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Reso 99-2011
RESOLUTION NO. 99 -2011 CITY COUNCIL, CITY OF SOUTH SAN FRANCISCO, STATE OF CALIFORNIA A RESOLUTION MAKING FINDINGS AND APPROVING THE GENERAL PLAN AMENDMENT (GPA11 -0002) AND A MAJORITY OF THE EL CAMINO REAL /CHESTNUT AVENUE AREA PLAN (SP08- 0001), EXCLUDING THE KAISER PERMANENTE PARCELS, TO COLLECTIVELY ALLOW FOR MIXED -USE DEVELOPMENT IN THE EL CAMINO REAL /CHESTNUT AVENUE PLANNING AREA WHEREAS, the City of South San Francisco ( "City ") Planning Division staff and the City's consultant, Dyett and Bhatia, have prepared the El Camino Real /Chestnut Avenue Area Plan, to guide and facilitate future growth and development of an 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, which Area Plan includes specific proposed amendments to the South San Francisco General Plan, amendments to the South San Francisco Zoning Map (Rezone), and amendments to the South San Francisco Zoning Ordinance (Zoning Ordinance Amendments) (collectively, "Area Plan" or "Plan "); WHEREAS, the City prepared an Environmental Impact Report (EIR) in accordance with the provision of the California Environmental Quality Act (Public Resources Code, §§ 21000, et seq., "CEQA ") and CEQA Guidelines, which discloses and analyzes the potential environmental impacts of the Plan; and, WHEREAS, the Draft EIR ( "DEIR ") was prepared and circulated for a 45 -day public /agency review period from February 25, 2011 through April 11, 2011, and a Final EIR ( "FEIR ") was prepared, which includes written responses to comments received on the DEIR and minor revisions to the DEIR (collectively, "EIR "); and WHEREAS, by separate Resolution, the City Council has made findings and certified the EIR, as an objective and accurate document that reflects the independent judgment of the City in the identification, discussion and mitigation of the Plan's environmental impacts; and WHEREAS, on May 5, 2011, the Planning Commission conducted a properly noticed public hearing to consider making a recommendation on the EIR and the Plan, including all related amendments to the General Plan, Zoning Map, and Zoning Ordinance; and WHEREAS, on May 25, 2011, and July 27, 2011, the City Council conducted properly noticed public hearings to consider approval of the Plan, including all related amendments to the General Plan, Zoning Map, and Zoning Ordinance. NOW, THEREFORE, BE IT RESOLVED that based on the entirety of the record before it, which includes without limitation, 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; the draft El Camino Real / Chestnut Avenue Area Plan, prepared by Dyett & Bhatia, dated February 2011, including the Addendum thereto, as presented and attached to the July 27, 2011 City Council Staff Report; the draft El Camino Real / Chestnut Avenue Area Plan General Plan Amendment, prepared by Dyett & Bhatia, dated February 2011; the draft El Camino Real / Chestnut Avenue Area Plan Zoning Ordinance Amendment, prepared by Dyett & Bhatia, dated February 2011; the El Camino Real / Chestnut Avenue Area Plan EIR, including the Draft and Final EIR and all appendices thereto; all reports, minutes, and public testimony submitted as part of the City Council and Planning Commission Joint Study Session on September 16, 2009; all reports, minutes, and public testimony submitted as part of the Planning Commission's study session on May 30, 2010; all reports, minutes, and public testimony submitted as part of the Planning Commission's meeting of April 7, 2011; all reports, minutes, and public testimony submitted as part of the Planning Commission's meeting of May 5, 2011; all reports, minutes, and public testimony submitted as part of the City Council's meeting of May 25, 2011; all reports, minutes, and public testimony submitted as part of the City Council's meeting of July 27, 2011; 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: I. General Findings 1. The foregoing recitals are true and correct and made a part of this Resolution. 2. The Exhibits attached to this Resolution, including the proposed El Camino Real /Chestnut Avenue Area Plan (Exhibit A), the proposed El Camino Real /Chestnut Avenue Area Plan General Plan Amendment (Exhibit B), the Addendum to the El Camino Real /Chestnut Avenue Area Plan (Exhibit C), and the Map of the Kaiser Permanente Parcels (Exhibit D), are each incorporated by reference as part of this Resolution, as if set forth fully herein. 3. 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, Susy Kalkin. 4. By separate Resolution, the City Council, exercising its independent judgment and analysis, has found that an EIR was prepared for the Plan in accordance with CEQA, which EIR adequately discloses and analyzes the proposed Plan's potentially significant environmental impacts, its growth inducing impacts, and its cumulative impacts, and analyzed alternatives to the proposed Plan; the City Council has further found that the benefits of approving the Plan outweigh the Plan's significant and unavoidable impact; accordingly, the City Council certified the EIR for the Plan and adopted a statement of overriding considerations, in accordance with CEQA. II. General Plan Amendment 1. As described in more detail in Exhibits A, B, and C, adoption of the proposed Plan will include amendments to the Land Use, Planning Sub - Areas, Transportation, and Parks, Facilities, and Services Elements of the South San Francisco General Plan. The General Plan High Density Residential land use classification would be amended to allow higher density development under the High Density Residential land use classification within the Planning Area. In addition, the proposed Plan introduces two new land use classifications: (i) El Camino Real Mixed Use North, High Intensity and (ii) El Camino Real Mixed Use North, Medium Intensity. The General Plan Amendment includes new and revised policies for the new land use classifications to implement the Area Plan. In addition to these changes, the Plan applies the existing General Plan Public, and Park and Recreation land use classifications to sites in the Planning Area. In addition to land use classifications and designations, amendments will also be made to the General Plan regarding building height within the Planning Area. Tables and text throughout these Elements of the General Plan have been updated to incorporate the changes in the Area Plan. 2. As required under State law, the South San Francisco General Plan, and the South San Francisco Municipal Code, in support of the General Plan Amendment (GPA11- 0002), the City Council finds that the proposed El Camino Real / Chestnut Avenue Area Plan General Plan Amendment, replacing the land use designations and establishing a new maximum FAR and related amendments consistent with the Area Plan, as described in more detail in Exhibits A, B, and C, is consistent with the South San Francisco General Plan as proposed for amendment, and furthers a number of important Guiding and Implementing Policies currently in the General Plan, including without limitation: 3.4 -G -1 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. 3.4 -G -2 Encourage development of a mix of uses, with pockets of concentrated activity that provide focii and identity to the different parts of El Camino Real. 3.4 -G -6 (Renumbered as 3.4 -G -7) Develop the South El Camino area as a vibrant corridor with a variety of residential and non - residential uses to foster a walkable and pedestrian - scaled environment. 3.4 -1 -1 Develop, and in coordination with CalTrans, implement a streetscape plan for El Camino Real for its entire stretch through South San Francisco. 3.4 -1 -2 Prepare and implement an El Camino Real overlay district in the City's Zoning Ordinance that provides development standards that further El Camino's development as a mixed -use use boulevard, accommodating the need for both auto - oriented uses as well as designated pedestrian- oriented centers. The El Camino Real / Chestnut Avenue Area Plan, including the General Plan Amendment furthers these policies by setting forth a development plan for the south El Camino Real corridor that accommodates a variety of residential and commercial land uses, at a pedestrian — oriented scale. NOW, THEREFORE, BE IT FURTHER RESOLVED that the South San Francisco City Council hereby approves the El Camino Real / Chestnut Avenue Area Plan General Plan Amendment attached as Exhibit B and the El Camino Real / Chestnut Avenue Area Plan attached as Exhibit A and including all revisions set forth in the Addendum (Exhibit C), for the majority of the El Camino Real / Chestnut Avenue Planning Area, excluding the Kaiser Permanente Parcels illustrated in Exhibit D. BE IT FURTHER RESOLVED that the Resolution shall become effective immediately upon its passage and adoption. I hereby certify that the foregoing Resolution was regularly introduced and adopted by the City Council of the City of South San Francisco at a regular meeting held on the 27 day of July 2011 by the following vote: AYES: Councilmembers Mark Addiego, Pedro Gonzalez, and Karyl Matsumoto, Vice Mayor Richard A. Garbarino and Mayor Kevin Mullin NOES: None ABSTAIN: None ABSENT: None ATTEST: tele) • Al Ci ;!=!- Exhibit A El Camino Real /Chestnut Avenue Area Plan i Fa Is h PREPARED BY DYETT & BHATIA Urban and Regional Planners Field Paoli Keyser Marston Associates Kimley -Horn and Associates TABLE OF CONTENTS 1 Vision and Context ......................................................... ..............................1 1.1 Planning Area ................................................................. ..............................1 Figure 1 -2: 1.2 Vision ............................................................................. ..............................4 1.3 Planning Area Context .................................................. .............................32 Illustrative Vision ............................................. ..............................5 1.4 Related Plans and Programs ......................................... .............................34 Figure 1 -4: 1.5 Plan Organization ......................................................... .............................38 2 Land Use Classification, Density /Intensity Standards, and Illustrative Vision — Sections ............................ ..............................8 Development Program .................................................. .............................39 Figure 1 -6: 2.1 Land Use and Density/ Intensity .................................... .............................39 2.2 Projected Development Program ................................ .............................44 Plan 1— Level 1 ............................................... .............................14 3 Guiding Principles and Policies ...................................... .............................53 Figure 1 -8: 3.1 Land Use ....................................................................... .............................53 3.2 Building Heights ............................................................ .............................56 Illustrative Vision — Perspective from the West ........................... 3.3 Urban Design and the Public Realm .............................. .............................59 Figure 1 -10: 3.4 Circulation .................................................................... .............................72 3.5 Station Access Improvements ....................................... .............................78 3.6 Parking and Transportation Demand Management ...... .............................79 4 Design Standards and Guidelines .................................. .............................85 5 Implementation ........................................................... .............................99 5.1 General Plan Amendments ........................................... .............................99 5.2 Zoning Amendments .................... ............................... ............................100 5.3 Phasing and Initial Development Steps ........................ ............................100 5.4 Infrastructure Improvements ....... ............................... ............................106 5.5 Financing ...................................... ............................... ............................109 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 TABLE OF CONTENTS 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 Development Potential Summary ................... .............................44 Figure 1 -14: View C — Centennial Way looking North from Table 2 -3: Chestnut Avenue ............................................ .............................28 Figure 1 -15: View D — Chestnut Avenue from El Camino Real .........................30 Common and Public Open Space (Square Feet ) ...........................63 Figure 1 -16: Existing Land Uses ( 2010) ................................ .............................33 Table 4 -1: Figure 1 -17: Ownership and Opportunity Sites .................. .............................35 Figure 2 -1: Land Use Diagram ........................................... .............................40 Figure -2 : Block Key ......................................................... .............................46 Figure 3 -1: Building Heights .............................................. .............................57 Figure 3 -2: Airport Height Limits ...................................... .............................58 Figure 3 -3: Active Frontages ............................................. .............................60 Figure 3 -4: Open Space Framework .................................. .............................64 Figure 3 -5: Streetscape ..................................................... .............................66 Figure 3 -6: Street Network ............................................... .............................73 Figure 3 -7: Pedestrian and Bicycle Connections ............... .............................76 Figure -8 : Parking ............................................................ .............................80 Figure 5 -1: Development Phasing ..... ............................... ............................102 Figure 5 -2: Potential Property Exchange with Kaiser ....... ............................105 Table 2 -1: Standards for Density and Development Intensity ......................43 Table 2 -2: Development Potential Summary ................... .............................44 Table 2 -3: Focus Area Development Summary by Block . .............................52 Table 3 -1: Common and Public Open Space (Square Feet ) ...........................63 Table 4 -1: Design and Development Standards ............... .............................86 El Camino Real /Chestnut Avenue Area Plan 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 1 -280 less than a mile to the west. The Planning Area is anchored by key public amenities including Orange Memo- rial Park, the Centennial Way pedestrian and bike trail and the Municipal Ser- vices Building (the location of City Council meetings and other community func- tions). 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 Redevelop- ment Agency, 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, developers, 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 criti- cal 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 certified to enable development to proceed. 1 I 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 shown in Figure 1 -2. The Focus Area is located between Mission Road and El _i? r �� 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 Planning Area, they are the focus of this plan. Opportunities in and outside of the Plan- ning Area are discussed in detail in Section 1.3. Fts�■� cndgt 'ONN %�UCI(II ` .— . Vp�y Sta BART tion t� 0 G 0 BRISBANE El Camino Real/ Chestnut Avenue / Area Plan - - -- --- SOUTH Lr� c SAN a FRANCISCO O �o G mvl RAry p'aVE � nr F BAR / tatic .� L� SAN BRUNO 40 0 I/4 I!2 I 2 MILES �S i 9 g fy , ti 1 �•� \ \ 0 e o F COLMA JG 2 0 0 0 2 El Camino Real /Chestnut Avenue Area Plan N 1 5 l G 0 r 4 J t� 0 G 0 BRISBANE El Camino Real/ Chestnut Avenue / Area Plan - - -- --- SOUTH Lr� c SAN a FRANCISCO O �o G mvl RAry p'aVE � nr F BAR / tatic .� L� SAN BRUNO 40 0 I/4 I!2 I 2 MILES �S i 9 g fy , ti 1 �•� \ \ 0 e o F COLMA JG 2 0 0 0 2 El Camino Real /Chestnut Avenue Area Plan RI- f 'CS 9 -91 P6jm w6+! ItA of a/ Sou F ncisc S tion \ P � 5 Q S Q O O C9 O Q � Kaiser � rmanente ` 6 - cal Center P J F, P' ov cl e c O 0 ti p ®� Nj J� Ma F t� MA,p ti • Uy ��� a r , _��� , Iiyp IT (r�0 ��`� .��t- �• i ABTA � 4 MESA OR �� � , w� ,O --- o oVGH RD w a CAMPO J� �'�� w O i Q (30dvt !Bsf b �e ~•:. Cbsl OPgf o!Tgbdf f.n - ^ -- Oboojoh!Bsf b!Cpvoebsz CBSU � 0 100 500 1000 FEET VISION AND CONTEXT 3 I.,2 VISION f 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 pedestrian 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 restaurants, cafes, and outdoor seating in a portion of the right -of -way. Development will be at high densities, reflecting adjacent transit access. 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 Francisco com- munity. Taller residential buildings will have townhouses at the lower level with individual entrances oriented to streets, particularly on key pedestrian routes. Parking will be below grade or in structures, enabling efficient use of land. 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 guide - 1 &8f Gyu8 ■fj 'rs f f f~4 E8AEfAt ff I' 'L Af irss ■ L'f -&-%+ Aar trss ■ VG, 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. Centen- nial 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 Avenue exten- sion. This trail network will provide an important direct connection between the South San Francisco BART Station to the north and Orange Memorial Park to the south. Pedestrian and bicycle paths will connect new development and sur- rounding neighborhoods to the Centennial Way spine. Buildings, parks, and pla- zas will be oriented to the open space network to maximize access to and visibil- ity of these amenities. 4 El Camino Real /Chestnut Avenue Area Plan 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 stores /restaurants at two levels to open at the ground level to both El Camino Real and the new Main Street segment. The slope is also used to create a public plaza /amphitheater along and adjacent to the BART right -of -way, which will be used for community events and performances, with the face of a parking structure serving as movie screen. Art will be integrated along with land- scape 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 Fig- ure 1 -5 show a vertical mix of uses with primarily retail uses at the ground floor and office, public, and residential uses above. All retail spaces will have visibil- ity from either El Camino Real or Chestnut Avenue, while restaurants and cafes will spill over to the extended Centennial Way. The series of plans in figures 1 -6 through 1 -8 show 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 parking. Finally, Figures 1 -9 through 1 -15 show three - dimensional views and photo simulations of the proposed development scenarios. I VISION AND CONTEXT 5 FWrg jLc Illustrative Vision F -Wri jj Illustrative Vision —Overview 0 100 300 FEET 6 El Camino Real /Chestnut Avenue Area Plan ME x w z O U 0 z Q z O V) Figure 1 -5: Illustrative Vision — Sections Section A: Northern Block, looking Northwest Oak ±0_00( +45.00 ft) El Camino Real Library/ Retail Linear Park Section B: South of Oak Avenue, looking Northwest --------------------------------------------------- i ............................ i El Camino Real Office/ Retail Linear Park Section Q North of Chestnut Avenue, looking Northwest 8 El Camino Real /Chestnut Avenue Area Plan Residential New Access Road Housing Tower (in front) I I I I I I I I I I I I I I I - I I I Residential/ Retail Colma Creek Linear Park Residential Mission Road Colma Creek I I Mission Road L+ 45 00 ft) feet 0 s0 100 VISION AND CONTEXT Section D: Southern Block, looking Northwest Section E: East of El Camino Real, looking Northeast 10 El Camino Real /Chestnut Avenue Area Plan --------- - - - - -- - - - - - -- . -ft----- • -- '-- - • i - -- --------- - - - - -- )ffice/ Retail Chestnut Avenue Colma Creek New Street - - - - - -- Plan 2 - Upper Levels ( +75') -- - - - - -- Plan I - Level 1 ( +50') -- - - - - -- Plan 0 - Below -Grade Parking ( +35') )0 ft) feet 50 100 VISION AND CONTEXT 11 Figure 1 -r-• plan 2 — Upper Levels Overview 0 100 300 FEET W ESTB 12 El Camino Real /Chestnut Avenue Area Plan Reta i I Office Residential 0 Civic Open Space - Elevated Open Space - Ground Level Parking 0 100 300 FEET W ESTB 12 El Camino Real /Chestnut Avenue Area Plan M H X w H Z O U 0 Z Q Z O V) R-4'ri j 7oT Plan 1 — I aaral 1 Pu\f 94f x 0 SF Lbj m Office 0 SF tjef oybm gvyd Pqf o!Tgbdf !.!Frfi\AbLf e 0 Pqf o!Tgbdf !.!HEpvoe!M \Af m 0 Cbd j o h 0 100 300 FEET W ESTB 14 El Camino Real /Chestnut Avenue Area Plan LO x w z O U 0 z Q z O V) Figure 1 -4: Illustrative Vision — Overview 0 100 300 FEET El Camino Real /Chestnut Avenue Area Plan ME x w z O U 0 z Q z O V) FVrtj_J illustrative Vision — Sections Colma Creek Linea Pak Residential Mission Road Section A: Northern Hock, looking Northwest ± 0.00 (+ 45.00 ft) Section B: 3)uth of 02k Avenue, looking Northwest H ousing Tower Ci n ImrFt) I L .4� ................................ ........................... ................................................................ . .................. ..............................1 .1= ............................... ...................................... ................... i4iLllmll .............................................................. 8 Camino Real Office/ Retail Linear Park Residential/ Retail Section C: North of Chestnut Avenue, looking Northwest 8 El Camino Real/Chestnut Avenue Area Plan Colma Creek I I Mission Road .L+ 45A0 ft) feet 0 50 100 VISION AND CONTEXT Section D: 3)uthern Block, looking Northwest Section E: East of B Camino Real, looking Northeast 10 El Camino Real /Chestnut Avenue Area Plan Colma Creek New Street - - - - - -- Plan 2 - Upper Levels ( +75') ,_ - - -. fi - 1 - - - - RY ................. .............................. - - - -' --------- - - - - -- )fficel Petail Chestnut Avenue -- - - - - -- Plan 1 - Level 1 ( +50') -- - - - - -- Plan 0 - Below -Grade Perking ( +35') ]0 ft) feet 0 50 100 VISION AND CONTEXT 11 Figure 1 -r-• plan 2 — Upper Levels Overview 0 100 300 FEET W ESTB 12 El Camino Real /Chestnut Avenue Area Plan Reta i I Office Residential 0 Civic Open Space - Elevated Open Space - Ground Level Parking 0 100 300 FEET W ESTB 12 El Camino Real /Chestnut Avenue Area Plan M c-I H X w H Z O U 0 Z Q Z O V) FL4'tt 97oT Plan 1 — I paral 1 Pu\f 94f x 0 SF Lbj m Office 0 SF tjef oybm gvyd Pqf o!Tgbdf !.!Frfi\AbLf e 0 Pqf o!Tgbdf !.!HEpvoe!M \Af m 0 Cbd j o h 0 100 300 FEET W ESTB 14 El Camino Real /Chestnut Avenue Area Plan LO x w z O U 0 z Q z O V) Figure 1 -8: Dinn 0 — Below -Grade Parking Overview 0 100 300 FEET WESTB ' 16 El Camino Real /Chestnut Avenue Area Plan Reta i I Office Residential 0 Civic Open Space - Elevated Open Space - Ground Level Parking 0 100 300 FEET WESTB ' 16 El Camino Real /Chestnut Avenue Area Plan x w z O U 0 z Q z O V) Figure 1 -9: Illustrative Vision —Perspective from the West 0 18 El Camino Real /Chestnut Avenue Area Plan \t/ • �. `� r � 4 'i a) x LU z 0 U 0 z z 0 V) Figure 1 -10: Illustrative Vision — Perspective from the Southeast 20 El Camino Real /Chestnut Avenue Area Plan F a a�. f �I J W � Q 7 4 I- 1'0 Z 1 4 I . n , 1 W IN 4ft .z- * O A, Ail N H X w H z O U 0 z Q z O N r P F -'rs jjj9 Illustrative Vision —Perspective from the East 22 El Camino Real /Chestnut Avenue Area Plan 0 A C 1 i N H X w H z O U 0 z a z 0 R -Wrs 9 jil View A — Colma Creek looking South along Centennial Way 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. 24 El Camino Real /Chestnut Avenue Area Plan \�at� l f���r . 1•. S• �'� A' R -'rs 9_yJ View B —Public Plaza looking South from Oak Avenue 26 El Camino Real /Chestnut Avenue Area Plan VISION AND CONTEXT 27 FWrs 9 jJ View C — Centennial Way looking North from Chestnut Avenue 28 El Camino Real /Chestnut Avenue Area Plan VISION AND CONTEXT 29 F 1 4'rs j jJ View D — Chestnut Avenue from El Camino Real 30 El Camino Real /Chestnut Avenue Area Plan VISION AND CONTEXT 31 -� �.,.:� • � - '� / .�_ �v i = /�» � � 1 , �' - r � , 1_1 IPV ANN Vk) D! RFC: / ONTFYT 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 tran- sit, 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 improve- ment plans underway or approved by the City; property ownership within the Planning Area; and key opportunities for redevelopment. EXITING LAND U5E5AND IMPRCIVEM ENT t LANS 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 -16. PROPERTY OWNERSHIP Figure 1 -17 highlights the major public and private property ownership in the Planning Area and development opportunity sites. The two largest property own- ers 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 contig- uous 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 parcels in the Planning Area are owned by private, individual property owners. UPPUHTUNITY .t,ITEty- Figure 1 -17 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 exten- sion of Oak Avenue runs through the area. 32 El Camino Real /Chestnut Avenue Area Plan F -q'ri j-jj Existing Land Uses (2010) South . San FranasDo BART Station O D J� S ti J > ° �q a Q j 2 Bq p f/v U� Orange Park A !F!Fbtf n f ou 0 a s 4 § 5§mAT Os■dA { s'rm s / s'If -� / C111i R4/ s'If -� 0 office 0 . j AM / s'rf -� 0 Qi�mQ.:drOd6■ / §mabdnWi f 0 h.Z■ {J*s 0 Public 0 Vacant STeUn"" I aooa t ��. of � Aff ® BART / c A /'rt§ */ Vim 0 250 500 1,000 Feet TpvsJf ;!Tbo!Nbfp!DpvoLz43119?Ezf ufboe!G Nb!3121/ VISION AND CONTEXT 33 Opportunities in the Focus Area In addition to City -owned property, Figure 1 -17 indicates several other opportunities for redevelopment and intensification within the Focus Area. Specifically, 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 Avenue and underutilized commer- cial uses along the Creek between Antoinette Lane and Mission Road. Most critically, the 100 - foot -wide BART right -of -way, which runs through the cen- ter of the Planning Area, provides a unique opportunity for linear open space. Due to structural constraints that limit the level of soil cover and development above the transit line, improvements must have a minimal impact to the soil load and not require foundation work. Thus, there exists an opportunity for a grand linear open space that runs through new development. Additionally, there are ample opportunities to create better connections throughout the Planning Area, including new streets or street segments; new pedestrian linkages; new bike- ways; 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 PUC site along Mission Road. Potential devel- opment in all opportunity areas is accounted for in the buildout calculations pre- sented in Chapter 2. 1_4 RELATED t LAN( AND t ROG RAM S The El Camino Real /Chestnut Avenue Area Plan functions in concert with a num- L'8'no2o0's'n'rs-ft g jWrWrol'j 8m(ll / Art Gls {Cif G'L {Ad Ups- cisco 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 identity" 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: 34 El Camino Real /Chestnut Avenue Area Plan R-Wrs 9-?1 Ownership and Opportunity Sites South San Francisco BARTStation 0 D 3 J RANDAV C O BA At coM ERCIA4 ® Orange �� Park I� I� I� \ 'FrtDbn j off sgsjtf t.. F AN _QH' !F!Fbtf n f of Ownership hNb'rg rtF{J&Z /4Tci± GL{Am Q( mllI'n ® Cnl'j f !'rtA 0 BART ® h dl§nh NJdrq wJU{Jbf YA4s'nt §rjjA&§ma a sA sd 'n 0 tj LJ OW? / C11 _ D [ Aro r� ®® t J im"+. nj ■r AnT t'n� Orasr ® ® ®® 0 h dl§nt Ari's f� ® BART / oA /'rss #/ H, [ 0 250 500 1,000 Feet Tpv`dF Tbo! Nbifp! DpvoLe43119?Ezfulboe!Qbyb!3121/ VISION AND CONTEXT 35 T'LS SvuGL%l AM-%a wept Ge■s'dW & ! 11tot N tml ; Uaw*f Amt 5MIm Guidelines Adopted in March of 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 IiA■fArfG 59f -ff■ 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 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 recreationa lists, broadening the range of non - motorized 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 36 El Camino Real /Chestnut Avenue Area Plan 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 uzGl . ! vCF -*8Ant A*a PfUnt m" Grand Boulevard Initiative. This is a regional vision for the entire length of El Camino Real, from Daly City to San Jose. 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. 0 SW AM MAuq M(3;'r 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 CSm(.S'n! TBA • Housing Element /City of South San Francisco General Plan. �� I of f Element, updated June 2009, 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 549 housing units. 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. -� �.,.:� • � - '� / .�_ �v i = /�» � � 1 , �' - r � , 11 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 t us t J jMEJk+! 'r A • Chapter5: 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. 38 El Camino Real /Chestnut Avenue Area Plan 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. 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. LAND USE CLASSIFICATION, DENSITY /INTENSITY STANDARDS, AND DEVELOPMENT PROGRAM 39 Figure 2 -1: Land Use Diagram High Density Residential (120 du /ac; up to 180 with approval) El Camino Real Mixed Use North, High Intensity El Camino Real Mixed Use North, Medium Intensity Park and Recreation BART Canal - - - -- Planning Boundary Potential Location for Supermarket = Public 40 El Camino Real /Chestnut Avenue Area Plan 0 100 500 1000 FEET 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 non - residential 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 Plan- ning 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 park- ing, shall be 0.6, of which a minimum 0.3 FAR shall be active uses. Active uses are those that are accessible to the general public, generate walk -in pedestrian clientele and contribute to a high level of pedestrian activity. Such uses include retail shops, restaurants, bars, theaters and the performing arts, commercial rec- reation and entertainment, personal and convenience services, hotels, banks, travel agencies, childcare services, libraries, museums, and galleries. Maximum FAR and residential densities are different in the two areas, as described below. LAND USE CLASSIFICATION, DENSITY /INTENSITY STANDARDS, AND DEVELOPMENT PROGRAM 41 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. 42 El Camino Real /Chestnut Avenue Area Plan Dyett & Bhatio, 2010 LAND USE CLASSIFICATION, DENSITY /INTENSITY STANDARDS, AND DEVELOPMENT PROGRAM 43 Residential Density Floor Area Ratio (units /net acre) (residential and non - residential uses combined) Land Use Min. Max. Max. with Min. Base Bonuses Total Designation Discretionary Maximum Maximum with Approval and Bonus Bonus Discretionary Attainable Attainable State - Mandated Approval and Bonus with TDM with Other Incentive -Based Program Specified Bonuses Design Standards High Density 80 120 180 — — — — — Resid ential El Camino Real Mixed Use North El Camino Real — 80 110 0.6 2.0 0.5 0.5 3.0 Mixed Use North, High Intensity El Camino Real — 40 60 0.6 1.5 0.5 0.5 2.5 Mixed Use North, Me- dium Intensity 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. Dyett & Bhatio, 2010 LAND USE CLASSIFICATION, DENSITY /INTENSITY STANDARDS, AND DEVELOPMENT PROGRAM 43 ?? 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, den- sity, and intensity assumptions to the opportunity sites described in Chapter 1. Table 2 -2 below describes the amount of new development projected for build - out 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 /ser- vices development, 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 resi- dents. The figures presented in the following table account for existing develop- ment, existing development to be replaced or redeveloped, and new develop- ment. Land Use Type Retail and Services (SF) Office (SF) Existing Existing Projected Lost within Focus Area 194,000 186,800 Projected Outside of Focus Area Net Total 250,900 182,600 426,300 304,800 0 73,000 0 377,800 Public /Institutional (SF) 60,500 0 50,000 0 110,500 Residential (Units) 132 65 1,215 305 1,587 Residents 400 200 3,600 1,000 4,800 Dyett and Bhatia, 2010 44 El Camino Real /Chestnut Avenue Area Plan 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 provides a summary of the Focus Area development program by block. LAND USE CLASSIFICATION, DENSITY /INTENSITY STANDARDS, AND DEVELOPMENT PROGRAM 45 Y Y V _O m N N Gl i dA LL 0 2 Ll�;7 A 1. rN c a a� Q a� c a� Q c a� s U N cr O C E m U w rl I ol L I ) LU - n - r • V J BLOCK A: BLOCK A • 419 units • 108 DU /acre BLOCK B: • 43 units • 76 DU /acre • 3.1 FAR Located along Mission Road between Grand Avenue and the pro- posed community park, Block A is the only block in the Focus Area designated as High Density Residential. In the illustrative vision, the block is broken into two buildings, each with two above - ground levels of podium parking topped with common open space for residents. A driveway leading into both parking garages is accessed from Mission Road. The garages are each wrapped on three sides with residential units, providing a total of 39 townhouses, 136 low -rise units (three to four stories above the podium), and 244 units in towers. The two tall- est towers each reach 15 stories, or about 155 feet. BLOCK B Block B contains the smallest amount of development of all the blocks within the Focus Area -43 low -rise units above 30 underground park- ing spaces. This block, as well as the rest of the Focus Area, is desig- nated as El Camino Real Mixed Use North, High Intensity. Block B is accessed by a new driveway off of Oak Avenue, circling blocks B and C. The building is divided into three masses, with the tallest reaching five stories. 48 El Camino Real /Chestnut Avenue Area Plan BLOCK C Block C borders on two segments of Centennial Way (to the east and west) and Oak Avenue (to the south). This is a mixed -use development with three levels of podium parking and residential development on all sides. An 11,500 square foot ground floor commercial space fronts onto Oak Avenue, and an eight -story residential tower is built over the commercial space. Parking is accessed from the same driveway that serves Block C. Residential units include 19 townhouses, 24 units in low -rise buildings, and 51 units in the south tower. BLOCK D Block D faces Oak Avenue to the north and Centennial Way to the east and west. Vehicular access to this development is from 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 center of the block, per- pendicular to Centennial Way. The north end of the block includes a 13,400- square foot retail space that occupies the block's entire Oak Avenue frontage. The development is built around two levels of podium parking. Two sides of the podium are lined with 15 town- houses; rising above the podium are 23 low -rise units and 101 tower units. The development includes two towers, the tallest of which reaches 10 stories. The exposed portion of the parking garage adja- cent to the public plaza may 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. Like Block D, vehicular access is from the new cir- culation road internal to the block alongside the eastern segment of Centennial Way. This block plays a critical role in establishing the Planning Area as a major destination, as it is located at the entrance to the Centennial Way pedestrian district; helps form the Chestnut Avenue street wall; and includes the area's largest retail space —a single 50,900- square foot space suitable for a grocery store. Park- ing is located underground in two levels. Nine townhouses line the driveway to the north, and 141 units rise above the retail space. One tower at the southeast corner of the block reaches 10 stories, or 115 feet. BLOCK C: • 94 units • 72 DU /acre • 2.3 FAR U BLOCK D: • 139 units • 64 DU /acre • 1.8 FAR BLOCK E: • 150 units • 54 DU /acre • 2.0 FAR LAND USE CLASSIFICATION, DENSITY /INTENSITY STANDARDS, AND DEVELOPMENT PROGRAM 49 BLOCK F: • 1.7 FAR BLOCK G: • 2.3 FAR 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. The building includes a 50,000- square foot library as well as 9,200 square feet of retail space along Oak Avenue and along Centennial Way. This block is also the location of the most dramatic grade differ- ence within the Planning Area —the west side of the block is 45 feet higher in elevation than the east side. For this reason, there can be two levels of at -grade structured parking under the library. A distinc- tive architectural feature, such as the sloped roof form shown here, will be critical to establishing the identity of the area a civic destina- tion and heightening the facility's visibility from El Camino Real. BLOCK G Block G is composed of two buildings —one on the corner of El Camino Real and Chestnut Avenue, and one just to the north along El Camino Real. This is the only block in the illustrative vision that includes Class A office space. The illustrative vision shows a six -story office building at the corner with 25,300 square feet of retail at the ground floor and 73,000 square feet commercial office space above. The smaller building to the north is a 9,800- square foot single -story retail space. One level of parking is located underground. 50 El Camino Real /Chestnut Avenue Area Plan BLOCK H Located just south of Chestnut Avenue and east of Antoinette Lane, Block H is a major mixed -use development that anchors the southern end of the Focus Area. Like Block E, this block is important in estab- lishing the active street wall along Chestnut Avenue and an active edge along Centennial Way. Vehicular access is from Antoinette Lane and a new circulation road that circles the block. Parking is located in two podium levels; a 26,200- square foot retail space occupies the block's Chestnut street frontage; and 29 townhouses line the three remaining sides of the development. Atop the podium are 127 low - rise housing units and a 10 -story tower housing 67 more units. 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. This development pro- vides a strong tower at the corner, active retail uses along the block's entire El Camino Real frontage, and 38,400 square feet of active retail uses along the majority of its Centennial Way frontage. Parking is located in four above - ground levels at the southern end of the block. Rising above the ground floor retail are 25 low -rise residential units and 77 tower units. BLOCK J Block J is a residential -only block composed of two buildings: one building of 36 low -rise units, and nine freestanding townhouse units. Parking for the low -rise units is located in one level of underground parking, and the townhouses are self - parked. Block J is accessed by the new circulation road that extends through the southern end of the Planning Area. A triangular common open space lies adjacent to all units in the block. BLOCK H: • 223 units • 70 DU /acre • 2.1 FAR � I\ \I BLOCK I: • 102 units • 71 DU /acre • 2.5 FAR LAND USE CLASSIFICATION, DENSITY /INTENSITY STANDARDS, AND DEVELOPMENT PROGRAM 51 BLOCK J: • 45 units • 39 DU /acre • 1.2 FAR 6 Block Non - Residential (SF) Retail Office Public/ Inst. Residential (units) Parking (spaces) Podium Under- Total ground 486 0 486 Low -Rise Tower Town- houses Total A 0 0 0 136 244 39 419 B 0 0 0 43 0 0 43 0 30 30 C 11,600 0 0 24 51 19 94 150 0 150 D 13,400 0 E 62,700 0 0 23 101 15 139 258 0 258 0 68 73 9 150 0 397 397 F 9,200 0 50,000 0 0 0 0 108 0 108 G 25,300 73,000 0 0 0 0 0 0 103 103 H 26,200 0 0 127 67 29 223 312 0 312 1 38,400 0 0 25 77 0 102 159 0 159 J 0 0 0 36 0 9 45 0 63 63 Total 186,800 73,000 50,000 482 613 120 1,215 1,473 593 2,066 Dyett and Bhatia, 2010 52 El Camino Real /Chestnut Avenue Area Plan 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. 3.1 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 the its central location in the city and the presence of multiple exist- ing and proposed civic facilities, the Planning Area will become an active civic and community -wide destination. A mix of uses is emphasized throughout the Planning 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 commercial 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. GUIDING PRINCIPLES AND POLICIES 53 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 neighborhood and regional commer- cial uses, demand for both of which has been established, will ensure economic benefit to the City and provide neighborhood services within walking distance of homes. Commercial uses will include at least one major space for a community - serving supermarket. The Planning Area already contains a Safeway 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. Additionally, retail and com- mercial uses will be located along key pedestrian connections and adjacent to community destinations so as to prioritize accessibility and maximize synergy of uses. While no size limitations are established in this plan, all commercial devel- opment, including larger establishments, will be designed in keeping with the desired pedestrian- oriented character of the area, while providing easy vehi- cle access and visible parking. Spaces will be appropriately 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). 54 El Camino Real /Chestnut Avenue Area Plan 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. i I � ,i t GUIDING PRINCIPLES AND POLICIES 55 56 r� _I I 3.2 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 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 15 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 along Mission Road to minimize shadow impacts on existing residential development. Require portion of any development taller than 80 feet to be located at least 60 feet away from the edge of Mission Road right of way. Figure 3 -1: Building Heights D -- -- Base Height Limit/ Height Limit with Discretionary Approval - BART Canal - - - -- Planning Boundary 0 100 500 1000 FEET GUIDING PRINCIPLES AND POLICIES 57 120/160 Feet 80/120 Feet 40 Feet Park /Open Space - BART Canal - - - -- Planning Boundary 0 100 500 1000 FEET GUIDING PRINCIPLES AND POLICIES 57 Figure 3 -2: Airport Height Limits DALY ' CITY F E/ Camino Reai/ < �.\ Che Area t P / an nue I — �F9� C O L M A SOUTH /\y W Station I SAN Z A V., l PACIFICA R v ❑ MSL Airport Imaginary Surfaces Height above Mean Sea Level (MSL) r - - - - - -- L- - - - - -; El Camino Real /Chestnut Avenue Area Plan South San Francisco City Limits Source: FAR Part 77 Surfaces: City and County of San Francisco, Ricondo & Associates, Inc., 2007; Jacobs Consultancy, May, 2008. 0 1/4 1/2 2 MILES 58 El Camino Real /Chestnut Avenue Area Plan 3.3 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. This includes active frontage along the Cen- tennial Way connection between Chestnut Avenue and the Oak Avenue exten- sion, as well as active residential frontage (i.e. townhouses with individual entries and fenestration oriented to the street or sidewalk) along open spaces and Cen- tennial Way to the north. See the locations of different types of required active frontages in Figure 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 commercial uses, with other uses at higher levels. UD -3 If a library is included as part of a mixed -use development on El Camino Real or Chestnut Avenue, locate the library on higher floors to retain a commercial frontage at the ground level. UD -4 Line internal pedestrian connections through mixed -use development with active ground floor uses. UD -5 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 PRINCIPLES AND POLICIES 59 Figure 3 -3: Active Frontagps D D Active Frontage Active Frontage - Retail Required Active Frontage - Retail and /or Eating and Drinking Required D Active Frontage - Residential Only 0 Park /Open Space Centennial Way (Existing) BART Canal C 0 100 500 1000 FEET 60 El Camino Real /Chestnut Avenue Area Plan Guiding Principle 5: Develop the area with an overall character and urban design scheme that promotes livability and sustainability. Creating a sense of continuity and cohesiveness throughout the district will require a well- defined urban design palette of building, landscape, and site design ele- ments. Place- making will be achieved through high quality building and site design that accentuates key corners and intersections. An emphasis on walkability 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. UD -6 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 -7 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 -8 Require high - quality design that reflects the area's visibility and role as a community destination. UD -9 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 -10 Emphasize the corner of Westborough Boulevard /Chestnut Avenue and El Camino Real through building massing and design. UD -11 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 -12 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. Staggered towers allow all units views to open space, including the community park, Centennial Way, and hills in the distance. 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 Plan- ning 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 Cen- tennial Way, which runs between the Colma Creek canal and Mission Road, con- nects 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 the planned Oak Avenue extension, provides space for active recreational uses. Addi- tionally, 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. 62 El Camino Real /Chestnut Avenue Area Plan Location Elevated Common Open Space (above podiums) Ground Level Open Space' 36,200 Block A 39,700 Blocks B & C 11,100 25,600 Blocks D,E, F & G 40,200 59,800 Blocks H,I & J 50,200 81,280 Other 0 0 Total 141,200 202,800 1 Includes ground level common open space, circulation, and connections /pathways. Dyett and Bhatia, 2010 Centennial Way Community Park (new segments only) 0 0 0 0 46,600 0 60,000 0 0 55,300 106,600 55,300 UD -13 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 -14 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 -15 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 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 -16 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 -17 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 -18 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 -19 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 PRINCIPLES AND POLICIES 63 Figure 3 -4: Open Space Framework 01 - - - - -- Planning Boundary Potential Pedestrian/ Bicycle Connection C 2 .f !jJ 0 100 500 1000 FEET 64 El Camino Real /Chestnut Avenue Area Plan 0 Preliminary Concept Focus Area 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- 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 centered on the corner of El Camino Real and Oak Ave- nue (see inset). The Civic District, which contains the Municipal Services Build- ing, the potential new public library, and the new public plaza along Centennial Way, calls for special 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. 4 1 GUIDING PRINCIPLES AND POLICIES 65 Figure 3 -5: Streetscape T uth tion ncis unshi rd Nei hoo Kaiser rmanente Me "cal Center Ft ' NZ +0 \ry�ileT Slat o n �\ fro ston- a ighb ood t o nic ervi Build 0 0 B#"ri Buri 'rCenter C y r O� F, �V 0 ity unicipa Services Enhanced crossings, Potentiz streetscaping, and library pedestrian amenities location ng Par c p i ho oP� � IT— ., < i r �2,•�riS��ri1 S a f e w a,�r/ est,p'ut Ier ° Potential expansion of Pedestrian District Pedestrian Public Civic District district plaza 0 100 500 1000 FEET Major Boulevard Public Plaza Minor Boulevard ':- Pedestrian Connections Pedestrian - oriented 0 Park /Open Space Street with Active Frontage BART Pedestrian District Canal ._____.- Planning Boundary 66 El Camino Real /Chestnut Avenue Area Plan Pedestrian Public Civic District district plaza 0 100 500 1000 FEET UD -20 Design streetscape improvements consistent with Figure 3 -5. UD -21 Create a unique identity for the new Civic District,with distinctive street trees, signage, crosswalk improvements, and other streetscape elements. UD -22 Integrate parks and plazas throughout new development along pedestrian connections, Centennial Way and Colma Creek to create a cohesive and connected public realm. UD -23 Emphasize sight lines and access to public spaces and parks via pedestrian connections through development, landscaping, and signage. UD -24 Equip pedestrian- oriented streets with trees, benches, outdoor seating, kiosks, and other amenities. El Camino Real UD -25 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 -26 Place special emphasis on pedestrian connectivity to the Municipal Services Building that includes a well- defined pedestrian crossing at Arroyo Drive. UD -27 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 -28 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 -29 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 -30 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. GUIDING PRINCIPLES AND POLICIES 67 u Centennial Way UD -31 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 -32 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 -33 Work with BART to develop a landscape design and improvements to the BART right -of -way that will avoid impacts to the underground structure. UD -34 Comply with the existing BART Linear Park Master Plan for the segments of Centennial Way north of Oak Avenue. Colma Creek Canal UD -35 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 -36 Consider stepping back one side of the canal edge to provide greater visibility and passive pedestrian access. Side- Planted Shared Shared Side- Planted Slope varies walk Area w/ Median/ Travel /Bike Travel Travel Travel Travel Travel /Bike walk Parking Area w/ Tree Trees Lane Turn Lane Lane W/ Tree (10 ft) Wells (8 ft) (16 ft) Wells i (8 ft) (8 ft) Required i Existing Right of Way i Setback (Number of travel lanes, turn lanes, and location of median varies) (loft) i 68 El Camino Real /Chestnut Avenue Area Plan Section 1: Ell Camino Real Proposed Street Section, North (Not to Scale) Landscaped Sidewalk Parking Travel /Bike Travel Setback w/ Tree Wells Lane (18 ft) Required Setback I (loft) ( Numberoftravellanes, turn lanes, and location ofinedianvaries) I Section 3: Chestnut Avenue Proposed Street Section (Not to Scale) Sidewalk Shared Shared Sidewalk w /Tree Wells Parking Travel /Bike Travel Travel Travel /Bike Parking w /Tree Wells 4 (15 ft) Lane X� Lane (15 ft) Planted Median (4ft) j Existing Right of Way (100 ft) j Travel Turn Lane Travel Travel Travel /Bike Parking (16ft) Lane Existing Right of Way Fal I I I I I Required I Setback (loft) Sidewalk w/ Tree Wells and Planters (18 ft) GUIDING PRINCIPLES AND POLICIES 69 Section 2: El Camino Real Proposed Street Section, South (Not to Scale) I Section 4: Mission Avenue Proposed Street Section (Not to Scale) Section 5: Oak Avenue Extension Proposed Street Section (Not to Scale) I I j Planned Right of Way (74 ft) j 70 El Camino Real /Chestnut Avenue Area Plan Land- Side- Side- Land- ; scaped walk Bike Parking Travel Turn Travel Bike walk scaped Setback (6 ft) Lane (6ft) Setback (10 ft) (10 ft) I I Existing Right of Way (60 ft) Sidewalk Shared Shared Sidewalk w/ Tree Wells Parking Travel /Bike Travel /Bike Parking w /Tree Wells (15 ft) Lane Lane (15 ft) Section 6: Centennial Way (Not to Scale) Y i Outdoor I► Dining Sidewalk Outdoor (20 n Linear Park and Walkway Sidewalk Dining Ar (20 ft) L I I j Right of Way (100 ft) j I GUIDING PRINCIPLES AND POLICIES 71 Section 7: Colma Creek (Not to Scale) 3.4 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 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. 72 El Camino Real /Chestnut Avenue Area Plan Figure 3 -6: Street Network Arterial Collector L ; - - - - -�; Collector (Planned) 0111111110 Potential Roadway war Orange Park Master Plan Area 0 Park /Open Space BART Canal - - - - - -- Planning Boundary i( C 0 100 500 1000 FEET GUIDING PRINCIPLES AND POLICIES 73 El Camino Real (State Route 82) r 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 amenities. 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 crossings with bulb -outs, and enhanced con- nections to adjacent buildings, accommodates 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 of the Boulevard. As the Planning Area's major tran- sit 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. 74 El Camino Real /Chestnut Avenue Area Plan PEDESTRIAN AND BICYCLE CONNECTIONS Improved pedestrian and bicycle connections connect the Planning Area to sur- rounding 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 accessibil- ity to civic, shopping and recreational facilities and foster non - motorized modes as viable forms of transportation. Existing roadways will be improved to better accommodate pedestrians and bicycles, while new connections strategically inte- grated through and alongside new development break up large sites into pedes- trian scaled blocks. The Plan creates multiple east -west connections between Mission Road and El Camino Real to increase access to Centennial Way and con- nect the Sunshine Gardens and Winston -Serra neighborhoods. 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. GUIDING PRINCIPLES AND POLICIES 75 Figure 3 -7: Pedestrian and Bicycle Connections Pedestrian District Existing Pedestrian Bridge Planned Pedestrian Bridge* Orange Park Master Plan Area Park /Open Space C BART Canal - --- -- Planning Boundary *Proposed by BART Linear Park Master Plan, 2003. < 3::� Existing Pedestrian/ Bicycle Connection: Centennial Way Planned Pedestrian/ �°°°° -- - - - - =- e ............ Bicycle Connection Improved Pedestrian war Crossings Enhanced Pedestrian Crossings (with bulbouts, special paving, etc.) 76 El Camino Real /Chestnut Avenue Area Plan Pedestrian District Existing Pedestrian Bridge Planned Pedestrian Bridge* Orange Park Master Plan Area Park /Open Space C BART Canal - --- -- Planning Boundary *Proposed by BART Linear Park Master Plan, 2003. 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 part of the City's current Capital Improvements Program, and is currently being implemented. It will be completed prior to the first phase of development, to help relieve congestion at the El Camino Real /Chestnut Avenue intersection. • 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. • 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. GUIDING PRINCIPLES AND POLICIES 77 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 /1 -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. 3.5 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. 78 El Camino Real /Chestnut Avenue Area Plan 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 Plan- ning 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. 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. 3.6 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 cafe, 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 will be primarily in structures, extending below grade on some blocks. Area for surface parking will be very limited, but should include on- street parking along Chestnut Avenue, the planned Oak Avenue exten- sion, and potentially along El Camino Real between Chestnut and Oak avenues. GUIDING PRINCIPLES AND POLICIES 79 f ■r Figure 3 -8: Parking F outh ncis T tion O O � Q O� unshi Nei ood I t / I � II 0 C J� ♦ ♦♦ Kaiser P ♦ rmanente ♦� O � P �P ♦♦ Me 'cal Center �♦ + DRANO AVE J F' P ♦ 5 F � 9 ♦ � I. ��5 ° o <�� ♦ °° C. II O �♦ p`�' P Or n e a k to C, q ` ' ♦ RR °� O Neig r od Q F ro '. ♦ �. � Radius S t .. ile a non g o �� T P ♦ ti ♦ ♦ g3� Y, from e ♦°� °° ♦ ♦�3 r7 NTF •�Gy'' � � �Gy? qV F C M qR � � ♦♦ , Gy ,g` `° s�� s � .. INDIA OR ITq� nston- t �/ .� feway / a tnut eigh ood I r j Buri Bur' q� Cente q MF Q- ='iris o� ti / c1 VDT - -- Parking District Potential Location for Central Parking Structure On- street Parking 0 Park /Open Space BART Canal - - - - -- Planning Boundary 0 100 500 1000 FEET 80 El Camino Real /Chestnut Avenue Area Plan Because peak usage times between various uses (such as retail, offices, and civic uses) are different, it is anticipated that about ten 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 will 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 to their high visibility and easy 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. Oppor- tunities therefore exist to integrate parking with topographic changes, so that parking 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. Parking podiums and structures should be wrapped by development along streets, plazas, and pedestrian connections to ensure continuity of the public realm and 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- GUIDING PRINCIPLES AND POLICIES 81 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. TRANSPORTATION DEMAND MANAGEMENT The City's Municipal Code contains requirements for new development to imple- ment Transportation Demand Management (TDM) programs. TDM is a combi- nation 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 parking management that can significantly reduce the number of parked cars within the Planning Area. The City's code requires non - residential 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 non -auto 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. 82 El Camino Real /Chestnut Avenue Area Plan • 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. 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 non - residential 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 GUIDING PRINCIPLES AND POLICIES 83 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 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. 84 El Camino Real /Chestnut Avenue Area Plan 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 STANDARDS AND GUIDELINES 85 DESIGN AND DEVELOPMENT STANDARDS SUMMARY 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. 7 High Density Residential El Camino Real Mixed Use El Camino Real Mixed North, High Intensity Use North, Medium Intensity Lot and Intensity /Density Standards Minimum FAR (residential and non - residential combined) Maximum FAR (residential and non - residential combined) Minimum Density (dwelling units/ net acre) Maximum Density (dwelling units/ net acre) Building Design and Articulation Maximum Building Height Base Zone /Street Wall Height Maximum Tower Dimension (defined as the portion of the building above 80 feet) Minimum Tower Separation 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.) n/a 2.0; up to 3.0 with incen- 1.5; up to 2.5 with in- tives and bonuses' centives and bonuses' 80 none none 120; up to 180 with Dis- 80; up to 110 with Discre- 40; up to 60 with Dis- cretionary tionary cretionary Approval and State -Man- Approval and State -Man- Approval and State - dated Bonus dated Bonus Mandated Bonus As per Figure 3 -1 7 Minimum 25', Minimum 25', Maximum 35' Maximum 35' Along Chestnut Avenue and the BART Right -of -Way, south of Oak Avenue: Minimum 40', Maximum 50' 125' 30' 86 El Camino Real /Chestnut Avenue Area Plan High Density Residential Yards El Camino Frontage BART Right of Way Frontage All Other Street Frontages Minimum Interior Side (measured from property line) Maximum Lot Coverage Mid -block pedestrian connection Minimum 30 feet clear width Maximum Blank Wall Linear Length 20' Ground Level Commercial Minimum Height n/a Minimum Depth n/a Ground Level Residential Minimum Height 12' Finish Floor Height 42 to 5' above grade Private Open Space Minimum Dimension 6' ' See Chapter 2, Table 2 -1. Dyett and Bhatia, 2010 El Camino Real Mixed Use North, Medium Intensity n/a At property line or 15' from curb (whichever is greater) 0' 0' Property line or 15' 10' from property line 0' 10' from curb (whichever is or 15' from curb (which - greater) ever is greater) 0; 10' when abutting a 0; 10' when abutting a 10' residential district residential district 90% of lot (may not be attainable on all sites because of yard and open space requirements) El Camino Real Mixed Use North, High Intensity 15', with a minimum 12 -foot clearance from floor to ceiling. 75' to 65' DESIGN STANDARDS AND GUIDELINES 87 DG -2 DG -4 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 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. To 1 Middle Base 25 to 50' DG -1 88 El Camino Real /Chestnut Avenue Area Plan DG -5 Towers should be spaced to allow sunlight, air, and privacy for tenants while maintaining views and natural light at the street level. 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. Min. 40' Tower separation to building minimize shadow separation impacts Vertical stepback at middle and upper portions of building •E �I 1 . I II II 125' maximum diagonal dimension for portions of building above 80' Slender towe rs Building mass set back from property line Variation in height and massing DG -5&6 DESIGN STANDARDS AND GUIDELINES 89 _qW -4 DG -7 DG -8 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. 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 -12 90 El Camino Real /Chestnut Avenue Area Plan O Landscape treatment or public art /mural at blank wall O Variation in height and massing at blank wall 0 Clerestory windows at blank wall DG -9 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. DG -14 The ground floor of all buildings should be distinguished through the use of materials, massing, and /or articulation of the fagade, 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. conditioning equipment I on the building's roof be screened, so as not isible from any street, r park. DG -17 DG -11 DG -15 DG -16 DESIGN STANDARDS AND GUIDELINES 91 DG -19 OG 20 Ground Level Commercial DG -18 Transparency of ground level non - residential uses should be maximized through architectural features and large windows. 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. Clear glazing Greater level of articulation at ground floor: wall plane recesses 6 -18 inches Maximize ground -floor building transparency for non - residential buildings DG -18 92 El Camino Real /Chestnut Avenue Area Plan Ground Level Residential DG -23 All residential units shall have the primary entrance, either individual or shared, facing a street, Centennial Way, or 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. O Primary individual or shared entrances at the ground floor and facing a street or pedestrian connection 2O Minimum 12 -foot ground floor residential height 3O Ground floor elevation between 2 to 5' above grade ® Articulated entries with stoops, porches, recessed 4) windows, bay windows, and balconies Ground Level Public /Institutional DG -23 DG 24 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 fagade 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. DG 25 DESIGN STANDARDS AND GUIDELINES 93 2-�:- o . J Materials and Color DG -29 Exterior building materials should be brick, stucco, concrete block, painted wood clapboard, painted metal clapboard or 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 non - reflective. 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. DG 29 DG -33 94 El Camino Real /Chestnut Avenue Area Plan DG -30 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 -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 two to six inches deep for Extensive roofs and eight 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. DG -35 DG -39 DESIGN STANDARDS AND GUIDELINES 95 DG -41 DG -42 DG -44 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: • 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. 96 El Camino Real /Chestnut Avenue Area Plan 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 -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. DG -47 DG -49 DG -50 DESIGN STANDARDS AND GUIDELINES 97 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 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 laws " r we Met ro , DG -53 98 El Camino Real /Chestnut Avenue Area Plan DG -54 Imalementation 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. 5.1 GENERAL PLAN AMENDMENTS General Plan amendments have been prepared and adopted concurrent with the 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. IMPLEMENTATION 99 • Modify Chapter 5: Parks, Public Facilities, and Services to add parks in the figure and update park acreage information. 5.2 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.). 5.3 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- 100 El Camino Real /Chestnut Avenue Area Plan 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. Cafes 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.' 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. In addition, construction of the Oak Avenue extension should begin during Phase 2 and should be com- plete prior to the completion of Phase 3, as the extension is important to accom- modate the additional traffic generated be the first three phases. 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 Type V construction is typically wood -frame construction, which accommodates lower inten- sity development at lower costs (compared to Type I concrete and steel frame construction which can support taller building heights at higher costs). IMPLEMENTATION 101 H LL A FEN AV I 0 ` cr 0 . C: E m U aj O C) U Q Q Z = p Q .-. 2 ii m -- W Q N N N �e Y Y Y Y U U U U U 0000 0 m m m m m r- N M qt U1 W W W WJ W' N N N N N Q Q Q Q Q _ _ _ _ _ a a a a a A 2 � f 0 w r � Y 1 m w I I omm m 0 z 0 Q z w w J a G 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 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 104 El Camino Real /Chestnut Avenue Area Plan 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 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. Figure 5 -2: Potential Property Exchange with Kaiser City of SSF/ Kaiser RDA °2 � U Proposed Park It s oP oo � °q , Potential MoSP� Opportuniuty Site 6 City of c��co PQQO SSF/ RDA o zso soo Feet �`�.. 105 54 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 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. 106 El Camino Real /Chestnut Avenue Area Plan Public utility easements will be required where utilities are not located in the pub- lic 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 encroach- ments within the rights -of -way to consolidate infrastructure most efficiently. 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. IMPLEMENTATION 107 WASTEWATER f 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- 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 re -use of gray water for irrigation and other non - potable 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 re -use. 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. 108 El Camino Real /Chestnut Avenue Area Plan The City currently requires the submittal of Stormwater Control Plans with all new development applications. Plans must be consistent with the C.3 Stormwa- 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. 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. IMPLEMENTATION 109 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 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. REDEVELOPMENT AND TAX INCREMENT FINANCING The Planning Area lies within the South San Francisco Redevelopment Agency's (RDA) El Camino Corridor Redevelopment Area, adopted in 1993. The Area is fis- cally merged with three other project areas in the city, meaning that funds can be used more flexibly across project areas to prioritize programs and improve- ments throughout the city. The RDA derives its revenue primarily through tax - increment funds. This tool allows the RDA to issue bonds against the future prop- erty tax revenue expected to be generated, in order to finance public investment within the redevelopment area. The Redevelopment Agency obtains the addi- tional "increment" of property tax growth following the inception of the rede- velopment area, which typically increases as the public improvements are put in place and initial investments are made from the public and private sectors. Redevelopment funds may be used to pay for affordable housing, parks, schools, utility upgrades, and other public facilities (e.g. the proposed new library). The RDA's most recent Five -Year Implementation Plan (FY 2009/10 —FY 2013/14) calls for several programs and improvements throughout the El Camino Real corridor. These improvements include several items discussed in this Plan: • Complete the El Camino Real /Chestnut Area Plan to help guide development of the area. • Eliminate or ameliorate existing substandard conditions, including substandard vehicular circulation and parking systems, inadequate infrastructure, insufficient off - street parking, and other similar public deficiencies adversely affecting the Project Area. • Upgrade and expand recreational areas and open space. • Develop more east -west crossings on El Camino Real that connect the City's neighborhoods, and create a continuous parallel street on the eastside to provide alternative travel routes. • Identify a possible location for a public library that builds on synergies with other public uses. 110 El Camino Real /Chestnut Avenue Area Plan • Explore opportunities to provide one major grocery store. • Increase opportunities for regional and neighborhood commercial uses. • Enhance pedestrian and bicycle connectivity around existing facilities such as Kaiser, Orange Memorial Park and the Municipal Services Building, as well as new public facilities such as a library. • Make improvements along Colma Creek Canal, including bank improvements, landscaping and removal of chain link fencing. 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 DISRICTS 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 cit- ies, 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 district, 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 improvements, and special events. Once established, the annual BID fees are IMPLEMENTATION 111 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. Safe, Accountable, Flexible, Efficient Transportation Equity Act A Legacy for Users This measure, also known as SAFETEA -LU, provides a variety of funding options for smaller, neighborhood -based projects relating to streetscape improve- ments and bicycle and pedestrian facilities. Programs include the Surface Trans- portation Program; Congestion Management Air Quality funds; Transportation Enhancements; State Transportation Improvement Program /Regional Transpor- tation Improvement Program; and the Bicycle Transportation Account, which is available to cities and counties with Caltrans- approved bicycle plans. SAFETEA -LU was extended through December 2010 and will likely be reauthorized in a similar capacity thereafter. 112 El Camino Real /Chestnut Avenue Area Plan American Recovery and Reinvestment Act In response to the economic crisis beginning in 2007, the American Recovery and Reinvestment Act was passed to save and create jobs, spur economic activ- ity, and invest in long -term growth. Through this program, the City received $1.8 million toward the renovation of Fire Station #63 and nearly $637,000 toward installation of photovoltaic panels on the City Hall Annex and energy efficiency programs for homeowners. The Build America Bonds program, created by the Act, allows state and local governments to obtain financing at lower borrow- ing costs for new capital projects. (The Treasury Department subsidizes 35 per- cent of the interest, so the savings to municipalities are substantial compared to traditional municipal bonds.) As of May 2010, cities, school districts, and other agencies in California have been issued over $22 billion in bonds. This program is proposed for extension following 2010. 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. Infrastructure State Revolving Fund Program funding is available in amounts ranging from $250,000 to $10 million, with loan terms of up to 30 years. Inter- est rates are set on a monthly basis. Relevant eligible project categories include city streets, drainage, flood control, and environmental mitigation, educational facilities, parks and recreational facilities, public transit, sewage collection and treatment, solid waste collection and disposal, water treatment and distribution, public 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 dis- tributed 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 re- design z Recovery.Gov Track the Money. Accessed September 7, 2010. <http: / /www.recovery.gov> IMPLEMENTATION 113 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. • 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). 114 El Camino Real /Chestnut Avenue Area Plan r rth E O 77 Exhibit B El Camino Real / Chestnut Avenue Area Plan — General Plan Amendment 1679321.1 El Camino Real /Chestnut Avenue Area Plan GENERAL PLAN AMENDMENT City of South San Francisco May 2011 El Camino Real /Chestnut Avenue Area Plan GENERAL PLAN AMENDMENT Prepared for the CITY OF SOUTH SAN FRANCISCO by DYETT & BHATIA Urban and Regional Planners 755 Sansome Street, Suite 400 San Francisco, California 941 1 I C 415 956 4300114i 415 956 7315 MAY 2011 TABLE OF CONTENTS 2LANDUSE 2 -I 3 PLANNING SUB -AREAS 3- 4 TRANPSPORTATION 4- 5 PARKS, PUBLIC FACILITIES, AND SERVICES 5 -1 This page intentionally left blank. Chapter 2: Land Use El Camino Real /Chestnut Avenue Area Plan - General Plan Amendment Draft for Review and Discussion Chapter 2: Land Use This element of the General Plan outlines the framework that has guided land use decision - making, provides the General Plan land use classification system, and outlines citywide land use policies. Policies for each of the 14 individual sub -areas that comprise the General Plan Planning Area are in Chapter 3: Planning Sub - Areas). 2.1 CONSTANCY AND CHANGE South San Francisco has a distinctive land use pattern that reflects the decision to initially locate industrial areas east of supporting homes and businesses in order to take advantage of topography and winds on Point San Bruno. Another development trend that shaped the arrangement of uses was the extensive residential development that occurred during the 1940s and 1950s, creating large areas almost entirely developed with single- family housing. As a result, South San Francisco is largely comprised of single -use areas, with industry in the eastern and southeastern portions of the city, single- family homes to the north and west, commercial uses along a few transportation corridors, and multifamily housing clustered in those same corridors and on hillsides. MAGNITUDE AND DISTRIBUTION OF EXISTING USES As part of the General Plan preparation process, an existing land use database for the city was prepared and a land use analysis was performed. South San Francisco's City limits encompass 4,298 acres. Single- family residences are the predominant land use, occupying 33 percent of the land (net, that is, exclusive of streets, water, and other rights -of -way) in the city. Industrial uses, including warehouses, manufacturing areas and business parks, comprise over a quarter of South San Francisco's area. The land use analysis also found that: • Parks and open space occupy over 10 percent of the Planning Area, primarily concentrated in Sign Hill Park and the California Golf and Country Club; • Many of South San Francisco's growing or highest priority land uses currently occupy relatively little land. Business parks for high - technology research and development (R &D) and manufacturing use occupy only 173 acres, or 14 percent of the land in the industrial classification. Commercial areas occupy approximately eight percent. Hotels and motels can be found on only 37 acres, or ten percent of the land in the commercial use classification. • Only a handful of sites in South San Francisco — totaling 167 acres, or less than four percent of land within the Planning Area —are vacant. About half of this acreage is in Bay West Cove (formerly Shearwater) and Sierra Point - two large sites at the northernmost tip of the city, with substantial soil contamination and under remediation for the past 2 -1 several years. The majority of the remaining vacant land comprises sites, such as in Westborough, that have steep slopes. Thus, virtually all growth in the city will result from redevelopment or intensification; and • Development that is approved or under review includes 1,150 housing units and 3.4 million square feet of non - residential space. CONSTANCY AND CHANGE With all land in the east of U.S. 101 area (East of 101 area) and some western parts of the city unsuitable for residential development because of aircraft operations at the San Francisco International Airport (SFO) and established residential neighborhoods in much of the rest of the city, the General Plan attempts to balance regional growth objectives with conservation of residential and industrial neighborhoods. Development is targeted in centers and corridors to fulfill the City's objectives of enhancing quality of life and economic vitality; ensure that established areas are not unduly impacted; and to support the extraordinary regional investments in transit represented by extension of BART to the city. Neighborhood -scale issues such as the character of new development and better linkages between and within neighborhoods are also explored in this and other plan elements. 2.2 LAND USE FRAMEWORK The land use framework of the General Plan is guided by several key principles: • Conservation of the existing land use character of the city's residential neighborhoods. • Promotion of Downtown as the focus of activity, including through increased residential opportunities. Policies that promote development standards that build on Downtown's traditional urban pattern are identified. • Integration of land use with planned BART extension, by providing a new transit - oriented village around the South San Francisco BART station, to take advantage of regional access that will result from extension of BART to the city. • Provision of selected areas in the city where industrial uses, many of which fulfill a regional objective and are related to the SFO, can continue and expand. • Encouragement of mixed -use redevelopment along principal corridors, such as El Camino Real and South Spruce Avenue. • Encouragement of a new mixed -use neighborhood center at Linden Avenue /Hillside Boulevard to increase accessibility of Paradise Valley /Terrabay residents to convenience shopping. El Camino Real /Chestnut Avenue Area Plan - General Plan Amendment Draft for Review and Discussion Chapter 2: Land Use • Designation of new Business and Technology Park district to provide opportunities for continued evolution of the city's economy, from manufacturing and warehousing /distribution to high technology and biotechnology. • Encouragement of employee serving amenities to provide identity and cater to the lunchtime and quality of life needs of the growing employment base in the East of 101 area. • Provisions of a new live /work overlay district adjacent to downtown to provide a broader mix of housing opportunities and promote small - business and multimedia incubation. • Designation of a new Business Commercial district, that will include hotels principally serving airport clientele, and regional commercial uses clustered along Dubuque Avenue, Oyster Point, South Airport and Gateway boulevards. GENERAL PLAN DIAGRAM The principles outlined on the previous page are represented in the General Plan Diagram (Figure 2 -1). The Diagram designates the proposed general location, distribution, and extent of land uses. As required by State law, land use classifications, shown as color /graphic patterns, letter designations, or labels the Diagram, specify a range for housing density and building intensity for each type of designated land use. These density /intensity standards allow circulation and public facility needs to be determined; they also reflect the environmental carrying- capacity limitations established by other elements of the General Plan. The Diagram is a graphic representation of policies contained in the General Plan; it is to be used and interpreted only in conjunction with the text and other figures contained in the General Plan. The legend of the General Plan Diagram abbreviates the land use classifications described below, which represent an adopted part of the General Plan. Uses on sites less than two acres in size are generally not depicted on the Diagram. The interpretation of consistency with the General Plan on sites less than two acres in size will be done through the Zoning Ordinance and the Zoning Map. (Table 2.2 -1 is currently after DENSITY /INTENSITY STANDARDS) DENSITY /INTENSITY STANDARDS The General Plan establishes density /intensity standards for each use classification. Residential density is expressed as housing units per net acre. Maximum permitted ratio of gross floor area to site area (FAR) is specified for non - residential uses. FAR is a broad measure of building bulk that controls both visual prominence and traffic generation. It can be clearly translated to a limit on building bulk in the Zoning Ordinance and is independent of the type of use occupying the building. FAR limitations are also shown for some residential land use classifications in order to relate housing size to lot size; both housing density and 2 -3 FAR standards shall apply in such instances. Building area devoted to structured or covered parking (if any) is not included in FAR calculations for non - residential developments. However, parking garages are included in the FAR limitations for residential uses. The Zoning Ordinance could provide specific exceptions to the FAR limitations for uses with low employment densities, such as research facilities, or low peak -hour traffic generation, such as a hospital. In addition to density /intensity standards, some land use classifications stipulate allowable building types (such as single - family residential) as well. The density /intensity standards do not imply that development projects will be approved at the maximum density or intensity specified for each use. Zoning regulations consistent with General Plan policies and /or site conditions may reduce development potential within the stated ranges. Airport - related height limits also restrict development, as shown in Figure 2 -2. In addition, Figure 2 -3 establishes height limitations in specific areas, including Downtown, the El Camino Real Corridor, and near BART stations; these limitations shall apply to all uses, and land use -based height limitations (in the Zoning Ordinance) shall not apply. For areas outside the ones shown in Figure 2 -3, height limitations shall be in accordance with the use - based limitations specified in the Zoning Ordinance. These heights are partly based on a viewshed analysis for the Planning Area, which revealed that the south face of Sign Hill, the base of San Bruno Mountain, and the east face of Point San Bruno Knoll, are visible from most areas of the city, as shown in Figure 2 -4. Gross density standards and assumed averages for residential categories are listed below. CLASSIFICATION SYSTEM The classifications in this section represent adopted City policy. They are meant to be broad enough to give the City flexibility in implementation, but clear enough to provide sufficient direction to carry out the General Plan. The City's Zoning Ordinance contains more detailed provisions and standards. More than one zoning district may be consistent with a single General Plan land use classification. Residential Three residential land use classifications are established for areas outside of Downtown to provide for development of a full range of housing types (Downtown residential land use classifications are included later in this section). Densities are stated as number of housing units per net acre of developable land, excluding areas subject to physical, environmental, or geological constraints, and areas dedicated for creekside greenways or wetlands protection, provided that at least one housing unit may be built on each existing legal parcel designated for residential use. Development would be required within the density range (both maximum and minimum) stipulated in the classification. Development standards established in the Zoning Ordinance may limit attainment of maximum densities. El Camino Real /Chestnut Avenue Area Plan - General Plan Amendment Draft for Review and Discussion Chapter 2: Land Use Second units permitted by local regulation, State - mandated density bonuses for provision of affordable housing, and a 20 percent density bonus for residential developments located within a 1/4 -mile of a fixed- guideway transit (BART or Caltrain) station are in addition to densities otherwise permitted. Assumed average densities listed are used to calculate probable housing unit and population holding capacity. Neither the averages nor the totals constitute General Plan policy. Housing types (which are included here for illustrative purposes only, and do not represent adopted City policy) are shown in Figure 2 -5. Low Density Residential Single- family residential development with densities up to 8.0 units per net acre. Typical lots would be 6,000 square feet, but the minimum would be 5,000 square feet, and smaller lots (4,500 square feet or less) may be permitted in neighborhoods meeting specified community design standards, subject to specific review requirements. This classification is mainly intended for detached single- family dwellings, but attached single - family units may be permitted, provided each unit has ground -floor living area and private outdoor open space. The Zoning Ordinance may include a separate district for estate -type or zero - lot -line developments. Medium Density Residential Housing at densities from 8.1 to 18.0 units per net acre, with a minimum of 2,250 square feet of net area (i.e. exclusive of streets, parks and other public rights -of -way) required per unit, and a minimum lot area of 6,750 square feet. Dwelling types may include attached or detached single- family housing, duplexes, triplexes, fourplexes, townhouses, apartments, and condominiums. Multifamily housing type is not permitted. (Amended by City Council Resolution 148 -2000, Adopted November 21, 2000) High Density Residential Residential development, with densities ranging from 18.1 to 30.0 units per net acre. This designation would permit the full range of housing types, including single- family attached development subject to standards in the Zoning Ordinance, and is intended for specific areas where higher density may be appropriate. This designation within the El Camino Real /Chestnut Avenue Area Plan, as it applies to the 4.5 -acre former San Francisco Public Utilities 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. DOWNTOWN Downtown Commercial This designation provides for a wide range of uses in commercial core of downtown, including retail stores, eating and drinking establishments, commercial recreation, entertainment establishments and theaters, financial, business and personal services, hotels, educational and social services, and government offices. Residential uses may be permitted on second and upper floors only, and subject to a use permit. The maximum Floor Area Ratio for all uses and mixes (residential and non- residential) is 3.0; the Zoning Ordinance may or may not establish maximum residential densities or minimum housing unit size for mixed - use developments. The Zoning Ordinance may also specify specific areas where retail or eating and drinking establishments would be required uses at the ground level. Downtown Residential In addition to housing type and density standards stipulated below, the Zoning Ordinance may establish development standards and parking and other requirements for downtown residential development different from residential development elsewhere in the City. Three categories are included and are shown on the General Plan Diagram: • Downtown Low Density Residential. Single- family (detached or attached) residential development with densities ranging from 5.1 to 15.0 units per net acre. Multifamily development is not permitted. • Downtown Medium Density Residential. Residential development at densities ranging from 15.1 to 25.0 units per net acre. A full range of housing types is permitted. • Downtown High Density Residential. Residential development at densities ranging from 25.1 to 40.0 units per net acre for lots equal to or greater than H -acre (21,780 square feet) in area. For lots smaller than H acre, maximum density shall be 30.0 units per acre. A maximum of 25 percent density bonus may be approved for projects with affordable housing, housing for elderly residents with specific amenities designed for residents, or housing that meets community design standards that may be specified in the Zoning Ordinance. Maximum density with all bonuses shall not exceed 50 units per net acre. OFFICE This designation is intended to provide sites for administrative, financial, business, professional, medical and public offices in locations proximate to BART or CalTrain stations. Support commercial uses are permitted, subject to limitations established in the Zoning Ordinance. Site planning and building design shall ensure pedestrian comfort, and streets shall be fronted by active uses. The maximum Floor Area Ratio is 1.0, but increases may be permitted up to a total FAR of 2.5 for development meeting specific transportation demand management (TDM), structured parking, off -site improvement, or specific design standards 2 -6 criteria. These bonus standards are shown in Table 2.2 -2. The Planning Commission, at its discretion, may permit increase of base FAR in specific instances where existing buildings are rehabilitated for office use and are unable meet the structured parking or specified design standard criteria. However, the maximums (with incentives, is stipulated in Table 2.2 -2) shall not be exceeded. COMMERCIAL El Camino Real /Chestnut Avenue Area Plan - General Plan Amendment Draft for Review and Discussion Chapter 2: Land Use Community Commercial This category includes shopping centers, such as Westborough, and major commercial districts, such as El Camino Real, and regional centers along South Airport Boulevard. Retail and department stores, eating and drinking establishments, commercial recreation, service stations, automobile sales and repair services, financial, business and personal services, motels, educational and social services are permitted. An "R" designation on the General Plan Diagram indicates that the site is reserved for region - serving commercial uses. The maximum Floor Area Ratio is 0.5. Office uses are encouraged on the second and upper floors. Business Commercial This category is intended for business and professional offices, and visitor service establishments, and retail. Permitted uses include for administrative, financial, business, professional, medical and public offices, and visitor - oriented and regional commercial activities. Regional commercial centers, restaurants and related services are permitted subject to appropriate standards. This category is intended for the emerging commercial and hotel district along South Airport, Gateway, and Oyster Point boulevards, and South Spruce corridor. The maximum Floor Area Ratio is 0.5, but increases may be permitted up to a total FAR of 1.0 for uses such as research and development establishments, or for development meeting specific transportation demand management (TDM), off -site improvement, or specific design standards. Maximum FAR for hotel developments shall be 1.2, with increases to a maximum total FAR of 2.0 for development meeting specified criteria. Coastal Commercial Business /professional services, office, convenience sales, restaurants, public marketplace, personal /repair services, limited retail, hotel /motel with a coastal orientation, recreational facilities, and marinas. Maximum FAR is 0.5 for retail, recreation facilities, marinas, and eating and drinking establishments, 1.0 for offices, and 1.6 for hotels. All development will be subject to design review by the Planning Commission. Uses and development intensities at Oyster Point will be regulated by the Oyster Point Specific /Master Plan. MIXED USE El Camino Real Mixed Use This designation is intended to accommodate high - intensity active uses and mixed -use development in the South El Camino Real area. 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 permitted. The frontage of a site along El Camino Real and other Arterial /Collector streets in the corridor is required to be devoted to active uses —uses that are accessible to the general public and generate walk -in pedestrian clientele and contribute to a high level of pedestrian activity. Uses that generate pedestrian activity include retail shops, restaurants, bars, theaters and the performing arts, commercial recreation and entertainment, personal and convenience services, hotels, banks, travel agencies, child care services, libraries, museums and galleries. For sites larger than 20,000 square feet, the minimum FAR for all uses, exclusive of substantially above -grade structured parking, shall be 0.6, of which a minimum 0.3 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. The maximum FAR for all uses, inclusive of housing and substantially above -grade structured parking shall be 2.5, with increases to a maximum total FAR of 3.5 for development meeting specified criteria. Residential density is limited to 60 units per acre, with increases to a maximum of 80 units per acre for development meeting specified criteria. For parcels on the east side of El Camino Real, between First Street and West Orange Avenue, either a mix of uses as permitted under this classification or residential use only (up to 40 units per acre) is permitted. El Camino Real Mixed Use North. High Intensity 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 permitted. The minimum FAR for all uses, exclusive of structured parking, shall be 0.6, of which a minimum 0.3 FAR shall be active uses. Active uses are those that are accessible to the general public, generate walk -in pedestrian clientele and contribute to a high level of pedestrian activity. Such uses include retail shops, restaurants, bars, theaters and the performing arts, commercial recreation and entertainment, personal and convenience services, hotels, banks, travel agencies, childcare services, libraries, museums, and galleries. 2-8 El Camino Real /Chestnut Avenue Area Plan - General Plan Amendment Draft for Review and Discussion Chapter 2: Land Use 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 residential but exclusive of structured parking, shall be 2.0, with increases to a maximum total FAR of 3.0 for development meeting specified criteria. Residential density (included within the overall FAR) 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 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 permitted. The minimum FAR for all uses, exclusive of structured parking, shall be 0.6, of which a minimum 0.3 FAR shall be active uses. Active uses are those that are accessible to the general public, generate walk -in pedestrian clientele and contribute to a high level of pedestrian activity. Such uses include retail shops, restaurants, bars, theaters and the performing arts, commercial recreation and entertainment, personal and convenience services, hotels, banks, travel agencies, childcare services, libraries, museums, and galleries. Within this designation, the maximum FAR for all uses, inclusive of residential 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 (included within the overall FAR) is limited to 40 units per acre, with increases to a maximum of 60 units per acre for development meeting specified criteria. INDUSTRIAL AND RESEARCH AND DEVELOPMENT Two categories are proposed: Business and Technology Park, for the East of 101 areas north of East Grand Avenue, and Mixed Industrial, for the areas south of East Grand Avenue in East of 101 and Lindenville. Business and Technology Park This designation accommodates campus -like environments for corporate headquarters, research and development facilities, and offices. Permitted uses include incubator- research facilities, testing, repairing, packaging, publishing and printing, marinas, shoreline - oriented recreation, and offices, and research and development facilities. Warehousing and distribution facilities and retail are permitted as ancillary uses only. All development is subject to high design and landscape standards. Maximum Floor Area Ratio is 0.5, but increases may be permitted, up to a total FAR of 1.0 for uses such as research and development establishments, or for development meeting specific transportation demand management (TDM), off -site improvement, or specific design standards. Mixed Industrial This designation is intended to provide and protect industrial lands for a wide range of manufacturing, industrial processing, general service, warehousing, storage and distribution, and service commercial uses. Industries producing substantial amounts of hazardous waste or odor and other pollutants are not permitted. Unrelated retail and service commercial uses that could be more appropriately located elsewhere in the city would not be permitted, except for offices, subject to appropriate standards. Small restaurants and convenience stores would be allowed as ancillary uses, subject to appropriate standards. The maximum Floor Area Ratio is 0.4, with an increase to a total FAR of 0.6 for development seeking an FAR bonus with TOMprogram as specified in the Zoning Ordinance. In addition to development standards, the Zoning Ordinance may include performance standards to minimize potential environmental impacts. PUBLIC /INSTITUTIONAL To provide for schools, government offices, transit sites, airport, and other facilities that have a unique public character. Religious facilities are not called out separately on the General Plan Diagram, but are instead shown with designations on adjoining sites; these facilities may be specifically delineated on the Zoning Map. PARKS Parks, recreation complexes, public golf courses, and greenways. OPEN SPACE This designation includes sites with environmental and /or safety constraints. Included are sites with slopes greater than 30 percent, sensitive habitats, wetlands, creekways, areas subject to flooding, and power transmission line corridors. Where otherwise not excluded by noise, aircraft safety or other environmental standards, residential development is generally permitted at a density not to exceed one housing unit per 20 acres. Table 2.2-1: Standards for Density and Development Intensity Land Use Designation Residential Low Density up to 8.0 Medium Density 8.1 -18.0 High Density 18.1 -30.0 High Density (El Camino Real /Chestnut 80 up to 120 Avenue Area Plan) Downtown Downtown Commercial' Downtown Residential Low Density Medium Density High Density Industrial Business and Technology Park Mixed Industrial El Camino Real /Chestnut Avenue Area Plan - General Plan Amendment Draft for Review and Discussion Chapter 2: Land Use Minimum Residential Maximum Maximum Permitted with Incentives and Required Density Permitted Non- Bonuses FAR (units /net acre) Residential FAR' 5.1 -15.0 15.1 -25.0 25.1 -40.0 0.5 1.0 3.0 0.7 1.25 Units /Net Acre FAR (See Table 2.2 -2) 10.0 22.5 37.5 15.0 31.3 50.0' 2 -11 Office 1.0 2.5 Commercial Community Commercial 0.5 - Business Commercial 0.5 1.0 Hotel 1.2 2.0 Coastal Commercial` Retail 0.5 Office - 1.0 Hotel - 1.6 Mixed Use El Camino Real Mixed Use' 0.6 up to 60.0' 2.5 up to 80.0' 3.5 El Camino Real Mixed Use North, High 0.6" up to 80 2.0 up to 110 up to 3.0 Intensity El Camino Real Mixed Use North, Medium 0.6" up to 40 1.5 up to 60 up to 2.5 Intensity 0.5 1.0 0.4 0.6' Including garages for residential development, but excluding parking structures for non - residential development, except for El Camino Real Mixed Use. 20 percent density bonus is available for development within 1 /4 -mile of a fixed- guideway transit (CalTrain or BART station or City- designated ferry terminal). 25 percent bonus is available for projects with affordable housing, housing for elderly residents with specific amenities designed for residents, or housing that meets community design standards that may be specified in the Zoning Ordinance. 'Residential uses may be permitted on second and upper floors only and are subject to a use permit. Required parking must be structured. `See Table 2.2. The Gateway Business park Master Plan and the Oyster Point Specific Plan are permitted to develop up to a FAR of 1.25 with a TDM. 'Frontage of a site along El Camino Real and other Arterial /Collector streets in the corridor is required to be devoted to active uses. Residential not permitted at ground level along El Camino Real except on the east side of El Camino Real between First Street and West Orange Avenue, subject to conditional use permit approval. Land Use Designation Minimum Floor Area Ratio (FAR) Base Floor Area Ratio (FAR) Incentive -based FAR Bonuses Available Total Maximum FAR Maximum Attainable FAR Other Specified Design with Transportation Standards' Demand Management (TDM) Program Office - 1.0 1.3 0.2 2.5 Business Commercial' - 0.5 0.4 0.1 1.0 El Camino Real Mixed 0.6' 2.5 0.5 0.5 3.5 Use' El Camino Real Mixed 0.5 0.5 10 Use North, High Intensity El Camino Real Mixed 0.5 0.5 2.5 Use North, Medium Intensity Business & Technology 0.5 0.4 0.1 1.0 Park Hotels'` - 1.2 0.6 0.2 2.0 Costal Commercial' - Retail - 0.5 0.4 0.1 1.0 Office - 1.0 0.5 0.1 1.6 Hotel - 1.6 0.4 0.2 2.2 For sites larger than 20,000 square feet, the minimum FAR for all uses, exclusive of substantially above -grade structured parking, shall be 0.6, of which a minimum 0.3 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. 'Included within FAR limit. 10 Includes residential and substantially above grade parking structures. Excludes surface parking. "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. "'Permitted for research and development uses with low employment intensity, or other uses providing structured parking. 'Permitted for uses with low employment intensity, such as wholesaling, warehousing, and distribution. Table 2.2 -2: Standards for Density and Development Intensity Discretionary; based on criteria established in the Zoning Ordinance and upon conditional use permit approval. The Gateway Business park Master Plan and the Oyster Point Specific Plan are permitted to develop up to a FAR of 1.25 with a TDM. 'Frontage of a site along El Camino Real and other Arterial /Collector streets in the corridor is required to be devoted to active uses. Residential not permitted at ground floor level along El Camino Real, except on the east side of El Camino Real between First Street and West Orange Avenue, subject to conditional use permit approval. For sites larger than 20,000 square feet, the minimum FAR for all uses, exclusive of substantially above -grade structured parking, shall be 0.6, of which a minimum 0.3 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. 'Includes residential and substantially above -grade parking structures. Excludes surface parking. 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. n The Hotel FAR listed for Base, Maximum Attainable FAR with TDM, Other Specified Design Standards, and Total Maximum FAR is applicable for all hotels located in all General Plan designated areas that permit hotel uses. 2 -12 2.3 PLANNING SUB -AREAS El Camino Real /Chestnut Avenue Area Plan - General Plan Amendment Draft for Review and Discussion Chapter 2: Land Use Land use information presented in the section that follows is presented by 14 subareas, which have been collectively derived from analysis of land use and urban design patterns and the need for focused planning efforts and activities. These subareas are shown in Figure 2 -6. In some cases, the City's traditional neighborhood planning areas that are used for park and schools planning were aggregated where adjacent neighborhoods are very similar in terms of their land uses, age of development, and current activity level. The East of 101 area, which comprises a single City neighborhood planning area because there are no residents, is divided into four subareas for presenting planning information. The areas are: 1. Avalon 2. Downtown 3. East of 101 4. El Camino 5. Gateway 6. Lindenville 7. Orange Park 8. Oyster Point 9. Paradise Valley /Terrabay 10. Sign Hill 11. South Airport 12. Sunshine Gardens 13. Westborough 14. Winston -Serra Descriptions of these areas and detailed policies for each sub -area are included in Chapter 3. 2.4 GENERAL PLAN BUILDOUT BUILDOUT Development consistent with the General Plan resulting from application of assumed average densities and intensities for the different land use classifications to vacant and sites with potential redevelopment /intensification opportunities is described in Table 2.4 -1. The time at which full development ( "buildout ") will occur is not specified in or anticipated by the Plan. Designation of a site for a certain use does not necessarily mean that the site will be built /redeveloped with the designated use over the next 20 years, the horizon of the Plan. Table 2.4 -1 shows by each of the 14 sub -areas described in Section 2.3: • Projects with current development approvals. This includes about 1,150 housing units, more than half have been proposed in Terrabay, and about 3.4 million square feet of non- residential floor space. Hotels, with about 1.1 million square feet of space with approvals, and offices, with 0.9 million square feet of approved space, represent the primary non- residential uses. • Additional development under the General Plan. This results from application of average assumed densities /intensities (shown on the table) to vacant sites and sites /areas with potential redevelopment /intensification opportunities. Potential residential increases include 2,470 housing units, concentrated mainly in El Camino Real, Sunshine Gardens, and Downtown. Potential non - residential development includes 9.2 million square feet of new space; with an expected decrease of 3.3 million square of industrial space, the net increase will be 5.9 million square feet. About 3.1 million square feet (56 percent) of this net increase is expected to be in the four East of 101 sub -areas (East of 101 area, Gateway, Oyster Point, and South Airport). • Combined approved development and additional development. This reflects the total of the two above categories, and represents the expected General Plan buildout. Buildout will result in an increase of 3,620 housing units and 15.3 million square feet of non- residential space to the city's current inventory of an estimated 19,400 housing units and 18.1 million square feet of non- residential space. Additional development under the El Camino Real /Chestnut Avenue Area Plan is projected for the El Camino Real subarea. Buildout will result in an increase of 1,455 residential units and 298,400 square feet of non - residential space. The planning horizon for the El Camino Real /Chestnut Avenue Area Plan is 2030, which exceeds the planning horizon of this General Plan. Table 2.4 -1 shows additional development in the City if full buildout of the El Camino Real /Chestnut Avenue Area Plan occurs within the General Plan horizon. CHART Population and Employment; 1997 and Buildout *Chart to be updated in Indesign File 2 -14 b0 0 O t J H z w w w K E ° 'a a w V K 7 5 au 2 0 0 O O J 1- z w 0 w z 0 z E Z a � E v V a ° o z 7 5 E E E E U V 0 0 Q 0 gl 0 CO .c m m ° o O O O O O O n Y W N O O O O O O LO o O • o m o n v r+ � � a � v 7 0 0 o °O l7 'o Q s o • o, 0 c Ts s -a c c E Q O w 0 Ts O •z a O c cc c c s — N N d Ta to J -",`4.' v El wl 5 2 O = sI E V a z 7 n y M E E E E Ud z 'a _ h - ° z LTA E a a a I- z E a v w z 7 5 S hi d 4 E E V ao M �V@J� E ° E aa 0 0 0 rn 0 0 m o m 0 j - 0 co O O O O ' 0 0 0 0 0 0 0 0 0 o u o CO v. M n �" o m m v m d = = m d O O O O O O n M Y O 0 O N 0 0 0 0 0 O O O O co' O Lri O co N O O N N O O O O O O O 0 O O O O Y N O O O O O O a0 n 0 O 0 0 O O 0 0 0 'I 'I 0 0 0 rn N Y 1 'o t 2 -" O s eo , > a 0 o a o v w E. `v - = Q - s o t7 0 0 a o , 0 O O m Q c 0 00 0 0 0 0 d n N rn U 0 00 O o .s 0 0 E m m U N N L N 1— Lei 0 7 Y 0 0 E N 0 ? 0 E E 0 v 0 a s ~ s E v '5 s a ro U 0 ce o 0 0 0 d N 3 S U d d Q i 0 0 H Z w w • 0 o z • 00 c c v c c V S c c E 0 0 w 0 ct c 0 c 0 0. 0. a c_ a U �E�E E E m V a V 2 V 2 E E E E F= z 0 0 0 0 0 0 N M 00 oo ml E • ° • Z 0 rn 0 o o o o r*i N N O O O O 0 0 0 0 0 0 0 0 r — o ad Y M — 0 0 Tr 0 0 0 0 0 0 0 0 0 .c o .6 n v CO O O O O O O O o w o o • N S S 5 0 0 0 O O O O O 0 o .o - O N N O 0 0 0 0 O 0 0 0 0 0 0 0 0 0 0 0 0 O O w n O O O O o I, N w o o °D n O m 0 o N — ni O O O O O o O O o, O N' .6 Y n O co N O co O co T ; � v � O v - y'' A T 7 O a m ° n CO 0 ° 0 0 ° n 0 0 0 0 0 0 0 ° o _ u O M I 0 M M oI 0 v d o 0 c m O c O O 1- s 0 E d s ro BUILDOUT POPULATION AND EMPLOYMENT Population South San Francisco, at buildout, will accommodate a population of approximately 69,8-100, an increase of 18 percent over the estimated 1998 population of 59,200. Table 2.4 -2 shows the current and projected populations for South San Francisco. If buildout were to occur over 20 years, South San Francisco will moderately increase its share of the San Mateo County population from 8.3 percent to 8.7 percent. Population growth rate over the plan horizon will be much slower than growth experienced by the city over the last ten years. The chart on the following page shows a graphic depiction of South San Francisco's historical and projected population growth as well as its share of the County population. The El Camino Real /Chestnut Avenue Area Plan will accommodate a population of approximately 4,800. If full buildout of the El Camino Real /Chestnut Avenue Area Plan is to occur within the General Plan horizon, population will increase to 74,600, which would be an increase of 21 percent over the estimated 1998 population of 59,200. This would increase the city's share of the San Mateo County population from 8.3 percent to 9.3 percent. Employment While non - residential building space in South San Francisco will increase from an estimated current 18.1 million square feet to 24.9 million square feet at buildout (an increase of 37 percent), the General Plan at buildout will accommodate an employment increase from 39,100 currently to as much as 72,100 at buildout (an increase of 84 percent; including construction and at -home workers), primarily as sites with low- intensity warehousing and distribution uses (with an estimated average 960 square feet per employee in South San Francisco) are succeeded by higher intensity office, retail, and other similar uses. This level of employment attainment will likely take place over a time - period that may extend beyond 20 years. Table 2.4 -3 shows existing and buildout employment by broad land use categories. Table 2.4 -2 Buildout Population 1990- 1990 1998 1998 Annual Share of Growth Population Population County Rate 54,312 59,208 8.3% 1.0% 649,623 715,382 100% 1.2% P South San Francisco South San Francisco (with El Camino Real /Chestnut Avenue Area Plan ? _,cQC, 9.3% San Mateo County 1990- 2020 Annual Share of Growth ulation County Rate Buildout Po 69,800 8.7% 0.8% 798,600 100% 0.5% Land Use Estimated 1997 Employment Increase to Buildout Buildout Employment Commercial/ Retail 10,400 3,200 13,600 Hotels/ Visitor Services 1,800 3,900 5,700 Office + Bus. Park (inc. Medical) 5,700 29,600 35,300 El Camino Real Mixed Use - 700 700 El Camino Real Mixed Use North (High and Medium Intensity) = 600 600 Warehouse /Mixed Industrial 13,400 (3,200) 10,200 Public and Schools 1,500 - 1,500 Construction and Miscellaneious 2,500 1,800 4,300 Others (including at home workers) 3,800 3,200 7,000 78,500 Total 39,100 38,800 ■ 77,900 Table 2.4 -3 Existing and Buildout Employment by Land Use, 1 997-Buildout El Camino Real /Chestnut Avenue Area Plan - General Plan Amendment Draft for Review and Discussion Chapter 2: Land Use Table 2.4 -4 Jobs /Housing Balance J Estimated 1997 Employment 39,100 27,900 1.4 Jobs Employed Residents obs /Employed Residents Buildout 77,900 35,400 33,000 2.2 Buildout (with El Camino Real /Chestnut Avenue Area Plan 78.500 39.300 2.0 2 -19 CHART South San Francisco Historic and Projected Population, 1940 -2020 80.0!60 75,000 70,000 65,000 60,000 55,000 50,000 45,000 40,000 a 35,000 30,000 25,000 20,000 15,000 1.0,000 5,000 South San Francisco Historic and Projected Population, 1940 -2020 1440 1950 1960 1970 1480 1490 2000 2010 2020 CHART Jobs /Employed Residents Balance; 1997 and Buildout *Chart will be updated in Indesign File 10 5 REVISED BUILDOUT & GENERAL PLAN AMENDMENT (2001) In 2001, the City Council adopted the General Plan Amendment and Transportation Demand Management Ordinance, which incorporates a revision to the approved land use buildout in the East of 101 area. The Amendment includes the following conclusions: • Total buildout will nearly double from existing development: 12.82 million square feet in 2001 to 23.32 million square feet in 2020, due mainly to the increase in Office and Office /R &D development. The revised East of 101 area buildout assumes a 0.9 FAR for new Office development. • The Amendment anticipates that the East of 101 area will support an additional six million square feet, over the buildout that is projected in the South San Francisco General Plan (1999). The additional development was based on the major projects lists (2000- 2001), the Gateway and Genentech development plans, and determining the likely properties that would convert from industrial to Office /R &D by 2020. • Employment in the East of 101 area will increase by 2.4 times, from 21,654 to 52,880. This increase is due to both increases in floor space in the East of 101 area and due to Office and Office /R &D uses having a much higher employment intensity that industrial development. The projected employment is based on Commercial at 400 square feet /employee, Office /R &D at 450 square feet /employee, Office at 375 square feet /employee, Hotel at 420 square feet /employee and Industrial at 955 square feet /employee. JOBS /HOUSING BALANCE El Camino Real /Chestnut Avenue Area Plan - General Plan Amendment Draft for Review and Discussion Chapter 2: Land Use Where once the residential and commercial portion of South San Francisco was a company town for the "beef trust" packers on Point San Bruno, improved transportation access and extensive growth in the 1940s -1960s turned South San Francisco into a commuter suburb. Today only 23 percent of employed residents work in the city, despite a surplus of jobs, indicating regional jobs- housing inter - dependencies. As Table 2.4 -4 shows, the city has continued to add jobs at a faster rate than population for the last 15 years, and in 1995, there were 13,610 more jobs than employed residents in the city. In contrast, San Mateo County has a slight overall shortage of jobs; however, during the last 15 years, the overall jobs /employed residents ratio in San Mateo County has crept closer to balance. Given that much of the land in the city — including all of the East of 101 area— is not suited for residential development, it is unlikely that a balance between jobs and housing can be attained. However, continued job growth in the city will promote a greater regional balance between jobs and housing. As an inner Bay Area community well served by all modes of transit — including air and rail, and in the near future BART and ferry service— employment growth in the city will support regional transit as well. Nonetheless, availability of housing in 2 -21 South San Francisco serves not only regional interest, but is imperative to attracting high - technology and biotechnology jobs that the city seeks. Increased residential development within the city will help partly alleviate traffic impacts resulting from job growth, and provide residential opportunities to those that work in the city but live elsewhere. Thus, the General Plan seeks to maximize residential development opportunities on infill sites. 2.5 DETAILED PLANS AND COORDINATION WITH OTHER JURISDICTIONS AREA AND SPECIFIC PLANS In addition to policies articulated in the General Plan, area, specific, and redevelopment plans direct planning in certain parts of the city. Figure 2 -6 shows area, specific, and redevelopment plan areas. These include: • The East of 101 Area Plan, which applies to all parts of the city east of U.S. 101 and includes a Design Element and policies; • Specific master plans for key development areas, including Genentech, Oyster Point, Terrabay, Bay West Cove (formerly Shearwater), Sierra Point; and • Redevelopment plans for many of the areas with the greatest potential for change, including Gateway, Downtown /Central and the El Camino Real Corridor. • El Camino Real /Chestnut Avenue Area Plan, adopted in 2011. These plans will continue to play key roles in shaping areas of their geographic concern. Certain aspects of some of these plans may need to modified to ensure consistency with the 1999 General Plan. PLANS AND PROGRAMS INOTHER JURISDICTIONS External impacts from land uses and activities in surrounding cities and jurisdictions influence development in South San Francisco as well. By and large, none of the surrounding cities have planned uses that are likely to have a direct physical impact on South San Francisco. In its General Plan, the City of Brisbane outlines a development strategy for its bayside parcels similar to South San Francisco's strategies in the East of 101 area, potentially affecting South San Francisco's future development potential. If this development occurs, Brisbane could compete with South San Francisco for office space or potentially increase traffic in the area; however, Brisbane still needs to overcome major infrastructure and environmental constraints before this development is likely to begin. San Bruno is planning for a mix of office and hotel uses for the West Division property, one - quarter mile south along El Camino Real, that is currently being used by the U.S. Navy, but will be vacated soon. Impacts of this are likely to be localized. El Camino Real /Chestnut Avenue Area Plan - General Plan Amendment Draft for Review and Discussion Chapter 2: Land Use San Francisco International Airport has major direct and indirect influences on South San Francisco's land use and economic prospects. Airport - imposed height restrictions and noise limit land use options in some parts of the city (see Figure 2 -2). However, a greater impact could stem from airport expansion, fueling growth in airport- supportive or - dependent uses such as freight forwarding, and the resulting demand for housing and other services in South San Francisco. Noteworthy plans and programs of other agencies that influence or place limitations on development in South San Francisco include: • The 100 -foot strip of bayshore, inland of the mean high tide line, for which the Bay Conservation and Development Commission (BCDC) establishes policy; • The area around and including the Terrabay project, which is within the San Bruno Mountain Habitat Conservation Plan Area; and • The area constrained by the Federal Aviation Administration Part 77 height limits, primarily East of 101 area, in Lindenville, and in the Country Club Park area. 2.6 LAND USE POLICIES Because land use policies for each of the planning sub -areas are spelled out in Chapter 3, policies here focus on citywide issues and those of a programmatic nature. GUIDING POLICIES 2 -G -1 Preserve the scale and character of established neighborhoods, and protect residents from changes in non - residential areas. Protection of residential neighborhoods is a General Plan theme. While some parts of the city are expected to undergo change over time, the General Plan seeks to ensure that existing residential neighborhoods are fully protected from changes elsewhere. 2 -G -2 Maintain a balanced land use program that provides opportunities for continued economic growth, and building intensities that reflect South San Francisco's prominent inner bay location and excellent regional access. 2 -G -3 Provide land use designations that maximize benefits of increased accessibility that will result from BART extension to the city and adjacent locations. Locating uses that can support transit ridership and providing high development intensities around transit stations is not just in South San Francisco's best interest, but a regional interest as well. 2 -G -4 Provide for continued operation of older industrial and service commercial businesses at specific locations. 2 -24 The City recognizes that many existing manufacturing and warehousing and distribution uses perform a regional function as well, and seeks to maintain these as conforming uses in specific locations. 2 -G -S Maintain Downtown as the City's physical and symbolic center, and a focus of residential, commercial, and entertainment activities. 2 -G -6 Maximize opportunities for residential development, including through in fill and redevelopment, without impacting existing neighborhoods or creating conflicts with industrial operations. 2 -G -7 Encourage mixed -use residential, retail, and office development in centers where they would support transit, in locations where they would provide increased access to neighborhoods that currently lack such facilities, and in corridors where such developments can help to foster identity and vitality. 2 -G -8 Provide incentives to maximize community orientation of new development, and to promote alternative transportation modes. 2 -G -9 Facilitate development of childcare centers and homes in all areas, and encourage inclusion of childcare centers in non - residential developments. IMPLEMENTING POLICIES 2 -1 -1 Update the City's Zoning Ordinance and Subdivision Regulations contained in the Municipal Code for consistency with the General Plan. A complete revamping of the Zoning Ordinance will be necessary, including: • establishment of new base districts; • establishment of new overlay districts, including for coastal zones, environmental protection and review processes, selected mixed -use areas (such as the Loft Overlay District), and transit - oriented development centers; • new development regulations that reflect policy direction contained throughout the Plan; and • Minimum and maximum development intensities as stipulated in the Land Use Classifications. This policy is especially critical given the limited land available for residential development. Approval of developments at lower than stipulated densities should El Camino Real /Chestnut Avenue Area Plan - General Plan Amendment Draft for Review and Discussion Chapter 2: Land Use be accomplished by map amendment to the General Plan, not by providing exemptions from stipulated densities. 2 -1 -2 Establish height limitations for specific areas as delineated on Figure 2 -3. For these specific areas, do not regulate heights separately by underlying base district uses. These are areas that are central from a community perspective or areas where change is expected. The intent is to provide to achieve unified development regardless of underlying uses. For building heights East of 101 area, also see Section 3.5: East of 101 area. 2 -1 -3 Undertake planned development for unique projects or as a means to achieve high community design standards, not to circumvent development intensity standards. While in recent years established development intensities have been constraints to achieving prevailing intensities in the region, and even in the city, necessitating the need for planned developments, intensities established in this General Plan reflect development that is appropriate given both the local and the regional context. This should obviate the need for planned developments merely as a tool to achieve higher than otherwise attainable standards. 2 -1 -4 Require all new developments seeking an FAR bonus set forth in Table 2.2 -2 to achieve a progressively higher alternative mode usage. The requirements of the TDM Program are detailed in the Zoning Ordinance. (Amended by City Council Resolution 98 -2001, Adopted September 26, 2001) The requirements of the TDM program for projects seeking an FAR bonus are based on the percentage trip reduction that is achieved. 2 -1 -4a Establish design requirements to achieve an FAR bonus as set forth in Table 2.2 -2. (Amended by City Council Resolution 98 -2001, Adopted September 26, 2001) 2 -1 -5 Examine the potential for establishing performance -based standards for industrial development to minimize resulting impacts. These would address issues such as noise, glare, odor, air quality, and screening of parking and loading areas. Establishment of these is especially critical where industrial uses come in contact with other uses, such as the Mayfair, Orange Park, and downtown neighborhoods near Lindenville. 2 -1 -6 Undertake a comprehensive review of the parking standards and establish criteria for reduced parking for mixed -use developments, for development that meets specified TDM criteria, and Medium- and High- Density Residential development. 2 -1 -7 Establish a comprehensive design standards and guidelines strategy. Differing standards could also be established for downtown and specific transit - centered areas, such as within 1/4 -mile of BART and CalTrain, and ferry terminal. Standards are items that can be mapped or measured and are mandatory. Guidelines are suggestions and may also provide the basis for design review by the Planning Commission and /or the basis for awarding design bonuses, as established by policy 2 - - 4. Current city efforts in this area are uneven. While the City has residential design guidelines in place, these do not address issues such as garage domination of streets, or the introverted or gated nature of some recent developments. Also, while some other adjacent cities (such as Brisbane) have design guidelines in place for warehousing and distribution uses, South San Francisco does not have such guidelines and standards. Because new development is expected only in targeted areas, instead of trying to prepare all encompassing citywide guidelines, efforts may probably be better directed at standards /guidelines focused on specific geographic areas. These could include: • Lindenville. A simple strategy would be to extend guidelines forindustrial development that apply to the East of 101 area to Lindenville as well; • Downtown; • El Camino Real Corridor; and • The two (South San Francisco and San Bruno) BART station areas. Policies outlined in Chapter 3 for each of these areas would provide a starting point. 2 -1 -8 As part of establishment of design guidelines and standards, and design review, improve the community orientation of new development. A community orientation calls for greater attention to the relationship between residences, streets and shared spaces, and does not require sacrifice of privacy or amenities. Specific steps could include: • Not permitting gated developments; • Allowing sound walls only along freeway and arterial streets, as established in Chapter 4: Transportation; and El Camino Real /Chestnut Avenue Area Plan - General Plan Amendment Draft for Review and Discussion Chapter 2: Land Use • Requiring parking in all non - industrial and business and technology park areas to be tucked behind buildings. 2 -1 -9 Ensure that any design and development standards and guidelines that are adopted reflect the unique patterns and characteristics of individual neighborhoods. Examples of urban patterns in South San Francisco that deviate from contemporary practice that would not be permitted under current standards are several and include: Southwood Center, one of the few examples of a shopping center outside of downtown built to the street edge; residential developments in downtown built to the street edge which would be proscribed under current standards; and small -lot subdivisions such as in the "Town of Baden" subdivision, built before the City was incorporated. Several tools are available to structure the Zoning Ordinance to be responsive to the city's urban fabric rather than imposing a unified set of standards, including: community character based districts; special districts (base or overlay) targeted at areas with unique development characteristics, as well as performance -based standards that allow flexibility. These options will need to be explored as part of the Zoning Ordinance update (Policy 2 -I -1). 2 -1 -10 Establish regulations to permit second units in single - family residential developments in accordance with State law. Requirements for this are spelled out in California Government Code Section 65852. 2 -1 -1 I Undertake a comprehensive update of the City's Sign Ordinance. Efforts need to be focused primarily in two areas: downtown and El Camino Real Corridor. See also policies for signage for the business areas East of 101 in Section 3.5: East of 101 area. Unified sign programs should be required for multi- tenant projects. 2 -1 -12 Undertake comprehensive efforts to promote development of childcare facilities. Efforts should include: • Permitting childcare centers in all districts; • Developing criteria for incentives for childcare facilities, as part of bonuses for specified TDM programs (Policy 2 -1 -5); • Exploring the feasibility of assisting child care providers and developers to identify and develop potential sites; and • Preparing a childcare start -up guide. 2 -27 Regulations would also need to be in accordance with criteria for family day care homes established in Chapter 3.4 and Chapter 3.6, Division 2 of the California Health and Safety Code. 2 -1 -13 As part of development review in environmentally sensitive areas (see Figure 7 -2 in Chapter 7), require specific environmental studies and /or review as stipulated in Section 7.1: Habitat and Biological Resources Conservation. In addition to ensuring that development is environmentally sensitive, this would facilitate development review approval by allowing development to tier off the General Plan environmental review, and not undertake all encompassing environmental reviews, except where otherwise necessary or appropriate. 2 -1 -14 Establish a Geographic Information System (GIS) based land use planning and information system. In addition to the more common development tracking system, this system can be designed to provide clear direction regarding plan implementation. 2 -1 -15 As part of the General Plan Annual Report, monitor the rate and density /intensity of residential, commercial, and industrial development, and site availability for future development. The monitoring program should include a database linked to the city's GIS. 2 -1 -16 Work with San Mateo County to resolve issues relating to land use conflicts in the unincorporated "islands ". Churches and other institutional land uses in the unincorporated Country Club park subdivision have been creating conflicts with surrounding residential areas. Parking, noise and traffic within City limits are exacerbated by the concentration of churches in this small area. Policy 3.6 -I -4 stipulates that if this area were to incorporate, it would be as a whole, with infrastructure improvements funded by the County or by property owners. 2 -1 -17 Steep hillside areas in excess of a 30 percent grade should be retained in their natural state. Development of hillside sites should follow existing contours to the greatest extent possible. Grading should be kept to a minimum. Most of the level properties in the City have been developed. Many of the remaining vacant properties contain steep slopes which exceed 30 percent grade. Many of these steep slopes are visually prominent and have unstable conditions. Such slopes should, therefore, be substantially preserved in the natural state. El Camino Real /Chestnut Avenue Area Plan - General Plan Amendment Draft for Review and Discussion Chapter 2: Land Use 2 -1 -18 Senior Citizen housing projects may be allowed to be constructed to a maximum density of 50 units /acres and off-street parking may be provided at a ratio lower than that which is otherwise required. 2 -1 -19 The benchmark density (units per net acre of land) shall be the number of dwelling units proposed on a specific site for each 43,560 square feet of raw land exclusive of land allocated for public streets and submerged land. When the average slope of a site is between 20 percent and 30 percent, the City may reduce the net density of a residential project up to fifty percent of the benchmark density in order to discourage grading and destruction of natural hillside environment. 2 -1 -20 Initiate a nexus analysis with the intent of creating a revenue source or improvements to be used to provide new child care facilities and programs. 2 -1 -2 I Initiate a study to increase provision of public art throughout the community through imposition of either on -site improvements or in -lieu fees. 2 -1 -22 Require that all future development conforms with the relevant height, aircraft noise, and safety policies and compatibility criteria contained in the most recently adopted version of the San Mateo County Comprehensive Airport Land Use Plan for the environs of San Francisco International Airport. VII ... • 1 0 0 0 _ x 6 N 0 0 DI O • • • § o / / % \ / • o g` ct ƒ ƒ / © � ) fl h} I % 0 y • / 2 ƒ b ƒ +_, ƒ = • ƒ / ƒ ./ \ . \ ƒ •-• ƒ b / [ 8 \ ,:i5 2 9 ▪ 7 \ \ ° c Z .E ƒ - 3-1 \ @ E % ,1.) 0 2 / cn o C) - 0) / / § _ ® ° § ƒ Q U: is cd a) L E 0 N a) O Chapter 3: Planning Sub -Areas 3.4 EL CAMINO REAL El Camino Real /Chestnut Avenue Area Plan — General Plan Amendment Draft for Review and Discussion Chapter 3: Planning Sub -Area El Camino Real (State Route 82) was the first highway and automobile route through the Peninsula. It developed parallel to the former Southern Pacific tracks (owned by Union Pacific) that linked the "railroad suburbs" of San Mateo County to San Francisco. The corridor continues to be an important movement route through the Peninsula. The downtowns of most of the County's cities — including San Mateo, Burlingame, Redwood City, Belmont, Atherton, San Bruno and Millbrae —are located on or adjacent to either El Camino Real or the Union Pacific tracks. El Camino Real, almost two miles long through its stretch in the city, is South San Francisco's most diverse area in terms of land use. Reflecting the regional heritage of the corridor, commercial uses such as hotels, fast -food restaurants, and shopping centers selling home furnishing and comparison goods- predominate. Residential uses, offices, and service commercial uses are located in small pockets. El Camino Real is also a major neighborhood commercial center; all but one of the city's neighborhood shopping centers are located in the corridor. In addition, the area contains the See's Candies manufacturing plant, the Kaiser Permanente Medical Facility, the County Government Center, and the planned South San Francisco BART station. New housing developments along El Camino Real include the Promenade and Greenridge. Policies for El Camino Real in the General Plan refer to North El Camino Real and South El Camino Real. The North El Camino Real area refers to portions of El Camino Real north of First Street and includes the following subareas: South San Francisco BART Station Area, Kaiser Hospital Area and Buri Buri Center Area. The South El Camino Real area refers to portions of El Camino Real south of First Street on the western side and up to Chestnut Avenue on the eastern side of El Camino Real, and include the following subareas: South San Francisco High School /Baden Area and See's Candies /South Spruce. NORTH EL CAMINO REAL SUBAREAS 1. South San Francisco BART Station Area. This is the northernmost part of the corridor, and site of the South San Francisco BART station and adjacent mixed -use transit village. The mixed -use transit village comprises apartments with ground floor retail including a grocery store, cafe and bank. Also along El Camino Real is Costco Shopping Center and Treasure Island Trailer Court. 2. El Camino Real /Chestnut Area. This area is anchored by key public amenities including Orange Memorial Park, the Centennial Way pedestrian and bike trail and the Municipal Services Building. Kaiser Hospital, one of the city's principal employers is also located in this area. 3 - • Kaiser Hospital Arca. Kaiser Hospital is one of the city's principal employers. El Camino Real in this area is six travel lanes wide, landscaped median with left turn lanes, and parallel parking on both sides of the street. On strcct parking is .,ompctitivc. This arca is very stable, and unlikely to scc many land use changes as a result of FART extension.Kaiser Hospital is set back from El Camino Real and lacks access to Centennial Way Park and Mission Road. • 3. Buri Buri Center Arca. This area, with the intersection of El Camino/ Chestnut as its focus, has a high concentration of activity along the El Camino Real, and is fronted by non - residential uses throughout this stretch, including office plazas, banks, gas stations, motels, delis, and some fast -food establishments. Buri Buri Shopping Center, containing Pacific Market, as well as the Municipal Services Building, Fairway Plaza, and Chestnut Plaza are also in the area. SOUTH EL CAMINO REAL SUBAREAS 1. South San Francisco High School/ Baden. Commercial uses in this area generally fall into three categories — retail /market, fast -food and auto - related uses such as gas stations or auto - repair shops. Also located along this stretch of El Camino Real are a funeral parlor, several motels /hotels and Southwood Center, one of the few examples of a shopping center outside of downtown built to the street edge. Any new development in this area will result from reuse. Non - commercial development along this stretch of El Camino Real includes South San Francisco High School and some of the oldest, bungalow -style houses in the City, part of the Baden neighborhood. 2. See's Candies/ South Spruce. This area contains both some of the newer commercial uses along El Camino Real and Noor Avenue, as well as one of the oldest business establishments in the city — See's Candies, which is a major employment center. Also located along this section of the corridor are a Safeway, CVS Drug Store, a multiplex movie theater and the Brentwood Shopping Center. The San Bruno BART station is within a walking distance of much of this part of El Camino corridor. Table 3.4 -1 El Camino Real /Chestnut Avenue Area Plan — General Plan Amendment Draft for Review and Discussion Chapter 3: Planning Sub -Area El Camino Real: Development, Population, and Employment Under the General Plan Population /Employ Approved Additional Total ment (Housing Units /Floor Area in Square Feet) Residential Low Density 180 180 530 Medium Density 30 10 40 120 940 940 2.710 High Density 520 320 1,538 730 El Camino Real Mixed Use H 0- 440 840 2,410 El Camino Real Mixed Use North (High and Medium Intensity) _ 1,035 1,035 2,990 320 2.715 3.035 8.760 Total 210 1,370 1,580 498 Non - residential Business Commercial (Hotels) Business Commercial (Offices /Commercial) Coastal Commercial Downtown Commercial - Office 134,000 134,000 415 Business & Technology Park Industrial Community Commercial 160,000 145,000 305,000 610 El Camino Real Mixed Use 288,900 288,900 700 El Camino Real Mixed Use North (High and Medium Intensity) 298.400 298.400 600 GUIDING POLICIES: EL CAMINO REAL 866.300 1.026.300 Total 160,000 567,900 727,900 1,725 * The El Camino Real /Chestnut Avenue Area Plan is projected to accommodate 1,455 residential units and 298,400 square feet of non - residential space. The planning horizon for the El Camino Real /Chestnut Avenue Area Plan is 2030, which exceeds the planning horizon of the General Plan; therefore Area Plan buildout may or may not occur within the General Plan horizon. 3.4 -G -1 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. 3.4 -G -2 Encourage development of a mix of uses, with pockets of concentrated activity that provide focii and identity to the different parts of El Camino Real. 2.325 3 -3 3.4 -G -3 Develop the South San Francisco BART station area as a vital pedestrian- oriented center, with intensity and mix of uses that complement the area's new role as a regional center. 3.4 -G -4 Develop more east -west crossings El Camino Real that connect the city's neighborhoods, and a continuous parallel street on the eastside to provide alternative travel routes. 3.4 -G -5 Encourage the implementation of the Guiding Principles of the Grand Boulevard Initiative as adopted by the Grand Boulevard Task Force in April of 2007. 3.4 -G -6 Use the El Camino Real /Chestnut Avenue Area Plan as a guide for detailed implementation of General Plan policies for the El Camino Real /Chestnut Area. 3.4 G 63.4 -G -7 Develop the South El Camino area as a vibrant corridor with a variety of residential and non - residential uses to foster a walkable and pedestrian- scaled environment. Corridor Wide Policies 3.4 -1 -1 Work with Caltrans and other agencies to implement the El Camino Real Landscape Conceptual Master Plan for the entire stretch of El Camino Real through South San Francisco. 3.4 -1 -2 Prepare and implement an El Camino Real overlay district in the City's Zoning Ordinance that provides development standards that further El Camino's development as a mixed - use use boulevard, accommodating the need for both auto - oriented uses as well as designated pedestrian- oriented centers. Regulations should include: • Consistent maximum height of 50 feet regardless of the underlying use, with a maximum height of 80 feet in two areas: the BART station area, and the Chestnut /El Camino Real area (see Figure 2 -3); • No minimum front setback requirements, provided active uses are located adjacent to streets, and performance- oriented building transparency and other standards specified in the Zoning Ordinance are maintained; • Requirements for awnings, shade, building transparency for designated pedestrian areas; and • Landscape requirements. El Camino Real /Chestnut Avenue Area Plan — General Plan Amendment Draft for Review and Discussion Chapter 3: Planning Sub -Area North El Camino Real Policies BART Station Area 3.4 -1 -3 In partnership with property owners, area residents, and BART and other agencies, develop the approximately eight -acre McLellan Boulevard Extension area (north of the BART station between El Camino Real and Mission Boulevard; see Figure 3 -4) as a pedestrian- oriented spine fronted by active uses. 3.4 -1 -4 Permit big -box or other regional commercial activities north of the pedestrian- oriented center, but not in the center. 3.4 -1 -5 Establish transit - supportive development requirements for the approximately eight -acre station area that include: • Designation of the area as a transit - overlay zone, with specific development requirements established in the Zoning Ordinance; • Transit- oriented design and development standards that address pedestrian scale, comfort and safety, including maximum setbacks or "build -to" lines, and building transparency requirements; • Inclusion of child care facilities; • Prohibition on auto - oriented and drive - through establishments; and • Minimum density and development intensity requirements. 3.4 -1 -6 Prepare a focused plan for public improvements that includes: • Streets and other infrastructure improvements; and • Sidewalk design and construction within a 1 /2 -mile of the BART station to integrate the station with the surroundings. 3.4 -1 -7 Work with BART and other agencies to ensure that the proposed plan for station area improvements includes: • Direct pedestrian connections and access to the El Camino High School and direct pedestrian connection at the terminus of Evergreen Drive to the terminal; • These connections are currently not incorporated in the station -area layout. As currently designed, pedestrian connections will occur through a kiss - and -ride parking lot. 3.4 -1 -11 3 -6 • Continuation of the two -mile long bikeway (included in Section 4 -3: Alternative Transportation Systems and Parking) at the surface of BART tracks directly to the terminal building /bicycle parking area; and • Concessions fronting the entire northern frontage (which faces the plaza) of the parking structure. 3.4 -1 -8 Require any new development /redevelopment within 1 /2 -mile of the BART station at a density of no less than 30 units per net acre for residential uses, or an FAR of 1.5 for non - residential uses, or an appropriate combination of the two. Maintain higher intensities where specified otherwise in the General Plan. 3.4 -1 -9 Ensure that the development program for the (approximately 2.5 acre) northwest part of the block that includes the BART station includes: • Mix of uses, with retail and other concessions at the ground floor, and a required minimum of 100 housing units at upper floors; and • Active retail uses /concessions along the north, east, and south faces of the property. 3.4 -1 -10 Ensure that the development program for the former Macy's warehouse site includes: • Active retail /concession uses along McLellan Boulevard Extension (fronting the northern part of the street); • Intensive residential and /or office uses at upper floors within 400 feet of McLellan Boulevard; and • A variety of commercial uses in the portion of the site that extends beyond 400 feet of McCellan Boulevard. Work with BART on the potential for joint development of the property east of the former Macy's warehouse site, and north of McLellan Boulevard Extension and BART right-of-way adjacent, with transit- oriented uses. Explore the feasibility for joint development other areas. 3.4 -1 -12 Encourage redevelopment of the Treasure Island Trailer Park as Medium Density Residential development; permit no more than 50,000 square feet of commercial uses at the site, fronting the intersection of McLellan Boulevard and El Camino Real. Kaiscr Hospital Ar oEI Camino Real /Chestnut Avenue Area 3.4 -1 -13 Develop the El Camino Real /Chestnut Area in accordance with the vision established for the area by the El Camino Real /Chestnut Avenue Area Plan. guide for the area. El Camino Real /Chestnut Avenue Area Plan — General Plan Amendment Draft for Review and Discussion Chapter 3: Planning Sub -Area 3.4 -1 -14 Maintain the El Camino Real /Chestnut Avenue Area Plan as the detailed implementing The El Camino Real /Chestnut Avenue Area Plan provides principles and policies that lay the framework for development within the area. The Area Plan provides an overall vision for the area in terms of land use, urban design and circulation, and emphasizes the creation of a vibrant and viable activity center in South San Francisco. The Area Plan also includes Design Standards and Guidelines to guide design review of projects. 3.4 -1 -15 Work with Kaiser Hospital to undertake circulation improvements as described in the El Camino Real /Chestnut Avenue Area Plan. Currently, the only access points to Kaiser Hospital are from El Camino Real. Potential pedestrian /bicycle connections would both improve accessibility to the hospital and from the hospital to Centennial Way. 3.4 1 13 In cooperation with Kaiscr Hospital, undcrtakc a program to allcviatc on strcct parking Many workcrs and visitors to thc hospitals park along El Camino Rcal, somc scvcral crossing thc six -lanc statc highway at non - dcsignatcd crossings is also a safcty hazard. Among thc possible solutions to allcviatc thc parking shortagc is to rcducc thc width of thc mcdian crcating two additional parking lanes along thc mcdian (or at /cast one parking lane thc north sidc of thc mcdian). This would also slow traffic ncar the hospital. hospital to Mission Road. With approximatcly 1,200 employees, Kaiscr Hospital is thc city's sccond largcst employer and thc largcst in thc arca west of U.S. 101. As a full scrvicc health care facility, thc hospital also draws visitors, gcncrating much traffic. Currently, thc only Chaptcr 4: Transportation), would both improve accessibility to thc hospital and provide - - - BART right of way. A largc sitc north immcdiatcly north of thc BART right of way is currently vacant; thus, a strcct conncction could be provided without disrupting any cxisting development. Buri Buri Center Area 3.1 1 153.4 -1 -16 Connect Arroyo Drive to the west of El Camino Real with Oak Avenue to the east. This will provide a new east -west connection parallel to Chestnut Avenue. In addition to providing traffic relief this connection will help link Buri Buri and Sunshine Garden neighborhoods. 3.4 1 16 Maintain a plurality of uscs in the arca. South El Camino Real Policies Area Wide Policies 3.4 -1 -17 Require that any redevelopment of the low- intensity commercial uses in this area is in the form of pedestrian- oriented high intensity active use or mixed -use development (with active uses fronting El Camino Real and other Arterial /Collector streets in the corridor at the ground level and a range of compatible uses at upper levels and behind active uses.) 3.4 -1 -18 Require any development /redevelopment on sites larger than 20,000 square feet at an FAR of no less than 0.6, exclusive of substantially above -grade structured parking, of which a minimum 0.3 FAR shall be devoted to 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. 3.4 -1 -19 Allow for a reduction in the minimum 0.6 FAR requirement through the zoning approval process on sites that have verified physical development constraints (such as easements) that result in developable area being 20,000 square feet or less. 3.4 -1 -20 Encourage concentrated higher - intensity activity on highly visible locations —such as corner sites around intersections, and adjacent to the Centennial Way Linear Park —to 3 -8 • Retail or other active single use developments are allowed, provided they meet minimum FAR requirements. • For parcels on the east side of El Camino Real, between First Street and West Orange Drive, either a mix of uses is permitted or residential use only is permitted. • Active uses include retail shops, restaurants, bars, theaters and the performing arts, commercial recreation and entertainment, personal and convenience services, hotels, banks, travel agencies, airline ticket agencies, child care services, libraries, museums and galleries fronting El Camino Real at the ground level, and a range of compatible uses such as additional residential, office, and hotels /motels at upper levels and in portions not fronting El Camino Real. El Camino Real /Chestnut Avenue Area Plan — General Plan Amendment Draft for Review and Discussion Chapter 3: Planning Sub -Area provide foci and identity to the South El Camino Real area as a vibrant walkable and pedestrian- scaled environment. Development around intersections and the Linear Park should comprise of buildings that define the public realm and relate to the streets, and not surface parking lots or parking structures. 3.4 -1 -2 I Establish development standards in the Zoning Ordinance for South El Camino Real: • Require a minimum percentage of the frontage of a site to be devoted to active uses. Ensure that depth and height of the provided space is adequate to accommodate a variety of tenants and provide flexibility for the future. • Allow buildings up to 80 feet by right, and up to 120 feet (along with a higher FAR as specified in Chapter 2) based on discretionary design review and approval by the Planning Commission. • Maintain a consistent building base /streetwall along El Camino Real and side streets. • Maintain build -to lines, with step -backs to minimize bulk. • Require buildings to be finely articulated and visually engaging. 3.4 -1 -22 Maintain large lot sizes to accommodate high - intensity mixed -use development. 3.4 -1 -23 Encourage lot consolidation in the area, either through active redevelopment, or through owner participation. 3.4 -1 -24 Promote visually intricate development, using horizontal and vertical building articulation that engages pedestrians; and diversity in color, materials, scale, texture, and building volumes. 3.4 -1 -25 Maintain an open, walkable environment throughout the area by providing space at the ground level for enhanced pedestrian connections, either through open promenades or internal semi -public pathways. 3.4 -1 -26 Limit curb cuts along pedestrian routes, so that pedestrian circulation and safety are not compromised by vehicle access to parking. 3.4 -1 -27 Locate parking so that it is not a dominant visual feature of the pedestrian environment. Encourage underground parking by including all areas of a building substantially above -grade devoted to parking in maximum FAR calculations. South San Francisco High School /Baden 3.4 -1 -28 3.4-1-29 Undertake efforts to slow traffic near the High School, and provide an adequate number of crossings across El Camino Real. See's Candies /South Spruce 3.4-1-30 3.4-1-31 Require development be oriented to El Camino Real, with the ground floor of buildings designed so that pedestrians can see shops, restaurants, and activities as they walk along the sidewalk. Require development be oriented to El Camino Real, with the ground floor of buildings designed so that pedestrians can see shops, restaurants, and activities as they walk along the sidewalk. The ground floor of buildings along Huntington, Noor, and South Spruce avenues should also be designed to provide visual interest and promote pedestrian comfort. Recognize See's Candies as a transitional use; permit it as a conforming use, allowing for expansion or contraction as necessary. Require any redevelopment of the site to be in conformance with the El Camino Real Mixed -Use District, and sensitive to the residential uses to the north. 1 N E E O U v u O 0 o • • • r o z El Camino Real /Chestnut Avenue Area Plan - General Plan Amendment Draft for Review and Discussion Chapter 4: Transportation Chapter 4: Transportation Transportation has long played a key role in shaping South San Francisco. Like much of the rest of San Mateo County, South San Francisco initially developed as a "railroad suburb" to San Francisco. The Caltrain service that now uses the Union Pacific (formerly Southern Pacific Railroad) tracks continues that early commute pattern; the earlier train route is paralleled by El Camino Real (State Route 82), the first highway and automobile route through the Peninsula. Since World War II, these early commute routes have been replaced by freeways – first, U.S. 101 (the Bayshore Freeway) east of El Camino Real and Caltrain and, later, 1-280, which defines much of the western edge of the City. South San Francisco has extraordinary access to all transportation modes, including air, water, rail, bus, and automobiles, though capacity and access to the principal route —U.S. 101 —is constrained. With the currently underway BART extension, the soon- to -be- constructed Airport Rail Transit (ART) System, and plans for ferry service on the horizon, access to the City will be enhanced even further. The Transportation Element includes policies, programs, and standards to enhance capacity and provide new linkages to further an integrated multi -modal transportation system that encourages transit and meets the needs of pedestrians and bicyclists, as well as programs to help reduce transportation demand. Issues from a citywide to a neighborhood- and block - level scale are addressed. The relationship between the local and the regional system and agencies is also examined. The element contains policies to ensure that existing uses and neighborhoods are not unduly impacted as the city grows. The Transportation Element identifies future circulation needs for a long -range planning horizon. Many of the improvements identified will be studied later in greater detail, and funding and implementation sources will be identified. Some of these projects, in order to be funded, must be part of local and regional programs, including the City's Capital Improvement Program and the County Congestion Management Program (CMP). Policies related to the physical framework for development that the circulation system is designed to serve are included in Chapter 2: Land Use Element and Chapter 3: Planning Sub - Areas Element. Included in these elements are policies to promote transit - supportive land uses, creation of pedestrian - friendly environments, and design to promote alternate modes. 4.1 TRAVEL CHARACTERISTICS AND REGIONAL FRAMEWORK COMMUTE MODES Residents and workers use a variety of modes for travel. Census data from 1990, presented in Table 4 -1, show most people traveling to jobs in South San Francisco using single- occupant vehicles (77 percent), with carpools garnering the second highest mode share at 16 percent. Approximately four percent of South San Francisco workers used transit as their mode of travel to work. Bicycles accounted for only 0.5 percent of travel while walking represented a 4 - 1.5 percent share in 1990. These figures represent an increase in single- occupant vehicle travel and a decrease in carpool and transit usage from 1980. A 1998 survey of employees by the Penninsula Congestion Relief Alliance (PCRA) of 375 employees in South San Francisco found a higher transit use, with about 30 percent of South San Francisco employees using non -drive alone commute modes. The reported increase in bus and rail usage is a reflection of the improved shuttle bus service from the Caltrain and BART stations to area employment sites. WORK TRIP PATTERNS While South San Francisco is part of the larger Bay Area commutershed, in 1990 over half of the city's residents worked in either San Francisco (35 percent) or South San Francisco (23 percent). However, as city residents continue to take advantage of emerging job opportunities in other San Mateo County cities, the proportion of residents working in the city or in San Francisco has declined by ten percent since 1980. Most city workers live in distant locations, partly due to the presence of large high - technology employers such as Genentech (the largest employer in the North County region, with 45 percent of the workforce residing outside of San Mateo County), that attract employees from a wide region. In effect, more San Francisco and San Mateo residents work in South San Francisco than South San Franciscans. REGULATORY FRAMEWORK The City of South San Francisco has jurisdiction over all City streets and City- operated traffic signals. The freeways, freeway ramps, and State routes (such as El Camino Real) are under the jurisdiction of the State of California Department of Transportation (CalTrans). The transit service providers have jurisdiction over their services. These include San Mateo County Transit District (SamTrans) fixed -route bus service and the Peninsula Corridor Joint Powers Board (JPB) commuter rail service (Caltrain). There are several regional agencies that oversee and coordinate transportation improvement programs affecting South San Francisco, including: 4 -2 • San Mateo County Transportation Authority, which oversees improvements contained in the County Measure A Strategic Plan. Improvements affecting South San Francisco include auxiliary lanes on U.S. 101; • The City/County Association of Governments of San Mateo County (C /CAG), which is the Congestion Management Agency that sets State and federal funding priorities for improvements affecting the CMP Roadway System. The CMP roadway system components in South San Francisco include U.S. 101, I -280, and SR 82 (El Camino Real). C /CAG also reviews transportation impact analyses included in environmental clearance documents for land use applications prepared by jurisdictions in San Mateo County to ensure that impacts to the CMP Roadway System are adequately addressed. State law no longer requires congestion management programs. San Mateo County, like all other counties in the Bay Area, has opted to continue with its CMP; and • Metropolitan Transportation Commission (MTC), which is the regional clearinghouse for both State and federal funds for transportation improvements. 4.2 STREET NETWORK, CLASSIFICATION, AND OPERATIONS El Camino Real /Chestnut Avenue Area Plan - General Plan Amendment Draft for Review and Discussion Chapter 4: Transportation Two north -south freeways, U.S. 101 and I -280, form the backbone of the street system in South San Francisco, carrying regional traffic between San Francisco and Santa Clara County. I -380, an east -west connector between these two freeways, lies just south of the city. A network of arterial, collector, and local streets provides mobility within South San Francisco. STREET CLASSIFICATION SYSTEM Figure 4 -1 illustrates the street system serving South San Francisco and identifies the roadway classifications. This classification system includes: • Freeways. Freeways are limited - access, high -speed travelways included in the State and federal highway systems. These roads carry regional through traffic and access is provided by interchanges at intervals of one -mile or greater. No access is provided to adjacent land uses. There are two freeways in South San Francisco — U.S. 101 and I- 280. • Arterials. Arterials are major streets that primarily serve through traffic and provide access to abutting properties as a secondary function. Arterials are generally designed with four to six travel lanes and major intersections are signalized. In South San Francisco, there are two types of arterials: major arterials and minor arterials. Major arterials are typically divided (have raised medians), have more travel lanes, and carry more traffic than minor arterials. Major arterials in the city include El Camino Real, Sisters Cities Boulevard, Junipero Serra Boulevard, and East Grand Avenue. Minor arterials include Mission Road and Orange Avenue. • Collectors. Collectors connect arterials with local streets, and provide access and circulation within neighborhoods. Collectors are typically designed with two travel lanes, parking lanes, planter strips, and sidewalks. Examples of collectors in South San Francisco are Commercial Avenue and Del Monte Avenue. • Local Streets. Local streets provide direct access to abutting properties as their primary function. Local streets have no more than two travel lanes. STANDARDS FOR TRAFFIC LEVEL OF SERVICE Traffic service levels for intersections and roadway segments are characterized by examining peak period and daily operations. The standard used for evaluating traffic flow is called level of service (LOS) (Table 4.2 -1). Levels of service are classified by a letter grade that describes the quality of flow, ranging from the best condition (LOS A) through extreme congestion associated with over - capacity conditions (LOS F). One measure of level of service is volume - to- capacity (or demand -to- capacity). Traffic demand modeling assumes that travel demand is a response to the patterns of land use activity in a city and surrounding region. The transportation analysis process for the 4 -3 Transportation Element uses existing and projected land use to evaluate transportation system improvement and demand management needs. TRAFFIC OPERATIONS Existing Operations The 1995 Congestion Management Program for San Mateo County reports I -280 operating at LOS F and U.S. 101 operating at LOS D in the vicinity of South San Francisco during peak commute hours. Levels of service were calculated for the city's roadway segments with current daily volume counts. The resulting volume -to- capacity ratios are presented in Table 4.2 -2. Current congestion on South San Francisco streets occurs along the Oyster Point Boulevard, East Grand Avenue, Dubuque Avenue, and Airport Boulevard corridors, and on Westborough Boulevard near the I -280 interchange and the Junipero Serra Boulevard intersection. Other locations with congestion include the intersection of El Camino Real with Westborough Boulevard /Chestnut Avenue and the Airport Boulevard /Produce Avenue /U.S. 101 interchange. During the evening peak commute period, East Grand Avenue under the U.S. 101 overpass has some back up. Projected Operations The Countywide Transportation Plan projections, recognizing the effects of two major transportation infrastructure improvements —the proposed BART and Caltrain extension projects —show projected operations of LOS F on U.S. 101 and LOS E on I -280. Within the City, the transportation system can adequately serve existing travel demand, provided improvements outlined in the General Plan (Figure 4 -2; also see Policy 4.2 -I -2) are implemented. In general, with the improvements, existing service levels along most roadway segments are expected to be maintained. However, portions of Westborough Boulevard, El Camino Real, East Grand Avenue, and Oyster Point Boulevard are expected to continue operating at congested levels. (See Table 4.2 -2) The East of 101 Area Plan prepared in 1994 presents several intersections operating at unacceptable levels of service (LOS E and F) under future conditions with growth and development in that area. The plan identified improvements to accommodate the traffic generated by the anticipated growth. A transportation analysis of the East of 101 area is currently being prepared to assess land use revisions of the 1994 plan. The results of this updated analysis will be a set of transportation system improvements to accommodate current growth projections in that area of South San Francisco. For a full evaluation of projected traffic operations, the Environmental Impact Report on the General Plan should be consulted. Because existing development limits the City's ability to undertake improvements in some neighborhoods, a continued emphasis on alternative transportation modes will be needed to maintain mobility in future. El Camino Real /Chestnut Avenue Area Plan - General Plan Amendment Draft for Review and Discussion Chapter 4: Transportation GUIDING POLICIES: STREET SYSTEM AND STANDARDS OF SERVICE Also see Chapter 3: Planning Sub -Areas Element, for policies related to streets in specific areas. Truck movement issues in Lindenville are addressed in Section 3.2: Lindenville. Street System 4.2 -G- I Undertake efforts to enhance transportation capacity, especially in growth and emerging employment areas such as in the East of 101 area. 4.2 -G -2 Improve connections between different parts of the city. These would help integrate different parts of the city. Connections between areas west and east of U.S. 101 (currently limited to streets that provide freeway access) would also free -up capacity along streets such as Grand Avenue and Oyster Point Boulevard that provide access to U.S. 101. Connections are also critical across El Camino Real and Junipero Serra Boulevard and from Westborough to Downtown. 4.2 -G -3 Where appropriate, use abandoned railroad rights-of-way and the BART right-of-way to establish new streets. 4.2 -G -4 Use the El Camino Real /Chestnut Avenue Area Plan as a guide for detailed implementation of General Plan transportation policies for the El Camino Real /Chestnut Area. 1.2 G 14.2 G 5 Use Figure 4 -1: Street Classifications, to identify, schedule, and implement roadway improvements. Use the El Camino Real /Chestnut Avenue Area Plan to identify, schedule, and implement roadway improvements for the El Camino Real /Chestnut Area. 1.2 G 54.2 -G -6 Make efficient use of existing transportation facilities and, through the arrangement of land uses, improved alternate modes, and enhanced integration of various transportation systems serving South San Francisco, strive to reduce the total vehicle -miles traveled. 1.2 G 64.2 G 7 Coordinate local actions with regional agencies, and undertake active efforts to undertake transportation improvements. 1.2 G 74.2 -G -8 Provide fair and equitable means for paying for future street improvements including mechanisms such as development impact fees. (Amended by City Council Resolution 98 -2001, September 26, 2001) Traffic Operations and Service Standards 1.2 G 84.2 -G -9 Strive to maintain LOS D or better on arterial and collector streets, at all intersections, and on principal arterials in the CMP during peak hours. 1.2- G- 94.2 -G -10 Accept LOS E or F after finding that: 4 -5 1.2 - 104.2 G -11 Exempt development within one - quarter mile of a Caltrain or BART station, or a City- designated ferry terminal, from LOS standards. IMPLEMENTING POLICIES: STREET SYSTEM AND STANDARDS OF SERVICE Street System and Improvements 4.2 -1 -1 Continue using the Capital Improvement Program to program and implement needed improvements to the street system. 4.2 -1 -2 Undertake street improvements identified in figures 4 -1 and 4 -2. (Amended by City Council Resolution 31 -2002, April 24, 2002) 4 -6 • There is no practical and feasible way to mitigate the lower level of service; and • The uses resulting in the lower level of service are of clear, overall public benefit. Improvements identified include: • Connection between Hillside Boulevard and El Camino Real near the BART station (see Chapter 3 for policies for pedestrian- oriented nature of the segment near the BART station). • Arroyo Drive /Oak Avenue connection. This short connection will relieve pressure off the Chestnut Avenue /E1 Camino Real intersection. Signal coordination will help to ensure that El Camino Real traffic flow is not impeded. Use the El Camino Real /Chestnut Avenue Area Plan to guide the development of the Arroyo /Oak Avenue connection. • Mission Road extension from Chestnut Avenue to South Linden Avenue extension. This will be on the BART right -of -way. The General Plan proposes additional uses for the right -of -way —a bikeway and a linear park as well —a coordinated design strategy and joint efforts by the Public Works and Parks and Recreation departments will be needed. • Myrtle Avenue extension to South Linden Avenue. This will run parallel (on the north side) of the former Zellerbach Paper plant. Alignment study will be needed, and some small existing structures may need to be removed. • South Maple Avenue extension to Noor Avenue at Huntington Avenue. While this connection is short and within the City limits, it may be viable only at the time of redevelopment of the site along Browning Way (designated for high - intensity office development, as it is adjacent to the San Bruno BART Station). This connection should be a condition of redevelopment of sites in the area. El Camino Real /Chestnut Avenue Area Plan - General Plan Amendment Draft for Review and Discussion Chapter 4: Transportation • South Linden Avenue extension to Sneath Lane. This would dramatically increase access to Lindenville and enable trucks to get to I -380 without going through Downtown. This connection is also extremely critical to ensure connection between Downtown and the (San Bruno) BART Station. • Railroad Avenue extension from South Linden Avenue to East Grand Avenue, following the general alignment of an abandoned railroad right -of -way. This would be the first non- freeway related connection between the areas east and west of U.S. 101. The street will go under U.S. 101. Either a depressed intersection at Railroad Avenue or an elevated section that goes above the Caltrain tracks would be needed. This will probably be an expensive improvement ($15 -20 million), requiring detailed studies. However, it is expected to accommodate more than 20,000 trips per day and existing structures will not need to be removed. Consideration should be given to providing a bikeway in conjunction with the street design. • Victory Avenue extension from South Linden Avenue to South Airport Boulevard. This will need to be undertaken in conjunction with development of the regional commercial facilities designated on the General Plan Diagram. • New interchange at Victory Avenue and U.S. 101. This will provide direct connection between Lindenville and U.S. 101, and be the primary truck ingress /egress point in South San Francisco, obviating the need for trucks to negotiate Downtown streets. As with Victory Avenue extension, development will need to occur in conjunction with development of regional commercial facilities. • Produce Avenue extension to Shaw Road. This will run parallel to U.S. 101 on the western side. 4.2 -1 -3 Undertake studies to establish precise alignments for streets in order to identify future right-of-way needs. Locate future arterials and collectors according to the general alignments shown in Figure 4 -2. Minor variation from the depicted alignments will not require a General Plan amendment. 4.2 -1 -4 Establish priorities for transportation improvements, and prepare an action program to implement identified street improvements. This would require working with other agencies, including BART for the Mission Road extension on the BART right -of -way, CalTrans on the new U.S. 101 interchange, and with C /CAG on several other projects. 4.2 -1 -5 Establish accessibility requirements for all streets designated as arterial or collector on Figure 4-1. As part of development review of all projects along these streets, ensure that access to individual sites does not impede through traffic flow. 4 -7 The General Plan anticipates development along several arterial and collector streets, including in much of Downtown, and along El Camino Real, Gellert Boulevard, Arroyo Drive, Victory Avenue extension, Hillside Boulevard, Mission Road extension, and East Grand Avenue. Accessibility requirements should ensure that ingress /egress from sites along arterial and collector streets is limited to a few locations, and residential developments do not have driveways lined up along the streets, which would represent a safety hazard and impede traffic flow. 4.2 -1 -6 Incorporate as part of the City's Capital Improvment Program (CIP) needed intersection and roadway improvements to enhance mobility in the East of 101 Area. (Amended by City Council Resolution 98 -2001, Adopted September 26, 2001) The East of 101 traffic study, prepared by the City in April 2001, identifies improvements that would result in better traffic flow and a reduction of congestion during peak hours. The following improvements have been proposed and evaluated: • Bayshore Boulevard and US101 South Hook Ramp(s); • Bayshore Boulevard and Sister Cities /Oyster Point Boulevard; • Dubuque Avenue and Oyster Point Boulevard; • Eccles Avenue and Oyster Point Boulevard; • Gull Drive and Oyster Point Boulevard; • Airport Boulevard and Miller Avenue /US101 Southbound off -ramp; • Airport Boulevard and Grand Avenue; • Dubuque Avenue and East Grand Avenue; • Forbes Boulevard /Harbor Way and East Grand Avenue; • East Grand Avenue and Grandview Drive; • Airport Boulevard and San Mateo Avenue; • South Airport Boulevard /Mitchell Avenue and Gateway Boulevard; • South Airport Boulevard and Utah Avenue; • Harbor Way; • Mitchell Avenue; 4.2 -1 -7 Continue to require that new development pays a fair share of the costs of street and other traffic and transportation improvements, based on traffic generated and impacts on service levels. Explore the feasibility of establishing impact fee, especially for 4 -8 Level of Service El Camino Real /Chestnut Avenue Area Plan - General Plan Amendment Draft for Review and Discussion Chapter 4: Transportation improvements required in the Lindenville area. (Amended by City Council Resolution 98 -2001, Adopted September 26, 2001) 4.2 -1 -7a Establish a traffic improvement fee to fund transportation improvements in the East of 101 area. (Amended by City Council Resolution 98 -2001, Adopted September 26, 2001) 4.2 -1 -8 Develop and implement a standard method to evaluate the traffic impacts of individual developments. Currently, the City does not have an adopted LOS calculation method or a traffic analysis procedure. Therefore, it is difficult to ensure that impacts and appropriate mitigation measures are identified and that developers pay their fair - share of the transportation system improvement costs. 4.2 -1 -9 Where appropriate, consider up fronting portions of improvement costs where the City's economic development interests may be served. This technique may be appropriate for improvements such as the Victory Avenue extension, the Railroad extension and U.S. 101 interchange to facilitate development of a regional commercial center, sales tax revenues from which (potentially in excess of $1 million per year) could help retire the improvement debt. 4.2 -1 -10 Design roadway improvements and evaluate development proposals based on LOS standards. 4.2 -1 -1 I Implement, to the extent feasible, circulation system improvements illustrated in figures 4 -1 and 4 -2 prior to deterioration in levels of service below the stated standard. 4.3 ALTERNATIVE TRANSPORTATION SYSTEMS AND PARKING See Section 4.5 for transit. Shuttle buses, vanpools, bicycle facilities, pedestrian facilities and informal carpools, also serve the travel needs of South San Francisco. These modes provide an alternative to the single- occupant automobile. These modes, plus programs to promote their use, are discussed in this section. BICYCLE FACILITIES Classification System Bicycle facilities include bike paths, bike lanes, and bike routes: 4 -9 • Bike Paths (Class I facilities) are paved facilities that are physically separated from roadways used by motor vehicles by space or a physical barrier and are designated for bicycle use. • Bike Lanes (Class II facilities) are lanes on the outside edge of roadways reserved for the exclusive use of bicycles, so designated with special signing and pavement markings. • Bike Routes (Class III facilities) are roadways recommended for use by bicycles and often connect roadways with bike lanes and bike paths. Bike routes are designated with signs. Existing and Proposed Bikeways The are few existing bicycle facilities within South San Francisco. Figure 4 -3 depicts the locations of the existing and proposed bike lanes and bike paths. General Plan proposals include: Bike Path on linear park on the BART right -of -way, extending between the South San Francisco and San Bruno BART stations; paths or lanes along proposed Bay Trail; and Bike Lanes along the proposed Railroad Avenue extension. Additional facilities, including those connecting portions of the city either side of El Camino Real, will be delineated as part of the City's Bikeway Master Plan. Future bicycle facilities will focus on abandoned railroad tracks, located in the East of 101 area and throughout the city, which can be converted to bicycle paths as part of a rails -to- trails program. PEDESTRIAN FACILITIES Pedestrian facilities include sidewalks, paths, pedestrian bridges, crosswalks, pedestrian signals and resting areas. Streets in much of the city and the Downtown have sidewalks on both sides, and pedestrian signals and crosswalks at the signalized intersections to accommodate pedestrian circulation. Many streets in the East of 101 area and in Lindenville do not have sidewalks. Pedestrian facility improvements will improve safety for pedestrians and also encourage the use of alternative modes. SHUTTLE BUS SERVICE Another alternative mode is the shuttle bus system. The PCRA coordinates with SamTrans to ensure adequate funding for the shuttle buses. There are three shuttle bus routes that serve employees of the East of 101 area: the Gateway /Genentech Shuttle, the Oyster Point Shuttle, and the Utah /Littlefield Shuttle The service is fixed - route, fixed schedule and is provided on weekdays during the commute periods. Currently, the shuttles carry 700 riders per workday. They are free to the riders. The operating costs are borne by the JPB, SamTrans, the Bay Area Air Quality Management District, and the City /County Association of Governments (75 percent) and sponsoring employers (25 percent). PARKING El Camino Real /Chestnut Avenue Area Plan - General Plan Amendment Draft for Review and Discussion Chapter 4: Transportation TRANSPORTATION DEMAND MANAGEMENT Transportation Demand Management (TDM) programs are provided by employers to reduce the amount of peak period traffic by encouraging their employees to use modes other than the single- occupant automobile for transportation to the workplace and to travel during non - peak times. According to PCMA, South San Francisco hosts the region's largest employers and the best - developed TDM programs. The largest increases in work- related trip diversion to alternative modes are likely to be through carpooling and employer shuttle programs, on which TDM efforts should be focused. While mandated requirements for TDM programs have been overturned in the State legislature,1 the General Plan establishes an incentives - based land use intensity program with bonuses for projects meeting identified TDM objectives (see Table 2.2 -3) that does not discriminate between small and large employers. The City's Zoning Ordinance has parking requirements to ensure that adequate numbers of parking spaces are provided on -site for most uses. Downtown has a parking district as well. Instead of individual property owners providing their own parking, parking is consolidated into 13 City lots. These lots contain approximately 420 spaces, of which 270 are available for long -term employee parking. In general, the amount of parking in Downtown is sufficient; however, there are a few locations with capacity shortages. The industrial areas of the city experience on- street truck parking. The parked trucks and loading /unloading activities associated with many industrial uses interfere with vehicular circulation. GUIDING POLICIES: ALTERNATIVE TRANSPORTATION SYSTEMS 4.4 -G -1 Develop a comprehensive and integrated system of bikeways that promote bicycle riding for transportation and recreation. 4.4 -G -2 Provide safe and direct pedestrian routes and bikeways between and through residential neighborhoods, and to transit centers. 4.4 -G -3 Use the El Camino Real /Chestnut Avenue Area Plan as a guide for detailed implementation of General Plan alternative transportation system policies for the El Camino Real /Chestnut Area. 1.1 C- 34.4 -G -4 In partnership with employers, continue efforts to expand shuttle operations. 4.1 G 44.4 G S In partnership with the local business community, develop a transportation systems management plan with identified trip- reduction goals, while continuing to maintain a positive and supportive business environment. IMPLEMENTING POLICIES: ALTERNATIVE TRANSPORTATION SYSTEMS Bikeways 4.3 -1 -1 Prepare and adopt a Bikeways Master Plan that includes goals and objectives, a list or map of improvements, a signage program, detailed standards, and an implementation program. A Bikeways Committee that includes citizens, officials, and staff may be appointed for the purpose. The Bikeways Master Plan should be consistent with the General Plan; if necessary, the General Plan can be amended at the time of adoption of the Bikeway Master Plan to ensure this consistency. An approved Bikeway Master Plan is needed to be eligible for State and federal funding programs. 4.3 -1 -2 As part of the Bikeways Master Plan, include improvements identified in Figure 4 -3 in the General Plan and in the El Camino Real /Chestnut Avenue Area Plan, and identify additional improvements that include abandoned railroad rights-of-way and other potential connections. 4 -12 Improvements identified on Figure 4 -3 include: • Bike Path on linear park on the BART right -of -way, extending from the South San Francisco BART Station to the San Bruno BART station; • Paths or lanes along proposed Bay Trail, with continuous shoreline access; and • Bike Lane along the proposed Railroad Avenue extension, which would provide the first bikeway connection linking the eastern and western parts of the city and provide shoreline bikeway access from residential neighborhoods west of U.S. 101. Improvements identified in the El Camino Real /Chestnut Avenue Area Plan include: • Bike connections between Mission Road and El Camino Real; and • Bike connection between Camaritas Avenue and El Camino Real. 4.3 -I -3 Make bikeway improvements a funding priority by: • Continuing to consider financing bikeway design and construction as part of the City's annual construction and improvement fund; • Incorporating bikeway improvements as part of Capital Improvement Program; and • Pursuing regional funding and other sources for new bikeways to the extent possible under federal and State law. 4.3 -1 -4 Require provision of secure covered bicycle parking at all existing and future multifamily residential, commercial, industrial, and office/institutional uses. El Camino Real /Chestnut Avenue Area Plan - General Plan Amendment Draft for Review and Discussion Chapter 4: Transportation Secure parking means areas where bicycles can be secured to a non - movable rack to prevent theft. Pedestrian Circulation 4.3 - - As part of redesign of South Linden Avenue (see Section 3.2), provide continuous sidewalks on both sides of the street, extending through the entire stretch of the street from San Bruno BART Station to Downtown. 4.3 -1 -6 As part of any development in Lindenville or East of 101, require project proponents to provide sidewalks and street trees as part of frontage improvements for new development and redevelopment projects. 4.3 -1 -7 Use the El Camino Real /Chestnut Avenue Area Plan to identify, schedule, and implement pedestrian improvements for the El Camino Real /Chestnut Area. 1.3 1 74.3 -1 -8 Undertake a program to improve pedestrian connections between the rail stations — South San Francisco and San Bruno BART stations and the Caltrain Station —and the surroundings. Components of the program should include: • Installing handicapped ramps at all intersections as street improvements are being installed; • Constructing wide sidewalks where feasible to accommodate increased pedestrian use; • Providing intersection "bulbing" to reduce walking distances across streets in Downtown, across El Camino Real and Mission Road, and other high use areas; • Continuing with the City's current policy of providing pedestrian facilities at all signalized intersections; and • Providing landscaping that encourages pedestrian use. Transportation Demand Management 1.3 1 84.3- I - 9Adopt a TDM program or ordinance which includes, but is not limited to, the following components: • Establishment of baseline TDM requirements for all new projects generating more than 100 peak period trips. • Establishment of additional requirements for all new projects seeking a FAR bonus. 4 -13 • An ongoing monitoring and enforcement program to ensure TDM measures are actually implemented. • Reduce parking requirements for new projects implementing a TDM Program. (Amended by City Council Resolution 98 -2001, Adopted September 26, 2001) 1.3 1 94.3 1 10 Favor TSM programs that limit vehicle use over those that extend the commute hour. 4 -14 This would have added air quality benefits. 1.3 1 104.3-1-11 Undertake efforts to promote the City as a model employer and further alternative transportation use by City employees by providing: • A designated commute coordinator /manager; • A carpool /vanpool match program; • Preferential parking for carpools and vanpools at City Hall; • Secure bicycle storage facilities; • On -site shower facilities at City Hall for employees; • A commitment to future shuttle service to BART stations; • Guaranteed ride home program; • Transit subsidies; • On -site transit pass sales; and • Incentives /educational program. Parking 1.3 1 114.3 1 12 Establish parking standards to support trip reduction goals by: • Allowing parking reductions for projects that have agreed to implement trip reduction methods, such as paid parking. (Amended by City Council Resolution 98 -2001, Adopted September 26, 2001) 1.3 1- 124.3 -1 -13 Amend the Zoning Ordinance to reduce minimum parking requirements for all projects proximate to transit stations and for projects implementing a TDM program. Periodically examine these standards as transit service changes. Parking above a minimum amount should be allowed only if additional amenities for bicyclists, pedestrians, transit and /or landscaping are provided. (Amended by City Council Resolution 98 -2001, Adopted September 26, 2001) El Camino Real /Chestnut Avenue Area Plan - General Plan Amendment Draft for Review and Discussion Chapter 4: Transportation 1.3 I I34.3 -1 -14 Investigate opportunities for shared parking facilities whenever possible to reduce the number of new parking stalls required. Potential for this exists for the area near the South San Francisco BART Station and in the El Camino Real /Chestnut Area; 1.3 1 114.3 115 Establish off-street truck parking standards for industrial developments. While the City maintains loading requirements for industrial and warehousing uses, truck parking on streets continues to be a problem in many areas. Some neighboring cities, such as Burlingame, maintain off - street truck parking standards. Stricter enforcement of on- street parking measures, especially during the peak hours, would also further mobility. 4.4 TRANSIT AND PUBLIC TRANSPORTATION Figure 4 - shows existing and planned transit improvements in South San Francisco. SAMTRANS BUS SERVICE SamTrans operates six express routes and ten local bus routes in South San Francisco. The local bus routes have an average weekly ridership of approximately 3,220 people. These bus routes serve areas of South San Francisco west of U.S. 101. Areas east of U.S. 101 are not served by fixed bus -route service but by shuttle buses. SamTrans bus routes in South San Francisco will be modified to provide feeder bus service to the new BART station at Hickey Boulevard. This will improve accessibility to the station and help reduce the amount of automobile traffic in the vicinity of the station, but may result in reduced service on local residential routes. Current plans do not include expanding fixed - route service to the East of 101 area. CALTRAIN The South San Francisco station is located on the east side of U.S. 101 on Dubuque Avenue, under the East Grand Avenue overpass. Caltrain, operated by the Peninsula Corridor Joint Powers Board (JPB), has 68 weekday trains between San Francisco and San Jose /Gilroy. Currently, 55 trains serve the South San Francisco Station each weekday. Approximately 1,000 passengers use the station daily. Pedestrian and bicycle access to the station is difficult due to its location. SamTrans fixed bus route service does not serve the station, as the standard buses cannot negotiate the tight curve on the driveway from Dubuque Avenue to the station. Connection between Downtown and the station is extremely poor and there is also no direct eastern access to the station. In 1998, the City prepared a concept plan to move the station and the platforms further south, move track sidings, provide shuttle drop -off on the eastside and direct bus and pedestrian connection on the west (Figure 4 -5). A detailed study by JPB is underway to examine the viability of the concept plan. BART EXTENSION The Bay Area Rapid Transit (BART) system provides rail service between San Francisco, East Bay locations, Daly City, and Colma. BART will be extended from its current terminus at the Colma Station to the San Francisco International Airport and Millbrae. The tracks will be underground through their stretch in South San Francisco. The South San Francisco Station will be located between El Camino Real and Mission Road to the south of the new Hickey Boulevard Extension. The San Bruno BART Station will also be within a few hundred feet of South San Francisco, and about a mile south of Downtown. ART SYSTEM El Camino Real /Chestnut Avenue Area Plan — General Plan Amendment Draft for Review and Discussion Chapter 4: Transportation An Airport Rail Transit (ART) System, to move people and luggage between buildings, terminals, major employment locations, and parking areas within San Francisco International Airport (SFO) is being designed as part of the current SFO Expansion Plan. The ART system would loop around the main terminal and garage area and extend approximately four miles north along McDonnell Road to the future rental car facility. Phase II will extend from McDonnell Road to South Airport Boulevard (near the United Airlines maintenance facility) and terminate along the North Access Road. Construction of Phase I started in September 1997. These routes are illustrated in Figure 4 -6. The potential for extending ART to Downtown South San Francisco along Airport Boulevard was examined as part of the General Plan sketch planning process. Costs are prohibitive ($60 to $85 million for capital and $10 to $15 annually for operations), and currently not justifiable based on expected ridership. FERRY SERVICE While there is no scheduled ferry service to South San Francisco, potential for a terminal at Oyster Point Marina exists. The recently released Bay Ferry Plan by the Bay Area Council identifies Oyster Point as a site for a potential ferry terminal. GUIDING POLICIES: TRANSIT For policies related to shuttle service, see Section 4.3. 4.4 -G -I Promote local and regional public transit serving South San Francisco. 4.4 -G -2 Explore mechanisms to integrate various forms of transit. IMPLEMENTING POLICIES: TRANSIT 4.4 -1 -1 Develop a Downtown multi -modal transit center southeast of the Grand Avenue /Airport Boulevard intersection, with a relocated Caltrain Station as its hub. 4.4 -1 -2 Ensure that detailed plans for the multi -modal center include: • Direct pedestrian access from Downtown; • Shuttle drop -offs and pedestrian access from businesses east of the station; • Sam -Trans bus and taxi drop -off patrons from bus routes along Airport Boulevard; and • Clear visibility from Downtown and Grand Avenue. 4.4 -1 -3 Explore the feasibility a shuttle system between the Downtown /multi -modal station and South San Francisco and San Bruno stations. Explore mechanisms to provide the shuttle service free to riders. 4 -17 The San Bruno BART station is located about one mile from Downtown, while the South San Francisco Station is two miles away. 4.4 -1 -4 Encourage SamTrans to increase the shuttle or bus - service to East of 101 area to better serve the area's growing employment base. This area is a major employment center and has the largest employers in North San Mateo County. SamTrans has been reluctant to provide service because of a lack of perceived ridership, which may change as the area continues its growth and employment intensities increase. 4.4 -1 -5 As part of any revisions to the Oyster Point Marina Specific Plan, explore the feasibility of providing or reserving site for a ferry terminal. El Camino Real /Chestnut Avenue Area Plan — General Plan Amendment Draft for Review and Discussion Chapter 5: Parks, Public Facilities and Services Chapter 5: Parks, Public Facilities and Services 5.1 PARKS, RECREATION AND OPEN SPACE Parks and recreational open spaces provide opportunities for both active recreation, such as organized or informal sports, and passive recreation. Despite the relatively small quantity of parkland in South San Francisco, a broad range of outdoor recreation opportunities exist, each reflecting the variety of the city's landscape and pattern of development. These range from shoreline open space on San Francisco Bay, to Sign Hill Park, situated at an elevation of more than 600 feet. In addition, the San Bruno Mountain County Park —a major regional open space resource and prominent visual landmark —lies directly north of the city. The General Plan provides for new parkland in South San Francisco by maintaining the exist- ing parkland standard for new residents and setting a new standard for new employees. This provision is made with the recognition that the City's ability to provide these facilities may be limited since the city is largely built out. The Plan also seeks to increase shoreline accessibility and foster the creation of an integrated network of parks and open space. EXISTING FACILITIES, PLANS, AND PROGRAMS Park and Open Space Inventory South San Francisco currently includes 319.7 acres of parks and open space, or 5.4 acres per 1,000 residents, for public use, as shown in Figure 5 -1. This includes 70 acres of developed parkland (community, neighborhood, mini, and linear parks), 168.5 acres of open space, and 81.2 acres of school lands. While the overall amount of parkland appears adequate to meet the community's needs, closer analysis reveals that only 1.2 acres of developed parkland, exclud- ing school parks and open space, is available per 1,000 residents. Table 5.1 -1 provides an in- ventory of the City's parks and open spaces. Recreation Facilities and Programs Community and recreation centers provide space for many of the classes and services that are central to South San Francisco's recreation programs. The City has six community /recreation buildings, some of which are used for specialized services such as senior programs at the Magnolia Center, public meetings at the Municipal Services Building, and Boys and Girls Club programs at the Paradise Valley Recreation Center. The City also has an indoor public pool at Orange Park. Outdoor pools at South San Francisco High School and El Camino High School supplement Orange Pool in the summer. A new public gymnasium was constructed in 5 -1 1998 as part of the Terrabay project. The City offers a variety of recreation and special programs, ranging from pre - school day care to senior activities. Both indoor and outdoor recreational programs occur in a combination of school and City facilities. The types of programs offered range from recreational and com- petitive swimming to classes and performances in the cultural and performing arts. The City offers programs geared toward specific age groups, such as teenagers or seniors, and day camp, preschool, and after - school programs for children. Park Recreation and Open Space Master Plan Under the direction of its 1990 and 1997 Park, Recreation, and Open Space (PROS) Master Plans, the City is addressing the specific deficiencies in park and recreational opportunities. Present efforts are focused on improving and expanding the city's major community park, Orange Memorial Park, as well as developing and improving two newly acquired park sites. The City also intends to improve bayfront access at new shoreline development, enhance bi- cycle and pedestrian access throughout the city in a system of linear parks, and continue its ongoing safety and accessibility upgrade program. PARK AND RECREATION DEFICIENCIES Deficiencies in park and recreation facilities stem from both the amount and the distribution of parks and community centers. The 1990 and 1997 PROS Master Plans identified major de- ficiencies within neighborhoods: 5 -2 • A lack of community and neighborhood parks in downtown, home to 20 percent of the city's population. The PG &E easement between Armour and Linden, improved in 1997, is partly helping to alleviate this shortage; • Inadequate Bayshore access and public parking; • Lack of traditional park facilities in the Sign Hill/Paradise Valley Area. Development in Terrabay will help alleviate this situation. Access to Sign Hill is also limited; • The Sunshine Gardens /Mission Road area is served by schools but lacks parkland, with no apparent opportunities for park acquisition; • The Avalon /Brentwood and Buri Buri/Winston Serra neighborhoods both have neighborhood parks at the edge of the neighborhoods, reducing their accessibility for many neighborhood residents. Acquisition of surplus school land at Avalon and Alta Loma Schools has helped address this problem. Development and improvement of the park sites will be accomplished in 1999; and • Park facilities have been upgraded (1997 -99) to address deferred maintenance and for compliance with the Americans with Disabilities Act (ADA) and the Consumer Prod- ucts Safety Commission (CPSC) Handbook for Public Playground Safety.1 El Camino Real /Chestnut Avenue Area Plan — General Plan Amendment Draft for Review and Discussion Chapter 5: Parks, Public Facilities and Services Also, the need for parks and recreation opportunities in employment areas has recently emerged as a concern. The 1994 East of 101 Area Plan calls for establishment of specific stan- dards for parkland in employment areas. CLASSIFICATION AND STANDARDS Classification System The General Plan defines six classes of parks and recreational open space areas: • Community Parks. Community parks serve a citywide population and usually include sports facilities, such as lighted fields, courts, swimming pools, recreation buildings, and other special use facilities. Restrooms and off - street parking are generally pro- vided. Although community parks have a much larger service area than neighborhood parks, they often serve a neighborhood function as well. South San Francisco owns and maintains three community parks. • Neighborhood Parks. Neighborhood parks are devoted primarily to serving a small portion of the city, usually within easy walking and biking distance from residences. These parks are designed for unorganized and unsupervised recreation activities. Play equipment, open turf areas, and picnic tables may be provided, although restrooms and off - street parking may not. Neighborhood parks typically measure between three and seven acres in South San Francisco. There are five existing neighborhood parks designated in the city. • Mini Parks. Mini parks are small play areas or green spaces, usually less than three acres in size, designed for small children or for visual purposes. In addition to play equipment, these parks may provide active recreation opportunities, such as handball or basketball. There are 12 mini parks scattered throughout South San Francisco. • Linear Parks. Linear geographic features, such as watercourses and shorelines, public utility and transportation rights -of -way, provide unique opportunities for parks. These corridors often provide formal access to the features they mirror, and provide the basis for a network of formal trails that link other parks and open space areas. While these lands are most often used for passive recreational pursuits, play equip- ment, open turf areas, and picnic tables may be provided, depending upon the width of the corridor. There is currently one linear park in South San Francisco, located 5 -3 Standards General Plan park standards are established in Table 5.1 -2. These include standards for parks in residential areas (3.0 acres of community and neighborhood parks per 1,000 new resi- dents), supported by residential development, and in employment areas, with new parkland to be funded by requirements based on employment generated (0.5 acres per 1,000 new em- ployees). With the expected addition of 8,200 residents and 27,500 employees over the plan horizon, approximately 38 acres of new parkland will be needed. As a result of the South El Camino Real General Plan Amendment (2010) and the El Camino Real /Chestnut Avenue Area Plan (2011), additional residents may increase up to 15,000 while employees may in- crease to 28,800, which could result in a parkland need of 59.4 acres. Additional opportunities will result from creation of new linear and mini - parks, for which no specific standards are established in the General Plan. While new parkland should generally conform to size and service area standards outlined in Table 5.1 -2, because opportunities for new parkland are extremely limited, size and service area adherence is not required. 5-4 along the bayfront. A second linear park is in development along the Colma Creek be- tween Orange and Spruce avenues. • School Parks. School playground facilities are available for public use. The City main- tains a Joint Powers Agreement with the School District for the use of 11 parks and playfields for school sports and City recreation programs. School playgrounds ac- count for approximately 25 percent of the park and open space area in South San Francisco, measuring between 3 and 11 acres in size. These areas significantly enhance the City's complement of neighborhood parks and athletic fields. • Recreational Open Space. These lands are most often used for passive recreation ac- tivities, such as walking or hiking. Improvements are generally not provided. South San Francisco's unusual geographic features provide numerous opportunities for unique open space areas, such as the Sign Hill Park. Over the years, the City has taken advantage of these opportunities, and is continuing to put effort into improving access to the bayfront and the hills. Table 5.1 -3 New Park Need Community and Neigh- borhood Parks Parks in Employment Areas Standard 3.0 acres/ 1,000 new residents 0.5 acres/ I ,000 new employees General Plan Park Proposals El Camino Real /Chestnut Avenue Area Plan — General Plan Amendment Draft for Review and Discussion Chapter 5: Parks, Public Facilities and Services GUIDING POLICIES: PARKS AND RECREATION Population Increase to Acres Needed' Buildout 15,000 2843 28,800 27,500 Total 45.0 21.6 14.4 x-33 59.4 38.1 1 Based on a buildout population of 74,20064769 in the city. This population includes additional residents and jobs resulting from the South El Camino Real General Plan Amendment and assumes full buildout of the El Camino Real /Chestnut Avenue Area Plan. The El Camino Real /Chestnut Avenue Area Plan is pro- jected to accommodate 4,400 residents and 600 jobs. The planning horizon for the El Camino Real /Chestnut Avenue Area Plan is 2030, which exceeds the planning horizon of the General Plan; there- fore Area Plan buildout may or may not occur within the General Plan horizon. The General Plan proposes several new parks to meet the needs of new residents and em- ployees, as well as linear parks along old railroad spurs and above the underground BART tracks. While some of these proposals recognize direction established in the City's PROS Mas- ter Plan, others are located to maximize opportunities resulting from change in redevelop- ment. Parkland proposals are discussed in detail in policies that follow: 5. 1 -G- I Develop additional parkland in the city, particularly in areas lacking these facilities, to meet the standards of required park acreage for new residents and employees. 5.1 -G -2 Improve bay front access along its entire length and endorse the prominence of this im- portant natural asset. 5. I -G -3 Provide a comprehensive and integrated network of parks and open space; improve access to existing facilities where feasible. 5. I -G -4 Use the El Camino Real /Chestnut Avenue Area Plan as a guide for detailed implemen- tation of Parks and Recreation policies for the El Camino Real /Chestnut Area. 5. I -G -5 Develop linear parks in conjunction with major infrastructure improvements and along 5 -5 existing public utility and transportation rights-of-way. IMPLEMENTING POLICIES: PARKS AND RECREATION 5.1 -1 -1 Maintain the PROS Master Plan as the implementing tool for General Plan park and recreation policies and proposals. 5 -6 Park proposals and standards in the General Plan should be reflected in the next update of the PROS Master Plan. 5.1 -1 -2 Maintain parkland standards of 3.0 acres of community and neighborhood parks per 1,000 new residents, and of 0.5 acres of parkland per 1,000 new employees, to be lo- cated in employment areas. The standards set out in this policy maygenerate a need for 14413.5 acres of new parkland in employment areas, and 45.024.6 acres of new parkland in resi- dential areas, as shown in Table 5.1 -3. The residential standard is in compliance with the Quimby Act. While park facili- ties are currently required for new residential development, the City's implement- ing regulations will need to be amended to incorporate park standards for em- ployment uses as well. 5.1 -1 -3 Prefer in -lieu fees to dedication, unless sites offered for dedication provide features and accessibility similar in comparison to sites shown on Figure 5 -1 and shown in more detail in the El Camino Real /Chestnut Avenue Area Plan. Opportunities for park dedication with new residential development are limited. In -lieu fees are intended to give the City flexibility to purchase available parkland elsewhere in the city. 5.1 -1 -4 Develop new parks in locations and sizes shown on Figure 5-1. The General Plan proposes several new parks in existing residential and employ- ment areas that would meet this need, as indicated in Table 5.1 -4. These include: Residential Areas • Southwood School (Baden Continuation High School). This site, provides an ideal opportunity for the City to jointly use all or a part of this proper- ty. Measuring four acres, the site is located near El Camino Real and is ad- jacent the California Golf and Country Club. This site is in an area with parkland deficiency and located within a half -mile of several new residen- El Camino Real /Chestnut Avenue Area Plan — General Plan Amendment Draft for Review and Discussion Chapter 5: Parks, Public Facilities and Services tial development sites in the El Camino Real corridor. A Head Start pro- gram facility could be included on the site. • Colma Creek Linear Park. The stretch of Colma Creek between Orange Memorial Park and Spruce Avenue is currently being developed as a linear park. • Downtown Park. A two -acre park in the downtown area would provide important aesthetic benefits to the area. Benches, paths, and an open turf area should be included. Although a specific location for this park has not been designated in the General Plan Diagram, this should be established in the future through the PROS Master Plan process. Employment Areas • Railroad Avenue Linear Park. This rail -to -trail conversion, stretching from U.S. 101 to East Grand Avenue would significantly improve access to East of 101 area and the bayfront. Measuring 7.5 acres in size, this park should be of ample width to support the placement benches, paved path- ways, and exercise stations. This park is part of the Railroad Avenue Ex- tension proposed in Policy 4.2 -I -2 of the Plan. • Lindenville Linear Park. Another rail -to -trail conversion, this park meas- ures 2.0 acres in size and is located between South Maple Avenue and Tanforan Avenue near the City boundary with San Bruno. This park should provide picnic facilities and benches for nearby office workers. These provisions should allow the City to more than double its developed park- land acreage to 177.6 acres (see the chart to the right). Likewise, the 2.3 acres of parkland provided for every 1,000 residents represents an increase of more than one acre for every 1,000 residents. The current ratio is 1.2. 5. I-1-5 Develop new parks in locations and sizes shown in the El Camino Real /Chestnut Ave- nue Area Plan 5.1 -I- 55.1 -1 -A Use the PROS Master Plan process to achieve additional parkland acreage, as ne- cessary, to meet the residential parkland need at General Plan buildout. As indicated in Table 5.1 -3, the 27,50028,800 new employees and 8 000 new residents expected at Plan buildout create the need for about 59.4;8 acres of new parkland. Park sites shown on the General Plan Diagram meet the entire need for parkland in employment areas, providing 13.5 acres. Park sites on the 5 -7 5-8 General Plan Diagram provide 14.0 acres of the 24.6 acres required in residential areas at buildout. The PROS Master Plan process should be used to provide the remaining 10.6 acres required, as necessary. Sites for these are not shown on the General Plan Diagram. 5 .1 - 1 - 65.1 -1 -7 Work with Bay Area Rapid Transit, Pacific Gas and Electric (PG &E), and the SFPUC to lease and develop linear parks on existing public utility and transportation rights-of-way in the city, where appropriate and feasible. The proposals for potential linear parks are shown on the General Plan Diagram; some of these proposals are not new, and are included in the 1997 PROS Master Plan as well. These include: • BART Linear Park. The City will need to work closely BART to make the linear park on the surface right -of -way for the BART extension to San Francisco International Airport a reality. This two -mile long corridor would provide about 30 acres of passive recreation space, paved paths, a bikeway, and open turf areas. This linear park could become a primary greenway linkage in the city's central area. • Pacific Gas and Electric Corridor. Located in the northeast portion of the city, this 5.5 acre right -of -way would link the new Terrabay residential de- velopment with a new City park established at Linden Avenue and Airport Boulevard. The varied terrain of this site makes it ideal as a passive recreation area. • San Francisco Public Utilities Commission Corridor. This right -of -way is located in the Winston -Serra area of the City. This corridor is already un- der development as a linear park from the city's western boundary to Hickey Boulevard. The PROS Master Plan proposes the extension of this park to the Alta Loma School site. Opportunities for this extension may be limited by the fact that residences are located along this right -of -way. Nevertheless, this proposal should be explored. • Bayfront Linear Park. Several portions of the bayfront in South San Fran- cisco have already been developed as linear parks, and include paved pathways, benches, parking areas, etc. As more sites are developed, the provision of a continuous shoreline band of open space will become a re- ality. The area of existing parkland is 29 acres, which would double to 58 acres upon completion. While privately owned, it is under the jurisdiction of the San Francisco Bay Conservation and Development Commission (BCDC), which must approve new development plans on land 100 feet El Camino Real /Chestnut Avenue Area Plan — General Plan Amendment Draft for Review and Discussion Chapter 5: Parks, Public Facilities and Services from the mean high tide level. Existing parkland has been established by requiring open space dedication along the shoreline. 5.1 -I- 75.1 -1 -8 Develop a network of linkages, as shown in Figure 5 -1 and the El Camino Real /Chestnut Avenue Area Plan, to connect existing and proposed parks and open space, school facilities and other significant features to the greatest extent possible. The parkland proposals of the General Plan and the PROS Master Plan provide the basis for a continuous network of linkages to connect existing parkland and open space areas, school facilities, the bayfront, and San Bruno Mountain. This network would facilitate movement between these features, improve actual and perceived access, and better incorporate more distant landmarks. Linkages would comprise landscape features —such as existing and proposed linear parks open space —and hardscape features —such as existing and proposed city streets and connections. This network of linkages would also provide the basis for a bicycle and pedestrian route system in South San Francisco. See Section 4.3: Alternative Transportation Systems and Parking. 5.1 -1 85. I-1-9 Improve the accessibility and visibility of Sign Hill Park and the bayfront. Appropri- ate departments in the City should study issues of access, safety, and protection of sur- rounding neighborhoods in conjunction with enhanced access programs to assure greater use of Sign Hill Park does not create unacceptable impacts to surrounding areas. Sign Hill Park and the bayfront are the City's most significant parkland resources; however, access to these features is difficult due to the location and the perception that these areas are off limits. Sign Hill While Sign Hill is clearly visible from most locations in the city, it is surrounded by residential development and access is limited to one point at Poplar Avenue and Rocca Avenue. This access should be enhanced to provide trailhead facilities, such as signage, a map board, an interpretive display, waste receptacles, etc. Op- portunities to formally establish other access points should be explored, and access points should be indicated on approach roads and on bicycle and pede- strian route system maps. Bayfront The bayfront is South San Francisco's most significant natural feature. Three for- mal public access points currently exist, including Oyster Point Marina, Oyster 5 -9 5.1 1 95.1 -1 -10 Review the current regulations for the dedication of parkland in subdivisions to en- sure that requirements are adequate to meet the standards of the General Plan at buildout. 5. I -I -105. I -I -1 I Explore methods to improve connectivity to open space and enhanced park and recreation opportunities along South El Camino Real Corridor. 5 -10 Point Business Park, and at SamTrans. While access will improve over time as shoreline sites are redeveloped, U.S. 101 significantly hinders residents to the west from accessing the bayfront. The General Plan proposes three solutions for in- creased bayfront access: • The creation of two new east -west street crossings of U.S. 101 at Railroad Avenue and Victory Avenue (Policy 4.2 -I -2). The Railroad Avenue extension will be further enhanced by linear park along its length in East of 101 area, and the proposed extension of the Colma Creek Linear Park (Policy 5.1 -I -4) will provide a direct parkland linkage to the bayfront. • The location of activities on the bayfront, such as a Campus Center and park that will draw people to the shoreline (policies 3.5 -I -8, 3.5 -I -9); and • A shoreline overlay zone for design review of bayfront proposals to promote improved access (Policy 3.5- I -13). The City's regulations apply population density, determined to be the average number of persons per household, to calculate the appropriate dedication of parkland in subdivisions. The current requirement is the dedication of 3.0 acres of parkland for every 1,000 new residents. According to Department of Finance estimates, the current average number of persons per household in South San Francisco is 3.07. According to ABAG projec- tions, this number is expected to increase slightly through 2005 to 3.12, and then fall again to 3.07 by 2020. In addition, the trend toward higher density residential development —due to smaller households and the fact that South San Francisco is generally built out and most new residential development will be in the higher density ranges —means that more parkland per housing unit will be required to maintain the parkland standard of 3.0 acres per 1,000 residents. This is an area identified for mixed -use development, with potential addition of 2,300 residents. Possibilities to enhance open space and recreational opportunities for new residents include: • Increasing connectivity to the South San Francisco BART linear park by im- El Camino Real /Chestnut Avenue Area Plan — General Plan Amendment Draft for Review and Discussion Chapter 5: Parks, Public Facilities and Services proving Orange Avenue and Spruce Avenue to be more pedestrian friendly; • Working with the South San Francisco Unified School District on potential shared school /neighborhood park at the South San Francisco High School site; • Continuing in -lieu fees to provide the ability to add to parkland citywide; and • As part of Park, Recreation and Open Space Master Plan update, look at fo- cused opportunities for mini -parks along South El Camino Real Corridor. Alt (/) L 0_ 0 0 s u V) DYETT & BHATIA Urban and Regional Planners 755 Sansome Street, Suite 400 San Francisco, California 941 1 1 q 8 415 956 7315 Exhibit C Addendum Figure 1 -16: View E — Mission Road at Grand Avenue looking South y i / Conceptual illustration of new residential townhomes and street E improvements that facilitate bike and pedestrian movement along Mis- \ / i sion Road. 32 El Camino Real /Chestnut Avenue Area Plan JISIOIN AND CONTEXT 33 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- 32 El Camino Real /Chestnut k enue Area Pla,r VISION AND CONTENT 33 Figure 1-17. View F — Oak Avenue at Mission F Conceptual view of residential towers and streetscape improvements along Colma Creek. A , 35 Figure 1 -18: View G — Del Paso Drive at Camaritas Avenue looking East P� Conceptual Illustration of residential towers as seen'from surrounding °� "'�'° °" } •• residential communities. 36 El Camino Real /Chestnut Avenue Area Plan M "ISION AND CONTEXT 37 3.2 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 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 away from the edge of the right of way. 56 Figure 3 -1: Building Heights xx /xx Base Height Limit/ Height Limit with Discretionary Approval 80/120 Feet Q 40 Feet Park /Open Space — BART Canal Planning Boundary 0 100 500 1000 FEET GUIDING PRINCIPLES AND POLICIES 57 • 4 f i C` r 1 -._ •- � .: "ice Section 4: Mission Road Proposed Street Section (Not to Scale) Section 5: Oak Avenue Extension Proposed Street Section (Not to Scale) a Sidewalk Shared I Shared Sidewalk w /Tree Wells Parking Travel /Bike Travel/Bike Parking w/ Tree Wells (15ft) Lane Lane (15 ft) I Planned Right of Way (74 fi) 70 El Camino Real /Chestnut Avenue Area Plan I s� (�) Bike Parking Travel I urn Travel Bike walk ft) Setback I I I I (10ft) (loft) I I Existing Right of Way (60ft) 1 I I 1 I I Planned Right of Way (64ft) El Camino Real /Chestnut Avenue Area Plan — Zoning Ordinance Amendment Draft for Review and Discussion FIGURE 20.270.004 -2: BUILDING HEIGHT c RO from r S - / r f i/ 4 f , C�7pl . lAC ; ` Oran e AM xx /xx Base Height Urnit/Height Limit with Discretionary Approval See 20.270.004(A) 80/120 Feet Q 40 Feet W iFFI Al) �; , � 6 r AK, 11 Figure 1 -17: View F — Oak Avenue at Mission Road looking West Vt Conceptual view of residential towers and streetscape improvements along Colma Creek. 34 El Camino Real /Chestnut Avenue Area Plan VISION AND CONTEXT 35 Figure 1 -18: View G — Del Paso Drive at Camaritas Avenue looking East � � I to "`r3a l�q� �`• Q J r Conceptual illustration of residential towers as seen from surrounding residential communities. 36 El Camino Real /Chestnut Avenue Area Plan VISION AND CONTEXT 37 0 :r El I 3.2 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 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 away from the edge of the right of way. 56 Figure 3 -1: Building Heights outh <S ncis \BART tion D Ne Kaiser Permanente Medical Center xx /xx Base Height Limit/ Height Limit with Discretionary Approval 80/120 Feet 40 Feet Park /Open Space M GR `t i r' Buri nter \\ a,-e BART Canal - -- Planning Boundary Safeway/ Chestnut M ,„ 500 FEET E ffort GUIDING PRINCIPLES AND POLICIES 57 Section 4: Mission Road Proposed Street Section (Not to Scale) Section 5: Oak Avenue Extension Proposed Street Section (Not to Scale) I I j Planned Right of Way (74 ft) j 70 El Camino Real /Chestnut Avenue Area Plan Land- Side- Side- Land- scaped walk Bike Parking Travel Turn Travel Bike walk scaped Setback (10 ft) Lane (6 ft) Setback (10 ft) (10 ft) I I Existing Right of Way (60 ft) I I I I I I Planned Right of Way (64 ft) Sidewalk Shared Shared Sidewalk w /Tree Wells Parking Travel /Bike Travel /Bike Parking w /Tree Wells (15 ft) Lane Lane (15 ft) El Camino Real /Chestnut Avenue Area Plan —Zoning Ordinance Amendment Draft for Review and Discussion FIGURE 20.270.004 -2: BUILDING HEIGHT 9 � F'f F Kalser \ :armananta d3ta1 fsnT�r . � c4 �. 'y r 1 v�� ¢ Cp AN P oran ..1�..� ParFr xx/xx Base Height Limit/Height Limit with Discretionary Approval 5cc 20.270.004( - 80/120 Feet 0 40 Feet FEE* 11 Exhibit D Map of Kaiser Permanente Parcels 1678527.1 0 nolaa tion p. O 0 P ,�3 Jet ^^ J P • �'R ±.,�� " ASE P q V ?: a Q� 006. RD " a ez 01. ID tu 3 PLANNING AREA Kaiser Parcels Park /Open Space ^^°-• Planning Area Boundary BART Canal T a 100 Soo Now FEET 10 00