City has only a
single access to the Highway 41 extension around Morro Bay High School and the sewer
plant. These facilities, as well as the mobile home park, could be cut off in the event of an
accident or earthquake which blocked the Highway 1 underpass. Resolution of this issue
is a high priority and is discussed in more detail below.
Issues:
1. Traffic Congestion on Embarcadero
Many vehicles, especially larger campers, have difficulty turning around in the
central Embarcadero area. Turning around is also difficult at the seaward end of
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APPENDIX B
Coleman Drive at the State owned parking lot near the north jetty. Vehicles with
trailers compound congestion at the Tidelands boat launch area.
Commercial vehicles double park on the Embarcadero while unloading, thus
interrupting traffic flow.
During periods of peak tourist activity, campers and vehicles with boat trailers
contribute to congestion by parking in the retail and visitor serving areas. This is
especially a problem at the southern section of the Embarcadero where parking spaces
are marked for conventional vehicles only.
The divided portion of the Embarcadero near the PG&E plant is confusing to those
who wish to park in the adjacent lot next to the T-piers or turn around.
2. Excessive length of dead-end roads create congestion and safety hazards.
The Embarcadero terminus at Tidelands is one-half mile south of Marina Street, the
first intersection providing access to Main Street. This distance greatly exceeds the
City's normal standards for cul-de-sacs which is 450 feet from intersection to the
center of the turn around.
The Coleman Drive termination at Morro Rock end is over a mile from Beach Street,
the first intersection which provides access to the area. This is more than 10 times the
length allowed for a cul-de-sac and there is no alternative access to this high use area.
In the event of an accident (more likely with campers and vehicles with trailers and
boats) these dead-end roads could become blocked resulting in frustration and
possible danger for those trapped behind — potentially limiting the ability of
emergency vehicles to reach the site of the accident. In addition, ambulances and fire
vehicles are heavy and have longer turning radiuses than standard cars therefore
generating special requirements for turning and roadway design sections. The present
cul-de-sacs do not meet these requirements.
The lack of any connection between Embarcadero and Highway 41 eliminates
alternative emergency access to the high school and sewer plant in the event of an
earthquake or an accident which blocks or destroys one of the bridges on Highway 1.
Objectives and Design Intent:
Provide improved vehicular access and circulation within the waterfront area.
Environmental sensitivity is an important component in the design and construction of
access improvements.
Designs for road improvements in the waterfront area should insure environmental
compatibility and visual compatibility with the area.
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Master Plan
APPENDIX B
b.2 Public Parldng
After access and safety, lack of parking is the greatest areawide concern and the issue that
draws the most complaints from residents and visitors alike.
Even so, the waterfront area contains considerable parking in the form of private, on -site
parking for some businesses, public parking on the streets, and several public parking
lots. There is a large redrock surfaced public parking area at Morro Rock, a paved public
lot at Front Street adjacent to the P.G.&E. plant, paved public parking areas adjacent to
the T-piers, and large improved public parking areas at Tidelands Park. Public parking in
the central section of the Embarcadero consists of on -street parking and parking at the
street -ends.
When large numbers of visitors are in town, parking resources in the central commercial
areas from the north T-pier to Tidelands Park are utilized beyond capacity. One of the
characteristics of the waterfront area and its tourist orientation is the large fluctuation
level of parking demand. During these peaks the major deficiencies are experienced in the
central part of the Embarcadero where businesses are the most dense and the potential for
additions is at a minimum. Supplemental parking will be needed in the future in
conjunction with a management plan. A parking management plan that addresses parking
needs on the waterfront and the downtown area is currently under preparation (1992) and
is intended to support this master plan. The City currently accepts parking in -lien fees
from some project applicants to be used to increase and improve parking resources.
The level of improvement to the various parking areas and their appearance differs
greatly. There is an overall need for more efficient layouts in the parking areas, attention
to pedestrian access, and aesthetic enhancement.
Issues:
1. There is inadequate parking during peak hours at most planning areas
• The existing parking lots west of Coleman Park to Morro Rock are not large enough
to serve all the visitors that arrive in the area during peak summer weekends and
holidays.
• Parking in the Embarcadero, Area #3 is limited and the on -street parking adds to the
congestion.
• Area #4 (Tidelands) has inadequate parking for boats and trailers on major weekends
and holidays and at peak fishing periods.
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2. Some parking areas are poorly laid out and defined
• Parking lots in Area #1 (State Beach and Coleman Park) are poorly defined and
therefore inefficient at peak times. This poor delineation of parking spaces also, at
times, leads to cars being blocked in by adjacent parked vehicles.
• The layout and entry of the Morro Rock parking area is to narrow for easy parking
and maneuvering of large recreation vehicles.
• Existing parking is frequently poorly located in relationship to the desired destination
areas.
• Parking for the handicapped is non-existent or poorly defined and signed.
• The main parking lot in Area #2 (T-pier area) is poorly defined and has conflicts with
service vehicles and pedestrians.
Objectives and Design Intent:
Provide additional conveniently located public parking facilities within the waterfront
area or in immediately adjacent areas above the bluff.
Parking improvements should reflect the character of their setting. For example, at the
City owned dirt lot at Morro Rock, it is inappropriate and unnecessary to plan for full
paving, with concrete curbs, and formal landscaped areas. A design more informal and in
keeping with the area and users' expectations is preferred. The design intent is to better
organize the area and to maximize it's capability to meet overflow, peak period parking
needs. For the parking areas around the T-piers and at Front Street, a higher level of
improvement is appropriate given the consistent level of use and the more urban
character. Parking improvements should be designed to enhance the visual character of
the area and to encourage more convenient and pleasant pedestrian use.
1b.3 Pedestrian / Bicycle Circulation I Handicapped Access
Increasingly, people are demonstrating the desire to walk and bike rather than relying on
their automobiles, The Morro Bay waterfront is compact in size yet consistently
interesting and is ideally suited to walking and biking. While the scale of the waterfront
area and the mild weather encourages many to take to their wheels and heels, the narrow
and discontinuous sidewalks and lack of bicycle lanes and facilities discourages them.
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b-4
APPENDIX B
Some areas of the waterfront, especially from Beach Street to Coleman Park are
confusing and hostile for pedestrians, although the area contains much interest.
The benefits of improved pedestrian and bicycle access along the waterfront are
compelling: enjoyment and health; freedom to wander and explore; less congestion on the
roadways and a proportional reduction in air pollution. As the City addresses roadway
and parking improvements within the waterfront area, and as public park and private
development projects are proposed, the need for pedestrian and bicycle circulation should
be kept in mind as an important element to unify the overall area.
IIssues:
1. Lack of adequate and continuous pedestrian and bicycle routes
• There are no sidewalks, pathways or designated bike lanes between Coleman Drive at
the entrance to the Morro Rock parking lot, and the end of the state parking lot
serving the north jetty. The very narrow roadway and lack of shoulders around the
south side of Morro Rock discourages non -vehicular access to this destination area.
• The area from the north and south T-piers to the parking lot at Coleman Park does not
currently have designated pedestrian or bicycle paths and is another missing link in
the walking and biking system.
• The public parking lot areas between the north T-pier and Beach Street serve a
number of highly patronized businesses and public sites, yet there is no designated
sidewalk in the area and pedestrians are forced to use narrow alleys in the parking
lots. The current situation is not inviting.
• While a lot of activity on sidewalks is desirable, there are places, especially in Areas
2 and 3 where the sidewalks need more continuity and capacity.
• Because there are no separate bike paths or on -street bike routes on the waterfront
area between Coleman Park and Tidelands Park, cyclists are forced to ride in the
traffic lanes, minimizing the duality of the experience and creating an undesirable and
unsafe traffic situation.
2. There is a continuing need for additional lateral access along the waterfront.
There is a potential for Hutch greater lateral access to the waterfront along the
waterside of buildings and lease sites in Areas 2 and 3.
3. There is a lack of handicapped access and pedestrian amenities.
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APPENDIX B
Wheelchair access is currently not feasible between the waterfront and the
commercial areas above the bluff due to the steep slopes of existing sidewalks. There
are no wheelchair ramps traversing the bluff.
Existing sidewalks are not as visually attractive or interesting as they could be due to
their plain and unadorned character.
• There is a deficiency of public seating, drinking fountains and gathering areas along
the Ecnbarcadero.
Obaectives and Design Intent:
hnprove pedestrian, bicycle and wheelchair access consistent with the adopted
Circulation Element of the General Plan and this master plan. Enhance the aesthetic
quality of sidewalks, walkways and bicycle lanes.
Improvements to pedestrian and bike paths should be designed to be functional, practical
to install, and as inexpensive as possible. At the same time, the objective is to create an
attractive environment which encourages pedestrians to spend time in the area. The
design style selected should integrate as well as possible with existing street -end access
and other waterfront park improvements.
b.4 PubIic Transit
In conjunction with the provision of street improvements and additional street
connections proposed, public transit can provide convenient access to the Waterfront and
help in reducing vehicle congestion. Special character transit vehicles, such as colorful
trams can be a fun experience for visitors and residents alike and augment the overall
recreational experience along the Waterfront.
Issues:
1. At present there is seasonal public transit serving the Waterfront area.
2. There is potential to connect the waterfront to other parts of the City using public
transit.
• There is a possibility of increasing the multiple use of both the Main Street
connnercial area and the Embarcadero with the use of a transit.
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APPENDIX B
Some form of public transit could facilitate parking management by providing better
access to remote parking lots. This could be true of both the Embarcadero area and
the Morro Strand parking area during Easter for example.
Objectives and Design Intent:
The transit service should be designed to operate in support of existing and future public
parking facilities, pedestrian and bike paths, and reach major destination points to reduce
vehicular congestion in the Waterfront area. Transit vehicles should have interest and
charm to help make the system successful.
B.5 Harbor Facilities
More than any other feature of the waterfront, it is the harbor that is dominant and unifies
the areas character. The waterfront and all the uses and activities it supports exists
because of the harbor.
There is need for improved land facilities to support commercial and recreational
boating.
• Allocation of land support facilities have also been an issue between the requirements of
the fishing fleet and sport fishing boats. Both components have on -shore requirements
for parking, repair and fueling. Boat haulout facilities need to be enlarged or a new yard
added.
• A better road connection to the area north of Beach Street is needed to improve access
by large trucks serving the commercial fishing operations around the T-piers.
• Fish off-loading and processing areas around the north T-pier need reorganization and
added work dock area and storage capacity to remain competitive.
2. The bay's scenic and environmental resources need to be considered in the
decision process.
• Personal experience of the harbor and bay is one of the most rewarding aspects of living
in or visiting Morro Bay. As development pressures continue in the future the City must
remain watchful to ensure the broadest possible access to and use of the harbor are
retained and not foreclosed by private projects that limit overall use.
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Objectives and Design Intent
Recognize the harbor's immeasurable value to the public and to the City's future and that
planning decisions for the waterfront need to be made in the context of the optimum
balance between protection of the harbor's natural environment and its functions for
commerce and recreation.
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APPENDIX C
APPENDIX C
PLANNING AREA
This Appendix focuses on the issues that are unique to each of the five individual
planning areas. The proposals of this Appendix set forth the most compatible possibilities
drawing on the experience of the Waterfront Advisory Committee, and reflect the
integration of the numerous concerns expressed by individuals and groups during several
public workshops and through questionnaires and follow up discussion with respondents.
Area 1: Morro Rock I Coleman Park
[Morro Rock, sandspit to PG&E plant intake and Morro Creek, (see Figure 2.1) Issues specific to this area:
(See Graphic Display — Map e.3. Photographs in Appendix G (pgs g-2 & g-3)j
1. Traffic Congestion including turn around difficulties at the end of the road at Morro
Rock. Please also refer to the discussion in Chapter 3 and to Map e.1.
• Inefficient parking and traffic congestion inhibits the natural experience desired for
the area.
• Many vehicles, especially larger campers have difficulty turning around at the Morro
Rock parking area.
2. Parking serving the city beach is unstructured and inefficient; the parking area not
attractive.
• The existing parking lot is well located for its intended use and has a beautiful view
of the ocean. It is, however, barren and full of potholes.
• The parking lot has no definition J boundaries with the result that there is vehicular
and pedestrian erosion of the adjacent dune and vegetated areas.
• The parking lot is oversized for typical summer use. However, for major holidays or
festivals, the area needs to be more efficiently organized to handle the demand.
• Pedestrian access to the beach and surfing areas is not well defined and sometimes
dangerous after storms.
• The restrooms could be better located for use and are not accessible for the disabled.
They are poorly designed for efficient maintenance.
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Master Plan
c-]
APPENDIX C
Erosion of the natural dune area by uncontrolled vehicle use is occurring; there is a
need for revegetation and enhancing the environment,
• Visitors to the Coleman Park area find many small dirt roads, unmarked directions
and unstructured parking in the dime and adjacent beach areas.
• The area adjacent to Morro Creek has been totally degraded and has almost no
riparian or vegetational value from the PG&E fence west to the Pacific Ocean. There
have been instances of people changing their automobile oil in the area and calls to
the police for public safety reasons and towing of cars.
• Some vehicle owners use non -designated roads for parking and beach access near
Mono Creek thereby eroding the dune vegetation.
• At this point the City does not seem to have a clear definition of the type of
revegetation criteria and maintenance effort it is willing to apply to the area.
Controlling the vehicular access into the dunes would significantly reduce some of
the vegetational erosion but is not seen as solving the problem without being related
to improved circulation and parking in the area.
4. Coleman Park is isolated from the bay.
The current park and playground is cut off from the bay by the location of Coleman
Drive. This discourages safe and convenient access to the bay.
Passive park activities could be enhanced by location next to the water and conversely
the small beach area near the PG&E intake area could benefit from easy access to the
restrooms and supporting parking.
5. Potential for improved park amenities and support facilities.
The present park has some picnic areas (located away from the water without
particular amenity) and some children's play equipment. The park is under utilized
for its potential.
A better mix of facilities coupled with bicycle paths and pedestrian access to the bay
could significantly enhance this resource.
While the small beach at the intersection of Coleman Drive and the Embarcadero
(known as Coleman Beach) is at times heavily used by the public for general
recreation and small boat access to the bay, this property is actually privately owned
as part of the former Den Dulk interests. Securing its long term use by the public
through obtaining fee title by exchange or purchase, or through obtaining public
access easements is needed.
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Master Plan
APPENDIX C
6. Need to decide land uses for City held land as well as the former Den Dulk property
in order to positively respond to firture development proposals.
The former Den Dulk property, when considered together with City owned land, is a
potential key to improving public access and recreational opportunities in the area
through the redesign and expansion of Coleman Park.
The ultimate locations of the Embarcadero and Coleman Drive should be adjusted to
support improvements to Coleman Park and to provide efficient access to private
recreational facilities that may be developed in the area.
7. Potential development of harbor and commercial fishing support uses (boat launch,
servicing, berths) is implied through the Commercial Fishing (CF) zoning
designation applied to the waterfront area adjacent to the PG&E facility as a result
of Measure D.
The series of public workshops demonstrated that there was little interest in
establishing new boat liaulout and repair facilities in the area northeast of Coleman
Drive due to the conflict of crossing the road with boat haulout hoists.
The number of potential supporting berthing spaces in this area is limited due to the
narrow channel and because of the presence of eelgrass and other habitat values.
Examination of the land area's physical capabilities and its relationship to the bay and
related boating facilities showed conflict in traffic patterns and low efficiency of
facility to the amount of land required. Support facilities such as parking and repair
sheds and work areas appear to conflict with the natural character appropriate for the
area around Morro Rock,
8. Consider an additional harbor boat launch in the Target Rock area
At present the public launch ramp at Tidelands Park is the only facility capable of
providing access / launching to the bay and ocean for trailer boats. During peak use
periods, the Tidelands Park ramp is heavily used and the parking lot becomes full.
Planned improvements at Tidelands Park have reduced boat trailer parking capacity
in the future, and it is expected that an additional launching site (from trailers) would
be useful. The City has two options, either cope with the congestion at the revised
Tidelands Park or consider other launching area alternatives.
City property at Target Rock appears worthy of further examination and evaluation
for a supplemental launch ramp. (It is noted that this is an historic launching site
which was used by the Navy up through World War II.)
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Any design for development in this area must take into account the natural character
desired near Morro Rock, the relationship to Coleman Drive, parking and bicycle
paths as well as the narrowness of the channel and the bay currents. (See Figure C.1)
If a connection to Highway 41 is provided by bridging Morro Creek, a launch site in
this area could relieve much traffic congestion in the Embarcadero Area since boat
trailer traffic will not have to traverse the commercial and fishing areas to get to the
existing Tidelands Park launch area.
Objectives and Design Intent:
Provide maximum public use and enjoyment of this key shoreline area in a safe,
convenient, and attractive manner, and consistent with maintaining and enhancing the
area's special environmental and scenic qualities.
The Morro Rock / Coleman Park planning area should be kept in a relatively natural state
especially the Rock and vegetated portions of the dunes. Additional areas, where
appropriate, should be developed to augment the natural character of the adjacent areas.
The visitor serving facilities of the area such as Coleman Park and the parking lots should
be restructured to reduce misuse and overuse and provide better access to the waterfront.
Any development should meet stringent design standards and be limited to the addition of
a boat launch area and a support concession on private land in the area of Coleman Beach
to enhance access and recreational use while avoiding excessive development that would
conflict with the area's outstanding natural resources. Any private visitor serving uses in
the Coleman Drive/Embarcadero Road area should also be designed to be low-keyed in
appearance and blend with the environment.
Area 2: T - Piers / Fishermen Working Area
(PG&E Intake plant to the intersection of the Embarcadero at Beach Street)
General Description: This area is primarily devoted to the working fishing boats and
shoreside support. There is also a sprinkling of restaurants and a very chaotic series of
parking lots. To the east the area is visually dominated by the PG&E power plant.
Issues for Area 2
Inefficient and confiising parking layout. Refer to Chapter 3 and Map e.5.
Access to and from the Embarcadero is confusing delineated only by random curb
arts.
Waterfront
Master Plan
APPENDIX C
• The parking layout is inefficient and confusing to use. It is sometimes difficult to
locate where one parked when returning from the Tee pier area.
The parking visually blocks the view of the buildings and bay front facilities.
2. There is a potential to use frontage of PG&E land for landscaping and bicycle path.
(Any work along the Embarcadero would be done in cooperation with PG&E.)
The PG&E facility forms the backdrop for the area and could be visually improved
with more landscaping.
There is a possibility that while relandscaping the PG&E frontage a bicycle path
could be built that would be separated from Embarcadero and the related parking
area.
3. Truck access to fish processing areas (servicing) is in conflict with pedestrian access
to the bay fiont.
Loading fish is interesting for tourists to watch. Maneuvering for loading areas needs
improvement and separation from general use pedestrian areas for safety reasons.
Service areas are not clearly delineated.
4. Inadequate pedestrian access along the waterfront
• Lateral access along the bayfront is impeded by buildings and service areas.
• There is potential for greater viewing of the fishing / boating activity by separation
(probably elevated) of commercial fishing and pedestrian / visitor serving uses.
5. Potential for improved harbor support facilities
• This area has some potential for expanding harbor and waterfront support facilities.
Additional harbor related facilities currently needed include:
a) expansion of the net drying and repair area
b) expansion of City Harbor Department offices
c) improved fish processing plants (modernize existing facilities)
6. Reduction or mitigation of air quality, noise and visual impacts by the PG&E plant
This area is dominated by the PG&E plant which does not augment the visitor serving
potential of the area.
Waterfront
Master Plan
Reduction of the air duality, noise pollution and visual intrusion of the plant would
benefit the area.
Objectives and Design Intent:
Improve parking design and layout in the area to increase the amount of parking, its
convenience, and appearance. Enhance opportunities for waterfront access by coastal
dependent uses, and improve pedestrian access and safety.
Improved visual appearance of the area will result from reorganized and landscaped
parking. Because the area has a strong "working commercial harbor" character, public
improvements should not be to manicured or contain excessive landscaping. Visual
access to the T-piers from the street needs to be preserved.
Area 3: Embarcadero Visitor Area
(Embarcadero: Beach Street to South Street between the bluff and the waterfront)
Issues specific to Area 3:
1. Traffic congestion
• Inefficient movement and traffic congestion inhibits the pedestrian exploration and
waterfront experience desired for the area.
• Many vehicles, especially larger campers have difficulty turning around along the
Embarcadero
2. Inadequate parking for visitors and employees
• Insufficient parking limits pedestrian and visitor access to the central area.
• Early arriving employees often occupy prime parking spaces that should be reserved
for short term visitors.
3. Need for more pedestrian access, space and amenities (sidewalks)
• Existing sidewalks are narrow in portions of the area.
• The duality and design continuity of the sidewalks and pedestrian access way would
benefit from common design standards.
4. Inadequate lateral coastal access along waterfront
Waterfront
Master Plan
APPENDIX C
• There is potential for increased lateral access along the bayfront in conformity with
Coastal Access requirements.
• This goal of providing additional lateral access fits within the pedestrian emphasis
desired for the area to enhance shopping, viewing of the working fishing areas and
appreciation of the scenic character of the bay, sandspit and rock.
5. Need for bicycle paths through area
• Provision of bicycles paths or roadways would enhance access to the area and
potentially reduce the vehicle parking requirements.
• Area needs bicycle parking areas and rental locations. (Some communities like San
Diego have made bicycles a major part of their beach area transportation plan.)
b. Need to protect view corridors along perpendicular access streets
Perpendicular view corridors at the street level will enhance the pedestrian views of
the bay.
Such views can be protected by limiting building heights and setbacks on the lots
adjacent to the stub street which dead end into the bayfront.
7. Desire to provide glimpsed views to the bay through buildings perpendicular to
Embarcadero
Encourage provision of views between buildings and along access routes to lateral
waterfront pedestrian routes.
• Encourage building design which provides a "see -through" potential (as for example
HMS Salt.)
8. Need to control height of development along the Embarcadero to preserve views of
the bay.
Height controls will allow visual access to the bay and rock from structures along the
bluff top.
• Roof character should also be designed to enhance the views from the buildings along
the bluff top.
9. Potential for selected enhancement of harbor support facilities
Enhancement of boatyards and similar water dependent uses should be encouraged to
maintain a diverse and water related character for this area.
Waterfront
Master Plan
APPENDIX C
Water dependent establishments should be encouraged to allow safe visual access of
the work or facilities to provide visual diversity and education of the public.
10. Expressed desire to direct the architectural character of new construction in area
• In addition to height limits for visual access, the architectural character of the
Embarcadero waterfront should be established to limit buildings that are out of
character and scale with the existing community.
• Architectural guidelines should encourage building which enhance the pedestrian
environment through provision of amenities and diversity of visual character and
views from the walkway areas.
Objectives and Design Intent
Enhance the positive characteristics while improving the access and parking situation.
New development should not significantly change the apparent scale of the area. As new
buildings are built and old ones rehabilitated, they should be developed to enhance access
to the water and provision of pedestrian amenities.
Area 4: Tidelands Park
[South Street to the southeast e►id of Tidelands Park and boat launch area. (See Map e.7)]
Issues specific to Area 4;
1. Inadequate circulation between the Embarcadero and the Main Street area.
• Access is only provided by the Embarcadero with a resultant long deadend street
situation which causes both congestion on busy days and creates a potential hazard
should there be an accident or fire.
2. Traffic congestion and lack of parking on busy holidays and weekends.
• Inefficient parking and traffic congestion inhibits the park -like experience desired and
effective use of the boat launch area. With the redesign included with the new
Tidelands Park, a significant amount of vehicle and boat trailer parking capability is
eliminated which will make the periods of peak fishing and the summer situation
even worse than it is at present.
3. Need to provide supplemental boat launch facilities elsewhere on the bay if feasible.
Waterfront
Master Plan
APPENDIX C
The boat launch area is not adequate for existing needs on critical holidays, weekends
and during the summer.
A significant cause of congestion and time delay is the problem of long queuing lines
of vehicles and trailers during boat launch and return at the boat ramp area.
Growth in the use of Morro Bay for the launching of small boats will further overtax
the existing and proposed Tidelands Park facility.
4. There is inadequate pedestrian access to the bay. (Improvements are proposed to
increase pedestrian access in the currently adopted Tidelands Park Plan),
S. Acquire additional land between South and Olive Streets for park and open space
purposes. (see Tidelands Park plan).
Objectives and Design Intent:
Provide parking and passive recreation as well as maintain the existing boat launch
facility. Add a public restroom and landscaping to increase the amenities available in the
area. Many of these improvements are included in the approved Tidelands Park
improvement plan.
Waterfront
Master Plan
.. ........
...... .....
.... ... . ...
...... . ..... ...
W
.mi
OIN
FIGURE C- t
Waterfront
Master Plan
APPENDIX D
APPENDIX D
DESIGN
GUIDELINES
FIGURES
Waterfront
Master Plan
I
APPENDIX D
0
:? t 0
U')
N
Waterfront Master Plan Figure d-2
Waterfront
Master Plan
APPENDIX D
Photo #5a; View
north along the
Embarcadero showing
standard Implemen-
tation of zoning height
limitations which allow
new construction to
create a tunnel like
character.
Photo #5b: Same
view as in photo Sa
looking north along the
Flrrbarradeno showing
alternative height
limitations as allowed
in diagrams shown in
Figures 6, 7 and 8
which could reduce the
tunnel like character
allowed by a common
height restriction.
Waterfront Master Plan Figure d-3
Waterfront
Master Plan
3
0
0
.c
:c
3
u
E
E
u
u
Waterfront Master Plan Figure d-4
Waterfront
Master Plan
Waterfront Master Plan Figure d-5
Waterfront
Master Plan
APPENDIX E
APPENDIX E
101.119.1
GRAPHIC
Page
Map e.1
Waterfront Area (Aerial) North
e.2
Map e.2
Waterfront AreA (aERIAL) SOUTH
e.3
Map e.3
Area 1: Existing Conditions
e.4
Map e.4
Area 1: Proposed Plan
e.5
Map e.5
Area 1: Proposed Plan (Den Dulk Area)
e.6
Map e.6
Former Den Dulk Property Zoning
e.7
Map e.8
Area 2: Proposed Plan
e.8
Map e.0
Area 3: Proposed Plan
e.9
map e.10
Harbor Front Parking Lot Concept Plan
e.11
Waterfront
Master Plan
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AerfrCillt Area (Aerial)
Degraded '�.,-s:s',�! ��;�` .� \. �•
_ .
Creek Area
(see photo 1) ao
Degraded Road '
& Dune Area
(see photos 2&3)
Potential - "" Xx
Embarcaderro ��s��
Connection
Potential Coleman
Drive Relocation
"Den Dulk" Property \ �1
W
A-B = I Mile
ISSUES:
a. Traffic Congestion including turn around difficulties at the end of the road
b. Erosion of the dune area by uncontrolled vehicle use, need for revegetation
c. Parking unstuctured and inefficient
d. Coleman Park isolated from the water
e. Need to decide land uses for City held land as well as the former Den Dulk property
f. Need for a second exit from the area in case of an accident
g. Potential for improved park amenities .
h. Possibilities for additional harbor support uses (boat launch, servicing, berths)
Area 1:Existing Conditions Map E.3
4fo!07. Morro Rock &
y Coleman Park
KEY
Revegetated dune area
v>>;: Paved road areas
Buildings
1. LAUNCH RAMP AREA
2, improved existing parking area
3. Boat launch
4. Turnaround
S. Bike path adjacent to road (—
6. Pedestrian path (------ )
7. Enhanced Coleman park
8. Redeveloped natural dunes
With access trails
9. Rcstroom
I
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Morro Rock
1 11
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-!00,
Area 1: Proposed PIan
Morro Rock &
Coleman Park
0
Map E.4
KEY
`�,,,;'"�;'� .�• .� � ><:::::<:::;:::>:
-
;,,'"`'". .10� Morro
Revegetated dune area
AI6 �. •• �� Creek
Landscaped area
- .....;�Ak
Building
1. New parking areas,''"
` �� >->:<:
2. R.V. park
.. ....� :,..•� •-
yL
3. Boat storage and rental facilities
A. r.Al - `•
4. Pool
ice. ��. 1'.'.r. �.
Y ��. .Ml /r. � .'k it J'a ��.::�'•
..•'.. Jl. )� IlL A.. flit J� .:t.'
5. Volleyball-
J� /�.�.
`,:
6. Picnic areas
'� .► r,�" ' ' .';t=°" ':
Net drying/
7. Recreation pier/kayak & canoe launch"
�"1 "� -► "` ; <::' boat storage:
_Ak �. y. - area(12)--tom
S. Potential concession facility
`
w";k�``'�
9. Bike path
10. Pedestrian path
11. Restroom
;,,,-�`".,•""
12. Net drying and boat storage area,,,,
City
M i M. Y
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• �
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1 Former
�; = -"" .'~ �. r.�. r ^ �.:. "Den Dulk"
•�';.'
Property
y� 4
ram-
PG&E
4 ^ '�
Property
;•
O5 Q
1
Building shown
1 1 for concept only
i.
Drive ma D Cole n n
and land
1 re loca inl
City Property
OA-1/PD
Proposed Relocated
Coleman Drive
Line of beach—
& rock revetment
Proposed
Embarcadero
Extension
PG&E Easements
........ ...
0A -2/cr./PD'
Proposed
........ .. Relocated
.......... .
Embarcadero
.. ... ... ....
:-Existing
Coleman Drive
TTnrhnr/WutPr
_ 1
x !
l+
J H
MORRO
New vehicle access from Embarcadero
to south St. 26' wide pavement
r
�
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o �t
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AT
scale
77mmmj 120'
Boat
launch
ramp
r�
e.. RCS
F� t
•
2� 1�
43ownftbeem
Tidelands park
Map EA
APPENDIX E
IL
A,
V)
C
N
\ 'X
LLJ
\II
. Ix
MAP E.10
Waterfront
Master Plan
APPENDIX F
APPENDIX F
SKETCHES
GRAPHIC
Page
Sketch f.1
Bay Walkway / Boardwalk
f2
Sketch f2
Dune Revegetation and Boardwalk Area
E2
Sketch f.3
Conceptual Parking Treatment
0
Sketch f 4
Boat Launch Area
f.4
Sketch f.5
Waterfront Pedestrian / Traffic Separation
f 5
Sketch f.6
Bicycle / Pedestrian Separation
f.6
Waterfront
Master Plan
PPENDIX F
Waterfront
Master Plan
APPENDIX F
k
rope division line
L..W
landscape driveway/
1 parking separator
Plan Showing
Landscape Dividers
Sketch F.3
Conceptual Parking Treatment
(Morro Strand Beach at Morro Rock)
Waterfront
Master Plan
APPENDIX F
Sketch FA -
Boat Launch Area
(Looking toward Morro Rock)
Waterfront
Master Plan
APPENDIX F
O
cr3
cis
acz
UQ�
Ct
� sy
U
N
� O
iCO
U) C,a W
Waterfront
Master Plan
APPENDIX F
Waterfront
Master Plan
APPENDIX G
PHOTOGRAPH
Photo # 1
Photo #2
Photo #3
Photo #4
Photo #5
Photo #6
APPENDIX G
PHOTOGRAPHS
Parking Area of Morro Rock
Dune Area North of Coleman Park
Cal Poly Boat House
Embarcadero Road Facing Morro Creek
Morro Creek Area
Coleman Drive
Page
g.2
g.2
g.2
g.3
g.3
g.3
Waterfront
Master Plan
� i
;�,ii��
:..
�''
�
•'
,�'
4i%
�`'
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.:�
'` � �:
:<.,
APPENDIX G
Photo #4: View of dirt
road along the Embarcadero
alignment facing north west
toward Morro Creek and the
potential location of the
bridge. The existing road is
actually wider than would
be the case if the road were
paved at the standards
proposed.
Photo 45: View of Morro
Creek in the area of the
potential bridge if the
Embarcadero were con-
nected over Morro Creek.
There is little habitat area of
environmental value such as
riparian vegetation in this
area- A bridge could span
the water area preserving the
character of the stream bed.
Photo #g: View of dirt
road as it connects to
Coleman Drive. This would
be the area where Coleman
Drive would be relocated
inland (to the right) away
from the shoreline to
provide better pedestrian
access to the water. The dirt
road is in the general
alignment of the proposed
Embarcadero extension.
Waterfront
Master Plan