HomeMy WebLinkAboutReso 153-2017 (17-1141)City of South San Francisco P.O. Box 711 (City Hall,
400 Grand Avenue)
South San Francisco, CA
- City Council
' Resolution: RES 153 -2017
File Number: 17 -1141 Enactment Number: RES 153 -2017
RESOLUTION ADOPTING A GENERAL PLAN AMENDMENT AND
EL CAMINO REAL /CHESTNUT AVENUE AREA PLAN
AMENDMENT TO INCORPORATE THE COMMUNITY CIVIC
CAMPUS PROJECT.
WHEREAS, the City of South San Francisco ( "City ") adopted the El Camino Real /Chestnut Avenue
Area Plan ("ECR/C Plan ") in July of 2011, to guide and facilitate future growth and development of the
approximately 98 -acre planning area in the El Camino Real Corridor, between Southwood Drive to just
north of Sequoia Avenue, with a focus on creating pedestrian- oriented, high density mixed -use
development with a range of commercial, residential, and civic uses, including parks, plazas, and
gathering spaces for the community; and
WHEREAS, City staff and the City's consultant, Michael Baker International, have prepared revisions to
the ECR/C Plan ( "ECR/C Plan Amendment ") to accommodate the Community Civic Campus Project
that will construct a new recreation and library facility, police station, fire station, City offices, and
associated parking within the El Camino Real /Chestnut Avenue Plan District ( "Project "); and
WHEREAS, the revisions to the ECR/C Plan to incorporate the Project requires amendments to the
South San Francisco General Plan ( "General Plan Amendment ") and to the South San Francisco Zoning
Ordinance ( "Zoning Text Amendment ") to ensure consistency between the revised ECR/C Plan and all
other governing documents; and
WHEREAS, the Zoning Text amendment will be considered by the City Council by separate ordinance;
and
WHEREAS, the City and Michael Baker International prepared a Subsequent Environmental Impact
Report (SEIR) in accordance with the provisions of the California Environmental Quality Act (CEQA)
and CEQA Guidelines, which discloses and analyzes the potential environmental impacts of the Project;
and
WHEREAS, the Draft SEIR ( DSEIR) was prepared and circulated for a 45 -day public /agency review
period from July 12, 2017 through August 28, 2017, and a Final SEIR ( FSEIR) was prepared which
includes written responses to comments received on the DSEIR and minor revisions to the DSEIR
(collectively, "EIR "); and
City of South San Francisco Page 1
File Number. 17 -1141 Enactment Number: RES 153 -2017
WHEREAS, by separate resolution, the City Council has made findings and certified the EIR as an
objective and accurate document that reflects the independent judgement of the City in the identification,
discussion and mitigation of the Project's environmental impacts; and
WHEREAS, on November 16, 2017, the Planning Commission conducted a property noticed public
hearing and recommended that the City Council certify the EIR and approve the General Plan
Amendment, ECR/C Plan Amendment, and Zoning Text Amendment.
NOW, THEREFORE, BE IT RESOLVED that based on the entirety of the record before it, which
includes without limitation, CEQA and CEQA Guidelines, 14 California Code of Regulations § 15000,
et seq.; the South San Francisco General Plan and General Plan EIR, including all amendments and
updates thereto; the South San Francisco Municipal Code; the El Camino Real/Chestnut Avenue Area
Plan, prepared by Dyett & Bhatia, dated July 2011; the associated Draft and Final Environmental Impact
Report for the El Camino Real/Chestnut Avenue Area Plan and all appendices thereto, dated 2011; the
draft El Camino Real /Chestnut Avenue Area Plan Revisions, prepared by City staff and Michael Baker
International; the draft Zoning Text Amendments, prepared by City staff and Michael Baker
International; the draft General Plan Amendments, prepared by City staff and Michael Baker
International; the Subsequent Environmental Impact Report for the Community Civic Campus Project,
including the Draft and Final SEIR and all appendices thereto; all reports, minutes, and public testimony
submitted as part of the Planning Commission meeting of August 17, 2017; all reports, minutes, and
public testimony submitted as part of the Planning Commission meeting of November 16, 2017; all
reports, minutes, and public testimony submitted as part of the City Council meeting of December 13,
2017, and any other evidence (within the meaning of Public Resources Code § 21080(e) and § 21082.2)
( "Record "), the City of South San Francisco City Council hereby finds as follows:
A. General Findings
The foregoing recitals are true and correct and made a part of this resolution.
The Record for these proceedings, and upon which this resolution is based, includes without limitation,
Federal and State law; the California Environmental Quality Act (Public Resources Code §§ 21000, et
seq. ( "CEQA ")) and the CEQA Guidelines (14 California Code of Regulations § 15000, et seq.); the
South San Francisco General Plan and General Plan EIR, including all amendments and updates thereto;
the South San Francisco Municipal Code, all reports, minutes, and public testimony submitted as part of
the Planning Commission meeting of August 17, 2017; all reports, minutes, and public testimony
submitted as part of the Planning Commission meeting of November 16, 2017; all reports, minutes, and
public testimony submitted as part of the City Council meeting of December 13, 2017, and any other
evidence (within the meaning of Public Resources Code §21080(e) and §21082.2).
City of South San Francisco Page 2
File Number: 17 -1141 Enactment Number: RES 153 -2017
The refinements, clarifications, and/or corrections set forth in the General Plan Amendment and ECR/C
Plan Amendment, as they relate to the Project are minor in nature, the adoption of which would not
result in any new significant environmental effects or a substantial increase in the severity of any
previously identified effects beyond those disclosed and analyzed in the Subsequent Environmental
Impact Report for the Community Civic Campus Project, IS /MND prepared for the Zoning Ordinance,
General Plan EIR nor do the refinements, clarifications, and/or corrections constitute a change in the
project or change in circumstances that would require additional environmental review.
The documents and other material constituting the record for these proceedings are located at the
Planning Division for the City of South San Francisco, 315 Maple Avenue, South San Francisco, CA
94080, and in the custody of Chief Planner, Sailesh Mehra.
General Plan Amendment Findings
The proposed General Plan Amendment for the Project will modify the land use diagram in Chapter 2
and Chapter 3 to align with the proposed ECR/C Plan Amendment that would designate the existing
Municipal Services Building from Public to El Camino Real Mixed Use North. In doing this, the General
Plan Amendment and the ECR/C Amendment will remain consistent with the vision of the General Plan,
meet the purposes of Chapter 20.540, and continue to support the vision of dense, walkable mixed use
developments close to transit. Additionally, the General Plan Amendment will modify the Housing
Element and identified opportunity housing sites to comply with the State of California's Housing and
Community Development Department requirements.
The proposed General Plan Amendment for the Project will remain compatible with other provisions of
the General Plan and the ECR/C Plan.
The proposed General Plan Amendment for the Project will require an amendment to other plans that the
City Council has adopted, namely the ECR/C Plan, and this is being done in tandem through resolution
to ensure internal consistency with all City adopted documents.
The proposed General Plan Amendment for the Project is in compliance with the California
Environmental Quality Act.
C. El Camino Real/Chestnut Avenue Area Plan Amendment Findings
The ECR/C Plan Amendment will slightly modify definitions and land use development regulations, but
otherwise keeps the ECR/C Plan entirely intact and consistent with the previously adopted document in
July of 2011. With the minor revisions to the General Plan through the associated General Plan
Amendment, the ECR/C Amendment will be consistent with the General Plan.
City of South San Francisco Page 3
File Number. 17 -1141
Enactment Number: RES 153 -2017
The ECR/C Plan Amendment will not be detrimental to the public interest, health, safety, convenience,
or welfare of the City as it only makes slight modifications to the definitions and applicability of active
uses on the ground floor of mixed use buildings and does not otherwise change adopted land use or
development standards.
The ECR/C Plan Amendment area is physically suitable for the proposed land use designation(s) and the
anticipated development since the revision only changes development standards slightly but will not
change height, density or floor area regulations that would impact property development.
The ECR/C Plan Amendment will be superior to development otherwise allowed under conventional
zoning classifications since it provides additional flexibility and discretion to permit projects that may be
constrained due to parcel size, shape and/or encumbrances.
Be it Further Resolved that the City Council of the City of South San Francisco hereby makes the
findings contained in this resolution, and adopts the General Plan Amendment (Exhibit A), and the
ECR/C Plan Amendment Exhibit B .
BE IT FURTHER RESOLVED that all other sections, subsections, tables, figures, graphics and text that
are not amended by the proposed Amendments attached shall remain in full force and effect.
Be it further resolved that this resolution shall become effective immediately upon its passage and
adoption.
At a meeting of the City Council on 12/13/2017, a motion was made by Mark Addiego, seconded by Pradeep
Gupta, that this Resolution be adopted. The motion passed.
Yes: 5 Mayor Normandy, Councilmember Garbarino, Vice Mayor Matsumoto,
Councilmember Gupta, and Councilmember Addiego
Attest by
sta
City of South San Francisco Page 4
SOUTH SAN FRANCISCO GENERAL PLAN
2-6
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Encourage developmentsin this area to include
employee-oriented ancillary orcentralized commercial services
Interchange/Intersection Study Area
P r o p osed
Existi n g
Low Density Residential
Medium Density Residential
High Density Residential
Downtown Low Density Residential
Downtown Medium Density Residential
Downtown High Density Residential
Downtown Commercial
Community Commercial
Business Commercial
Coastal Commercial
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Mixed Industrial
Business and Technology Park
Tr ansportation Center
Public
Park and Recreation
Open Space
Loft Overlay District
Existing Regional/Arterial/Collector
Proposed Street
South SanFranciscoHigh School
SpruceSchool
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Figure 2-1
Land Use Diagram
El Camino Real Mixed Use
El Camino Real Mixed Use North, High Intensity
El Camino Real Mixed Use North, Medium Intensity
El Camino Real/Chestnut Avenue Area Plan
Downtown Residential Core
Downtown Transit Core
Downtown Station Area Plan
Transit Oce/R&D Core
Linden Neighborhood Center
Linden Commercial Corridor
Grand Avenue Core
1/4 Mile
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Table 2.2-1: Standards for Density and Development Intensity
Land Use Designation Minimum Required FAR Residential Density (units/net acre)Maximum Permitted FAR1 Maximum Permitted with Incentives and Bonuses
Units/Net Acre FAR (See Table 2.2-2)
Residential2,3
Low Density -up to 8.0 0.5 10.0 -
Medium Density -8.1-18.0 1.0 22.5 -
High Density -18.1-30.0 -37.5 -
Downtown
Downtown Residential -
Low Density -5.1-15.0 0.7 15.0 -
Medium Density -15.1-25.0 1.25 31.3 -
High Density -20.1-40.0 -50.03 -
Downtown Transit Core 2.0 80.1-100.0 6.0 120.0 8.0
Grand Avenue Core 1.5 14.1-60.0 3.0 80.0/100.0 4.0
Linden Neighborhood Center 2.0 40.1-60.0 3.0 80.0 -
Downtown Residential Core -40.1-80.0 3.0 100.0/125.04 3.254
Office --1.0 -2.55
Commercial
Transit Office/R&D Core 1.5 -1.5-2.5 -3.5
Community Commercial --0.5 --
Business Commercial6 --0.5 -1.05
Hotel --1.2 -2.0
Coastal Commercial6 -----
Retail --0.5 -1.0
Office --1.0 -1.6
Hotel --1.6 -2.2
Mixed Use
El Camino Real Mixed Use7 0.68 up to 60.09 2.510 up to 80.09 3.510
El Camino Real Mixed Use North,
High Intensity
0.611 up to 80 2.0 up to 110 up to 3.0
El Camino Real Mixed Use North,
Medium Intensity
0.611 up to 40 1.5 up to 60 up to 2.5
Industrial
Business and Technology Park --0.5 -1.012
Mixed Industrial --0.4 -0.613
Business Commercial6 --0.5 -10.86
3
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SOUTH SAN FRANCISCO GENERAL PLAN
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5 Housing Resources
5.1 Available Sites for Housing
The purpose of the adequate sites analysis is to demonstrate that the City of South San Francisco
has a sufficient amount of land to accommodate its fair share of the region’s housing needs during
this planning period. The State Government Code requires that the Housing Element include an
“inventory of land suitable for residential development, including vacant sites and sites having the
potential for redevelopment.” (Section 65583(a)(3)) It further requires that the Element analyze
zoning and infrastructure on these sites to ensure housing development is feasible during the
planning period.
Demonstrating an adequate supply of vacant or underutilized land is only part of the task of the
adequate sites analysis. The City must also show that this supply is capable of supporting housing
demand from all economic segments of the community and for various housing types, including
multi-family rental, manufactured housing, group housing, and transitional housing. High land
costs in the Bay Area make it difficult to meet the demand for affordable housing on sites that are
designated for low densities. The State has generally held that the most appropriate way to
demonstrate adequate capacity for low and very low income units is to provide land zoned for
multiple-family housing with an allowed density of 30 dwelling units per acre or more. Hence this
analysis focuses on the identification of sites that could accommodate this level of density, in
order to accommodate the need for lower-income housing units.
For the purposes of this analysis, housing sites in South San Francisco have been grouped into
two geographic areas. Each of these areas is described below, with accompanying maps and tables
to identify sites and quantify development potential. The following analysis of sites in South San
Francisco indicates the potential to develop 2,1691,982 units of new housing with the adoption of
the Downtown Station Area Specific Plan (DSASP) (in February 2015).
Nearly all opportunity sites would support housing densities of 30 units per acre or greater,
providing favorable prospects for affordable units. As discussed before, the City has a determined
need of 1,864 units during the planning period. Compared against the RHNA, the City’s housing
opportunity sites offer a development capacity that exceeds the needs determination by more than
300 100 units.
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March 2015
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Table 5.1-1: Summary of Housing Opportunity Sites Development
Capacity Under Existing Zoning
Area Acreage Unit Capacity Percent of Total
Transit Village 16.915.7 1,7311,544 8078%
Downtown 6.1 438 2022%
Total Capacity 23.0 2,1691,982 100%
RHNA Target 1,864
Excess Capacity 305118 116106%
The available sites inventory conducted for the Housing Element focuses on sites with near-term
development potential, where the site is currently vacant, highly underutilized, or where
developers have come forward with plans to redevelop existing uses. There may be additional sites
in South San Francisco with housing potential, including individual vacant lots and developed
sites with marginally viable existing uses.
Approximately 80 percent of the City’s near-term residential development potential is in the
Transit Village area, which is already zoned for medium (30 dwelling units per acre) to high (120
dwelling units per acre) density residential development.
Almost 20 percent of near-term residential development potential is in the Downtown area.The
City was engaged in preparation of the DSASP over the past two years, and it was adopted in
February 2015. The DSASP focuses on properties within 0.5 mile of the City’s Caltrain station.
The overarching aim of the Plan is to create a successful and vibrant downtown, including new
high-density, mixed-use development in areas that are best poised to take advantage of improved
access to the City’s Caltrain station and SamTrans bus routes; affirming the historic Grand
Avenue Corridor as the focus of the community; and providing improved connections to the East
of Highway 101 employment district. The DSASP includes pedestrian- and bicycle-friendly
upgrades, landscaped green spaces, widened sidewalks, new streets, and mass transit connections
designed to improve the business and residential quality of life in the City. The DSASP is a twenty
year policy document that is intended to govern development in the Downtown area. Under the
new Plan, residential development potential in the Downtown area has increased to 60 dwelling
units per acre, with up to 100 dwelling unit per acre allowed depending on the zoning district.
FARs have increased to range from 3.0 to 6.0 depending on the zoning district.
TRANSIT VILLAGE SITES
The Transit Village is located in the heart of South San Francisco, and it is well connected with to
transit services, regional crossroads, and I-280. This area has been a focus of some of the City’s
recent planning efforts, in support of the General Plan’s vision of the area as a distinct, vibrant
district and a regional destination. With the adoption of the BART Transit Village Plan in 2001,
the City of South San Francisco established zoning standards and design guidelines to promote a
vibrant mixed-use district consistent with the area’s role as an important transit hub. A key
element of the plan was to up zone various parcels to allow for more intensive residential
development, and since the plan’s adoption, much housing has been built in the area. Additional
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regulations were adopted in 2010 for a specific area in the Transit Village; the South El Camino
Real General Plan Amendment, Zoning, and Design Guidelines targeted higher intensities and
mixed-use development in the Transit Village area along El Camino Real.
The City adopted the El Camino Real/Chestnut Avenue Area Plan in 2011, which focused on
another area within the Transit Village. This plan provided specific principles, policies, design
standards and guidelines, and recommendations for implementation to guide the development of
the area into a vibrant, mixed use district. It included locations for land uses, a classification
system, density/intensity standards, and total development potential for each land use type. This
plan included detailed block-by-block development projections for a focus area in the Transit
Village to determine probable environmental impacts and infrastructure needs, but they were not
adopted as part of the plan. To the extent that any future development project is consistent with
the plan’s land use designations and development intensities and standards, any necessary
environmental review will be limited to site-specific impacts, rather than cumulative and area-
wide impacts (which were fully evaluated in the program EIR prepared on the plan).
Many of the sites in and around the Transit Village area are vacant or underutilized parcels that
present an excellent opportunity for housing development. The sites are composed of
combinations of vacant and underutilized parcels, and the table that follows takes their current
status into account in determining realistic capacity. The fact that many of these sites are owned
by a single entity makes them especially good candidates for housing development during the
planning period. The largest property owners in the area are the City, Kaiser Permanente, and
BART. Listed in Table 5.1-2 and shown in Figure 2, these five sites in the Transit Village contain
16.915.7 acres of land with combined capacity for 1,7311,544 units of housing.
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Table 5.1-2: Housing Opportunity Sites in Transit Village Area
Site APN Acres Existing Use Adjacent Uses Zoning
Maximum
Dwelling Units
Per Acre
Estimated Actual
Dwelling Units
Per Acre Units
1 011-171-500 0.1 Vacant SFR SFR, MFR TV-RM 30 30 3
1 011-171-330 1.5 Vacant BART TV-RM 30 30 44
Site 1 Total 1.6 47
2 010-292-130 1.3 Vacant motel Hospital, MFR ECR/C-MXH 80 80 104
2 010-292-280 1.3 Vacant
ECR/C-MXH 80 80 104
2 010-292-270 3.1 Lumber yard ECR/C-MXH 80 80 248
Site 2 Total 5.7 456
3-Block A 093-312-060 Vacant
MFR, Colma Creek,
Public uses ECR/C-RH 120 108 419
3-Block B
Vacant MFR, Colma Creek ECR/C-MXH 80 76 43
3-Block C
Vacant MFR, Colma Creek ECR/C-MXH 80 72 94
3-Block D
Commercial,
vacant MFR, Colma Creek ECR/C-MXH 80 64 139
3-Block E
Commercial,
vacant MFR, Colma Creek ECR/C-MXH 80 54 150
3-Block H 093-312-050 1.3 Commercial Vacant, public uses ECR/C-MXH 80 70 223
3-Block J
Commercial Vacant, public uses ECR/C-MXH 80 39 45
Site 3 Total1 7.66.3 1,113890
4 011-327-050 0.3 Utility MFR RH-30 30 23 7
Site 4 Total 0.3 7
5
011-322-030
010-400-270 1.71.8
Commercial
Public use MFR Commercial ECR/C-MXH 80 64 80 108144
Site 5 Total 1.71.8 108144
Total
16.9
15.7 1,7311,544
Notes:
1. Includes blocks A, B, C, D, E, H, and J from the Focus Area of the El Camino Real/Chestnut Area Plan. Buildout assumptions reflect those in the Area Plan.
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Figure 2: Housing Opportunity Sites in Transit Village Area
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South San Francisco Housing Element Update
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Capacity Analysis
This section contains analysis of the realistic development capacity of the five housing
opportunity sites in the Transit Village area. This analysis considers factors including vacant and
underutilized site status, recent regulatory changes and development trends, lot size, physical
constraints, and infrastructure.
The recently updated Zoning Ordinance (2010) includes four districts specific to the Transit
Village area: Transit Village Commercial (TV-C), Transit Village Retail (TV-R), Transit Village
Residential High Density (TV-RH), and Transit Village Residential Medium Density (TV-RM).
One key housing opportunity site is in the TV-RM district. The High Density Residential (RH-30)
district covers one key housing site in the Transit Village area as well.
In addition, the El Camino Real/Chestnut District in the updated Zoning Ordinance provides
regulations, standards, and development review procedures to implement the El Camino
Real/Chestnut Avenue Area Plan. There are several sub districts in this zone: the El Camino
Real/Chestnut Mixed-Use Medium Density District (ECR/C-MXM), the El Camino
Real/Chestnut Mixed-Use High Density District (ECR/C-MXH), and the El Camino Real
Residential High Density District (ECR/C-RH). The ECR/C-MXH and ECR/C-RH districts
include three key housing sites in the Transit Village area.
The five key housing sites in the Transit Village total 16.915.7 acres and would accommodate
1,7311,544 housing units.
Transit Village Residential Medium Density Zone
The TV-RM district permits multi-unit residential uses, with a maximum density of 30 units per
acre. The minimum site area per unit is 1,500 square feet and the maximum lot coverage is 75
percent. Setbacks of 5 feet on the side and 10 feet on the street side are required, as is a rear yard.
There are also controls over the pedestrian orientation and vehicle accommodations.
Site 1 is the housing site located in the TV-RM zone. It is composed of two parcels: one is 0.1
acres in size and has a vacant single family home, and one is 1.5 acres in size and is vacant. The
low density residential district RL-8 is adjacent to Site 1. At the TV-RM density of 30 units per
acre, Site 1 can comfortably accommodate 47 units.
El Camino Real/Chestnut District
The ECR/C-MXH designates sites for mixed-use development at high intensities, and it permits
single-unit attached and multi-unit residential development, except at the ground floor level
along key rights-of-way. The maximum FAR is 2.0, but can increase to 3.0 with the incentive
program. The maximum residential density is 80 units per acre, and the maximum can increase to
110 units per acre with the incentive program. There is no minimum residential density in the
ECR/C-MXH zone.
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The ECR/C-RH zone provides for high density residential development in the form of high rises
and townhomes near the BART station. It permits single-unit attached and multi-unit residential
development, and it has no minimum or maximum FAR. The minimum residential density is 80
units per acre, and the maximum density is 120 units per acre, and up to 180 units per acre with
the incentive program.
The building envelopes for both the ECR/C-MXH and ECR/C-RH zones are controlled by
minimum and maximum street wall heights, front building setbacks, and build-to lines.
Minimum setbacks apply to building walls with windows and facing side or rear yards, to provide
light and air for residential units. The maximum lot coverage is 90 percent for both zones, and
maximum tower dimension is 125 feet, with a minimum separation of 30 feet between towers.
Site 2 is 5.7 acres and is composed of three parcels, which are each zoned ECR/C-MXH. Two of
the parcels are vacant, while another is occupied by a lumber yard. Eighty dwelling units are
allowed per acre in this zone, and Site 2 would accommodate 456 residential units.
Site 3 was included in the Focus Area of the El Camino Real/Chestnut Avenue Area Plan. Detailed
development projections were calculated for the Focus Area block-by-block, based on the
application of land use, density, and intensity regulations. This Housing Element relies on those
block-by-block projections for the build out assumptions. Site 3 is composed of seven parcels; six
are zoned ECR/C-MXH, while one is zoned ECR/C-RH. Together, these parcels total 7.66.3 acres
and would comfortablyare estimated to accommodate 1,113890 housing units.
Site 5 contains one parcel that is 1.71.8 acres and zoned ECR/C-MXH, and it would accommodate
108 144 units.
Together, Sites 2, 3, and 5 in the ECR/C District would accommodate 1,6771,490 units.
RH-30 Zone
The RH-30 is a residential zoning district that provides for high residential density at 30 units per
acre, with no minimum or maximum FAR. Single unit dwellings and multi-unit dwellings are
permitted in the RH-30 zone. The maximum building height is 50 feet, with a maximum of 4
building stories. Setbacks are required on all sides of the building. The maximum lot coverage is
65 percent is allowed. The only site in the Transit Village in the RH-30 zone, Site 4 is a small
parcel of 0.3 acres and is currently occupied by utilities. It is adjacent to multi-family residential
uses, and it is expected to accommodate 7 housing units.
Ownership
Publicly-Owned. Sites 3 and 5 were owned by the City’s Redevelopment Agency before it was
dismantled in 2012. In the Long Range Property Management Plan, the dissolution plan of the
City’s Redevelopment Agency, a number of the properties have been transferred to the City’s
Successor Agency, including Sites 3 and 5. These sites are among the best near-term opportunities
for housing development in South San Francisco, as they are primarily vacant and have been
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March 2015
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identified for future housing and mixed-use development through the General Plan, the El
Camino Real/Chestnut Avenue Area Plan, and the Zoning Ordinance. The City has expressed an
intention and willingness to sell them in order to realize residential mixed-use development on
the sites. In total these sites measure 9.58.1 acres with a capacity for 1,2151,034 dwelling units.
Privately-Owned. Site 2 is owned by Kaiser Permanente Medical Center. This site is composed of
three parcels and is currently occupied by a vacant motel, a lumberyard, and a vacant lot. Site 1 is
privately owned.
Environmental and Infrastructure Analysis
There are no known environmental issues that would limit development of the identified sites in
the Transit Village area. Recent residential developments in the area have submitted negative
declarations. The sites are outside of the airport noise contours, and no sites in the area are listed
with the State as having known or potential contamination.1 Periodic flooding occurs in certain
areas along Colma Creek in South San Francisco, which runs through the Transit Village;
however, improvement projects in this area have greatly reduced the concern of flooding, such
that it is not an issue that would limit development in this area.
The City Engineer has confirmed that infrastructure in the area is sufficient to support identified
levels of development, including the capacity of sewer, water, and wastewater treatment facilities.
As is common practice in the City, developers may be required to pay for intersection or other
infrastructure improvements to offset project-specific impacts.
DOWNTOWN SITES
Downtown South San Francisco is situated just west of Highway 101 and has retained a historic
character with fine-grained, mixed-use development. The City’s General Plan seeks to reinforce
the Downtown’s identity and role as the physical and symbolic center of South San Francisco.
General Plan strategies include increased residential development in the Downtown and better
connections to surrounding areas. The comprehensive Zoning Ordinance update has provided
zoning districts and development regulations to support this vision. Much of the Downtown
neighborhood is located within a half-mile of the City’s Caltrain commuter rail station, which is
located on the east side of Highway 101. As discussed above, the City adopted the DSASP, which
identifies further development opportunities and allows higher densities.
The City’s historic Downtown area encompasses a range of underutilized publicly- and privately-
owned parcels that are suitable for either mixed-use or residential development. Even before
adoption of the DSASP, through the comprehensive Zoning Ordinance update in 2010 and
related efforts, the City has paved the way for housing on key parcels in the Downtown area in
keeping with the long-term goal of creating a vibrant and sustainable urban center. The DSASP
1 Source: Department of Toxic Control Substances, March 2009.
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will continue to support those goals and will enhance this vision further. For this Housing
Element, the City has identified 12 key sites in the Downtown with near-term redevelopment
potential. The sites are composed of combinations of vacant and underutilized parcels, and the
table that follows takes their current status into account in determining realistic capacity. Listed
below in Table 5.1-3 and shown in Figure 3, all of these sites are owned by the City of South San
Francisco Successor Agency. In total, these sites represent 6.1 acres with a combined development
capacity for 438 units under the DSASP.
27
PREPARED BY
Field Paoli
Keyser Marston Associates
Kimley-Horn and Associates
El Camino Real/
Chestnut Avenue Area Plan
City of South San Francisco
Adopted July 2011
TABLE OF CONTENTS
TABLE OF CONTENTS
1 Vision and Context .......................................................................................1
1.1 Planning Area ...............................................................................................1
1.2 Vision ...........................................................................................................4
1.3 Planning Area Context ...............................................................................38
1.4 Related Plans and Programs ......................................................................40
1.5 Plan Organization ......................................................................................44
2 Land Use Classification, Density/Intensity Standards, and
Development Program ...............................................................................45
2.1 Land Use and Density/Intensity .................................................................45
2.2 Projected Development Program .............................................................50
3 Guiding Principles and Policies ...................................................................59
3.1 Land Use ....................................................................................................59
3.2 Building Heights .........................................................................................62
3.3 Urban Design and the Public Realm ...........................................................65
3.4 Circulation .................................................................................................78
3.5 Station Access Improvements....................................................................84
3.6 Parking and Transportation Demand Management ...................................85
4 Design Standards and Guidelines ...............................................................91
5 Implementation ......................................................................................105
5.1 General Plan Amendments ......................................................................105
5.2 Zoning Amendments ...............................................................................106
5.3 Phasing and Initial Development Steps ....................................................106
5.4 Infrastructure Improvements ..................................................................112
5.5 Financing .................................................................................................115
FIGURES
Figure 1-1: Regional Context ...........................................................................2
Figure 1-2: Planning Area .................................................................................3
Figure 1-3: Illustrative Vision ...........................................................................5
Figure 1-4: Illustrative Vision – Overview ........................................................6
Figure 1-5: Illustrative Vision – Sections ..........................................................8
Figure 1-6: Plan 2 – Upper Levels ...................................................................12
Figure 1-7: Plan 1 – Level 1 ............................................................................14
Figure 1-8: Plan 0 – Below-Grade Parking ......................................................16
Figure 1-9: Illustrative Vision – Perspective from the West ...........................18
Figure 1-10: Illustrative Vision – Perspective from the Southeast ...................20
El Camino Real/Chestnut Avenue Area Plan
Figure 1-11: Illustrative Vision – Perspective from the East ............................22
Figure 1-12: View A – Colma Creek looking South along Centennial Way .......24
Figure 1-13: View B – Public Plaza looking South from Oak Avenue ................26
Figure 1-14: View C – Centennial Way looking North from Chestnut Avenue .28
Figure 1-15: View D – Chestnut Avenue from El Camino Real .........................30
Figure 1-16: View E – Mission Road at Grand Avenue looking South ..............32
Figure 1-17: View F – Oak Avenue at Mission Road looking West ...................34
Figure 1-18: View G – Del Paso Drive at Camaritas Avenue looking East .........36
Figure 1-19: Existing Land Uses (2010).............................................................39
Figure 1-20: Ownership and Opportunity Sites ...............................................41
Figure 2-1: Land Use Diagram ........................................................................46
Figure 2-2: Block Key......................................................................................52
Figure 3-1: Building Heights ...........................................................................63
Figure 3-2: Airport Height Limits ...................................................................64
Figure 3-3: Active Frontages ..........................................................................66
Figure 3-4: Open Space Framework ...............................................................70
Figure 3-5: Streetscape ..................................................................................72
Figure 3-6: Street Network ............................................................................79
Figure 3-7: Pedestrian and Bicycle Connections ............................................82
Figure 3-8: Parking .........................................................................................86
Figure 5-1: Development Phasing ................................................................108
Figure 5-2: Potential Property Exchange with Kaiser ...................................111
TABLES
Table 2-1: Standards for Density and Development Intensity ......................49
Table 2-2: Development Potential Summary ................................................50
Table 2-3: Focus Area Development Summary by Block ..............................58
Table 3-1: Common and Public Open Space (Square Feet) ...........................69
Table 4-1: Design and Development Standards ............................................92
1AREA PLAN
1 Vision and Context
Located in the heart of South San Francisco, the El Camino Real/Chestnut Ave-
nue Planning Area has the potential to become a distinct, vibrant district within
the South San Francisco community, and a region-wide destination. The area
is advantageously located at the city’s busiest crossroads, with visibility from
both Chestnut Avenue and El Camino Real, the South San Francisco Bay Area
Rapid Transit (BART) Station just to the north, and I-280 less than a mile to the
west. The Planning Area is anchored by key public amenities including Orange
Memorial Park, the Centennial Way pedestrian and bike trail and the Munici-
pal Services Building (the location of City Council meetings and other commu-
nity functions). The potential addition of a new library in or near the Planning
Area would further establish the area as a civic district and key destination in
the city. With much of the land currently vacant and significant ownership by
the City, the potential of the area is enormous.
This plan establishes a transformative vision for the area, which emerged
through a collaborative process that engaged City officials and staff, develop-
ers, property owners, regional agencies, and residents. The vision builds on the
regional Grand Boulevard Initiative that calls for El Camino Real—the original
Mission Trail that was first paved into a highway in South San Francisco nearly
100 years ago—to be transformed into a boulevard, highlighted by nodes of
higher intensity mixed-use development. The plan includes a complete set of
goals, policies, and critical implementation strategies, as well as design and
development standards and guidelines, that will help achieve the desired
vision. General Plan amendments have been adopted concurrently with this
plan and an Environmental Impact Report (EIR) has been prepared and certi-
fied to enable development to proceed.
1.1 PLANNING AREA
As shown in Figure 1-1, the El Camino Real/Chestnut Avenue area is located
west of Downtown South San Francisco. The Planning Area encompasses
approximately 98 acres along El Camino Real, from Southwood Drive to just
north of Sequoia Avenue. The majority of the area is situated between El
Camino Real and Mission Road. The right-of-way for the underground Bay Area
Rapid Transit (BART) line runs through the length of the site. The area includes
approximately 58 acres of developable land, excluding streets, BART, creeks,
and other rights-of-way.
Within this Planning Area, there are several opportunities for redevelopment,
including an 11-acre site owned by the City of South San Francisco. Together,
these opportunity sites comprise a Focus Area of 19.2 developable acres, as
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Figure 1-1: Regional Context
shown in Figure 1-2. The Focus Area is located between Mission Road and El Camino
Real, from Grand Avenue to the north and the planning boundary to the south. This
area includes several large parcels near Chestnut Avenue and El Camino Real, as well
as two large parcels north of the proposed Oak Avenue extension along Mission Road.
As these properties present the greatest development opportunities within the Plan-
ning Area, they are the focus of this plan. Opportunities in and outside of the Planning
Area are discussed in detail in Section 1.3.
3VISION AND CONTEXT
Figure 1-2: Planning Area
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4 El Camino Real/Chestnut Avenue Area Plan
1.2 VISION
The El Camino Real/Chestnut area will be a new walkable, distinctive, mixed-
use district at the geographic center of South San Francisco. A network of open
spaces will form the armature of new development. New streets and pedes-
trian connections will extend through the area, enabling easy movement on
foot. The BART right-of-way that extends through the length of the Planning
Area will be transformed into a linear park and a pedestrian-oriented “Main
Street,” lined with active uses, and outdoor seating in a portion of the right-of-
way. Development will be at high densities, reflecting adjacent transit access.
An illustrative vision showing the envisioned district is concept is shown in Fig-
ure 1-3.
The plan envisions a new neighborhood of up to 4,800 residents housed in
low- to high-rise buildings. It will provide a range of commercial uses; walking
access to everyday amenities; new civic uses, potentially including a new City
Library; and parks, plazas, and gathering spaces for the entire South San Fran-
cisco community. Taller residential buildings will have townhouses at the lower
level with individual entrances oriented to streets, particularly on key pedes-
trian routes. Parking will be below grade or in structures, enabling efficient use
of land, as possible.
This efficient use of land to create a pedestrian oriented, walkable area close
to transit is part of the City’s ongoing effort to promote integrated planning
and development based on sustainability principles and practices. The vision
for the Planning Area is one of “smart growth,” enhanced by policies and
design guidelines that ensure sustainable measures such as green building
and green site design measures are incorporated into future development. As
“smart growth” and sustainability are inherent in the vision for the Planning
Area, supporting principles and design guidelines are embedded throughout
the Plan.
The core of the Planning Area is currently vacant, offering opportunity to struc-
ture development, connections, and open space in an integrated manner. Cen-
tennial Way—a bicycle and pedestrian trail within the Colma Creek and BART
rights-of-way—will be extended along the portion of the BART right-of-way
between Chestnut Avenue and Colma Creek north of the proposed Oak Ave-
nue extension. This trail network will provide an important direct connection
between the South San Francisco BART station to the north and Orange Memo-
rial Park to the south. Pedestrian and bicycle paths will connect new devel-
5VISION AND CONTEXT
opment and surrounding neighborhoods to the Centennial Way spine. Build-
ings, parks, and plazas will be oriented to the open space network to maximize
access to and visibility of these amenities.
The area slopes upward east to west (from Mission Road to El Camino Real).
The plan uses topography to enable two levels of parking to be accessed from
the ground level, and could include stores/restaurants at two levels to open at
the ground level to both El Camino Real and the new Main Street segment. The
slope can also be used to create a public plaza/amphitheater along and adja-
cent to the BART right-of-way, which can be used for community events and
performances, with the face of a parking structure serving as movie screen. Art
will be integrated along with landscape elements.
The illustrative vision overview (Figure 1-4) shows proposed development in
the Focus Area. The illustration demonstrates the desired relationship between
the built form and public and private open spaces. The accompanying sections
in Figure 1-5 show an illustrative vision of the potential layout of vertical mix of
uses; the mixed-use designations will accommodate retail uses at the ground
floor and office, public, and residential uses above. All retail spaces will have
visibility from El Camino Real, Arroyo Drive, or Chestnut Avenue, while restau-
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6 El Camino Real/Chestnut Avenue Area Plan
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Figure 1-5: Illustrative Vision - Sections
Linear ParkColma Creek Residential
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9VISION AND CONTEXT
± 0.00 (+ 45.00 ft)
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10 El Camino Real/Chestnut Avenue Area Plan
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LibraryOak Avenue Garage
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11VISION AND CONTEXT
± 0.00 (+ 45.00 ft)
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LibraryOak AvenueGarage
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12 El Camino Real/Chestnut Avenue Area Plan
Figure 1-6: Illustrative Vision - Plan: Upper Levels
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Figure 1-7: Illustrative Vision - Plan: Level 1
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Figure 1-8: Illustrative Vision - Plan: Below-Grade Parking
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Open Space - Ground Level
Parking
17VISION AND CONTEXT
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18 El Camino Real/Chestnut Avenue Area Plan
Figure 1-9: Illustrative Vision – Perspective from the West
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19VISION AND CONTEXT
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20 El Camino Real/Chestnut Avenue Area Plan
Figure 1-10: Illustrative Vision – Perspective from the Southeast
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21VISION AND CONTEXT
O A K A V E
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22 El Camino Real/Chestnut Avenue Area Plan
Figure 1-11: Illustrative Vision – Perspective from the East
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23VISION AND CONTEXT
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24 El Camino Real/Chestnut Avenue Area Plan
Figure 1-12: View A – Colma Creek looking South along Centennial Way
AA
Conceptual illustration of potential naturalization of Colma Creek to
provide greater visual and physical access to the creek while maintain-
ing drainage and flood utility of the channel.
25VISION AND CONTEXT
26 El Camino Real/Chestnut Avenue Area Plan
Figure 1-13: View B – Public Plaza looking South from Oak Avenue
B
MISSION RD
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27VISION AND CONTEXT
28 El Camino Real/Chestnut Avenue Area Plan
Figure 1-14: View C – Centennial Way looking North from Chestnut Avenue
C
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29VISION AND CONTEXT
30 El Camino Real/Chestnut Avenue Area Plan
Figure 1-15: View D – Chestnut Avenue from El Camino Real
D
MISSION RD
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31VISION AND CONTEXT
32 El Camino Real/Chestnut Avenue Area Plan
Figure 1-16: View E – Mission Road at Grand Avenue looking South
Conceptual illustration of new residential townhomes and street
improvements that facilitate bike and pedestrian movement along Mis-
sion Road.
MISSION RD
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33AREA PLANVISION AND CONTEXT
34 El Camino Real/Chestnut Avenue Area Plan
Figure 1-17: View F – Oak Avenue at Mission Road looking West
F
OAK AV
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ARRO
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MISSION RD
Conceptual view of residential towers and streetscape improvements
along Colma Creek.
35AREA PLANVISION AND CONTEXT
36 El Camino Real/Chestnut Avenue Area Plan
Figure 1-18: View G – Del Paso Drive at Camaritas Avenue looking East
G DEL P A S O D R
CAMARITAS AVE
EL CAMINO RD
AR
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OAK
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MISSI
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W E S T B O R O UGH BLVD
Conceptual illustration of residential towers as seen from surrounding
residential communities.
37AREA PLANVISION AND CONTEXT
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W E S T B O R O U G H B L V D
CHESTNUT AVEOAK AVE
38 El Camino Real/Chestnut Avenue Area Plan
rants and cafés may spill over to the extended Centennial Way. The series of
plans in Figures 1-6 through 1-8 show these illustrative visions of the poten-
tial building footprints and proposed land uses at three different levels: Plan 2
shows upper levels; Plan 1 shows level 1; and Plan 0 shows below-grade park-
ing. Finally, Figures 1-9 through 1-18 show three-dimensional views and photo
simulations of the proposed development scenarios. The exact combination
and layout of land uses and building heights and footprints are flexible within
the mixed-use designations.
1.3 PLANNING AREA CONTEXT
The El Camino Real/Chestnut Avenue Planning Area is a highly accessible and
visible area with several advantageous adjacencies and topographical features.
The nearby existing residential communities and public facilities—including
transit, parks, and planned improvements—further make the area an ideal
place for a new residential community and regional destination. This section
outlines the existing planning context of the Planning Area, including land uses
and improvement plans underway or approved by the City; property owner-
ship within the Planning Area; and key opportunities for redevelopment.
EXISTING LAND USES AND IMPROVEMENT PLANS
Currently, 11.1 acres, or 19 percent of the developable land within the Plan-
ning Area, is vacant. The remainder includes a range of institutional, commer-
cial, and residential uses, with an estimated 251,000 square feet of commercial
uses, 304,800 square feet of office, and 132 residential units. The various uses
are shown in Figure 1-19.
PROPERTY OWNERSHIP
Figure 1-20 highlights the major public and private property ownership in the
Planning Area and development opportunity sites. The two largest property
owners are the City of South San Francisco and Kaiser Permanente; the City
owns a total of 20.3 acres in the Planning Area, and Kaiser Permanente owns
19.3 contiguous acres. Included in the City’s holdings are 11 developable acres
in the Focus Area as well as the Municipal Services Building on Arroyo Drive
and El Camino Real. In addition, BART owns a total of 20.4 acres in a linear
swath about 100 feet wide that runs the length of the Planning Area. Other
significant property owners include Safeway, which owns a 4.4-acre shopping
center at the south end of the Planning Area, and El Camino Enterprises LLC,
which owns the site of the Pacific Supermarket on the corner of El Camino Real
and Westborough Boulevard. Aside from these large holdings, most of the par-
cels in the Planning Area are owned by private, individual property owners.
39VISION AND CONTEXT
Figure 1-19: Existing Land Uses (2010)
Orange
Park
South
San Francisco
BART Station
M
ISSIO
N R
D
PG&E Easement
EL CAMINO REAL
GRAND AVE
O A K A V E
CHESTNUT AVE
W E S T B O R O U G H B L V D
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ALTA LO
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CAMARITAS AVE
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WILLOW AVE
MILLER A
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DEL PASO DR
H OLLY AVE
FOREST VIEW DR
DEL MONTE AVE
W ESTVIE W AVE
ANTOINETTE LN
SE Q U OIA AVE
BONITA AVE
ALTA MESA DR
1 S T S T
SU
N
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SUSIE WY
CLARA AVE
COMMERCIAL AVE
CAR
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LAS FLO RES AVE
ALDENGLEN DR
CHESTNUT AVE
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B
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ALT U RA W Y
HEATHER WY
H E R M O S A L N
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ESTATE CT
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S O U T H W O O D D R
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Figure 1-13
Existing Land Use
Medium Density Residential
Service Commercial
Community Commercial
Office
Business Commercial
Transportation Center or ROW
Open Space
Public
Vacant
Planning Boundary
BART
Colma Creek Channel
0 500 1,000250
Feet
Source: San Mateo County, 2008; Dyett and Bhatia, 2010.
Medium Density Residential
Service Commercial
Community Commercial
Office
Business Commercial
Transportation Center or ROW
Open Space
Public
Vacant
Planning Boundary
BART
Colma Creek Channel
0 500 1,000250
Feet
Source: San Mateo County, 2008; Dyett and Bhatia, 2010.
Medium Density Residential
Service Commercial
Community Commercial
Office
Business Commercial
Transportation Center or ROW
Open Space
Public
Vacant
Planning Boundary
BART
Colma Creek Channel
0 500 1,000250
Feet
Source: San Mateo County, 2008; Dyett and Bhatia, 2010.
Medium Density Residential
Service Commercial
Community Commercial
Office
Business Commercial
Transportation Center or ROW
Open Space
Public
Vacant
Planning Boundary
BART
Colma Creek Channel
0 500 1,000250
Feet
Source: San Mateo County, 2008; Dyett and Bhatia, 2010.
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W E S T B O R O U G H B L V D
CHESTNUT AVEOAK AVE
40 El Camino Real/Chestnut Avenue Area Plan
OPPORTUNITY SITES
Figure 1-20 also highlights opportunity sites within the Planning Area. Of these,
the sites that present the greatest opportunity are those within the Focus
Area, as illustrated in the vision. These include the 11 acres of primarily vacant
property owned by the City of South San Francisco, advantageously located
adjacent to El Camino Real, Chestnut Avenue, and Colma Creek. Furthermore,
the proposed extension of Oak Avenue runs through the area.
Opportunities in the Focus Area
In addition to City-owned property, Figure 1-20 indicates several other oppor-
tunities for redevelopment and intensification within the Focus Area. Specifi-
cally, a number of low-intensity commercial uses with surface parking along
Chestnut Avenue and El Camino Real could benefit from redevelopment. This
includes the existing 4.4-acre Safeway shopping center south of Chestnut Ave-
nue and underutilized commercial uses along the Creek between Antoinette
Lane and Mission Road.
Most critically, the 100-foot-wide BART right-of-way, which runs through the
center of the Planning Area, provides a unique opportunity for linear open
space. Due to structural constraints that limit the level of soil cover and devel-
opment above the transit line, improvements must have a minimal impact to
the soil load and not require foundation work. Thus, there exists an opportu-
nity for a grand linear open space that runs through new development. Addi-
tionally, there are ample opportunities to create better connections throughout
the Planning Area, including new streets or street segments; new pedestrian
linkages; new bikeways; and an expansion of Centennial Way.
Opportunities Outside of the Focus Area
Apart from the opportunity sites within the Focus Area, there are several addi-
tional opportunity areas within the Planning Area along El Camino Real. To the
north, these include three properties owned by Kaiser Permanente—the for-
mer Broadmoor Lumber, the vacant storage facility, and the former Days Inn
sites—which present an opportunity to enliven the street with active uses and
enhanced streetscape design. Additional opportunity sites include the Buri-
Buri Center, parcels along El Camino Real at the southern end of the Planning
Area, and the parcels north of the vacant San Francisco Public Utilities Com-
mission (PUC) site along Mission Road. Potential development in all opportu-
nity areas is accounted for in the buildout calculations presented in Chapter 2.
41
Figure 1-20: Ownership and Opportunity Sites
Orange
Park
South
San Francisco
BART Station
M
ISSIO
N R
D
PG&E Easement
Safeway
El Camino
Enterprises LLC
EL CAMINO REAL
GRAND AVE
O A K A V E
CHESTNUT AVE
W E S T B O R O U G H B L V D
M
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S
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ARROYO DR
ALTA LO
M
A DR
CAMARITAS AVE
A
S
T
INDIO DR
WILLOW AVE
MILLER A
VE
DEL PASO DR
H OLLY AVE
FOREST VIEW DR
DEL MONTE AVE
W ESTVIE W AVE
ANTOINETTE LN
SE Q U OIA AVE
BONITA AVE
ALTA MESA DR
1 S T S T
SU
N
N
YSIDE DR
SUSIE WY
CLAR A AVE
COMMERCIAL AVE
CAR
M
ELO LN
LAS FLO RES AVE
ORANGE AVE
ALDENGLEN DR
CHESTNUT AVE
E L C A M P O D R
B
AY
W
O
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D A
V
E
ALT U R A W Y
HEATHER WY
H E R M O S A L N
NURSERY WY
ESTATE CT
BADEN AVE
D A L Y C T
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D
G
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W
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W
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NORA WY
S O U T H W O O D D R
BRUSCO WY
2 N D S T
TUNITAS LN
EL CA M P O D R
A N T O I N E T T E L N
1
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Figure 1-14
Ownership & Opportunity
Sites
Ownership
City of South San Francisco/RDA
BART
Kaiser Permanente Medical Center
Public Utilities Commission
Large Privately-Owned
Other Parcels
Opportunity Sites
Focus Area
Other Opportunity Sites
Planning Boundary
BART
Colma Creek Channel
0 500 1,000250
Feet
Source: San Mateo County, 2008; Dyett and Bhatia, 2010.
Ownership
City of South San Francisco/RDA
BART
Kaiser Permanente Medical Center
Public Utilities Commission
Large Privately-Owned
Other Parcels
Opportunity Sites
Focus Area
Other Opportunity Sites
Planning Boundary
BART
Colma Creek Channel
0 500 1,000250
Feet
Source: San Mateo County, 2008; Dyett and Bhatia, 2010.
Ownership
City of South San Francisco/RDA
BART
Kaiser Permanente Medical Center
Public Utilities Commission
Large Privately-Owned
Other Parcels
Opportunity Sites
Focus Area
Other Opportunity Sites
Planning Boundary
BART
Colma Creek Channel
0 500 1,000250
Feet
Source: San Mateo County, 2008; Dyett and Bhatia, 2010.
Ownership
City of South San Francisco/RDA
BART
Kaiser Permanente Medical Center
Public Utilities Commission
Large Privately-Owned
Other Parcels
Opportunity Sites
Focus Area
Other Opportunity Sites
Planning Boundary
BART
Colma Creek Channel
0 500 1,000250
Feet
Source: San Mateo County, 2008; Dyett and Bhatia, 2010.
VISION AND CONTEXT
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W E S T B O R O U G H B L V D
CHESTNUT AVEOAK AVE
42 El Camino Real/Chestnut Avenue Area Plan
1.4 RELATED PLANS AND PROGRAMS
The El Camino Real/Chestnut Avenue Area Plan functions in concert with a
number of other regulatory documents. Chief among these are the South San
Francisco General Plan and Zoning Ordinance. The General Plan envisions El
Camino Real as a boulevard with an enhanced streetscape, and encourages “a
mix of uses, with pockets of concentrated activity that provide focii and iden-
tity” to the area. It also envisions specific development standards that “further
El Camino Real’s development as a mixed-use boulevard.” Recent efforts by
the City to achieve this include:
• The South El Camino Real General Plan Amendment, Zoning, and Design
Guidelines. Adopted in March 2010, this amendment targets higher
intensities and mixed-use development in the area just south of the El
Camino Real/Chestnut Planning Area, along El Camino Real between
Chestnut and Noor avenues. The goal of the South El Camino Real
Amendment is to stimulate revitalization and encourage pedestrian- and
transit-orientation in the area. The El Camino Real/Chestnut Avenue Area
Plan policies, standards, and design guidelines are informed by and expand
upon the South El Camino Real policies.
• The South San Francisco BART Transit Village Plan Zoning District
Standards & Design Guidelines. The plan and regulations, adopted in August
2001, call for traffic engineering and streetscape design changes in the area
within a one-half mile radius of the South San Francisco BART station. The
plan also calls for mixed-use housing with higher residential densities and
lower parking requirements than in other areas of South San Francisco.
Much of this housing has been built since the plan’s adoption.
The El Camino Real/Chestnut Avenue Area Plan builds on these and other goals
and policies of the General Plan and creates a more specific vision for the future
of the area. Upon adoption of this Plan, the South San Francisco General Plan
and Zoning Ordinance will be amended to incorporate its goals and policies and
reflect recommended development standards and design guidelines. The Gen-
eral Plan and Zoning Ordinance will then help implement the Area Plan.
In addition to the General Plan and Zoning Ordinance, several improvement plans
and programs affect the Planning Area:
• The Oak Avenue extension. As shown in Figure 1-2, the City currently has
plans to extend Oak Avenue through to Arroyo Drive, in accordance with the
General Plan. Spanning a distance of 550 feet and rising a vertical distance of
about 45 feet from Mission Road to El Camino Real, this proposed roadway
43VISION AND CONTEXT
and bridge will be a key feature of the El Camino Real/Chestnut Planning
Area and will significantly improve east-west connectivity within the area.
• South San Francisco BART Linear Park Master Plan/Centennial Way.
Published in January 2003, the BART Linear Park Master Plan aims to
establish an enhanced multi-use bikeway and linear park along the BART
right-of-way corridor, where the BART train system runs underground. The
goal is to create an open space connection between the South San Francisco
and San Bruno BART stations for residents, commuters, and recreationalists,
broadening the range of nonmotorized transportation within the area.
The plan was later expanded to include an open space amenity alongside
the Colma Creek canal right-of-way, and became known as Centennial
Way. It is currently a 2.87-mile linear park with a continuous bicycle and
pedestrian path, signage and landscaping, that provides an alternative route
to the sidewalks along El Camino Real and Mission Road. It also includes an
enhanced landscaped buffer along Mission Road on the block between Oak
and Chestnut avenues. As shown in this plan’s illustrative vision, the plan
complements Centennial Way and embraces and further develops the goals
of the BART Linear Park Master Plan.
• Grand Boulevard Initiative. This is a regional vision for the entire length of
El Camino Real, from Daly City to San José. Underway since 2006, the Grand
Boulevard Initiative encourages compact mixed-use development and high-
quality urban design and construction along El Camino Real. It aims to create
a pedestrian-oriented environment and streetscapes with vibrant public
spaces along the entire thoroughfare. The El Camino Real/Chestnut Avenue
Area Plan establishes policies for the area that further the goals of the Grand
Boulevard Initiative.
• South San Francisco El Camino Real Master Plan. The El Camino Real Master
Plan, completed in July 2006 by the City, aims to “develop El Camino Real
as a boulevard that accommodates its role as a regional corridor but with
streetscape and development that provide identity to the street.” The plan
establishes specific recommendations by segment. The El Camino Real/
Chestnut Avenue Area Plan specifically acknowledges and addresses the
plan’s recommendations for the Kaiser Hospital Area and the Buri-Buri
Center Area.
• Housing Element/City of South San Francisco General Plan. The Housing
Element, updated April 2015 contains an analysis of the community’s
housing needs, resources, constraints, and opportunities. It also contains
goals, policies, and programs and an action plan which details the actions
to be taken by the City to respond to the community’s evolving housing
needs. The Housing Element has been drafted to ensure consistency with
the Area Plan. The Housing Element identifies several housing opportunity
sites within the Planning Area and estimates that these sites can
accommodate approximately 1,221 housing units.
E L
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W E S T B O R O U G H B L V D
CHESTNUT AVEOAK AVE
44 El Camino Real/Chestnut Avenue Area Plan
• Redevelopment Plan for the El Camino Corridor Area. The Redevelopment
Plan was adopted in 1993 to address blight and to promote the safety,
health, and welfare of the residents and users of the Redevelopment
Area. The goals and objectives of the Redevelopment Plan included the
elimination and prevention of blight and substandard conditions; achieving
an environment with high quality architecture and design; and the creation
of new housing and job opportunities. The Redevelopment Plan was
amended in 2000 to expand the Redevelopment Area.
1.5 PLAN ORGANIZATION
The following chapters of this document present guiding principles and accompa-
nying policies; design standards and guidelines; and recommendations for imple-
mentation:
• Chapter 2: Land Use Classification, Density/Intensity Standards, and
Development Program provides the land use framework, including
locations for uses, land use classifications, density/intensity standards, and
development potential estimates. This chapter also illustrates potential
buildouts with graphics and three-dimensional models.
• Chapter 3: Guiding Principles and Policies provides guiding principles and
policies, comprehensively addressing the major considerations for new
development within the Planning Area. Organized thematically, the guiding
principles encapsulate the quality and intensity of improvements that the
City hopes to achieve for the Planning Area. They address land uses, heights,
urban design and the public realm (including open space), circulation, and
parking, with diagrams to illustrate each. Following each guiding principle is
a series of policies that will guide the City and developers in implementing
the principles.
• Chapter 4: Design Standards and Guidelines provides design standards and
guidelines for future development within the Planning Area. Standards
provide clear direction on key design elements, while guidelines illustrate
how these regulations may be implemented. Design elements include
building massing, design, and articulation; private and public open space;
and parking and access. They provide guidance to developers as well as to
City staff and decision-makers for achieving high-quality design throughout
the Planning Area.
• Chapter 5: Implementation outlines implementation measures, including
amendments to the General Plan and the Zoning Ordinance, phasing of
development, necessary infrastructure improvements, and financing
and public investment measures needed to achieve cohesive plan
implementation.
45LAND USE CLASSIFICATION, DENSITY/INTENSITY STANDARDS, AND DEVELOPMENT PROGRAM
2 Land Use Classification,
Density/Intensity
Standards, and
Development Program
This chapter provides the land use framework that will enable the development
of the El Camino Real/Chestnut Area into a vibrant mixed-use district that sup-
ports community needs and services. It provides locations for land uses, a classi-
fication system, and density/intensity standards. It also estimates total develop-
ment potential for each land use type. Potential development within the Focus
Area is illustrated with three-dimensional models and graphics.
1.1 LAND USE AND DENSITY/INTENSITY
LAND USE DIAGRAM
The Land Use Diagram (Figure 2-1) designates the proposed location, distribution,
and extent of activities that may take place in the Planning Area. Land use clas-
sifications—shown as color/graphic patterns on the diagram—allow for a range
of activities within each classification. The diagram is a graphic representation
of policies contained in Chapter 3; it is to be used and interpreted in conjunction
with the text and other figures contained in the Area Plan.
46 El Camino Real/Chestnut Avenue Area Plan
Figure 2-1: Land Use Diagram
W
E S T B O R O U G H B L V D
GRAND AVE
S EQ
U O IA AV E
EL
CA
MIN
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E
A
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A R RO YO
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CAM
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DEL MON
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AV
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M
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D EL P A S O D R
H E R M O S A L N
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S AV ECLARA AV E
ALTURA WAY
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1 /2 M i l e R a d i u s
S a few ay /C he s tnu tCenterBuri B ur iCenter
f r o m B A R T S t a t i o n
KaiserPermanent eMedical Cent e r
S o u t hSan Fra nci scoBART S tation
Ora ngePark
EL CAMINO REAL/CHESTNUTSPECIFIC AREA PLANLAND USE DIAGRAM
High Density Residential(120 du/ac; up to 180 withapproval)
North El Camino RealMixed Use, High Intensity
North El Camino RealMixed Use, MediumIntensity
Public/Quasi-Public
Park/Open Space
BART
Canal
Planning Boundary
0 500 1000
FEET
100
Sunsh i n eGardensNeighborhoo d
Or a nge Pa r kNeighborhood
HO LLY AV E
S
U
N
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Y
SI
D
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D
R
C H ES TNUT
AVE
0 500 1000
FEET
100
EL CAMINO REAL/CHESTNUTSPECIFIC AREA PLANLAND USE DIAGRAM
High Density Residential(120 du/ac; up to 180 withapproval)
El Camino Real MixedUse North, High Intensity
El Camino Real MixedUse North, MediumIntensity
Public
Park and Recreation
BART
Canal
Planning Boundary
Potential Location forSupermarket
EL CAMINO REAL/CHESTNUTSPECIFIC AREA PLANLAND USE DIAGRAM
High Density Residential(120 du/ac; up to 180 withapproval)
El Camino Real MixedUse North, High Intensity
El Camino Real MixedUse North, MediumIntensity
Public
Park and Recreation
BART
Canal
Planning Boundary
Potential Location forSupermarket
47
LAND USE CLASSIFICATION AND DENSITY/INTENSITY STANDARDS
Land use classifications are presented below. The Zoning Ordinance provides
greater detail on specific uses permitted within each classification. In addition to
the uses described here, public uses—including government offices, police and
fire stations, parks, and public schools—are permitted in all land use classifica-
tions.
Table 2-1 shows standards for density and development intensity. The maximum
residential density may be increased, in accordance with state law, for projects
with affordable housing or housing for elderly residents. A 25 percent bonus is
available for housing that meets community design standards as specified in
the Zoning Ordinance (see Zoning Ordinance, Chapter 20.390, Bonus Residential
Density). For nonresidential and mixed uses, the base maximum FAR may also
be increased with bonuses, as shown in Table 2-1. A bonus FAR of 0.5 is avail-
able with a Transportation Demand Management (TDM) Program. In addition,
a discretionary bonus FAR of 0.5 is available for other design standards based
on criteria established in the Zoning Ordinance and upon conditional use permit
approval.
High Density Residential
This designation, as it applies to the 4.5-acre former San Francisco Public Utili-
ties Commission (PUC) parcel between Mission Road and the Colma Creek canal,
allows higher densities than elsewhere in the city, reflecting the area’s close
proximity to the South San Francisco BART station. Up to 120 units per acre are
permitted and a minimum density of 80 units per acre is required. A maximum of
180 units per acre may be achieved for development meeting specified criteria.
El Camino Real Mixed Use North
This designation is intended to accommodate high-intensity active uses and
mixed-use development. Retail and department stores; eating and drinking
establishments; hotels; commercial recreation; financial, business, and personal
services; residential; educational and social services; and office uses are permit-
ted.
There are two El Camino Real Mixed Use North designations within the Planning
Area: High Intensity and Medium Intensity. These areas are shown in Figure 2-1.
In both areas, the minimum FAR for all uses, exclusive of structured parking, shall
be 0.6, of which a target 0.3 FAR or greater will be devoted to active uses. Active
uses are those that are accessible to the general public, generate walk-in pedes-
trian clientele, and contribute to a high level of pedestrian activity. Such uses
include retail shops, cafes, restaurants, bars, theaters and the performing arts,
commercial recreation and entertainment, personal and convenience services,
hotels, banks, travel agencies, childcare services, libraries, community class
spaces, museums, and galleries. Residential amenities with transparency will also
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48 El Camino Real/Chestnut Avenue Area Plan
be considered. Maximum FAR and residential densities are different in the two
areas, as described below.
El Camino Real Mixed Use North, High Intensity
Within this designation, the ground floor frontage of a site along El Camino Real,
Chestnut Avenue and Oak Avenue is required to be devoted to active uses. The
maximum FAR for all uses, inclusive of housing but exclusive of structured park-
ing, shall be 2.0, with increases to a maximum total FAR of 3.0 for development
meeting specified criteria. Residential density is limited to a maximum of 80 units
per acre, with increases to a maximum of 110 units per acre for development
meeting specified criteria.
El Camino Real Mixed Use North, Medium Intensity
For the Medium Intensity designation, the maximum FAR for all uses, inclusive
of housing but exclusive of structured parking, shall be 1.5, with increases to a
maximum total FAR of 2.5 for development meeting specified criteria. Residential
density is limited to 40 units per acre, with increases to a maximum of 60 units
per acre for development meeting specified criteria.
Public
This designation provides for schools, libraries, government offices, transit sites,
and other facilities that have a unique public character.
49
Table 2-1: Standards for Density and Development Intensity
Residential Density
(units/net acre)
Floor Area Ratio
(residential and non-residential uses combined)
Land Use
Designation
Min.Max.Total
Maximum with
Discretionary
Approval and
Incentive-Based
Bonuses
Min.Base
Maximum
Bonuses Total
Maximum with
Discretionary
Approval and
Incentive-Based
Bonuses
Bonus
Attainable
with TDM
Program
Bonus
Attainable
with Other
Specified
Design
Standards
High Density
Residential
80 120 180 –––––
El Camino Real Mixed Use North
El Camino Real
Mixed Use
North, High
Intensity
– 80 110 0.61 2.0 0.5 0.5 3.0
El Camino Real
Mixed Use
North, Me-
dium Intensity
– 40 60 0.61 1.5 0.5 0.5 2.5
1 A minimum 0.3 FAR of the required 0.6 FAR shall be active uses. The requirement for a minimum 0.3 FAR of active uses does not apply to projects
where 30% of the units are restricted and affordable to low- or low-moderate-income households or where site constraints limit ground-floor
development.
Dyett & Bhatia, 2010
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50 El Camino Real/Chestnut Avenue Area Plan
1.2 PROJECTED DEVELOPMENT PROGRAM
This section describes development projected for the Planning Area. A more
detailed block-by-block picture of the development envisioned for the Focus
Area is also provided. These projections are used to determine probable envi-
ronmental impacts and infrastructure needs, and are not adopted as part of the
plan. This Area Plan does not include any specific projects or development appli-
cations; however, to the extent any project is consistent with the plan’s land use
designations, and development intensities and standards, any necessary environ-
mental review will be limited to site-specific impacts, rather than cumulative and
area-wide impacts, which have been fully evaluated in the program EIR prepared
on the plan. A development project does not have to be consistent with illus-
trative vision and massing and detailed block-by-block projections to be con-
sistent with the plan.
OVERALL DEVELOPMENT
Development potential is calculated based on the application of land use, density,
and intensity assumptions to the opportunity sites described in Chapter 1. Table
2-2 below describes the amount of new development projected for buildout of
the entire Planning Area, including all sites within and outside of the Focus Area.
The Plan is expected to result in 369,400 square feet of new retail/services devel-
opment, 73,000 square feet of office space, a new 50,000 square foot library,
and over 1,500 new high-density units accommodating 4,600 new residents. The
figures presented in the following table account for existing development, exist-
ing development to be replaced or redeveloped, and new development. This
51
Table 2-2: Development Potential Summary
Land Use Type Existing Existing Lost Projected Net Total
Retail and Services (SF)250,900 194,000 369,400 426,300
Office (SF)304,800 0 73,000 377,800
Public/Institutional (SF)60,500 0 50,000 110,500
Residential (Units) 130 65 1,520 1,585
Residents 400 200 4,600 4,800
Dyett and Bhatia, 2010
analysis is illustrative and different development configurations may occur over the
course of time within the area plan. Any future project would be subject to zoning
regulations, environmental consistency analysis, and City approval.
FOCUS AREA DEVELOPMENT BY BLOCK
Development within the Focus Area, as shown in the illustrative vision drawings
of Chapter 1, comprises the majority of the overall development potential of the
Planning Area. Each block within the Focus Area—its adjacencies, site constraints
and opportunities—was considered carefully in understanding the development
potential, and portraying the massing outlined in the illustrative vision. This section
describes in detail the development program envisioned for each block within the
Focus Area. Figure 2-2 provides a key map of the Focus Area, with each block identi-
fied by a letter, and the following text provides a detailed picture of potential devel-
opment on each individual block. Table 2-3 summarizes the amount of development
that could be accommodated, by square footage, units, and spaces, for nonresiden-
tial, residential, and parking respectively if the Focus Area were to develop as shown
in the illustrative vision. Although the illustrative vision provides guidance, the exact
combination and layout of land uses and building heights and footprints are flexible
on these blocks, especially those with the mixed-use designations.
BLOCK A
Block A is the only block in the Focus Area designated as High Density Residential.
The illustrative vision shows that the block is broken into two buildings, each with
two aboveground levels of podium parking topped with common open space for
LAND USE CLASSIFICATION, DENSITY/INTENSITY STANDARDS, AND DEVELOPMENT PROGRAM
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Figure 2-2: Block Key
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54 El Camino Real/Chestnut Avenue Area Plan
residents. A driveway leading into both parking garages would be
accessed from Mission Road. The garages could each be wrapped on
three sides with residential units.
BLOCK B
Block B contains the smallest amount of development of all the blocks
within the Focus Area—it could contain a mix of low-rise units above
underground parking spaces. This block, as well as the rest of the
Focus Area, is designated as El Camino Real Mixed Use North, High
Intensity. Block B could be accessed by a new driveway off of Oak
Avenue, circling blocks B and C.
BLOCK C
Block C borders on two segments of Centennial Way (to the east and
west) and Oak Avenue (to the south). It is designated as El Camino Real
Mixed Use North, High Intensity. The illustrative vision shows that it
include mixed-use development with several levels of podium parking
and a mix of residential development types on all sides; ground floor
commercial space fronting Oak Avenue; and a residential tower built
over the commercial space. Parking could be accessed from the same
driveway that serves Block C.
BLOCK A:
• ~400 units
• ~110 DU/
acre
BLOCK B:
• ~40 units
• ~80 DU/
acre
• ~3.1 FAR
55
BLOCK D
Block D faces Oak Avenue to the north and Centennial Way to the east
and west. It is designated as El Camino Real Mixed Use North, High
Intensity. Vehicular access to this development is envisioned to be
improved by a new circulation road internal to the block, extending
from Oak Avenue to Chestnut Avenue alongside the eastern segment
of Centennial Way, as well as from a shared driveway down the cen-
ter of the block, perpendicular to Centennial Way. The north end of
the block could include retail space that occupies the block’s Oak Ave -
nue frontage. The development could incorporate several levels of
podium parking. The bulk of the development is shown in the illustra-
tive vision and includes a range of housing types, such as townhouses,
low-rise units and tower units. The space could also accommodate a
large civic facility. The exposed portion of the parking garage adja-
cent to the public plaza could be used to support a large movie screen
and/or other public art displays.
BLOCK E
Block E faces Chestnut Avenue to the south and Centennial Way to
the east and west. It is designated as El Camino Real Mixed Use North,
High Intensity. Like Block D, vehicular access could be provided via a
new circulation road internal to the block alongside the eastern seg-
ment of Centennial Way. This block could play a critical role in estab-
lishing the Planning Area as a major destination, with its central loca-
tion in the Focus Area. Therefore, active and public-serving uses are
most appropriate here. The illustrative vision shows much of the block
occupied by pedestrian-oriented retail, in part with residential units
on upper levels. The space could also be suitable for a grocery store.
BLOCK F
For the corner of El Camino Real and Oak Avenue (Block F), the illus-
trative vision shows a relocated South San Francisco Main Library. It
is designated as El Camino Real Mixed Use North, High Intensity. As
this designation allows public uses, the illustrative vision envisages a
library building on this site, and could also accommodate retail space
along Oak Avenue and along Centennial Way. This block is also the
location of the most dramatic grade difference within the Planning
Area—the west side of the block is 45 feet higher in elevation than
the east side. For this reason, it could accommodate two levels of at-
grade structured parking under the library to meet anticipated park-
ing needs of such a use. A distinctive architectural feature, such as the
sloped roof form shown here, will be critical to establishing the iden-
BLOCK C:
• ~95 units
• ~70 DU/acre
• ~2.3 FAR
BLOCK D:
• ~140 units
• ~65 DU/acre
• ~1.8 FAR
BLOCK E:
• ~150 units
• ~55 DU/acre
• ~2.0 FAR
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56 El Camino Real/Chestnut Avenue Area Plan
tity of the area a civic destination and heightening the facility’s visibil-
ity from El Camino Real.
BLOCK G
Block G is designated as El Camino Real Mixed Use North, High Inten-
sity. This is the only block in the illustrative vision that includes Class
A office space, in addition to a relatively small amount of retail at the
ground floor and 73,000 square feet commercial office space above.
One level of parking could be accommodated underground to meet
parking needs on the block.
BLOCK H
Located just south of Chestnut Avenue and east of Antoinette Lane,
Block H is envisioned as a major mixed-use development that anchors
the southern end of the Focus Area. It is designated as El Camino Real
BLOCK F:
• ~1.7 FAR
BLOCK G:
• ~2.3 FAR
57
Mixed Use North, High Intensity. Like Block E, this block is important
in establishing the active street wall along Chestnut Avenue and an
active edge along Centennial Way. Vehicular access could be pro-
vided from Antoinette Lane and a new circulation road that circles
the block. Parking could be located in two podium levels; retail space
could occupy the block’s Chestnut Avenue frontage with the remain-
der of the block accommodating higher-density housing units. Parking
need could be accommodated with podium parking levels disguised
from street-front active uses.
BLOCK I
Like Block G, Block I lies at the gateway to the Planning Area at the
corner of El Camino Real and Chestnut Avenue and is designated as
El Camino Real Mixed Use North, High Intensity. This block could be
appropriate for a development that provides a strong tower at the
corner, active retail uses along the block’s entire El Camino Real front-
age, and active retail uses along the majority of its Centennial Way
frontage. Parking could be located in several aboveground levels at
the southern end of the block.
BLOCK J
Block J is designated as El Camino Real Mixed Use North, High Inten-
sity. The illustrative vision allocates the block entirely to residential
uses. Parking for units could include one or more levels of under-
ground parking as well as in front of unit parking spaces. Block J
would be accessed by the new circulation road that extends through
the southern end of the Planning Area. The illustrative vision shows
that the space could include a triangular common open space adja-
cent to all units in the block.
BLOCK H:
• ~225 units
• ~70 DU/acre
• ~2.1 FAR
BLOCK I:
• ~100 units
• ~70 DU/acre
• ~2.5 FAR
BLOCK J:
• ~45 units
• ~40 DU/acre
• ~1.2 FAR
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58 El Camino Real/Chestnut Avenue Area Plan
Table 2-3: Illustrative Concept of Focus Area Development by Block
Block
Non-Residential (SF)Residential (units)Parking (spaces)
Retail Office Public/
Inst.
Low-Rise Tower Town-
houses
Total Podium Under-
ground
Total
A 0 0 0 135 245 40 420 485 0 485
B 0 0 0 45 0 0 45 0 30 30
C 11,600 0 0 25 50 20 95 150 0 150
D 13,400 0 0 25 100 15 140 260 0 260
E 62,700 0 0 70 75 10 150 0 400 400
F 9,200 0 50,000 0 0 0 0 110 0 110
G 25,300 73,000 0 0 0 0 0 0 105 105
H 26,200 0 0 130 70 30 230 310 0 310
I 38,400 0 0 25 80 0 105 160 0 160
J 0 0 0 35 0 10 45 0 65 65
Total 186,800 73,000 50,000 490 620 120 1,230 1,475 600 2,075
Dyett and Bhatia, 2010
59GUIDING PRINCIPLES AND POLICIES
1 Guiding Principles and
Policies
The following guiding principles lay the framework for development within the
Planning Area. They provide an overall vision for the area in terms of land use,
urban design and circulation, and emphasize the creation of a vibrant and viable
activity center in South San Francisco. Each principle includes a statement fol-
lowed by text that expands upon the principle. These are followed by policies to
guide implementation. Accompanying photographs and illustrations help visual-
ize principles and policies.
1.1 LAND USE
Guiding Principle 1: Create a vital center for South San Francisco, with a
variety of commercial, office, residential, and civic uses.
Building on its central location in the city and the presence of multiple existing
and proposed civic facilities, the Planning Area will become an active civic and
community-wide destination. A mix of uses is emphasized throughout the Plan-
ning Area to foster an active public realm along key streets and open spaces.
The gateway for this new center will be the intersection of El Camino Real and
Chestnut Avenue. A range of active and civic uses will activate El Camino Real and
Chestnut Avenue, as well as an enhanced pedestrian district along the Centen-
nial Way connection on the BART right-of-way between Chestnut Avenue and the
proposed Oak Avenue extension.
The plan will foster a new community alongside a major public space amenity and
within easy walking distance of both BART and new commercial and civic uses.
High-density residential development will be integrated throughout. While most
residential development will be in mixed-use buildings, a higher-density residen-
tial-only area north of Oak Avenue establishes recognizes proximity to BART and
lower visibility from arterials.
LU-1 Ensure an appropriate mix of uses, activities, and amenities, to help the
area develop as a citywide and regional destination.
LU-2 Provide uses that reflect the area’s proximity to BART and visibility along
El Camino Real and Chestnut Avenue.
LU-3 Provide new residential development to support and activate commercial
and public uses in the area, with a minimum of 800 housing units, and
up to 1,500 new housing units, for approximately 2,500 to 4,400 new
residents.
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60 El Camino Real/Chestnut Avenue Area Plan
LU-4 Enable the City Library to relocate to the Planning Area, in a location
that builds on synergies with other public uses and maximizes visibility
and access for the community. Possible locations for the library should
consider accessibility from Chestnut Avenue and El Camino Real, as
well as proximity to public open space like Centennial Way and Orange
Memorial Park.
LU-5 Establish an identity for a “Civic District” containing the Municipal
Services Building, a potential new City library, and other civic uses,
through signage along El Camino Real and other places, landscape
design, and connections (including better pedestrian access across El
Camino Real). Cluster civic uses around the new plaza/amphitheater
and other community gathering places. Further synergies with shared
resources such as joint parking facilities.
Guiding Principle 2: Create a commercial district that acts as a citywide
and regional destination, yet provides adequate neigh-
borhood-serving establishments for residents.
A new hub at Chestnut Avenue and El Camino Real will be a destination for the
local and regional community. A balance of civic, neighborhood and regional
commercial uses, demand for both of which has been established, will ensure
economic benefit to the City and provide neighborhood services within walk-
ing distance of homes. Commercial uses will include at least one major space for
a community-serving supermarket. The Planning Area already contains a Safe-
way just south of Chestnut Avenue; this could be relocated north of Chestnut
Avenue or another supermarket/large grocery store could be established in the
area (see Chapter 5: Implementation). Retail uses along Chestnut Avenue and
El Camino Real will serve local as well as broader community needs. Addition-
ally, active civic, retail and commercial uses will be located along key pedestrian
connections and adjacent to community destinations so as to prioritize accessi-
bility and maximize synergy of uses. While no size limitations are established in
this plan, all commercial development, including larger establishments, will be
designed in keeping with the desired pedestrian-oriented character of the area,
while providing easy vehicle access and visible parking. Spaces will be appropri-
ately sized and flexible to accommodate a variety of tenants, with utilities and
infrastructure (such as gas lines and loading areas) needed to support the range
of desired commercial uses (e.g., restaurants, cafes, and groceries).
61GUIDING PRINCIPLES AND POLICIES
LU-6 Provide a minimum of 100,000 to 200,000 square feet of additional
regional and neighborhood-serving commercial uses in the Planning
Area.
LU-7 Ensure that the mix of commercial uses provides adequate neighborhood
services for new residential development to reduce the need for driving
for everyday needs.
LU-8 Provide at least one major space of 40,000 to 60,000 square feet that can
accommodate a community-serving supermarket—either a new one or a
relocated Safeway, currently located in the southeastern portion of the
Planning Area.
LU-9 Ensure that commercial spaces are sized and designed at an adequate
depth and height to accommodate and attract a variety of uses. Require
that spaces are equipped with the necessary building infrastructure (gas
lines, etc.) to serve a range of commercial and retail uses, including food
preparation and groceries.
LU-10 Orient neighborhood-serving commercial establishments to the public
realm and ensure easy access to pedestrian and bicycle connections.
1.2 BUILDING HEIGHTS
Guiding Principle 3: Provide high-intensity development, capitalizing on
the area’s proximity to BART and location at the geo-
graphic center of the city.
The scale and intensity of development will help define the area as a hub,
and help establish a strong presence along El Camino Real and Chestnut Ave-
nue. Building heights along El Camino Real will be similar to those established
for South El Camino Real (80 feet maximum, rising to 120 feet with discretion-
ary approval). Buildings and development intensities will be higher in the area
north of Oak Avenue, which is closest to the BART station and located across
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from office and public uses along Mission Road. They will step down in the north-
ern-most portion of El Camino Real to transition to existing development. Build-
ing height limits within the Planning Area are shown in Figure 3-1.
Building heights and bulk will vary within individual developments to create
visual interest. The lower portions of buildings will be designed to promote a
pedestrian scale and character, while taller portions of buildings will be stepped
back along the street edge, open spaces, and the parkway. (See Chapter 4: Design
Standards and Guidelines for more on building design.) Height limits within the
Planning Area are well within the airport height limits, which are shown in Figure
3-2 for reference purpose.
H-1 Maintain building heights along El Camino Real in concert with those
established for the southern portion of the corridor. Allow taller buildings
north of Chestnut Avenue, reflecting the area’s proximity to BART and
open space amenities.
H-2 Establish an overall typical height range between four and six stories,
with residential towers reaching up to 12 stories in select locations.
H-3 Require building heights to vary within individual blocks, and do not
permit monolithic, bulky developments. Taller towers may be appropriate
on all blocks and should be distributed to provide both a dense urban
fabric and sufficient open spaces.
H-4 Require the design of towers to minimize shadow impacts on existing
residential development. Require portion of any development taller than
80 feet to be located as far away from Mission Road and El Camino Real
as possible, but in no case less than 60 feet from the edge of the right of
way.
1.3 URBAN DESIGN AND THE PUBLIC REALM
Guiding Principle 4: Maximize active frontages along key streets and open
space connections in the Planning Area.
Active frontage is defined by a strong building to street relationship where build-
ings are located at the sidewalk edge. Entries and ample fenestration should be
oriented to the street with an emphasis on pedestrian-scaled building design and
amenities. To capitalize on the high visibility and busy crossroads location of the
Planning Area, the Chestnut Avenue and El Camino Real street edges should be
lined with active retail frontages or active civic frontages (e.g., reading rooms,
63GUIDING PRINCIPLES AND POLICIES
Figure 3-1: Building Heights
W E S T B O R O U G H B L V D
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EL CAMINO REAL/CHESTNUTAVENUE AREA PLANHEIGHT LIMITATIONS
0 500 1000
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EL CAMINO REAL/CHESTNUTAVENUE AREA PLANHEIGHT LIMITATIONS
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40 Feet
Park/Open Space
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EL CAMINO REAL/CHESTNUTAVENUE AREA PLANHEIGHT LIMITATIONS
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BART
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Base Height Limit/Height Limit withDiscretionary Approval
xx/xx
0 500 1000
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64 El Camino Real/Chestnut Avenue Area Plan
Figure 3-2: Airport Height Limits
363.2� MSL
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El Camino Real/Chestnut AvenueArea Plan
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EL CAMINO REAL/CHESTNUTAVENUE AREA PLANFAR PART 77 AIRSPACE PLANComprehensive Airport Land Use Planfor the Environs ofSan Francisco International Airport
Airport Imaginary SurfacesHeight above Mean Sea Level (MSL)
El Camino Real/Chestnut Avenue Area Plan
South San Francisco City Limits
Source: FAR Part 77 Surfaces: Cityand County of San Francisco, Ricondo& Associates, Inc., 2007; JacobsConsultancy, May, 2008.
65GUIDING PRINCIPLES AND POLICIES
classrooms, performance spaces, meeting rooms open to the public and oriented
to the street or sidewalk). This includes active frontage along the Centennial Way
connection between Chestnut Avenue and the Oak Avenue extension, as well as
active residential frontage (i.e. townhouses with individual entries and fenestra-
tion oriented to the street or sidewalk) along open spaces and Centennial Way to
the north. See the locations of different types of required active frontages in Fig-
ure 3-3: Active Frontages.
UD-1 Require active frontage along key streets, open spaces and linear
connections, as shown in Figure 3-3.
UD-2 Ensure that the ground level of buildings along Chestnut Avenue and El
Camino Real contains active commercial and civic uses, with other uses
at higher levels.
UD-3 Line internal pedestrian connections through mixed-use development
with active ground floor uses.
UD-4 Where residential development is adjacent to public spaces or
connections, orient the development with townhomes at the ground
level, multifamily units at upper floors, and open spaces facing onto the
public space.
Guiding Principle 5: Develop the area with an overall character and urban
design scheme that promotes livability and sustainabil-
ity.
Creating a sense of continuity and cohesiveness throughout the district will
require a well-defined urban design palette of building, landscape, and site
design elements. Place-making will be achieved through high quality building and
site design that accentuates key corners and intersections. An emphasis on walk-
ability and pedestrian orientation will maximize accessibility to Centennial Way
and the BART station and establish a district that encourages people to linger in
plazas, walk along the parkway, or visit multiple destinations within the Planning
Area.
66 El Camino Real/Chestnut Avenue Area Plan
Figure 3-3: Active Frontages
EL CAMINO REAL/CHESTNUTAVENUE AREA PLANACTIVE STREET FRONTAGE
Active Frontage
Active Frontage -Retail Required
Active Frontage -Residential Only
Park/Open Space
Centennial Way(Existing)
BART
Canal
Planning Boundary
Active Frontage -
Retail and/or Eating
and Drinking Required
Orange ParkMaster Plan Area
EL CAMINO REAL/CHESTNUTAVENUE AREA PLANACTIVE STREET FRONTAGE
Active Frontage
Active Frontage -Retail Required
Active Frontage -Residential Only
Park/Open Space
Centennial Way(Existing)
BART
Canal
Planning Boundary
Active Frontage -
Retail and/or Eating
and Drinking Required
Orange ParkMaster Plan Area
0 500 1000
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67
UD-5 Establish a comprehensive urban design scheme that specifies a palette
for landscaping, pedestrian amenities, and architectural features. The
scheme should visually unite the entire area, highlight open space and
Centennial Way, and signal key destinations to passing vehicular traffic.
UD-6 Ensure that development incorporates green building and site design
measures such as energy-efficient building design, passive heating/
cooling strategies, permeable paving, low-water-consumption planting,
and stormwater management.
UD-7 Require high-quality design that reflects the area’s visibility and role as a
community destination.
UD-8 Ensure that mid- and high-rise development is slender, and that towers
are staggered to allow for sunlight and views into open spaces and from
adjacent development.
UD-9 Emphasize the corner of Westborough Boulevard/Chestnut Avenue and
El Camino Real through building massing and design.
UD-10 Scale development along pedestrian connections and pedestrian-
oriented retail streets to a finer grain with highly articulated facades,
changes in materials, ample fenestration and entries. Employ building
step-backs to ensure sunlight into open spaces and streets.
UD-11 Ensure that any Kaiser Hospital redevelopment is in accordance with the
Area Plan, including the standards and guidelines spelled out in Chapter
5. While it is neither expected nor required that the hospital maintain an
active frontage with ground floor commercial uses along El Camino Real
(except as required in Figure 3-3), the building itself should be designed
to be visually cohesive in appearance, with articulated building form and
massing, rather than a monolithic mass. The Area Plan would enable
a taller hospital building to provide this flexibility in massing. Further,
the hospital campus should be designed to take advantage of and be
integrated with the surroundings, including the linear park and new
commercial uses, to enable workers and visitors to enjoy the amenities
and have easy access to eating establishments and shops.
Guiding Principle 6: Establish an open space plan that serves as a frame-
work. This includes continuous green space along Cen-
tennial Way as well as along the BART right-of-way.
The open space network provides a framework for the redevelopment of the
Planning Area. Centennial Way, including a new extension along the BART right-
of-way through the Planning Area, serves as a linear park with a continuous bike
path and a varied palette of enhanced landscaping features. The southeastern
reach of Centennial Way, which runs between the Colma Creek canal and Mission
Road, connects the Planning Area to the planned expansion of Orange Memorial
Park to the southeast. A new 1.25-acre community park, which spans the width
of the Planning Area from El Camino Real to Mission Road about 500 feet north of
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68 El Camino Real/Chestnut Avenue Area Plan
the planned Oak Avenue extension, provides space for active recreational uses.
Additionally, improvements to the Colma Creek canal establish the canal edge as
an added open space amenity for new development and Centennial Way.
The plan also establishes a strong connection between new development and
existing and planned park space—all new development faces a key open space
on at least one side. In the two blocks south of the planned Oak Avenue exten-
sion where Centennial Way is extended along the BART right-of-way, the new
pedestrian district is lined with active frontages and pedestrian amenities. In
addition, the parking garage at the north end of this district interfaces with the
new plaza/amphitheater by serving as a surface for a large movie screen. Land-
scaped pedestrian connections through development on large blocks also ensure
that the Planning Area remains accessible and visually appealing.
Table 3-1 lists the amount of public and common open space provided by the El
Camino Real/Chestnut Avenue plan, and Figure 3-4 illustrates the major features
of the open space framework.
UD-12 Create an open space and trail extension of Centennial Way along the
BART right-of-way from Chestnut Avenue to Colma Creek, just north
of the Oak Avenue extension. Establish the portion between Chestnut
Avenue and Oak Avenue as a pedestrian district.
UD-13 Create a public plaza at least half acre in size at the northern end of the
Centennial Way pedestrian district, with minimum dimensions of 100 by
150 feet.
UD-14 Create a community park of a minimum size of 1.0 acre that acts as a
major open space connection between Mission Road and El Camino
Staggered towers allow all units
views to open space, including the
community park, Centennial Way,
and hills in the distance.
69GUIDING PRINCIPLES AND POLICIES
Real, as shown on Figure 3-4: Open Space Framework. This park will
provide active recreation facilities such as sports courts, ball fields, and
picnic areas, as well as a portion of the Centennial Way walking and
biking trail.
UD-15 Provide a diverse range of amenities and activities throughout park
spaces in the Planning Area, including passive and active recreation
areas; urban plazas with landscaping, paving, benches, and trees; and
linkages along Centennial Way to access bike and pedestrian trails.
UD-16 Require park land as a part of new development. Park land can be
publicly or privately maintained and operated, but should be accessible
to the public.
UD-17 Require private common open space within all new residential
developments as a complement to public open space. This common
open space could be in the form of courtyards at the ground level or
terraces over parking podiums. Where possible, orient private open
spaces toward the central open space spine to provide a cohesive
network of open spaces.
UD-18 Develop a program of community activities and events to activate the
Centennial Way pedestrian district and public plaza, with emphasis on
evenings and weekend activities.
Guiding Principle 7: Create a distinct, well-defined public realm with
enhanced streetscape improvements, public plazas,
open spaces, and pedestrian connections.
The public realm is the space between the built environment and street edge, as
well as public plazas, parks, and pathways. A well-defined public realm empha-
sizes the character, quality, and interaction of buildings, sidewalks and public
spaces. Buildings should be oriented to focus activity along the sidewalk with
entries and ample fenestration facing onto key pedestrian streets and public
spaces. Streetscapes should have a well-defined palette of trees, plantings, pav-
Table 3-1: Common and Public Open Space (Square Feet)
Location Elevated Common Open
Space (above podiums)
Ground Level Open
Space1
Centennial Way
(new segments only)
Community Park
Block A 39,700 36,200 0 0
Blocks B & C 11,100 25,600 0 0
Blocks D,E, F & G 40,200 59,800 46,600 0
Blocks H,I & J 50,200 81,280 60,000 0
Other 0 0 0 55,300
Total 141,200 202,800 106,600 55,300
1 Includes ground level common open space, circulation, and connections/pathways.
Dyett and Bhatia, 2010
70 El Camino Real/Chestnut Avenue Area Plan
Figure 3-4: Open Space Framework
W E S T B O R O U G H B L V D
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EL CAMINO REAL/CHESTNUTAVENUE AREA PLANOPEN SPACE FRAMEWORK
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EL CAMINO REAL/CHESTNUTAVENUE AREA PLANOPEN SPACE FRAMEWORK
0 500 1000
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71GUIDING PRINCIPLES AND POLICIES
ing materials, street furniture, lighting, and signage to create a cohesive iden-
tity for the public realm and encourage walking. Likewise, plazas, pedestrian
pathways, and park spaces should provide connections and sight lines through
an easily navigable public realm. Figure 3-5: Streetscape highlights the major
streetscape improvements proposed for the Planning Area.
Streetscape improvements on all streets within the Planning Area enhance the
pedestrian and bicycle environment and provide identity and thematic continu-
ity. The streetscape and roadway improvements this plan proposes for El Camino
Real have been guided by the Grand Boulevard Initiative and the El Camino Real
Master Plan. Proposed improvements focus on pedestrian circulation and a
pedestrian-scaled building to street relationship. In addition, this plan proposes
a distinct Civic District; Figure 5-3 shows an illustrative concept for this Civic Dis-
trict centered on the corner of El Camino Real and Oak Avenue (see inset). The
Civic District, which could contain the Municipal Services Building, the potential
new public library, and the new public plaza along Centennial Way, calls for spe-
cial landscape, streetscape, and signage along this segment of El Camino Real, as
well as an improved pedestrian crossing.
In addition to El Camino Real, this plan outlines roadway and public realm
improvements for Oak Avenue, Chestnut Avenue, and Mission Road, includ-
ing street trees and landscaping such as planted medians. Specific streetscape
treatments are also proposed for the Centennial Way pedestrian district and the
Colma Creek right-of-way, focusing on pedestrian comfort and accessibility. The
street sections that follow Figure 3-5 illustrate the proposed streetscape compo-
nents for each key right-of-way within the Planning Area.
UD-19 Design streetscape improvements consistent with Figure 3-5.
UD-20 Create a unique identity for the new Civic District, with distinctive
street trees, signage, crosswalk improvements, and other streetscape
elements.
UD-21 Integrate parks and plazas throughout new development along
pedestrian connections, Centennial Way and Colma Creek to create a
cohesive and connected public realm.
72 El Camino Real/Chestnut Avenue Area Plan
Figure 3-5: Streetscape
W E S T B O R O U G H B L V D
GRAND AVE
S EQ U O IA AV E
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KaiserPermanent eMedical Cent e r
S o u t hSan Fra nci scoBART S tation
Ora ngePark
CityMunicip a lServicesBuilding
Potential expansionof Pedestrian District
EL CAMINO REAL/CHESTNUTAVENUE AREA PLANSTREETSCAPE
Major Boulevard
Minor Boulevard
Pedestrian-orientedStreet with ActiveFrontage
Pedestrian District
Public Plaza
Pedestrian Connections
Park/Open Space
BART
Canal
Planning Boundary
0 500 1000
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HO LL Y AV E
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EL CAMINO REAL/CHESTNUTAVENUE AREA PLANSTREETSCAPE
Major Boulevard
Minor Boulevard
Pedestrian-orientedStreet with ActiveFrontage
Pedestrian District
Public Plaza
Pedestrian Connections
Park/Open Space
BART
Canal
Planning Boundary
EL CAMINO REAL/CHESTNUTAVENUE AREA PLANSTREETSCAPE
Major Boulevard
Minor Boulevard
Pedestrian-orientedStreet with ActiveFrontage
Pedestrian District
Public Plaza
Pedestrian Connections
Park/Open Space
BART
Canal
Planning Boundary
0 500 1000
FEET
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Enhanced crossings,
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pedestrian amenities
Potential
library
location
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Public
plaza
Pedestrian
district
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73GUIDING PRINCIPLES AND POLICIES
UD-22 Emphasize sight lines and access to public spaces and parks via
pedestrian connections through development, landscaping, and signage.
UD-23 Equip pedestrian-oriented streets with trees, benches, outdoor seating,
kiosks, and other amenities.
El Camino Real
UD-24 Ensure that streetscape improvements along El Camino Real are
consistent with the Grand Boulevard Initiative and the El Camino Real
Master Plan. See sections 1 and 2.
UD-25 Place special emphasis on pedestrian connectivity to the Municipal
Services Building that includes a well-defined pedestrian crossing at
Arroyo Drive.
UD-26 Between Chestnut Avenue and the planned Oak Avenue extension,
emphasize pedestrian circulation with wider sidewalks, ample foliage
and pedestrian-scaled development. Emphasize crossings with curb
bulb-outs, special paving and signalization.
Chestnut Avenue
UD-27 Establish a clear identity for Chestnut Avenue. This includes heights that
are consistent on either side of the Avenue, buildings at the street edge,
wider sidewalks, and an emphasis on pedestrian scale and orientation.
See Section 3.
Mission Road
UD-28 Provide continuous sidewalks and extend the streetscape palette of
street trees and plantings from Chestnut Avenue and the planned Oak
Avenue extension through to Mission Road. See Section 4.
Oak Avenue Extension
UD-29 Balance vehicle, pedestrian, and bicycle movement along the planned
Oak Avenue extension. Bring buildings to the street edge with ample
fenestration and entries, and provide wide sidewalks and shared travel
bicycle lanes to accommodate all modes of travel. See Section 5.
Centennial Way
UD-30 Accommodate a range of active pedestrian uses along the new
Centennial Way pedestrian connection, by providing areas for seating,
dining, and passive recreation areas. See Section 6.
UD-31 Provide a mix of landscaped and hardscaped areas that provide
opportunities for rest and shade, outdoor eating and activities, and a
continuous pedestrian and bicycle trailway.
UD-32 Work with BART to develop a landscape design and improvements
to the BART right-of-way that will avoid impacts to the underground
structure.
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74 El Camino Real/Chestnut Avenue Area Plan
UD-33 Comply with the existing BART Linear Park Master Plan for the segments
of Centennial Way north of Oak Avenue.
Colma Creek Canal
UD-34 Provide bank improvements, including landscaping and removal of the
chain link fence, to soften the transition between the canal edge and
Centennial Way, private open space, and new development. See Section
5.
UD-35 Consider stepping back one side of the canal edge to provide greater
visibility and passive pedestrian access.
1.4 CIRCULATION
Guiding Principle 8: Provide enhanced linkages within the Planning Area.
Pedestrian, bicycle, and vehicular connections should be
established through new development to maximize the
accessibility of open space, commercial amenities, and
transit.
The Planning Area is comprised of a limited network of existing and proposed
streets. The plan seeks to work within the area’s constraints such as significant
changes in grade, the BART tunnel, the canal, and large privately held properties
to maximize street connectivity. Improved connectivity both within the Planning
Area and to surrounding neighborhoods and the BART station will enhance the
Section 1: El Camino Real Proposed Street Section, North
Landscaped
Setback
Sidewalk
w/ Tree Wells
(18 ft)
Sidewalk
w/ Tree Wells
and Planters
(18 ft)
Parking ParkingTravelTravelTravel
Shared
Travel/Bike
Lane
Shared
Travel/Bike
Lane
Shared
Travel/Bike
Lane
Shared
Travel/Bike
Lane
Travel
TravelTravel TravelTravel
Median/
Turn Lane
(16 ft)
Existing Right of Way
(Number of travel lanes, turn lanes, and location of median varies)
Required
Setback
(10 ft)
Required
Setback
(10 ft)
Slope varies Side-
walk
w/ Tree
Wells
(8 ft)
Side-
walk
w/ Tree
Wells
(8 ft)
Planted
Area w/
Trees
(8 ft)
Parking
Planted
Area
(10 ft)
Median/
Turn Lane
(16 ft)
Existing Right of Way
(Number of travel lanes, turn lanes, and location of median varies)
Required
Setback
(10 ft)
Illustrative Street Section
El Camino Real (North of Chestnut, Looking North)
(Not to Scale)
Illustrative Street Section
El Camino Real (at Kaiser, Looking North)
(Not to Scale)(Not to Scale)
75GUIDING PRINCIPLES AND POLICIES
Landscaped
Setback
Sidewalk
w/ Tree Wells
(18 ft)
Sidewalk
w/ Tree Wells
and Planters
(18 ft)
Parking ParkingTravelTravelTravel
Shared
Travel/Bike
Lane
Shared
Travel/Bike
Lane
Shared
Travel/Bike
Lane
Shared
Travel/Bike
Lane
Travel
TravelTravel TravelTravel
Median/
Turn Lane
(16 ft)
Existing Right of Way
(Number of travel lanes, turn lanes, and location of median varies)
Required
Setback
(10 ft)
Required
Setback
(10 ft)
Slope varies Side-
walk
w/ Tree
Wells
(8 ft)
Side-
walk
w/ Tree
Wells
(8 ft)
Planted
Area w/
Trees
(8 ft)
Parking
Planted
Area
(10 ft)
Median/
Turn Lane
(16 ft)
Existing Right of Way
(Number of travel lanes, turn lanes, and location of median varies)
Required
Setback
(10 ft)
Illustrative Street Section
El Camino Real (North of Chestnut, Looking North)
(Not to Scale)
Illustrative Street Section
El Camino Real (at Kaiser, Looking North)
(Not to Scale)
Section 2: El Camino Real Proposed Street Section, South
(Not to Scale)
Sidewalk
w/ Tree Wells
(15 ft)
Sidewalk
w/ Tree Wells
(15 ft)
Parking ParkingTravelTravel
Shared
Travel/Bike
Lane
Shared
Travel/Bike
Lane
Existing Right of Way (100 ft)
Planted Median (4 ft)
Illustrative Street Section
Chestnut Avenue (Looking West)
(Not to Scale)Section 3: Chestnut Avenue Proposed Street Section
(Not to Scale)
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76 El Camino Real/Chestnut Avenue Area Plan
Section 4: Mission Avenue Proposed Street Section
Land-
scaped
Setback
(10 ft)
Land-
scaped
Setback
(10 ft)
Side-
walk
(10 ft)
Side-
walk
(6 ft)
TravelParkingBike BikeTurn
Lane
Travel
Planned Right of Way (64 ft)
Existing Right of Way (60 ft)
Illustrative Street Section
Mission Avenue, South of Grand (Looking North)
(Not to Scale)
Section 5: Oak Avenue Extension Proposed Street Section
Shared
Travel/Bike
Lane
Shared
Travel/Bike
Lane
Sidewalk
w/ Tree Wells
(15 ft)
Sidewalk
w/ Tree Wells
(15 ft)
Parking Parking
Planned Right of Way (74 ft)
Illustrative Street Section
Oak Avenue (Looking West)
(Not to Scale)
(Not to Scale)
(Not to Scale)
77
Outdoor
Dining
(20 ft)
Sidewalk Outdoor
Dining
(20 ft)
SidewalkLinear Park and Walkway
Right of Way (100 ft)
Illustrative SectionCentennial Way (Looking North)
(Not to Scale)
Section 6: Centennial Way
(Not to Scale)
Section 7: Colma Creek
Land-
scaped
Setback
(5 -10 ft)
Sidewalk
w/Planted
Buffer
(15 ft)
Existing Right of Way (60 ft)Required
Setback
(20 ft min.)
Sidewalk
w/Planted
Buffer and
Bike Lane
(varies)
Illustrative Street Section
Colma Creek Bank Improvements
(Not to Scale)
(Not to Scale)
GUIDING PRINCIPLES AND POLICIES
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78 El Camino Real/Chestnut Avenue Area Plan
area’s accessibility and role as a citywide destination. Bikeways and pedestrian
paths will be well integrated to and from Centennial Way, residential uses, and
commercial destinations, with connections either through or alongside each new
development. Specifically, pedestrian connections leading to Centennial Way will
be incorporated into new development to break large sites into smaller blocks,
creating several new east-west connections. In addition, linkages extending from
existing street alignments will be provided to connect the Sunshine Gardens and
Winston-Serra neighborhoods to new development and Centennial Way.
STREET NETWORK
The street network is organized around the City’s street classification system
established in the General Plan—comprised of arterials, collectors, and local
streets. The primary arterial streets, El Camino Real, Mission Road, and Chestnut
Avenue/Westborough Boulevard—connect the Planning Area to adjacent com-
munities and the regional highway network. The secondary collector streets—
Oak Avenue and Arroyo Drive—connect the Planning Area to adjacent neigh-
borhoods, serve as alternative routes to diffuse traffic, and provide pedestrian
and bicycle connectivity. In addition, a number of access roadways are proposed
to serve new development and provide greater connectivity within the Focus
Area. The street network is augmented with off-street pedestrian and bicycle
connections, the Centennial Way greenway and trail system, and an overlay of
streetscapes and districts emphasizing pedestrian amenities to create an inter-
connected, multi-modal network. The primary components of the street net-
work are described below, and diagrammed in Figure 3-6.
El Camino Real (State Route 82)
This major thoroughfare will be improved to conform to the vision established by
the Grand Boulevard Initiative and the guidelines in the El Camino Real Master
Plan. El Camino Real is the Planning Area’s major boulevard and the emphasis of
landscaping and streetscape improvements, pedestrian circulation, and ameni-
ties. Shared bicycle/vehicle facilities provide more experienced bicyclists a high
speed route through the Planning Area. A continuous sidewalk, provided for the
length of El Camino Real, with wider sidewalks, well-defined pedestrian cross-
ings with bulb-outs, and enhanced connections to adjacent buildings, accommo-
dates pedestrians. The raised median will be landscaped with trees, as will the
tree wells within the sidewalk forming a canopy of shade trees along the length
79
Figure 3-6: Street Network
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GUIDING PRINCIPLES AND POLICIES
EL CAMINO REAL/CHESTNUTAVENUE AREA PLANSTREET NETWORK
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80 El Camino Real/Chestnut Avenue Area Plan
of the Boulevard. As the Planning Area’s major transit route, bus stops will continue to
provide comfortable waiting areas with shelters, benches, and landscaping.
Chestnut Avenue
Chestnut Avenue is the primary east-west connection through the Planning Area. It
serves both as one the area’s major vehicular thoroughfares and as a pedestrian-ori-
ented street forming a junction with Centennial Way and the area’s new pedestrian dis-
trict. Chestnut Avenue complements the fronting pedestrian-oriented development
with an attractive streetscape, bicycle facilities, on-street parking, and wide sidewalks,
all which buffer pedestrians from adjacent moving traffic.
Mission Road
Mission Road provides a north-south alternative to El Camino Real with direct access
to the South San Francisco BART station parking garage. Its lower speed and traffic vol-
umes combined with continuous sidewalks, landscaping, pedestrian-scaled lighting, and
shared bicycle facilities, create an attractive connection between the Planning Area and
BART.
The Oak Avenue Extension
Initially conceived as a major vehicular travel route, the Oak Avenue extension balances
vehicle, pedestrian, and bicycle movements. The extension will provide a secondary
east-west connection between adjacent neighborhoods, relieving traffic congestion at
the El Camino Real/Chestnut Avenue intersection, but also providing access to Centen-
nial Way. On-street parking with parking lane planters will provide short-term parking
for the fronting active uses, while expanding landscaped and pedestrian areas. Wide
sidewalks with tree wells will provide pedestrians a pleasant experience and a buffer
from vehicular traffic. Wider travel lanes will allow bicyclists direct access from the adja-
cent neighborhoods to Centennial Way.
PEDESTRIAN AND BICYCLE CONNECTIONS
Improved pedestrian and bicycle connections connect the Planning Area to surrounding
neighborhoods, Centennial Way, and the BART station. These roadway improvements
complement the streetscape improvements described in Section 3.3: Urban Design
and the Public Realm. These connections enhance accessibility to civic, shopping and
recreational facilities and foster nonmotorized modes as viable forms of transporta-
tion. Existing roadways will be improved to better accommodate pedestrians and bicy-
cles, while new connections strategically integrated through and alongside new devel-
opment break up large sites into pedestrian scaled blocks. The Plan creates multiple
east-west connections between Mission Road and El Camino Real to increase access to
Centennial Way and connect the Sunshine Gardens and Winston-Serra neighborhoods.
81
Built on the easement above the underground BART system, Centennial Way
forms the primary spine of pedestrian and bicycle circulation through the Plan-
ning Area. It includes a Class I bicycle and pedestrian trail, landscaping, safety
lighting, signalized intersections at Spruce and Chestnut avenues, and in-ground
flashing lights at Orange Avenue. Two new bridges over the canal are proposed
to create additional east-west connections—one in the new community park, and
one at the south end of the Planning Area.
Street intersections with enhanced pedestrian crossings improve access and con-
nectivity across El Camino Real and Mission Road. Enhanced pedestrian cross-
ings include corner bulb-outs, where suitable, to reduce the crossing distance
and increase sight distance and visibility, high visibility crosswalks, new or mod-
ified signalization with increased time for pedestrians to cross, pedestrian ref-
uges where width permits, countdown pedestrian signals, and improvements
conforming to current accessibility guidelines. Existing gaps in sidewalks will also
be filled to ensure continuous pedestrian connectivity throughout the Planning
Area. Figure 3-7: Pedestrian and Bicycle Connections, diagrams the plan’s various
pedestrian and bicycle improvements.
TRANSPORTATION IMPROVEMENT PHASING
The implementation of the public capital improvements proposed in the Area
Plan depends upon the timing of development and the availability of funds from
federal, state, regional, and local sources (See Chapter 5, Section 5.5: Financing).
The improvements will be implemented in phases based on their priority and
where development occurs first. Key transportation improvements and their rel-
ative priority are described below. More specific transportation phasing recom-
mendations relating to overall development phasing are described in Chapter 5,
Section 5.3: Phasing and Initial Development Steps.
• Centennial Way. This multi-use path and linear park, which creates a
continuous trail between the South San Francisco and San Bruno BART
stations, was completed in 2009.
• Oak Avenue Extension. The Oak Avenue extension is identified as a site
improvement in the City’s adopted 1999 General Plan, El Camino Real/
Chestnut Avenue Area Plan, and Long-Range Property Management Plan.
The improvements are unfunded and not a part of the City’s current Capital
Improvements Program.
• El Camino Real Enhanced Pedestrian Crossings (including crossings within
the Civic District). These crossings are to be implemented concurrently with
the Oak Avenue extension. The extension will attract pedestrians from both
sides of El Camino Real and place higher demands on the two signalized
intersections.
GUIDING PRINCIPLES AND POLICIES
82 El Camino Real/Chestnut Avenue Area Plan
Figure 3-7: Pedestrian and Bicycle Connections
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EL CAMINO REAL/CHESTNUTAVENUE AREA PLANPEDESTRIAN & BICYCLECONNECTIONS
Existing Pedestrian/Bicycle Connection:Centennial Way
Planned Pedestrian/Bicycle Connection
Improved PedestrianCrossings
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Pedestrian District
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Continuous pedestrian/bicycle path along greenway
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Pedestrian District
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EL CAMINO REAL/CHESTNUTAVENUE AREA PLANPEDESTRIAN & BICYCLECONNECTIONS
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Planned Pedestrian/Bicycle Connection
Improved PedestrianCrossings
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Pedestrian District
Existing Pedestrian Bridge
Planned PedestrianBridge*
Orange ParkMaster Plan Area
Park/Open Space
BART
Canal
Planning Boundary
*Proposed by BART Linear ParkMaster Plan, 2003.
EL CAMINO REAL/CHESTNUTAVENUE AREA PLANPEDESTRIAN & BICYCLECONNECTIONS
Existing Pedestrian/Bicycle Connection:Centennial Way
Planned Pedestrian/Bicycle Connection
Improved PedestrianCrossings
Enhanced PedestrianCrossings (with bulbouts,special paving, etc.)
Pedestrian District
Existing Pedestrian Bridge
Planned PedestrianBridge*
Orange ParkMaster Plan Area
Park/Open Space
BART
Canal
Planning Boundary
*Proposed by BART Linear ParkMaster Plan, 2003.
83
• Mission Road Enhanced Pedestrian Crossings. The Oak and Chestnut
avenues enhanced crossings must be implemented concurrently with
the Oak Avenue Extension. Remaining Mission Road crossings should be
implemented as adjacent pedestrian connections are developed.
• East-West Pedestrian/Bicycle Connections. These connections may be
implemented concurrently with adjacent development.
• Roadway and Streetscape Improvements. Streetscape improvements
may be implemented concurrently with adjacent new development, as
development will fund the improvements.
C-1 Ensure that transportation improvements are executed concurrently
with associated and/or adjacent development, as described in Section
5.3: Phasing and Initial Development Steps.
C-2 Ensure that a continuous pedestrian and bicycle connection is provided
along Centennial Way between Chestnut Avenue and the proposed Oak
Avenue extension.
C-3 Emphasize linkages to Centennial Way with east-west pedestrian/bicycle
connections from new development and surrounding neighborhoods.
These linkages will also help to break up larger blocks and development
sites.
C-4 Encourage pedestrian-oriented connections through development
between Chestnut Avenue and the planned Oak Avenue extension.
C-5 Enhance pedestrian/bicycle connectivity to key destinations, including
Kaiser Hospital, the potential library and other civic uses, such as Orange
Memorial Park and the Municipal Services Building.
C-6 Undertake the following street improvements:
• El Camino Real/Hickey Boulevard. Modify traffic signal operations to
include an eastbound right turn overlap phase.
• El Camino Real/Arroyo Drive/Oak Extension. Restripe westbound
shared through/right turn lane to shared left turn/through/right turn
lane.
• Mission Road/Grand Avenue. If warranted in the future, signalize
intersection. Restripe southbound shared left turn/through lane to
dedicated left turn lane.
• Westborough Boulevard/I-280 NB On Ramp/Junipero Serra
Boulevard. Stripe west-bound right turn lane and restripe existing
westbound shared through/right turn lane to a through only lane.
In addition, stripe eastbound right turn lane and restripe existing
eastbound shared through/right turn lane to a through only lane.
GUIDING PRINCIPLES AND POLICIES
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1.5 STATION ACCESS IMPROVEMENTS
The South San Francisco BART station is located adjacent to the north end of the
Planning Area. The entire Planning Area is within a one mile radius of the sta-
tion and close to half of the area is within half-mile radius—distances that can
be comfortably walked or biked. The BART station is accessed by El Camino Real,
Mission Road and McLellan Drive to the north of the Planning Area. The station
is served by all modes of transportation. Pedestrian access is provided on each
of the adjacent streets in the form of sidewalks and intersection crossings, and
pedestrians coming from El Camino Real utilize a paseo with direct access to the
BART station fare gates and the intermodal transit center. The intermodal transit
center provides facilities for public transportation, shuttles, taxis, and passenger
drop-off and pick-up areas. Riders who drive to BART have access to the station’s
parking structure and surface lots. Streets within the Planning Area and adjacent
to the station currently lack bicycle lanes, so bicycle access to the station is pri-
marily provided by Centennial Way, which terminates at the station’s south end.
Although El Camino Real is a designated bicycle route, the only bicyclists who use
it are typically those who are very experienced in sharing travel lanes with high
volume and high speed traffic or those accessing Kaiser Hospital.
This Area Plan’s recommended station access improvements conform to BART’s
Station Access Guidelines, which emphasize low-cost, high capacity modes and
prioritize walking, transit, bicycling, vehicular drop-offs/pick-ups, and vehicu-
lar parking as a connection to BART. Improvements focus on the pedestrian and
bicycle environment:
• Streetscaping, landscaping, and pedestrian-scaled lighting improvements on
streets that access the BART station, El Camino Real, and Mission Road.
• Enhanced and well-defined intersection crossings at signalized intersections
directing pedestrians toward El Camino Real, Centennial Way, and Mission
Road.
• Active building frontages at the street edge that provide interest to the
pedestrian, everyday services, and a sense of security.
• Increased east-west pedestrian and bicycle connectivity between El Camino
Real, Mission Road and Centennial Way to encourage use of the trail’s direct
access to the BART station.
BART riders have multiple choices for accessing the station from the Planning
Area without the use of an automobile. Improved walking conditions on El
Camino Real and Mission Road will provide comfortable tree-lined routes, buff-
ered from adjacent traffic, shade in the summer, and foliage cover in the winter.
85
As an alternative to streets, Centennial Way combines direct walking and biking
access to the BART station with intermittent parks, plazas and recreational facili-
ties. Furthermore, transit stops on El Camino Real and Mission Road afford the
opportunity to take a short bus trip to the station using any of the multiple bus
lines that pass through the Planning Area.
1.6 PARKING AND TRANSPORTATION DEMAND
MANAGEMENT
Guiding Principle 9: Create efficient parking solutions that optimize sharing
of resources between various uses.
Because of the mixed use, high intensity nature of development, many trips—
walking to the library, a café, a store, or even to the BART station—can be easily
accomplished on foot, minimizing the need for parking. In addition, where park-
ing is needed, the Planning Area will be designed to foster a high level of visual
and physical connectivity that will allow users to park one time and complete
multiple trips. Nonetheless, for many, the car will remain the primary form of
transportation to access the area; therefore, adequate, visible, and easily acces-
sible parking will be a key to successful realization of development in the Planning
Area. Parking in the Planning Area should be primarily in structures, extending
below grade on some blocks. Area for surface parking should be very limited, but
should include on-street parking along Chestnut Avenue, the planned Oak Ave-
nue extension, and potentially along El Camino Real between Chestnut and Oak
avenues.
Because peak usage times between various uses (such as retail, offices, and civic
uses) are different, it is anticipated that about 10 to 15 percent of the parking
need between uses can be shared. (This assumes that residential parking will
not be shared with other uses.) The principal sharing could occur between office
uses with peak weekday parking need and retail with peak parking need on the
weekends. A parking district, as shown in Figure 3-8, will provide opportuni-
ties to share parking throughout development in the Planning Area. In addition,
streetscape improvements and parking along the new Oak Avenue extension will
result in addition of 38 new on-street parking spaces, which, due totheir high vis-
ibility and access, will typically be used more frequently than structured spaces.
A total of 212 on-street spaces will be provided within the Planning Area.
PARKING DESIGN AND FINANCING
A grade difference of 45 feet exists between El Camino Real and Mission Road,
streets which define the western and eastern edges of the Focus Area. Opportu-
nities therefore exist to integrate parking with topographic changes, so that park-
ing could be tucked in below grade on the west while being open on the east, or
to enable multiple parking levels to be directly accessible from both streets. Park-
ing podiums and structures should be wrapped by development along streets,
plazas, and pedestrian connections to ensure continuity of the public realm and
GUIDING PRINCIPLES AND POLICIES
86 El Camino Real/Chestnut Avenue Area Plan
Figure 3-8: Parking
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87GUIDING PRINCIPLES AND POLICIES
activity at the ground floor. An east-west cross-section through the area (see
Section B on Page 8) shows some of these possibilities.
Establishing a parking district will allow developers to meet parking require-
ments, while reducing the overall area devoted to parking, by contributing to a
shared public parking structure. As shown in Figure 3-8: Parking, a shared facil-
ity should be sited in a centralized location to maximize accessibility. Parking dis-
tricts earn revenue through property assessments, special taxes, in-lieu fees,
lease revenue from ground floor uses within the parking structure, and parking
charges. Funds can then be used for capital projects (such as a parking structure)
as well as operating and maintenance expenses. Methods commonly used, and
sometimes combined, to finance district parking facilities are described below.
Special Assessments
The City may institute a special assessment charge to properties within the Dis-
trict based on the benefit the property receives from a shared parking structure.
Both existing and new development may be charged the assessment although
the City may choose to exempt existing development. The benefit gained by new
development is a reduction in the on-site parking requirements. This type of
funding mechanism requires the support of the majority of the property owners
in the District.
In-Lieu Fees
In-lieu fees are charged to development “in-lieu” of providing the parking
required by the development code. Under this method, the developer has the
option of providing 100% of their required parking on site or paying the city in-
lieu fees equal to the portion of their parking requirement that will be within a
shared parking structure. Most municipalities that use in-lieu fees establish a set
fee per space.
Public-Private Partnerships
In certain circumstances private developers and the City would mutually benefit
from a partnership approach to providing a shared parking facility. Partnerships
work well when one of the parties owns the property (typically the City) and can
provide the developers the land in exchange for investment in the parking struc-
ture or an agreed number of public parking spaces in excess of the code require-
ments. These additional spaces may then be available to other development in
the district by paying an in-lieu fee.
Bond Funding
Except in public-private partnerships, the methods described above will not in
themselves fund a shared parking structure in a reasonable timeframe. There-
fore, municipalities typically issue general obligation bonds or revenue bonds to
build a parking facility and then use a combination of special assessments or in-
lieu fees, as well as general fund revenues, to repay the debt over time.
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TRANSPORTATION DEMAND MANAGEMENT
The City’s Municipal Code contains requirements for new non-residential devel-
opment to implement Transportation Demand Management (TDM) programs.
Additionally, the plan allows residential developments to implement TDM mea-
sures under the incentive based program. TDM is a combination of measures,
services, incentives, and facilities that reduce the number of vehicle trips by
incentivizing the use of transit, bicycling, and walking. TDM is also a form of park-
ing management that can significantly reduce the number of parked cars within
the Planning Area.
The City’s code requires nonresidential development that is expected to gener-
ate 100 or more average daily trips to develop programs to ensure a minimum of
28 percent of the development’s trips are made by transit, bicycling or walking.
If a developer seeks an FAR bonus then the code requires that a minimum of 30
to 40 percent of trips are made by transit, bicycling or walking, depending on the
bonus requested and type of land use. The code contains mandatory TDM mea-
sures and programs for encouraging nonauto modes of transportation including:
• Provide carpool and vanpool ride-matching services.
• Designate an employer contact to manage the trip reduction program.
• Ensure a well-lit and paved route to the nearest transit facility from the
development.
• Implement a Guaranteed Ride Home program.
• Provide on-site information boards and/or kiosks.
• Design site with passenger loading zones for carpool and vanpool drop-off
near the main building entrance.
• Ensure safe, convenient pedestrian connections from development to
surrounding streets.
• Develop promotional programs and new tenant and employee orientation
packets on transportation alternatives.
• Ensure buildings contain showers and clothes locker facilities.
• Establish a shuttle program or participate in an existing program.
• Participate in the Peninsula Congestion Relief Alliance (Alliance)
Transportation Management Association (TMA), or form a new association
providing similar services.
89GUIDING PRINCIPLES AND POLICIES
In addition to the required programs described above, developers may imple-
ment the additional TDM measures listed below as necessary to achieve their
trip reduction requirements.
• Implement an alternative commute subsidy and/or parking cash out
program.
• Provide direct connections from building entrance to existing bicycle paths,
lane or routes.
• Allow employees to work under compressed work schedules.
• Provide employees with staggered or flexible work hours.
• Dedicate land for transit bus shelters if adjacent to a bus route
• Provide on-site amenities including an ATM, day care facility, cafeteria, food
service establishment, dry cleaner, exercise facility, convenience retail, post
office, or on-site transit pass sales.
• Charge prevalent market rates for on-site parking.
• Provide opportunities and the ability to work off-site (telecommuting).
• Pay an in-lieu fee to the City for implementation of broader TDM measures.
P-1 Balance parking need and provision with the desire to promote transit,
walking, and bicycling. Do not mandate any minimum parking standards;
rather, establish maximum parking standards and let parking provision
be determined by market need.
P-2 Require all nonresidential development within the area shown in
Figure 3-8 to participate in a parking district to efficiently meet parking
demand. Establish a special assessment on the properties within the
district to fund the majority of a shared parking structure and develop
an in-lieu fee program providing developers the option to use district
facilities for their parking needs.
P-3 Require that most parking be underground or in podiums/structures, to
enable the ground to be used for active uses.
P-4 Wrap parking structures with development, such as ground floor
retail along pedestrian-oriented streets and around public spaces, and
townhomes along Centennial Way.
P-5 Ensure that entrances to structured parking for commercial uses are
highly visible and easily accessed from Chestnut Avenue and El Camino
Real.
P-6 Allow parking areas exceeding one space per housing unit to be provided
in form of tandem parking (which will reduce parking construction
costs), and/or allow (but do not require) parking in excess of one space
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per unit to be “unbundled” (that is, purchased or leased separately from
the housing unit).
P-7 Design mixed-use developments to enable parking to be shared
efficiently between various uses.
P-8 Provide on-street parking along Chestnut Avenue and the planned Oak
Avenue extension. Work with Caltrans to provide on-street parking along
El Camino Real within the Planning Area.
P-9 Establish time restrictions and pricing for on-street parking spaces to
increase turnover and favor short-term visitor parking, and encourage
long-term parking within the district’s shared parking facility.
P-10 Implement a parking way-finding system that identifies public parking.
P-11 Continue to administer and implement the transportation demand
management program through the Municipal Code:
P-12 Use the development agreement process to ensure that developers
accept the transportation demand management and trip reduction
requirements. Although trip reduction requirements are established for
sites and buildings during the entitlements phase of development, the
TDM programs will primarily be developed, implemented, monitored
and refined by future employers and tenants. Employers are required
to develop and submit plans for approval, implement and monitor the
effectiveness of the plan and ability to meet requirements, and refine
the plan as necessary.
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1 Design Standards and
Guidelines
This chapter presents design and development standards, and design guidelines
that apply to the El Camino/Chestnut Planning Area. Design and development
standards, presented in Table 4.1, provide regulations that build on the princi-
ples and policies. The guidelines that follow complement the standards, and pro -
vide recommendations for achieving high-quality design of private development
and the public realm. They will assist project applicants during the project design
phase as well as City staff and decision makers in the review and approval pro -
cess. They provide specific and broad recommendations to create high-quality
buildings and site plans that will result in a more attractive and accessible urban
destination. While standards are mandatory, guidelines are suggestions that will
form the basis for design review. Standards and guidelines include direction for
building and site planning, including massing, articulation, ground floor treat-
ment, building materials, open space, signs, and parking.
The General Plan includes a Planning Sub-Areas Element (Chapter 3) that estab-
lishes the City’s design-related goals and policies by Sub-Area. The Sub-Areas
that cover the El Camino Real/Chestnut Area are the Kaiser Hospital Area and the
Buri-Buri Center Area, which are discussed in Section 3.4 of the General Plan. The
guidelines and standards presented here take implementation a step further by
providing specific guidance for project design to meet the intent of the General
Plan’s goals and policies.
DESIGN AND DEVELOPMENT STANDARDS SUMMARY
DESIGN GUIDELINES
Building Massing
DG-1 All buildings above five stories should incorporate a distinct base,
middle, and top. The middle of the building should be stepped back from
DESIGN STANDARDS AND GUIDELINES
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Table 4-1: Design and Development Standards
High Density Residential El Camino Real Mixed Use
North, High Intensity
El Camino Real Mixed
Use North, Medium
Intensity
Lot and Intensity/Density Standards
Minimum FAR (residential and
non-residential combined)
n/a 0.6, of which a minimum 0.3 FAR shall be active uses
(Minimum 0.3 FAR of active does not apply to afford-
able housing projects.)
Maximum FAR (residential and
non-residential combined)
n/a 2.0; up to 3.0 with incen-
tives and bonuses1
1.5; up to 2.5 with in-
centives and bonuses1
Minimum Density (dwelling units/
net acre)
80 none none
Maximum Density (dwelling units/
net acre)
120; up to 180 with Dis-
cretionary
Approval and Incentive-
Based Bonuses
80; up to 110 with Discre-
tionary
Approval and Incentive-
Based Bonuses
40; up to 60 with Dis-
cretionary Approval
and Incentive-Based
Bonuses
Building Design and Articulation
Maximum Building HeightAs per Figure 3-1
Base Zone/Street Wall HeightMinimum 25’,
Maximum 35’
Minimum 25’,
Maximum 35’
Along Chestnut Avenue and the BART Right-of-Way,
south of Oak Avenue: Minimum 40’, Maximum 50’
Maximum Tower Dimension
(defined as the portion of the
building above 80 feet)
125’
Minimum Tower Separation 30’
The table provided below is for summary purposes. Please see the Zoning Ordinance for detailed and current development
and design standards that apply to the Planning Area.
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Table 4-1: Design and Development Standards
High Density Residential El Camino Real Mixed Use
North, High Intensity
El Camino Real Mixed
Use North, Medium
Intensity
Yards
El Camino Frontage n/a At property line or 15’ from curb (whichever is
greater)
BART Right of Way Frontage 0’0’0’
All Other Street Frontages 10’Property line or 15’
from curb (whichever is
greater)
10’ from property line
or 15’ from curb (which-
ever is greater)
Minimum Interior Side (measured
from property line)
10‘ 0; 10‘ when abutting a
residential district
0; 10‘ when abutting a
residential district
Maximum Lot Coverage 90% of lot (may not be attainable on all sites because of yard and open space
requirements)
Mid-block pedestrian connection
width
Minimum 30 feet clear
Maximum Blank Wall Linear Length 20‘
Ground Level Commercial
Minimum Height n/a 15‘, with a minimum 12-foot clearance from floor to
ceiling.
Minimum Depth n/a 75‘ to 65’
Ground Level Residential
Minimum Height 12‘
Finish Floor Height 2 to 5‘ above grade
Private Open Space
Minimum Dimension 6‘
1 See Chapter 2, Table 2-1.
Dyett and Bhatia, 2010
DESIGN STANDARDS AND GUIDELINES
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the base an average of 6 to 10 feet and the top should be
further distinguished with a step back and/or architectural
features.
DG-2 The apparent bulk of a building should be reduced by
segmenting it into smaller masses that correspond to the
internal function of the building. Repetitive elements or
monolithic treatments should be avoided.
DG-3 Adjacent buildings and buildings on the same block should
exhibit variation in height and massing.
DG-4 Buildings should establish a street wall that defines the
physical space of the street. Along Chestnut Avenue and the
Centennial Way pedestrian district, the height of the building
base should be consistently 40 to 50 feet.
DG-5 Towers should be spaced to allow sunlight, air, and privacy
for tenants while maintaining views and natural light at the
street level.
Step upper floors back from
building base (average 6 to 10’)
Top
Middle
Base
25’ to 50’
DG-1
DG-2
DG-4
95
125’ maximum
diagonal
dimension for
portions of
building above 80’
Min. 40’
building
separation
Building mass
set back from
property line
Variation in height
and massing
Vertical stepback at middle and
upper portions of building
Open
space at
podium
level
Pedestrian
connection
Tower separation to
minimize shadow
impacts
Slender
towers
DG-6 Towers should be slender in order to minimize the casting
of large shadows and reducing apparent bulk at lower
floors. Where large floorplates are necessary on lower
floors, middle and upper floors should taper, step back, or
otherwise employ a reduction in massing.
Building Design and Articulation
DG-7 Buildings should be well articulated by changes in roof
heights and vertical planes to reduce the appearance of bulk
and create interesting building silhouettes.
DESIGN STANDARDS AND GUIDELINES
DG-5&6
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DG-8 Buildings should be designed with architectural features and
openings that accentuate mid-block pedestrian connections,
connections to Centennial Way and Colma Creek, and easy
access to structured parking.
DG-9 All building surfaces should be articulated with three-
dimensional elements that create a visual play of light and
shadow. Building design should incorporate features such
as balconies, recesses, signage, reveals, brackets, cornices
at the roof and at the top of the ground floor, piers at the
corners, and structural bays.
DG-10 Structural and detail elements should be layered to provide
visual variety and depth.
DG-11 Buildings should be designed to ensure unified and
harmonious facades, integrating all elements, including signs,
balconies, and building entrances.
DG-12 Blank walls should be limited along streets, the Centennial
Way pedestrian district, and public spaces.
DG-13 Side walls interior to a development that are visible from the
street, Centennial Way, or internal pedestrian connections
should exhibit some articulation and use of materials that
maintains a consistent look with the front of the building.
C af e
Landscape treatment or public
art/mural at blank wall
Clerestory windows at blank wall
Variation in height and massing
at blank wall
1
2
2
3
3
1
DG-7
DG-8
DG-9
DG-12
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DG-14 The ground floor of all buildings should be distinguished
through the use of materials, massing, and/or articulation of
the façade, and should address the street through entries,
fenestration, articulation, and building orientation.
DG-15 Window design and proportions should add architectural
interest to buildings. Window designs should differentiate
the various components of the building (e.g., ground
floor retail spaces, stair towers, corners, office suites, or
residential units). Window frames, sills, and/or recesses
should be used to add visual interest.
DG-16 Corner buildings should highlight architectural features and
create defined building entrances. Buildings at the north
and east corners of El Camino Real and Chestnut Avenue in
particular should incorporate gateway features that draw
attention to the area and its pedestrian-oriented corridors,
through architectural massing, height, and emphasis on the
public realm at the street level.
DG-17 Mechanical, electrical, and all other building equipment
should be concealed from all public right-of-ways, pedestrian
paths and adjacent buildings. Mechanical equipment should
not be located along the ground floor street frontage.
Screens should be consistent with the building design or site
landscaping.
Ground Level Commercial
DG-18 Transparency of ground level nonresidential uses should be
maximized through architectural features and large windows.
All air conditioning equipment
located on the building’s roof
should be screened, so as not
to be visible from any street,
plaza or park.
DESIGN STANDARDS AND GUIDELINES
DG-17
DG-11
DG-15
DG-16
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DG-19 Sidewalks in front of ground floor uses should be designed
with amenities that encourage pedestrian activity.
DG-20 Awnings and overhangs should be employed along active
building frontages over the sidewalk and Centennial Way to
enhance the pedestrian realm. Awnings should be made of
durable, high-quality materials and should not interfere with
the tree canopy or signage.
DG-21 Ground floor spaces should be designed to accommodate
a variety of uses, including food service establishments.
Spaces should be equipped with the necessary building
infrastructure like gas lines, water hook-ups, etc., to
accommodate food service establishments.
DG-22 All public entrances should be visible and accessible, and
oriented to face a public street or Centennial Way. Buildings
that face onto two public streets, or onto a public street
and Centennial Way, should provide visible and accessible
entrances onto both. Secondary building entrances are
encouraged to access mid-block pedestrian connections and
side streets.
Ground Level Residential
DG-23 All residential units shall have the primary entrance, either
individual or shared, facing a street, Centennial Way, or
Greater level of
articulation at
ground oor:
wall plane recesses
6-18 inches
Clear glazing
Maximize ground-oor building
transparency for non-residential buildings
DG-19
DG-20
DG-18
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pedestrian connection, and should incorporate a projection
(e.g., porch or stoop) or recess.
DG-24 Residential ground floor facades shall be articulated so that
individual residential units are differentiated from each
other and from the overall massing of the building. Facades
should include stoops, porches, recessed windows, and bay
windows or balconies.
Ground Level Public/Institutional
DG-25 Access to buildings within public and institutional areas
should be visible from the street, with clearly marked
entrances and pedestrian pathways and a consistent
landscaping palette.
DG-26 New development should be brought to the street edge, with
parking located in the rear or on the interior of development.
DG-27 Ground-floor building articulation should be designed at a
scale that is legible from El Camino Real and other Arterial/
Collector streets.
DG-28 The rear façade of buildings on Kaiser-owned parcels should
be designed to address and to provide direct access to Colma
Creek and the Centennial Way linear parkway.
Materials and Color
DG-29 Exterior building materials should be brick, stucco, concrete
block, painted wood clapboard, painted metal clapboard or
Primary individual or shared
entrances at the ground floor
and facing a street or
pedestrian connection
Articulated entries with
stoops, porches, recessed
windows, bay windows, and
balconies
Minimum 12-foot ground
floor residential height
Ground floor elevation between
2 to 5’ above grade
1
1
2
3
4 42
3
DESIGN STANDARDS AND GUIDELINES
DG-23
DG-24
DG-25
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other quality, durable materials. A unified palette of materials
should be used on all sides of a building.
DG-30 Color palettes should reinforce building identity and should
complement changes in plane.
DG-31 For buildings that front onto Centennial Way, lighter exterior
colors with high reflectance should be used to maximize
daylight onto the public open space.
DG-32 Glazing should be clear or lightly tinted and nonreflective.
DG-33 Accent materials should be employed at the ground level to
add texture, color, and visual interest at the pedestrian level.
DG-34 The tower portions of buildings should be lighter with high
reflectance, without causing glare, in order to ensure higher
daylight levels at streets and sidewalks.
Private Open Space
DG-35 Private open spaces, which may include balconies, decks,
patios, and fenced yards, should be adequately sized to allow
movements and usability.
DG-29 DG-30 DG-33
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DG-36 Spaces should be designed to balance privacy and safety with
air and sunlight access. This can be achieved by prioritizing
south facing open space opportunities and designing
balconies with slatted or otherwise partially transparent
grating or railing.
DG-37 Where private open space faces the street or Centennial
Way and is located on the ground level, encourage at least
partially transparent screening measures such as grasses and
fences with openings.
DG-38 Private common open spaces should be oriented to
Centennial Way, Colma Creek, or other public open spaces
wherever feasible.
DG-39 Accessible, common open spaces for residents should be
an integral part of the design for all podiums. Minimized
impervious surfaces and use of green roof technology is
highly encouraged, including employment of Extensive and
Intensive green roofs typologies.
DG-40 Extensive and Intensive green roofs will manage stormwater
runoff, reduce energy consumption through insulation, and
provide common open space for residential units. Soil layers
are typically 2 to 6 inches deep for Extensive roofs and 8 to
24 inches deep for Intensive roofs, depending on the loading
capacity of the roof and the architectural and plant features
desired.
• All green roofs must be designed to permit routine
maintenance and irrigation as necessary.
Public Open Space
DG-41 Landscaping and tree planting along the length of Centennial
Way should exhibit a unified palette. The pedestrian district
portion of Centennial Way between Oak and Chestnut
avenues should:
DESIGN STANDARDS AND GUIDELINES
DG-35
DG-39
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• Provide consistent lighting, specialty paving along
walkways, and other pedestrian amenities.
• Be visible and accessible from Oak and Chestnut avenues.
It should be designed with landscaping and ancillary
structures that strategically identify pedestrian pathways
and sitting areas, and articulate the space’s edges.
• Permit a variety of activities and events. These may
include informational kiosks, vendors, public art, or public
screening areas.
DG-42 Mid-block pedestrian connections shall be lined with a
consistent landscaping scheme and should provide two
or more of the following pedestrian amenities per block:
drinking fountain, bench, terracing/steps, public art, dog-
walking station, or additional/specialty landscaping.
DG-43 Public spaces, including pedestrian connections should be
well-lit and designed for high visibility to ensure personal
safety and comfort.
DG-44 Signature, pedestrian-scaled lighting elements should be
employed along Centennial Way, at minimum along the
pedestrian district and public plaza between Chestnut and
Oak avenues.
DG-45 Utility boxes, transformers, and lines should be
undergrounded wherever possible, or located outside of
the pedestrian pathway in order to provide unobstructed
walkways and views.
Signage and Wayfinding
DG-46 A signage scheme should be developed for the Planning
Area, with particular emphasis on developing a sign and
banner program for development surrounding the Centennial
Way pedestrian district.
DG-41
DG-42
DG-44
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DG-47 Signage should provide direction to Centennial Way and
other public spaces, including pedestrian connections and
Colma Creek.
DG-48 Centennial Way and pedestrian connections should be
marked with clear signage that acknowledges that the open
space is for public use.
DG-49 Banners and kiosks should be employed at key pedestrian
entrances from parking garages and Centennial Way that
indicate major destinations and commercial establishments
within the Focus Area.
DG-50 Provide clear signage for entrances to structured parking to
facilitate ease of parking in mixed-use areas.
Parking and Access
DG-51 Limit curb cuts and driveway entrances to reduce conflicts
with pedestrians. Locate driveway entrances on side streets
and access drives where possible.
DG-52 Loading should be designed to be off the public right-of-way.
Service areas should be accessible for truck drivers, with
DESIGN STANDARDS AND GUIDELINES
DG-47 DG-49 DG-50
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appropriate access from docks into buildings. Avoid locating access to
loading areas on major streets.
DG-53 Design structured parking as an integral part of the project it serves.
Where parking is visible from rights-of-way or open space, it should
be designed to be consistent in style and materials with the rest of the
project. Landscaping that is compatible with building design may also be
employed as a screening.
DG-54 Bicycle parking should be located near entrances and exits, secure, and
weather protected.
DG-53 DG-53 DG-54
105IMPLEMENTATION
1 Implementation
While the El Camino Real/Chestnut Area Plan provides a comprehensive frame-
work and set of implementation policies, achieving the full development poten-
tial of the Plan will require a range of efforts and actions on the part of the City
and the developers involved. These include carrying out the necessary regula-
tory measures, providing infrastructure improvements, and securing needed
financing. This chapter details many of the actions that will be required on part
of the City for effective implementation of the Plan.
1.1 GENERAL PLAN AMENDMENTS
General Plan amendments have been prepared and adopted concurrent with the
preparation of the Area Plan. Amendments made are:
• Modify the General Plan Land Use Diagram to reflect the land uses shown on
Figure 2-1 of the Area Plan.
• Modify Tables 2.2-1 and 2.2-2 Standards for Density and Development
Intensity and Land use classification text to reflect changes in intensity and
density.
• Modify Figure 2-3 Special Area Height Limitations to reflect heights shown
on Figure 3-1 of the Area Plan.
• Modify Table 2.4-1 to reflect additional development under the General
Plan.
• Modify Table 2.4-2 to reflect additional buildout population.
• Modify Table 2.4-3 to reflect additional buildout employment.
• Modify Table 2.4-4 to reflect updated projected Jobs/Employed Residents
ratio.
• Modify Figure 2-7, Specific Area Plans and Redevelopment Areas to show the
El Camino Real/Chestnut Avenue Area Plan boundaries.
• Modify text in Section 2.5, Area and Specific Plans to include the El Camino
Real/Chestnut Avenue Area Plan.
• Modify text within Section 3.4, El Camino Real Planning Sub-Area to include
Area Plan policies by reference. Also modify Table 3.4-1 El Camino Real:
Development, Population, and Employment under the General Plan.
• Modify Chapter 4: Transportation to include recommended street and
bikeway improvements in the Area Plan.
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• Modify Chapter 5: Parks, Public Facilities, and Services to add parks in the
figure and update park acreage information.
1.2 ZONING AMENDMENTS
Consistent with the Area Plan and General Plan amendments, the City of South
San Francisco should also revise the zoning regulations to implement the Plan
provisions. This may include changes to use regulations and development, as well
as design standard and review procedures.
Zoning Implementation may include the following components:
• Zoning District. Add El Camino Real/Chestnut Area Plan District into Division
III – Specific and Area Plan Districts.
• District Purpose. Add a reference to the Area Plan in District Purpose to
create the urban environment called for in the Plan.
• Map. Include map of Planning Area that shows the different land use
distinctions within the Planning Area.
• Land Use Regulations. This could show permitted and conditionally
permitted uses within each area, as well as use development standards (such
as driveways and curb-cuts).
• Development and Design Regulations and Standards. This could include
standards for building scale, building form, setbacks, pedestrian orientation,
vehicle parking and accommodation, as well as other standards (i.e., lot
coverage, height, etc.).
1.3 PHASING AND INITIAL DEVELOPMENT STEPS
Phasing of improvements and projects will be based on development cost,
market factors, available financing, and infrastructure improvement. A recom-
mended phasing strategy outlined below is based on an analysis of estimated
development costs, project values, and feasibility under current market condi-
tions. As market conditions may change in the future, actual phasing strategy
may differ. The phasing strategy identifies specific blocks for development in
each phase, as outlined in Figure 5-1.
PHASE 1: GROCERY STORE AND RESIDENTIAL UNITS (BLOCK E)
Phase 1 prioritizes the development of a high-intensity mixed-use project on
Block E with a community-serving grocery store, residential units, and adequate
parking for all uses. This site is owned by the City and was most recently occu-
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pied by an auto dealership (currently out of business). The plan envisions a super-
market in this block, and offers opportunity for the ageing Safeway located on
the south side of Chestnut Avenue to relocate and maintain operations continu-
ously. The City may consider providing the site at no cost in exchange for devel-
opment of a new 50,000+ square foot facility with underground parking within
a larger mixed-use development, taking advantage of 80- to 120-foot height lim-
its. The store would front Chestnut Avenue to benefit from visual access of the
busy inter-section of El Camino Real and Chestnut Avenue, also capturing pedes-
trian access from both streets. Cafés and restaurants that may be part of the
development may front the pedestrian district portion of Centennial Way, with
wide outdoor dining areas facing the ideal southwest direction. Implementation
of Phase 1 should include construction of the mid-block pedestrian connection,
streetscape improvements along the adjacent portions of Chestnut Avenue and
El Camino Real and enhanced pedestrian crossings.
PHASE 2: RESIDENTIAL UNITS AND RETAIL (BLOCKS H, I, AND J)
If Phase 1 proceeds with the relocation of the Safeway, the vacated site (Block
H) will be available for redevelopment. Residential units with retail development
at the ground floor fronting El Camino Real and Chestnut Avenue are proposed
for this area. Block H and the adjacent Block I along El Camino Real are recom-
mended for development in tandem to facilitate adequate parking facilities.
From a financial perspective, Block J can be developed during this phase or as
soon as residential values render it feasible. With all Type V construction and no
commercial space, Block J can be a stand-alone project that does not depend on
the phasing of the other parts of the project.1
Phase 2 includes streetscape improvements along El Camino Real and Chestnut Avenue; the new circulation road and pedestrian and
bicycle connection between blocks H and J; the ground-level open space on Block J.
PHASE 3: CIVIC USES AND MIXED-USE DEVELOPMENT
(BLOCKS F, D, AND G)
Successful development in Phases 1 and 2 would help to catalyze further devel-
opment in Phase 3 on-ward. This phase is proposed to expand on the existing
public facilities (e.g., the City Municipal Services Building) by developing a new
Main Library and a public plaza within Centennial Way. New office uses are pro-
posed for this area, as well as retail, residential units, and parking to support
all uses. The Oak Avenue extension, streetscape improvements and crossings
should be completed during Phase 3, prior to the completion of development on
blocks D, F and G.
Phase 3 includes the establishment of a Civic District near the corner of El Camino
Real and Oak Avenue. This action is predicated on the construction of the library
1 Type V construction is typically wood-frame construction, which accommodates lower
intensity development at lower costs (compared to Type I concrete and steel frame construc-
tion which can support taller building heights at higher costs).
IMPLEMENTATION
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OAK AV
E
PHASE 1 (BLOCK E)
PHASE 2 (BLOCKS H,I, AND J)
PHASE 3 (BLOCKS F,D, AND G)
PHASE 4 (BLOCKS B AND C)
PHASE 5 (BLOCK A)A
B
C
F
D
E
G H
I
J
Figure 5-1: Development Phasing
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CHES
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OAK AV
E
PHASE 1 (BLOCK E)
PHASE 2 (BLOCKS H,I, AND J)
PHASE 3 (BLOCKS F,D, AND G)
PHASE 4 (BLOCKS B AND C)
PHASE 5 (BLOCK A)A
B
C
F
D
E
G H
I
J
IMPLEMENTATION
0
FEET
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or other civic facility on Block F. The adjacency of the Municipal Services Build-
ing, the library, shared parking arrangements between these civic facilities, and
the large public plaza on Centennial Way calls for a recognizable Civic District
along El Camino Real near Oak Avenue. This should include an enhanced cross-
walk, special landscaping, and other improvements to pedestrian amenities.
PHASE 4: RESIDENTIAL UNITS AND RETAIL (BLOCKS B AND C)
Development of blocks B and C will hinge on appreciation of residential market
prices. Blocks B and C could be developed simultaneously with Phase 3 if resi-
dential sales prices support their development, though the marketability of retail
may lag.
PHASE 5: HIGH-DENSITY RESIDENTIAL (BLOCK A)
Development of the previous phases of the project would create an urban iden-
tity that would assist in the marketability of the high-rise residential units on this
site. Mission Road streetscape improvements and the east-west pedestrian con-
nections should be part of implementation of Phase 5.
ADDITIONAL ACTIONS
In addition to the phases numbered here, further specific actions will be required
of the City to compete buildout of the Planning Area. These include:
• Encouraging redevelopment and/or intensification of the Pacific Supermarket
(1131 El Camino Real) and the adjacent commercial development (1147 El
Camino Real). Designated as El Camino Real Mixed Use North, High Intensity,
development for this area will be comparable in height and intensity
to development directly across El Camino Real. Like blocks G and I, this
block includes a key gateway parcel at the corner of El Camino Real and
Westborough Boulevard, and will thus require active uses at the ground
floor level and signature architectural features.
• Exploring a potential property exchange with Kaiser Hospital. Additional
development opportunities may be available on the Kaiser property west
of blocks B and C. The City should communicate with Kaiser and explore
the possibility of purchasing or exchanging property within this area, as
the southern portion of the Kaiser lot—a narrow vacant site—is not likely
to be useful for development as is and could be exchanged for other
property within or outside the Planning Area. Specifically, as shown in
Figure 5-2, the City could exchange its parcel north of Oak Avenue alongside
Centennial Way (Area A) for the portion of the Kaiser lot within the proposed
community park (Area B). This exchange would provide greater opportunities
for the corner site at El Camino Real and Oak Avenue, which may be
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developed by Kaiser, or as a joint venture with the City. Additionally, this
arrangement would provide the City with frontage along El Camino Real for
the proposed community park, ensuring the park’s visibility and accessibility.
• Building a large community park between blocks A and B. Spanning the entire
block from Mission Road to El Camino Real, this 1.25-acre new park will
provide space for active recreational uses for new and existing residents (ball
fields and courts, playgrounds, picnic areas, etc.). Construction will include
a pedestrian bridge over the Colma Creek Canal, which runs through the
park. Potential for reconfiguring Colma Creek to return to its natural state
or otherwise integrate better with the park should be explored. A surface
parking area exclusively for the park is located along Mission Road east of
Block B.
1.4 INFRASTRUCTURE IMPROVEMENTS
The Planning Area has much of the major off-site infrastructure needed to pro-
vide adequate public utilities, as most of the area has already been developed.
The development of vacant parcels and the redevelopment of existing buildings
Figure 5-2: Potential Property Exchange with Kaiser
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into a high-density mixed use community will, however, require the extension of
some utilities into the Planning Area and the relocation of certain existing facili-
ties. New utilities will be located underground in new streets and existing and
planned open space corridors, which will serve as the framework for infrastruc-
ture implementation as well as land use planning.
EXISTING OFF-SITE IMPROVEMENTS
Significant existing improvements within the Planning Area that serve the area
and adjacent development include the Colma Creek canal, 18-inch sanitary
sewer trunk lines in Mission Road, and the recently completed 18-inch sewer
trunk line in the Oak Avenue roadway extension. In addition, there is an existing
network of potable water lines within and adjacent to the Planning Area. There
is, however, a need for an extension of a water main in El Camino Real.
RELOCATION OF EXISTING UTILITIES
Utilities in Antoinette Lane, which is to be abandoned by the City as part of
the implementation of the Plan, include a high pressure gas transmission pipe-
line and overhead electrical lines owned by PG&E. The City should begin work-
ing with PG&E to either relocate these facilities to outside the Planning Area, or
establish a corridor within the Planning Area with appropriate building setbacks
to ensure the safety of community members and nearby developments.
UTILITY CORRIDOR PLANNING
Options for extending new services from existing and planned infrastructure to
each proposed development area may be constrained by the BART tunnel and
the Colma Creek canal. For this reason, the extension of services will likely be
parallel to these facilities, with new connections made at the future Oak Avenue
and Chestnut Avenue if utility crossings are not feasible outside of these public
streets. Other open space areas including pedestrian connections and bikeways
should be considered for efficient utility layout.
The co-location of underground utilities within open space areas that serve as
community amenities will require planning for maintenance access as well as
coordination for locating above-ground amenities like trees, benches and other
minor structures, so as not to impact the underground utility. The utilities may
be located under and adjacent to bikeways and pedestrian paths.
Public utility easements will be required where utilities are not located in the
public rights-of-way. Easements from BART and the San Mateo Flood Control
District will also be required. The City should begin discussions with BART and
San Mateo County to establish planning guidelines for utility crossings’ parallel
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encroachments within the rights-of-way to consolidate infrastructure most effi-
ciently.
WATER SYSTEM
Distribution
Based on discussions with California Water Service Company (CWSC), the existing
water distribution system is generally in good condition and should be able to sup-
port the proposed development without the need for major repairs or upgrades
to the existing system. However, the extension of water mains will be required
along with service connections to each new building. In addition, an extension
of the water main in El Camino Real from the south entry of Kaiser Hospital to
Chestnut Avenue will be required to provide services to the currently vacant land
areas between Kaiser Hospital and Chestnut Avenue, west of the BART tunnel.
These parcels are currently not served by an existing water main.
The extension of the existing water system into the Planning Area will also require
connections from Mission Road to the new water main extension in El Camino
Real between Kaiser Hospital and Chestnut Avenue. This can be done as part of
the planned Oak Avenue extension. The cross connections from Mission Road to
El Camino Real are necessary to provide a looped network which ensures ade-
quate pressure in the system.
The City should begin discussions with CWSC to begin feasibility studies and pre-
liminary engineering for the extension of service to parcels fronting El Camino
Real and a cross connection in Oak Avenue. Obtaining easements from BART and
the San Mateo County Flood Control District will also be required where these
pipelines cross rights-of-way within the Planning Area. The City should therefore
begin discussions with BART and San Mateo County to determine requirements
for utility encroachments in the rights-of-way.
Fire Flow
Designs for new, smaller distribution pipes to serve developments within the
Planning Area will require modeling to ensure that the pipes are sized for suffi-
cient capacity and pressure to meet the fire flow demand for each building. Fire
truck access will be also required throughout the Planning Area and should be
integrated as part of the overall site circulation, inclusive of the wider pedestrian
paths and bikeways.
WASTEWATER
The City of South San Francisco owns and maintains the wastewater collection
system. The Planning Area is currently served by two 18-inch trunk lines in Mis-
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sion Road, a recently constructed 18-inch trunk line in the future Oak Avenue
extension, and smaller diameter pipes that serve the existing developments at
Buri-Buri Center and Chestnut Center south of Chestnut Avenue. The existing
12-inch line south of Chestnut Avenue runs in an easement on private property
and will need to be relocated within the parcel to accommodate new develop-
ment. Existing lines in the Planning Area are connected to a 24-inch line at the
intersection of Mission and Chestnut avenues that flows south to the treatment
plant.
Additional smaller sewer lines will be needed to serve each new development
area, but major off-site infrastructure will not be required. The increase in flows
from new development and intensification of existing developed areas is a very
small fraction of the total capacity of the existing collection pipes that serve the
Planning Area. New building codes mandate low-flow fixtures and the advance-
ment of sustainable design practices such as reuse of gray water for irrigation
and other nonpotable uses; these codes will serve to decrease the total amount
of discharge from the Planning Area. The City should encourage developers and
builders to use further sustainable building practices such as gray water reuse.
STORM DRAINAGE AND FLOOD CONTROL
The existing and future storm drain system discharges into the Colma Creek
canal, and an increase in stormwater flows and accompanying major infrastruc-
ture improvements is not anticipated. Approximately 80 percent of the develop-
able area is currently comprised of impervious surfaces such as roofs and parking
lots, so the redevelopment of the area is unlikely to cause significant change in
the amount of storm water surface runoff. Furthermore, the addition of the new
1.25-acre community park, as well as other open spaces, will likely improve run-
off in the area.
Currently, all development proposals must meet the requirements of the San
Mateo County Clean Water Program, which mandates management of the quan-
tity and quality of stormwater runoff. All new developments are also required
to provide stormwater control and treatment as an integral part of the site lay-
out and landscape design. The network of open space corridors and siting of
all buildings adjacent to open space will allow for significant opportunities for
stormwater run-off to discharge to the landscape areas for treatment, infiltra-
tion, detention and evaporation, which will minimize the need for extensive new
storm drain pipes. The use of permeable pavement will also provide opportunity
for infiltration.
The City currently requires the submittal of Stormwater Control Plans with all
new development applications. Plans must be consistent with the C.3 Stormwa-
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ter Technical Guidance Manual, which provides many options for site control and
treatment of run-off. The City should continue this policy to promote best prac-
tices for urban design and stormwater management.
1.5 FINANCING
To fund projects and improvements, a combination of private investment and
public funds and financing mechanisms will be needed. This section evaluates
potential approaches to funding capital costs. Selection of the appropriate mech-
anism depends on the nature of the improvement—for example, development
impact fee place the burden on developers (and ultimately the occupant of the
home or business being constructed), whereas assessment districts place the
financial burden on existing and new property owners, and funding through the
Capital Improvements Program (CIP) budget shares the burden citywide. The City
must determine who benefits from the improvement to determine appropriate
funding streams. Capital improvements and the various approaches that could be
used for funding are identified in the text below.
CAPITAL IMPROVEMENTS PROGRAM
CIP outlines infrastructure improvements needed throughout the community.
The program is the result of collaboration among various departments, and fund-
ing is completed on a yearly basis, with projects in the future years appropriated
in future budget cycles as discretionary components of the City’s General Fund
The CIP continues the improvement of city streets, storm drains, traffic, sani-
tary sewers, facilities, and parks. Upon adoption of the CIP, the City Council also
authorizes staff to prepare the plans and specifications for the projects within
this program and authorizes the solicitation of construction bids.
DEVELOPMENT IMPACT FEES
The City collects impact fees on development to help fund specific public
improvements. By law, there must be a relationship between the fee and the
project on which it is being imposed. Currently, City impact fees include: child-
care fees to fund new and expanded facilities and sewer fees to improve or
expand infrastructure. Fees may also be collected for plan areas; for example, the
City assesses an impact fee to fund capital improvements in the East 101 Area.
Additional fees could be assessed for a variety of services and facilities, including
parks and water connections.
DEVELOPER CONTRIBUTIONS
Developer contributions are payments made in addition to normal impact fee
as part of the development approval process for specific projects; these most
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often apply to larger developments with significant associated impacts. Contri-
butions fund infrastructure and improvements such as: dedications of right-of-
way for streets and utilities; and provision of open space, parks or landscape
improvements. Where developers provide parks as part of their developments,
they could be exempted from park impact fees at the discretion of the City.
CITY CONTRIBUTIONS
Additional construction and life and safety costs associated with high-rise devel-
opment and structured parking will result in overall development costs that are
higher than for low-rise construction with surface parking. While low-rise devel-
opment may be financially more feasible, it is not in keeping with the desired
character and development intensity identified by the community and decision-
makers. Despite this, financial feasibility analysis conducted under prevailing
market conditions indicate that some of the initial identified phases are viable, if
the City was willing to provide land at no cost.
SPECIAL ASSESSMENT DISTRICTS
Individuals and businesses can cooperate to create special assessment districts
in which they tax themselves (outside the limitations of Proposition 13) or col-
lect fees in order to fund specific benefits, such as landscaping, infrastructure
improvements, and parking facilities.
Community Facilities District
Under the Mello-Roos law, passed in 1982 in response to Proposition 13, local
cities, counties, and school districts may create community facilities districts
(CFD) to finance the construction of needed community infrastructure. The CFD
is empowered to levy additional property taxes on land located inside the dis-
trict, thus creating a dependable revenue stream that can be used in issuing
bonds to pay for new infrastructure.
Landscape and Lighting District
Permitted by the Landscape and Lighting Act of 1972, local governments may
form a Landscape and Lighting District to finance elements such as the landscap-
ing and lighting public areas (e.g., parks and plazas).
Business Improvement District
Business or property owners within a defined geographic area may agree to
assess themselves annual fees, as part of a Business Improvement District (BID).
The BID may then fund activities and programs to enhance the business envi-
ronment; these may include marketing and promotion, security, streetscape
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improvements, and special events. Once established, the annual BID fees are
mandatory for business/properties located within the BID. Generally, this mech-
anism is most frequently used in existing commercial retail districts and is not
used to fund infrastructure due both to the limited revenue base and the short-
term nature of the BID structure, which makes issuance of debt infeasible.
Parking District and In-Lieu Fee
Local governments may form a special district to finance parking-related activi-
ties, including acquisition of land for parking facilities, construction of parking
lots and garages, funding of operating costs, and issuance of bonds to fund simi-
lar activities. The majority of affected property owners must vote in favor of the
district formation. A possible approach to funding is imposition of an in-lieu fee,
whereby developers pay the fee (e.g., a uniform fee per space) instead of provid-
ing on-site parking, thereby reducing the cost of development and potentially
increasing the efficient use of development sites.
GRANTS AND LOANS
Federal
Community Development Block Grant
Some or all of the cities’ annual allotment of Community Development Block
Grant (CDBG) funds from the federal government could be capitalized into a Sec-
tion 108 loan, to increase the immediate ability to fund improvements. The U.S.
Department of Housing and Community Development’s Section 108 Loan Guar-
antee Program provides communities with a source of financing for economic
development, housing rehabilitation, public facilities, and large-scale physical
development projects. CDBG funds may be challenging to use for public improve-
ments, since the grants are competitive and the City often has competing priori-
ties for these funds.
Fixing America’s Surface Transportation Act
This measure, also known as FAST, provides a variety of funding options for
smaller, neighborhood-based projects relating to streetscape improvements
and bicycle and pedestrian facilities. Programs include the Surface Transporta-
tion Block Grant Program; Surface Transportation System Funding Alternatives
Program; Congestion Management Air Quality funds; Metropolitan Planning Pro-
gram; and the Transportation Alternatives, which provides funding for a variety
of smaller-scale transportation projects such as pedestrian and bicycle facilities,
recreational trails, safe routes to school projects, community improvements such
as historic preservation and vegetation management, and environmental mitiga-
tion related to stormwater and habitat connectivity. FAST is currently authorized
funds through 2020.
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State
California Infrastructure and Economic Development Bank (CIEDB)
The California Infrastructure and Economic Development Bank provides low-cost
financing to public agencies for a wide variety of infrastructure projects. Infra-
structure State Revolving Fund Program funding is available in amounts rang-
ing from $250,000 to $10 million, with loan terms of up to 30 years. Interest
rates are set on a monthly basis. Relevant eligible project categories include city
streets, drainage, flood control, and environmental mitigation, educational facili-
ties, parks and recreational facilities, public transit, sewage collection and treat-
ment, solid waste collection and disposal, water treatment and distribution, pub-
lic safety facilities, and power and communications facilities.
Infrastructure Bonds
Statewide bonds approved by the voters can provide valuable funds for local
governments to make improvements to roads, housing, and public facilities. In
recent years, several bond measures have been approved, with monies distrib-
uted to local governments. The City should continue to monitor and pursue State
financing opportunities.
Regional
FOCUS Priority Development Areas
The Association of Bay Area Governments (ABAG), along with partner agen-
cies, the Metropolitan Transportation Commission (MTC) and Bay Area Conser-
vation and Development Commission (BCDC) have initiated the FOCUS program
to provide funds for Priority Development Areas (PDA) that have a high level of
transit accessibility and potential for redevelopment. El Camino Real and South
San Francisco’s Downtown have been designated as PDAs. Consistent with the
Grand Boulevard Initiative, the FOCUS Program describes the intent to redesign
El Camino Real into a walkable urban boulevard, with funding recommended to
make improvements to transportation, bicycle and pedestrian circulation, and
streetscape improvements, as well as the development of multi-family and tran-
sit-oriented housing.
Metropolitan Transportation Commission Funding
MTC serves as both the regional transportation planning agency and as the
region’s metropolitan planning organization (a federal designation). MTC has sev-
eral grant programs including:
• Transportation for Livable Communities, which supports projects that
enhance community vitality and promote walking, bicycling and transit use.
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• Housing Incentive Program, which assists housing construction near transit
hubs.
• Low Income Flexible Transportation, which funds services that assist low-
income residents travel to and from work, school and other essential
destinations.
• Safe Routes to Schools Program aims to increase the number of children
who walk or bicycle to school by funding projects that remove barriers
to such activities (e.g., lack of infrastructure, unsafe facilities, and lack of
education and enforcement programs aimed at children, parents and the
community at large).
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Adopted July 2011
El Camino Real/Chestnut Avenue Area Plan