A. Rail Yard Overlay (Section 2.1.2)
B. Transload Warehouse Center (TWC) (Section 2.1.3)
C. Mojave River Buffer (Section 2.1.4)
D. Private Solar Power Utility (Section 2.1.5)
E. Public/ Quasi-Public - Flood Control (Section 2.1.6) BIG SP also includes a description of infrastructure improvements including streets along with wet and dry utilities. These components are briefly described in the following sections.
Figure 2-2, BIG SP Conceptual Site Plan, provides detailed uses within BIG SP and includes the development plan of the Rail Yard Overlay, TWC, Mojave River Buffer, Private Utility and Public/ Quasi Public - Flood Control. The TWC portion of this conceptual site plan is for illustrative purposes only. The final site plan for Site Plan Review may be different based on the final design.
The Tentative Tract Map (TTM) for the Big subdivision establishes a conceptual lotting pattern consistent with the land use designations identified in the Specific Plan. Private streets are identified as lettered lots, with final alignments to be confirmed during the final engineering phase. Lots numbered 6, 7, 8, 14, 18, 22, 24, 25, 49, 55, 80 are designated for use as landscape buffers and/or utility improvements, and not intended as developable area. Additional details regarding plats and subdivision implementation are provided in Section 5.1.3.2, Plats and Subdivision.
2.1.1Non-Conforming Uses
A nonconforming use as defined by BMC 19.38.010.b, including parking areas, landscaping and signage located in the Specific Plan Area that become nonconforming at time of adoption of the Specific Plan, will be permitted to remain in accordance with BMC 19.38.010.a. Until such time any grading or building permits are issued, the existing uses and buildings may continue to be used in their existing condition.
2.1.2Rail Yard Overlay
The Rail Yard Overlay (“Rail Yard”) is for the area generally bound by proposed Hinkley Road to the north, Main Street to the south, Lenwood Road to the east, and vacant land at the terminus of BIG SP area to the west.
The Rail Yard Overlay consists of the following functions:
A. Intermodal Facility (IMF) (Section 2.1.2.1)
a. Cross-Dock IMF Operations (Section 2.1.2.1.A)
b. Other IMF Operations (Section 2.1.2.1.B)
c. Support IMF Uses (Section 2.1.2.1.C)
• Administration Buildings
• Maintenance Area
• Container Stacking
B. Block Swap Yard (Section 2.1.2.2)
C. Ancillary Rail Storage Area (Section 2.1.2.3)
a. Container Yard
b. Chassis Storage
c. Equipment Maintenance
Like other rail yards, this Rail Yard will operate 24 hours per day, 365 days per year.
A site cross-section is provided in Figure 2-3, Site-Section Conceptual Site Plan Cross-Section to illustrate railyard components distribution across the site, and how operations will visually appear. Additionally, the graphic depicts the change in slope from Main Street to the Mojave River as existing and proposed grade, which is further described in Section 2.4.3.3, Grading. The graphic within the cross-section is illustrative in nature and intended to convey Rail Yard Overlay operations with approximate acreages detailed in Table 2-2, Conceptual Site Plan Cross-Section Details. No building structures are shown, and multiple breaks were incorporated to align the site section page constraints.
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N.T.S. Figure 2-2, BIG SP Conceptual Site Plan
15 VEHICLE ENTRANCE
TO TWC
LENWOOD ROAD
H I N K L E Y R O A D
MAIN STREETMAIN STREET
HINKLEY ROAD
LENWOOD ROADLENWOOD ROAD
VEHICLE ENTRANCE TO RAILYARD
ADMIN BUILDING
LENWOOD
CHANNEL
DRIVER’S ASSISTANCE BUILDING
MAINTENANCE BUILDING
EMERGENCY HYBRID
FUEL CANOPY
BASIN TYP
EXISTING MAINLINES (No.1&2)
PROPOSED SOUTH MAINLINES (No.3&4)
BASIN TYP.
WAREHOUSE
STAGING, TYP
INTERMODAL FACILITY
WAREHOUSE
STAGING, TYP
SOLAR FARM
TRANSLOAD
WAREHOUSE , TYP
TRANSLOAD
WAREHOUSE , TYP
BLOCK SWAP YARD
D ST.
JIGGS ROAD
MOJAVE RIVER
ROADRUNNER
ROAD
COUNTRY CLUB
DRIVE
F STREET
ANCILLARY RAIL STORAGE AREA
Various culverts and railroad bridges
along the west and east lead tracks are
proposed for modi cation/
improvements to accomodate the lead
tracks as noted in the Project
Description’s o
site improvements and
relevant EIR sections.
E STRE ET
LEGEND
BIG SP Boundary
Public Streets
Private Streets
Roadway Bridge/Culvert
Vehicle Entrance
Stormwater Basin
Warehouse Staging
Proposed Railroad
Bridge/Culvert
A STREET
B
STREET
B
STREET
C STREET
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| DEVELOPMENT PLAN
N.T.S.
MRB TWC ROW
ARA N. ML Block Swap Yard
Existing
Mainlines
No. 1 & 2
Hinkley
Road
A Street
HINKLEY ROAD IMF
TWC
TWC
ANCILLARY RAIL STORAGE AREA BLOCK SWAP
BIG SP Boundary
Private/ Public Streets
LEGEND
Existing Mainlines No. 1 & 2
Proposed Mainlines No. 3 & 4
BIG’s Primary Vehicle Entrance
Rail Yard | Ancillary Rail Storage
Area, Block Swap and IMF
TWC
Mojave River Buffer
Not to Scale
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DEVELOPMENT PLAN
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N.T.S.
RailYard Overlay
Intermodal Facility S. ML
Figure 2-3, Site Section - Conceptual Site Plan Cross-Section BIG
Project
Fence, typ.
Proposed
Mainlines
No. 3 & 4
TABLE 2-2: CONCEPTUAL SITE PLAN CROSS-SECTIONS DETAILS
Site Plan Area
(Left to Right)
Total Acres
(approximate)
within BIG SP
Distance between
Site Plan Areas within
Cross-Section
Mojave River Buffer (MRB) 680 40’
Transload Warehouse Center (TWC) 1,330 2,700’
Hinkley Road Right-of-Way (ROW) 37 100’
RailYard Overlay 4,110’
Ancillary Rail Storage Area (ARA) 400 910’
Existing Mainline Track No. 1 & 2 (N. ML) 187 260’
Block Swap Yard 410 1,100’
Intermodal Facility (IMF) 770 1,630’
New Mainline Track No. 3 & 4 (S. ML) 187 200’
To
Main
Street
ROW
Note: All distances are approximate and are measured based on the specific cross-section. Distances between Site Plan Areas and grading varies across BIG SP area. These cross-sections are conceptual in nature and may change with final engineering.
Breaks within cross-section were determined to depict Rail Yard Overlay details and entire BIG SP area within one page. Proposed buildings are not depicted within this cross-section.
Existing Grade
Proposed
Grade
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2.1.2.1Intermodal Facility (IMF)
The IMF is located at the BIG footprint’s southern extent of the Rail Yard. The IMF’s primary purpose is to transfer containers between railcars and electric hostler trucks for cross-dock movements at on-site transload warehousing and vice versa, as described in more detail below under IMF: Cross-Dock Intermodal Operations.
BIG’s intermodal facility would operate differently than typical intermodal facilities in that most of the containers processed at the BIG intermodal facility would not arrive externally by heavy-duty trucks. The purpose is different from the operations at a traditional IMF, where the primary purpose is to transfer containers from heavy-duty trucks to rail cars and vice versa. The BIG IMF will primarily move goods from trains, via electric internal trucks (electric hostlers) to on-site warehouses, then back to trains for onward shipping.
The IMF would be comprised of various components, including railroad tracks, cargo handling equipment, an automated gate system, circulation roadways, yard equipment parking, container parking, stormwater detention ponds, electric vehicle charging stations, and support buildings/ canopies. Containers would be stored in parking spaces and low stacks at the IMF, Ancillary Rail Area, and CrossDock TWC locations.
The IMF’s support buildings are detailed in Table 2-3, Rail Service/Intermodal Facility Structures. IMF operations will include both Cross-Dock IMF and other typical IMF operations as described below.
2.1.2.1.A Cross-Dock IMF Operations
Under existing conditions, containers arrive at the Ports as 20- and 40-foot international containers. Some of these containers are unloaded from container ships onto heavy-duty trucks, hauled to local warehouses in the Los Angeles Basin, Orange County, and Inland Empire and transloaded into 53-foot domestic containers, while some containers travel even further east before being transloaded. The transloaded 53-foot containers not destined for local use would then continue further eastward by truck to inland destinations (i.e. Dallas, Chicago, Kansas City) or go to traditional railroad IMFs to be put on a train and transported eastward, also to inland destinations. Similarly, goods from inland origins destined for the Ports (exports) would travel west via rail or heavy-duty truck to local warehouses in the Los Angeles Basin, Orange County, and Inland Empire and be transloaded into 20- and 40-foot international containers and then continue by heavy-duty truck to the Port. Under BIG conditions, 20- and 40-foot international containers would be loaded directly onto trains at the Ports and moved to the BIG intermodal facility, utilizing a dedicated fleet of Tier 4 locomotives. At the BIG intermodal facility, containers would be unloaded from the train, transported by electric holsters on private roads to the on-site transload warehouse center, be transloaded as part of the unique cross-dock intermodal move into 53-foot domestic containers, and transported by electric hostlers back to the BIG intermodal facility, loaded onto outbound trains, where the containers could depart directly from the intermodal facility or be switched over to the block swap yard to be combined with other containers on blocks of rail cars bound for eastward destinations. See Figure 2-4, Railyard Component – Cross-Dock Intermodal Facility.
TABLE 2-3: RAIL SERVICE/INTERMODAL FACILITY STRUCTURES
Description1 Square
Feet2
Administration Building 23,000
Electric Hostler Truck Employee and Maintenance Building 39,000 Drivers Assist Building 5,000
Crane Maintenance Employee and Storage Building 5,000
Crane Maintenance Canopies 22,500
Container Safe Haven Canopies 2,500
Quick Repair Canopy 10,000
AGS Kiosk Canopies 20,000
AGS Portals 2,000
Emergency Fuel Station Canopy for Hybrid Vehicles 5,000 Total 134,000
1For purposes of the description, structures include buildings and canopies. 2 The square footage described is an estimate and may vary up to 10% depending on the final engineering, therefore, the total square footage for planning purposes is estimated at approximately 150,000 sf.
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N.T.S. Figure 2-4, Railyard Component - Cross-Dock Intermodal Facility Conceptual , Not to Scale.
40’ 40’ 53’ 53’
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All trucks hauling containers between the BIG intermodal facility and transload warehouse center would be electric hostlers. The electric hostlers would not leave the BIG Specific Plan area; instead, they would drive on private roads between the BIG intermodal facility and the transload warehouse center located within BIG.
This would reduce the number of heavy-duty truck trips in Southern California as containers would arrive at BIG by train directly from the Ports, and be transloaded at BIG, instead of trucked to warehouses in the Los Angeles and Inland Empire areas or moved by heavy-duty trucks out of state. The dwell time for containers— waiting for train loading or heavy-duty truck haul-away—stored at the BIG intermodal facility would be relatively short (24-hours on average).
BIG would also handle containers in the reverse, receiving 53-foot containers from eastward origins. Some of these containers would arrive at BIG empty (after being unloaded at their eastern destination). These would be ready for immediate transloading, as more goods arrive in 40-foot containers from the Ports. Others would arrive at BIG filled with goods (after being unloaded at their eastern destination and re-filled with goods ready for export). Upon arriving at BIG, these containers would be transloaded into 40-foot containers and then put onto trains through the on-site “closed loop” to be sent to the Ports by rail as product for export. By converting the transport of the exported goods to the cross dock intermodal move, the number of heavy-duty truck trips out of state and in Southern California would be further reduced. See Figure 2-5, Railyard Component, Closed Loop System Design.
2.1.2.1.B Other IMF Operations
On occasion, BIG would accommodate a small percentage of “other” intermodal operations that would primarily occur when containers destined for other BNSF facilities arrive at BIG for processing in order to reduce the travel distance/travel time due to traffic conditions that the container would otherwise travel coming to/from other destinations. For example, under current conditions, a container coming from Las Vegas today would travel through Barstow by truck to BNSF’s San Bernardino or Hobart/Commerce Yard IMFs and then be transferred to a train for transport back by rail further eastward to Inland destinations. With the development of BIG, that container would stop short at the BIG IMF rather than continuing to the San Bernardino or Hobart/Commerce IMFs by truck. Similar to operations at traditional IMF, this small percentage of containers arriving at BIG SP area via heavy-duty truck would be transferred from a heavy-duty truck to a rail car (and vice versa) and transported by rail to its final destination. This would eliminate additional distance and/or travel time for these containers via heavyduty trucks to existing IMF facilities within the Southern California basin.
2.1.2.1.C Support IMF Uses
Support IMF Uses will include a combination of up to approximately 150,000 square feet of support buildings and structures for office, administration and maintenance as described in Table 2.3, Rail Service/Intermodal Facility Structures.
Other uses to support IMF functions include container stacking and chassis storage.
2.1.2.2Block Swap Yard
The Block Swap Yard is located in the middle extent of the BIG SP area. The Block Swap Yard would allow for the transfer of blocks of intermodal rail cars between trains. A block is defined as rail cars of a similar type moving to a similar destination that are already connected and can be combined with other blocks to the same destinations to produce more efficient train movements. The entire block of cars would remain coupled together and be moved en masse, permitting the reassembling of trains into optimal lengths and the synchronization of trains to their destinations such that each individual train would travel to a single destination. Certain train blocks may stage at the Block Swap Yard until another train arrives with sufficient length to achieve the optimal train length for the cargo’s destination, allowing for optimized train lengths depending on the destination. The Block Swap Yard facilitates the switching and transfer of lengthy blocks of rail cars between tracks for assembling departing trains. Thus, by optimizing train length and synchronizing trains to their destinations, the block swap yard would improve train efficiency eastbound and westbound. See Figure 2-6, Railyard Component, Block Swap Yard.
The Block Swap Yard’s function is unique compared to a typical classification yard, such as the existing Barstow classification yard in Barstow. Classification yards are used for processing non-intermodal rail cars consisting of individual boxcars, gondolas, open and closed hopper cars, automobile rail cars, tank cars, and other
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N.T.S. Figure 2-5, Railyard Component - Closed Loop System Design JIGGS ROAD
M A I N S T R E E T
H I N K L E Y R O A D
A STREET
B
STREET BSTREET
E STREET
F STREET
COUNTRY CLUB
DRIVE
BIG SP Boundary
Roadways
Public Streets
Private Streets
Mainline Railroad Track
Roadway Bridge / Culvert
Vehicle Entrance
General Industrial
Rail Yard Overlay
Transload Warehouse Center
Mojave River Bu er
Private Solar Power Utility
Public/Quasi-Public - Flood Control
40’ International Container Hostler Path
53’ Domestic Container Hostler Path
53’ Domestic Container Rail Path
1 LEGEND
LEGEND
PROPOSED SOUTH MAINLINES (No.3&4) MOJAVE RIVER
EXISTING MAINLINES (No.1&2)
H I N K L E Y R O A D
Notes:
1 Lenwood Channel - San Bernardino County Flood
Control District
2 Building and truck graphics are not to scale.
3 This process will also happen in reverse. 53’ domestic containers will arrive from eastward origins, some of which may be filled with goods for export. These domestic
containers will be transloaded at BIG into 40’ international containers and be transported by rail to the Ports.
40’ 53’
TRANSLOAD WAREHOUSE CENTER2
40’ international containers from the Ports are
transloaded into 53’ domestic containers at the
Transload Warehouse Center.
At the Intermodal Facility, 40’ international containers are lifted off of rail cars and onto electric hostler
trucks.
1 1
2 3
4 4
5 40’ international containers from the Ports arrive by rail at BIG’s facility for transloading.
Electric hostler trucks transport containers on private roads within the BIG facility to and/or from the
transload warehouses.
After transloading, the 53’ domestic containers are
lifted off electric hostler trucks and onto rail cars.
Transloaded 53’ domestic containers depart BIG’s
intermodal facility by rail for inland U.S. desitination.3 2 5
3 4
Not to scale.
ROADRUNNER
ROAD L E N W O O D R O A D
VEHICLE ENTRANCE
TO R AILYARD
VEHICLE
ENTRANCE
TO TWC
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non-intermodal rail cars. BNSF designates these trains with a different train identification than those that would be using the BIG SP area. The Block Swap Yard located adjacent to the IMF would disassemble and assemble lengthy blocks of rail cars with intermodal containers to similar destinations, compared to a classification yard, which would assemble and dissemble trains with individual non-intermodal rail cars as described above.
Under existing conditions, BNSF locomotives primarily fuel at the ports prior to trains departing, and again at Belen, New Mexico prior to proceeding east.
Similarly, westbound trains primarily fuel at Belen, New Mexico before arriving at BIG and ultimately at the Ports. Thus, trains entering BIG would typically not require any additional fueling. However, some time-sensitive trains, as well as, the switcher locomotives utilized for Block Swap operations, would require direct-tolocomotive (DTL) refueling within the Block Swap Yard of the BIG SP area.
2.1.2.3Ancillary Rail Storage Area
The ancillary rail storage area is located north of the existing mainlines and would be graded and covered with aggregate to be used for numerous purposes, including a container yard, chassis storage, and storage of maintenance equipment.
A container yard would support the storage of empty containers awaiting loading while chassis storage would be used to provide parking for empty chassis awaiting use for loading, unloading, or draying of containers. The ancillary rail storage area would also be used for storage of spare parts and equipment for maintenance of the tracks, including rail, ties, turnouts, and other track material.
2.1.3Transload Warehouse Center (TWC)
The TWC is located at the BIG SP area’s northern extent and would primarily serve containers processed at or destined for the BIG IMF, with a small portion occasionally arriving by truck.
The TWC would include approximately 9 MSF of transload warehouses. These transload warehouses would be primarily dedicated to processing the contents of 20- and 40-foot international containers into 53-foot domestic containers, as described in the Cross-Dock Intermodal Operations above. The TWC would be comprised of a mixture of building sizes depending on the specific users’ needs.
Each transload warehouse would include container parking/storage areas, employee parking, stormwater/hydrology improvements, emergency generators, charging stations for electric forklifts and hostlers, and landscaping. Transload facilities would include dock doors on opposite sides of the buildings. International 20- and 40-foot containers arriving at the IMF would be loaded from trains onto electric hostlers for movement on closed-loop private road(s) to one of the transload warehouses. Electric hostlers are trucks driven by workers used for moving trailers and containers short distances within warehouses, freight terminals and rail yards. Electrics hostlers would not use public roadways outside of the BIG SP area. Upon arriving at the transload warehouse, the electric hostlers will deliver the 20- and 40-foot containers to one side of the building, where the containers will be unloaded into the transload warehouse.
A small percentage of heavy-duty trucks would also access the transload warehouses to deliver 40-foot containers to/from the ports. The primary reason a container would arrive at the TWC via heavy-duty truck instead of rail/electric hostler would be due to time restrictions/priority of that container, or it is originating from a port terminal that doesn’t have rail service today.
Freight would then be processed and put into domestic 53-foot containers on the building’s other side, then transferred back to the IMF via electric hostler using the proposed private road. Thus, containers would be moved from the IMF to the TWC and back to the railyard in a “closed loop” within BIG SP area. Transload warehouses would also include container parking/storage areas. In addition, there would also be several areas distributed around the transload warehouse center for staging/ overflow parking of containers accessing the transload warehouse center. These warehouse staging areas would be for truck containers only as electric hostlers would transfer containers to/from these areas, thus, heavy-duty truck tractors would not enter or exit these areas.
The integration of the abovementioned rail operations and TWC is unique to the BIG SP area and provides a closed-loop system between BNSF rail operations and transload warehouse users. See Figure 2-5, Railyard Component - Closed Loop System Design.
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N.T.S.
Railcar Blocks
ATL ATL CHI CHI KC KC
ATL ATL CHI CHI KC KC
Arrival to BIG Block Swap Yard
Departure From BIG Block Swap Yard
ATL ATL ATL ATL ATL ATL ATL ATL
ATL ATL CHI CHI KC KC
CHI CHI CHI CHI CHI CHI CHI CHI
KC KC KC KC KC KC KC KC
Figure 2-6, Railyard Components - Block Swap Yard
Conceptual , Not to Scale.
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2.1.4Mojave River Buffer
The Mojave River Buffer is located at BIG SP area’s northern extent between the TWC and Mojave River with a portion designated as a conservation easement area.
This will create a buffer area between the BIG SP area development and the Mojave River which runs along the site’s northern edge. Within the TTM, the Mojave River Buffer will include lots 42, 43, 44, 46, 47, 48 52, 54, 58, 61, 63, 68 and 69; however, ultimate configuration and lotting will be established with final engineering and/ or dedication of the conservation easement. No buildings are planned to be permitted within this area. Drainage, utilities and roadways shall be permitted as needed providing access easements where warranted. Access to this area is limited to maintenance, and light trespass from the developed area is to be avoided.
2.1.5Private Solar Power Utility
BIG SP area will include a private utility for a solar farm on south side of BIG SP, adjacent to Rail Yard entry at Country Club Drive and south of Main Street as seen on Figure 2-2, BIG SP Conceptual Site Plan. The Private Solar Power Utility will generate approximately 21 Megawatt (MW) of clean energy. The solar farm will serve as a secondary power source to supplement the on-site energy demand.
2.1.6Public / Quasi Public – Flood Control
The Lenwood Channel bisects BIG SP area connecting from Main Street to the northern boundary of BIG SP area, is used to convey water from the southeast to the Mojave River, and is owned by San Bernardino County Flood Control District (SBCFCD). As part of future development, Lenwood Channel would be widened by approximately 60 to 100 feet through the SP Area for a length of approximately
1.1 miles. Preliminary BIG design requires the Lenwood Channel to be spanned at multiple locations including a private road between the proposed intermodal facility and the proposed transload warehouse center at A Street (1), Hinkley Road (2), an access road from a warehouse staging area to the ancillary rail area (3), the existing mainline tracks (4), locations for the east leads (5), the proposed south mainline tracks (6)and Main Street (7), as depicted in inset Figure 2-7, Lenwood Channel Improvements. Coordination with SBCFCD will be completed for access measures and ongoing maintenance requirements.
2.2CIRCULATION PLAN
The Circulation Plan also provides regulations and guidelines that ensure the safe and efficient movement of people and vehicles into and through the BIG SP area, addressing trucks, passenger vehicles. See Table 2-4, Roadway Configurations and Improvements at Build-out, which outlines the proposed sections and describes improvements (i.e., street improvements and dedications).
2.2.1Regional Circulation
Regional access to the BIG SP area is provided from Main Street (also known as Route 66 and National Trails Highway) from the south, Interstate 15 (I-15) from the southeast, and State Route 58 (SR-58) from the north. Existing freeway ramps that serve the BIG SP area are at Lenwood Road, with a northern connection to SR-58 and a southern connection to I-15. This southern connection to I-15 will serve as the primary connection to the regional transportation network to access BIG’s IMF and railyard. Additional freeway intersection connections are located at Main Street with on- and off-ramps at SR-58. See Figure 2-8, Regional Access Routes.
SR-58 also connects to Hinkley Road, which provides access to BIG SP area from the west; see Figure 2-9, Circulation Plan.
Figure 2-7, Lenwood Channel Improvements D ST.
E ST REET
LEGEND
BIG SP Boundary
Public Streets
Private Streets
Roadway Bridge/Culvert
Stormwater Basin
Warehouse Staging
Railroad Bridge/Culvert
A STREET
1 2
3 4 5 6 7
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N.T.S. Figure 2-8, Regional Access Routes JIGGS ROAD
15 15
CITY OF
BARSTOW
SAN BERNARDINO
COUNTY
BIG SP Boundary
Existing Mainlines
No. 1&2 Railroad Track
Existing Regional Access
Existing Public Streets
Proposed Public Street
LEGEND
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2.2.2BIG SP Circulation Plan
The Circulation Plan is comprised of two components: public streets and private streets, which are internal to the BIG SP area and will primarily serve electric hostler truck’s transfer of containers between the IMF and TWC. Figure 2-9, Circulation Plan, depicts the circulation and establishes the hierarchy and general location of roadways adjacent to and within the BIG SP area.
Circulation of most containers within the BIG SP area will be in closed loop system as described in Figure 2-5, Railyard Component, Closed Loop System Design. BIG would include four dedicated internal private roadways for electric hostlers (private streets A, B, D, and E), and two internal private roadways for employee, visitor, and truck access (private streets C and F). The electric hostlers will transport containers within the Rail Yard and between and between the Rail Yard and TWC.
All Electric hostler movements will be internal over the private overpass.
Employees, trucks, and visitors will enter BIG through the primary entrances from West Main Street at Country Club Drive and Jasper Road at Lenwood Road.
Approval of the BIG project by the City includes vacating Hinkley Road between Jiggs Road and Main Street, terminating the existing at-grade rail crossing. Hinkley Road would be realigned beginning at the Mojave River Bridge to connect through the transload warehouse center to Jasper Road. Additionally, Jiggs Road will be realigned south of Hinkley Road along the project boundary as depicted in Figure 2-9, Circulation Plan. Emergency access locations will be determined during final engineering, in coordination with and subject to approval by the City of Barstow.
2.3STREET IMPROVEMENTS
BIG SP area’s existing frontage condition includes both undeveloped and developed land, creating varying segments of existing conditions, which are described in the Appendix C - Roadway Existing Conditions of this Specific Plan.
A traffic study prepared for the BIG SP identified the need for various intersection, and roadway improvements, both within and outside BIG SP area. Improvements and modifications include additional right-of-way at identified intersections to accommodate turn movements, and improvements to existing roadways were warranted. The changes to rights-of-way and roadway extensions, which are incorporated into the General Plan aim to improve access throughout BIG SP area.
While the BIG SP area would result in the construction of a new public road, inclusive of Hinkley Road, it would not physically divide an established community within BIG SP area.
BIG SP identifies the buildout conditions for the ultimate roadway development, as illustrated in Figures 2-11 through 2-21. Table 2-4, Roadway Configurations and Improvements at Buildout, summarizes the ultimate improvements for each roadway segment, as well as those improvements to be constructed with BIG implementation. Street improvements within the BIG SP area define BNSF’s responsibilities for roadway construction and frontage improvements necessary to support BIG operations, as outlined in the BIG SP traffic study and in Figure 2-10, On-site Circulation Improvements. Roadway segments not improved as part of BIG implementation will be completed in conjunction with adjacent future development. Conceptual access drives are shown on the BIG Tentative Tract Map and have been designed as curb-return entries in accordance with City standards.
The precise location and configuration of these drives will be verified during final engineering of BIG implementation. Street lighting will be implemented in accordance with City standards where warranted, and consistent with City typical street light details.
2.3.1Private Streets
Multiple private streets will be included within the north portion of the BIG SP area to facilitate circulation within the TWC. These private streets are conceptual in nature, with the ultimate location and alignment determined with final engineering of infrastructure and warehouse locations. The private streets will be maintained by the owner or a commercial association.
2.3.2Street Vacations and Dedications
To accommodate BIG SP, various public rights-of-way will need to be vacated within the SP Area. Some of the roadways noted may not be formally dedicated as public roadways in fee or as easements. In those instances, a formal street vacation process will not be required if public right of way records cannot be located.
Conversely, street dedications will be required to provide sufficient public rightof-way consistent with Table 2-4, Roadway Configurations and Improvements at Buildout. Together, the street vacations and dedications are included in Appendix D, Street Vacations and Dedications.
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N.T.S.
JIGGS ROAD
BIG SP Boundary
Existing Mainline No. 1&2 Railroad Track
Roadway Bridge / Culvert
Vehicle Entrance
Main Street - Primary Arterial (Modified)
Lenwood Road - Primary Arterial (Modified)
Hinkley Road - Secondary Arterial (Modified)
Hinkley Road - Street Vacation
Jiggs Road - Local Street
Roadrunner Road - Local Street
Country Club Drive - Local Street
A through F Street - Local Street (Modified)
LEGEND
15 Public Streets
Private Streets
d)
dified)
odified)
F STREET
E
STRE
E
T
MOJAVE RIVER
A STREET
VEHICLE ENTRANCE
TO R AILYARD
JASPER ROAD
B STRE
E
T
B STRE
E
T
C STREET
D STREET
O V E R PASS
VEHICLE ENTRANCE
TO TWC
A STREET
ROADRUNNER
ROAD
COUNTRY CLUB
DRIVE
Figure 2-9, Circulation Plan
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Packet Pg. 470 Attachment: C-04 - Ord BIG Specific Plan- (6433 : Second Reading and Adoption of Big Gp) 2-18 | DEVELOPMENT PLAN
Roadway Location
From To
Public/
Private Classification Total
ROW
Roadway
Configuration at Buildout BIG Improvements Reference Figures Main Street
Western edge of
the BIG SP area
boundary to the
Lenwood Channel.
Lenwood Channel
to Lenwood Road.
Public Primary Arterial
(Modified)
100
Feet
In both directions: Two 12-foot
drive lanes, 8-foot paved shoulder
with striped Class II bike lane and
parkways inclusive of an 8-foot
sidewalk, and 10-foot unpaved area.
The final placement of bus stops
will determine the need for
sidewalk improvements to facilitate
pedestrian access and connectivity,
which shall be constructed to City
standards or as approved by the city
engineer.
• Vacate and dedicate right-of-way in varying increments to meet the 50-foot half-section width along the BIG
SP area frontage. This is in compliance with a 100-foot right-of-way requirement for a Primary Arterial.
• Where warranted, add guard rails.
• Along the BIG SP area frontage, stormwater drainage
improvements will be added.
• In alignment with Figure 2-10, On-Site Improvements:
• Main Street between western BIG site limit and
Country Club Drive: repaint the north edge-line and
centerline with 6-inch retroreflective lane markings
and install rumble strips and pavement reflectors on
the north edge-line and centerline. On Main Street
between Castle Court and County club Drive, also
repaint south edge-line with 6-inch retroreflective
lane markings and install rumble strips and pavement
reflectors.
• From BIG’s entry at County Club Drive east to the
Lenwood Channel Bridge, add in each direction a 12-
foot drive lane, 8-foot bike lane, and curb and gutter.
Only along the BIG SP area frontage, add an 8-foot
sidewalk adjacent to curb and gutter.
• At Lenwood Channel crossing, the addition of
Lenwood Channel Bridge will be completed in
buildout conditions.
• Main Street bridge over the Lenwood Channel
assumes 79’-6” of bridge improvements within an
expanded roadway easement to accommodate
utilities.
• From Lenwood Channel Bridge east to Lenwood Road
only along the BIG SP area frontage, add a striped
bike lane and an 8-foot sidewalk as it pertains to
the BIG SP half section of right-of-way for buildout
conditions.
• Along Main Street at the current intersection of
Country Club Drive, construct a signalized driveway.
At Country Club Drive and Main Street, construct turn
pockets.
• No roadway improvements west of the intersection at
Country Club Drive.
Figure 2-11
Main Street
Bridge
Condition
Lenwood Channel
Bridge Crossing Public Primary Arterial (Modified)
80 Feet
In both directions: Two 12- foot drive
lanes, 5-foot paved shoulder, 2-foot
barrier wall, 8-foot sidewalk, and
1-foot fence/railing.
Roadway Easement over Lenwood
Channel at Main Street is up to 218-
feet
Figure 2-12
TABLE 2-4: ROADWAY CONFIGURATIONS AND IMPROVEMAT BUILD-OUT
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Packet Pg. 471 Attachment: C-04 - Ord BIG Specific Plan- (6433 : Second Reading and Adoption of Big Gp) DEVELOPMENT PLAN | 2-19
Roadway Location
From To
Public/
Private Classification Total
ROW
Roadway
Configuration at Buildout BIG Improvements Reference Figures Lenwood
Road
Main Street to
APN 0497-131-40
Public Primary Arterial
(Modified)
100
Feet
In both directions: Two 12-foot
drive lanes, 8-foot paved shoulder
with striped Class II bike lane with
parkways inclusive 12-foot unpaved
parkway. A 12-foot center turn lane
is also included.
• Dedicate and vacate ROW in varying increments to
meet 50-foot half-section width along the BIG SP area
frontage to accommodate a Primary Arterial.
• At the existing Jasper Road and Lenwood Road
intersection, re-stripe, signalize, and widen the
intersection.
Figure 2-13
Hinkley
Road * and
Hinkley
Road
Bridge over
Lenwood
Channel
Realigned at the
southern portion
so as to connect
through to
Lenwood Road.
Bridge over
Lenwood Channel
Public
Secondary
Arterial
(Modified)
100
Feet
In both directions: Two 12-foot
drive lanes, 6-foot paved shoulder
inclusive of one 12-foot center
turn lane. Parkways on either side
include a 16-foot parkway inclusive
of a 8-foot decomposed granite
(D.G.) multi-use path on the north
adjacent to the TWC. Additionally,
a utility corridor will run along the
north side of Hinkley Road. A 12-foot
unimproved parkway with fencing on
the south adjacent to the Railyard.
Roadway Easement over Lenwood
Channel at Hinkley Road is up to 246-
feet.
The final placement of bus stops
will determine the need for
sidewalk improvements to facilitate
pedestrian access and connectivity,
which shall be constructed to City
standards or as approved by the city
engineer.
• Vacate Hinkley Road between the south side of
the Mojave River bridge crossing and Main Street,
terminating the existing at-grade rail crossing
• Realign and construct approximately 4.5 miles of new
roadway beginning at the south side of the Mojave
River bridge crossing to connect through the transload
warehouse center to Jasper Road.
• Hinkley Road bridge over the Lenwood Channel
assumes a minimum of 80-feet of bridge improvements
within within an expanded roadway easement to
accommodate utilities.
• Reconstruct the existing Hinkley Road Bridge over the Mojave River.
• Provide emergency access road from Hinkley Road to
Main Street.
Figure 2-14
and
Figure 2-15
Hinkley
Road Bridge
over Mojave
River
Bridge over
Mojave River Public
Secondary
Arterial
(Modified)
84 Feet
In both directions: One 12-foot
drive lane, 8-foot paved shoulder,
and 2-foot barrier. An 8-foot sidewalk
along the north is also included.
• Reconstruct the existing Hinkley Road Bridge over the Mojave River. Figure -16
Roadrunner
Road
Eastern SP Area
Boundary South
of Realigned
Hinkley Road to
Existing Main Line
Railroad Tracks.
Public Local Road
(Public)
60 Feet
In both directions- One 20-foot
drive lane with curb and gutter
improvements. Parkways are located
on both sides 10-foot unpaved
parkways.
• Dedicate and vacate ROW in varying increments to
meet 30-foot half-section width along the BIG SP area
frontage to accommodate a Local Road. Figure 2-17
TABLE 2-4: ROADWAY CONFIGURATIONS AND IMPROVEMENTS AT BUILD-OUT CONTINUED
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TABLE 2-4: ROADWAY CONFIGURATIONS AND IMPROVEMENTS AT BUILD-OUT CONTINUED Roadway Location
From To
Public/
Private Classification Total
ROW
Roadway
Configuration at Buildout BIG Improvements Reference Figures Country
Club Drive
Project Entrance
and BIG SP area
frontage south of
Main Street
Public
Local Road
(Public)
60 Feet
In both directions: One 20-foot
drive lane with curb and gutter
improvements. Parkways are located
on both sides 10-foot unpaved
parkways.
Sidewalk improvements will be
constructed to meet City standards
and coordinated with the final
placement of bus stops to provide
optimal pedestrian access and
connectivity.
• Dedicate ROW in varying increments to meet 30-foot
half-section width along the BIG SP area frontage to
accommodate a Local Road.
• In alignment with Figure 2-10, On-Site Improvements,
widen western half-width for intersection improvements
for 400-feet. Figure 2-17
A*, B and F
Streets
Private internal
roads located
within the TWC.
Private Local Road
(Private)
60 Feet
In both directions: One 12-foot
drive lane, and 6-foot paved
shoulder inclusive of a 12-foot center
turn lane. Parkways include a 6-foot
unpaved parkway for future PUEs.
• Construction of private local road.
Figure 2-18
C Street
Private internal
road located
within the TWC.
Private Local Road
(Private)
100
Feet
In both directions: Two 12-foot
drive lanes, and 6-foot paved
shoulder inclusive of one 12-foot
center turn lane. Parkways include a
14-foot unpaved parkway for future
PUEs.
• Construction of private local road.
Figure 2-19
D and E
Street
Private internal
roads located
within the TWC.
Private
Local Road
(Private) 64
Feet
In both directions: One 12-foot
travel lane, and 8-foot paved
shoulder inclusive of a 12-foot center
turn lane. Parkways include a 6-foot
unpaved parkway for future PUEs.
• Construction of private local road.
Figure 2-20
*Within the mid-section of the BIG SP area, both A Street and Hinkley Road will run in parallel with parkways totaling 31-feet of rock mulch sloped buffer between both roadways.
See Figure 2-21.
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Packet Pg. 473 Attachment: C-04 - Ord BIG Specific Plan- (6433 : Second Reading and Adoption of Big Gp) DEVELOPMENT PLAN | 2-21
N.T.S. Figure 2-10, On-Site Circulation Improvements
Note: TM-11, Main Street between western BIG site limit and Country Club Drive: As part of BIG’s frontage improvements, repaint the north edge-line and centerline with 6’’ retroreflective lane markings and install rumble strips and pavement reflectors on the north edge-line and centerline. On Main Street between Castle Court and Country Club Drive, also repaint south edge-line with 6’’ retroreflective lane markings and install rumble strips and pavement reflectors.
H I N K L E Y R O A D
BIG SP Boundary
Existing Mainline No. 1&2 Railroad Track
Proposed Bridge/Culvert
Vehicle Entrance
Main Street Full Width - Widen to 4 Lanes
Main Street - TM-11
Hinkley Road - Realignment
Country Club Drive Western Half Width
- Widen to 2 lanes
Hinkley Road - Street Vacation
Jiggs Road - Realignment
Local Street
Public Streets
LEGEND
15 Proposed Public Street Improvements
Proposed Private Streets
F STREET
TR ANSLOAD WAREHOUSE
CENTER ACCESS
ROADRUNNER
ROAD
JIGGS ROAD
-Traf fic Signal
- Roadway Widening
- Restriping
-Traf fic Signal
- Roadway Widening
- Restriping
TM - 11
Existing Streets
E STRE ET
A STREET
MAIN STREET ENTR ANCE
(R AIL YARD ACCESS)
JASPER ROAD
B STREETB STREET
C STREET
D STREET
COUNTRY CLUB
DRIVE
MOJAVE RIVER
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Packet Pg. 474 Attachment: C-04 - Ord BIG Specific Plan- (6433 : Second Reading and Adoption of Big Gp) 2-22
| DEVELOPMENT PLAN
N.T.S. Figure 2-11, Main Street - Modified Primary Arterial
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N.T.S. Figure 2-12, Main Street - Lenwood Channel Bridge *
*Note: Section shows bridge improvements within planned roadway easement over Lenwood Channel.
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| DEVELOPMENT PLAN
N.T.S. Figure 2-13, Lenwood Road - Modified Primary Arterial
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N.T.S. Figure 2-14, Hinkley Road - Modified Secondary Arterial
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| DEVELOPMENT PLAN
Figure 2-15, Hinkley Road - Lenwood Channel Bridge *Note: Section shows bridge improvements within planned N.T.S. roadway easement over Lenwood Channel.
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N.T.S. Figure 2-16, Hinkley Road - Mojave River Bridge
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| DEVELOPMENT PLAN
N.T.S. Figure 2-17, Roadrunner Road and Country Club Drive, Local Street - Typical
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N.T.S.
Figure 2-18: A, B and F Street - Private Street
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| DEVELOPMENT PLAN
N.T.S. Figure 2-19, C Street - Private Street
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N.T.S. Figure 2-20, D and E Street - Private Street
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| DEVELOPMENT PLAN
Figure 2-21, Site Section - Street A (Private), Hinkley Road Cross-Section N.T.S.
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2.4INFRASTRUCTURE AND UTILITY PLAN
BIG SP will require the public facilities and services described in this section to support and serve the needs of BIG. The infrastructure system will seek to incorporate sustainable options for a project of its kind and in its specific geographic location.
Various public facilities will be designed to enhance and complement BIG SP’s vision and design objectives. Facilities will be developed to meet the applicable and required government and industry standards of the respective service providers. Utilities and services include water, sewer, stormwater drainage, solid waste disposal, and fire and police protection services.
Table 2-5, Service Providers/Agencies, summarizes the service providers for BIG SP area described below:
TABLE 2-5: SERVICE PROVIDERS/AGENCIES
Service Provider
Water Onsite wells will provide non-potable
construction water for BIG.
Odessa Water District
Golden State Water Company (GSWC)
will provide potable construction and
operational water for BIG.
Wastewater Conveyance and
Treatment
City of Barstow Environmental Services
Division
Electric Service Southern California Edison
Natural Gas Service N/A
Fire Protection Barstow Fire Protection District
Police Protection BNSF Internal Police and Barstow Police Department
Solid Waste Disposal/Recycling Barstow Sanitary Landfill Telecommunications Spectrum, Frontier, T-Mobile, Viasat, HughesNet, Dish, DirecTV, and Earthlink
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2.4.1Water
Potable and fire-flow water demand during BIG’s operations will be supplied through direct connection to facilities owned and operated by the Golden State Water Company (GSWC). The project will include construction of approximately 10 miles of new on-site public water mains. The portions of the BIG Specific Plan area annexed to the City of Barstow will also be annexed to GSWC for water service. BIG SP is located within the Odessa Water District and is the back-up water supplier in the event Golden State Water Company is unable to serve.
Potable water within the project area will be provided from existing GSWC water mains fronting the property along Main Street and Lenwood Road, with new lateral extensions into the site. It is not anticipated that the existing water mains will require upsizing to meet BIG’s operational demands.
Specifically, GSWC’s existing 8-inch water main in Main Street will be extended west with the construction of a new public 12- to 16-inch water main extending west to the edge of the rail yard, north to Hinkley Road, and continuing east within Hinkley Road to an existing connection point near Lenwood Road (within the former Jasper Road alignment). This looped system will provide potable water service to both the rail yard and the TWC. The rail yard would connect to the proposed water main extension at the east end of the BIG Specific Plan area near Country Club Drive and at the west end near Hinkley Road. Water would be conveyed throughout the rail yard via private 12-inch water mains located within the access roads and intermodal facility.
A 12- to 16-inch water main segment would be constructed to provide a connection between the Main Street water main and the Hinkley Road water main, located adjacent to the Lenwood Channel. Water for the TWC would be conveyed through a new 12- to 16-inch water main constructed within Hinkley Road, with lateral connections provided to 12- to 16-inch water mains located within public and private roadways. To serve the TWC within the northeast portion of the Specific Plan area, a 12- to 16-inch water main would extend north along C Street and east along B Street to connect with the existing 8-inch main in Lenwood Road.
Figure 2-22, Conceptual Water Plan, illustrates the existing and proposed water systems.
Potable water during BIG’s construction will be provided by directly connecting to facilities owned and operated by the GSWC through temporary aboveground connections.
As a part of construction, BIG proposes to relocate this existing Mojave Water Agency (MWA) 48-inch recharge water line that crosses to the north to avoid conflict with rail yard and transload warehouse center improvements. Figure 2-22, Conceptual Water Plan, illustrates the realignment of the MWA line.
The non-potable water for BIG’s construction phase will be supplied from up to eight new private onsite groundwater wells installed within the TWC area. The quantity of water drawn would be coordinated with Mojave Water Agency (MWA) in compliance with its requirements as the Watermaster and Mojave Basin Area Adjudication Judgement. BNSF would own and operate the wells through the contractor during construction, and the wells would be abandoned once the construction non-potable water demands have been met.
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Packet Pg. 487 Attachment: C-04 - Ord BIG Specific Plan- (6433 : Second Reading and Adoption of Big Gp)
DEVELOPMENT PLAN
| 2-35
N.T.S. Figure 2-22, Conceptual Water Plan JIGGS ROAD
LEGEND
BIG SP Boundary
Public Streets
Private Streets
Roadway Bridge/Culvert
Proposed Water Lines
Existing Water Lines
Proposed 48’’ MWA Relocation
Existing 48’’ MWA
Existing 48’’ MWA to be Removed
Connection to Existing Water Main
15 F STREET
E
STRE
E
T
COUNTRY CLUB
DRIVE
12’’
12’’-16’’12’’-16’’
12’’- 16’’12’’- 16’’
12’’- 16’’12’’- 16’’
12’’
12’’-16’’12’’-16’’
12’’-16’’12’’-16’’
12-16’’
12’’
12’’-16’’12’’-16’’
48’’
12’’-16’’12’’-16’’
8’’
12’’-16’’12’’-16’’
48’’
48’’
12’’-16’’12’’-16’’
12’’-16’’12’’-16’’
8’’
D STREET
ROADRUNNER
ROAD
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2.4.2Sewer
Wastewater service within the BIG SP is provided by the City of Barstow. The BIG SP area annexed into the City would be served by the City of Barstow Environmental Services Division for wastewater servicing. Wastewater demand would be coordinated with the City. Wastewater would be discharged to a public wastewater system since a connection to the city sewer system is available adjacent to the site on Main Street and Lenwood Road.
BIG’s wastewater would be conveyed by a combination of gravity flow with force mains offsite and treated at the Barstow Regional Wastewater Treatment Facility, which is owned and operated by the City.
Specifically, the rail yard would include construction of new 6-inch and 8-inch gravity sewer lines and a 2-inch force main located within the southern portion of the rail yard. Wastewater would be conveyed east to Country Club Drive, where a 4-inch force main would transition to an 8-inch gravity sewer line before connecting the system to the existing 21-inch sanitary sewer main in Main Street.
The TWC would discharge to the proposed new sewer main within Hinkley Road.
An 8-inch gravity wastewater line is proposed along Hinkley Road, extending from the west end to the east end of the TWC, with ultimate connection to the existing 21-inch sewer main in Lenwood Road at the Jasper Road intersection. In addition, two 4-inch force mains are proposed within Hinkley Road at bridge/culvert crossings to convey wastewater from the project site to the existing downstream collection system.
To serve the TWC within the northeast portion of the SP Area, an 8-inch gravity sewer line would extend north along C Street and east to B Street, with a 4-inch force main added to serve the transload warehouses. Both lines would ultimately connect to the existing 21-inch sewer main in Lenwood Road.
The sewer infrastructure proposed for the BIG SP area is included in Figure 2-23 Conceptual Sewer Plan.
Wastewater flow during BIG’s construction would be primarily generated by construction workers and would be addressed via portable restrooms. Operational wastewater generation would be primarily from TWC and Rail Yard employees, and the Rail Yard from wash bays and track pans.
2.4.3Drainage and Grading
2.4.3.1Flood Plain
BIG SP area is located within multiple flood zone designations based on a review of the most current Federal Emergency Management Agency (FEMA) Flood Insurance Rate Map (FIRM) as depicted in Figure 2-24, Existing FEMA Flood Zones.
Recognizing this, BIG SP incorporates targeted regulatory responses to address flood risk and ensure compliance with applicable standards. The SP adheres to FEMA’s National Flood Insurance Program (NFIP) requirements by incorporating guidelines that minimize development in designated flood zones or mandate flood-resistant construction practices where development is unavoidable. A Conditional Letter of Map Revision (CLOMR) will be completed as part of BIG to remap existing flood zones. Additionally, a comprehensive stormwater management plan is included for BIG to provide adequate drainage infrastructure, reduction in flood risks, and prevent on or off-site impacts. This includes improvements to existing channels and drainage crossings to handle anticipated flow rates. Structures within flood-prone areas will comply with elevation requirements to mitigate flood damage, ensuring that finished floor elevations are above the base flood elevation (BFE). BIG SP also outlines measures such as channel modifications, bridge widening, and the installation of basins to enhance flood control capabilities.
2.4.3.2Stormwater Drainage System
The stormwater drainage system is comprised of various detention basins throughout the BIG SP area and drainage outlets to the Mojave River that would be designed for 100-year flood events. In total, BIG will include multiple detention ponds throughout BIG SP area providing approximately 165 acre-feet of storage volume, which would accommodate 100-year flood conditions, as shown in Figure 2-25, Conceptual Stormwater Plan. Exact sizing and locations of basins would be dependent on the final TWC location, layout, and sizing. Detention shall be permitted in landscape buffers/within setbacks. In addition to various ephemeral
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N.T.S. Figure 2-23, Conceptual Sewer Plan
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washes throughout BIG SP area, three other primary hydrologic features traverse the BIG SP area, as described below:
Hinkley Road Bridge at Mojave River: To maintain a roadway connection to Hinkley Road from the TWC, BIG SP will replace the existing Hinkley Bridge at the western edge of BIG SP area with a longer structure to better match the channel width of the Mojave River at this location. The channel beneath, and immediately adjacent to, the existing bridge would be excavated and widened to match the natural channel width more closely. The new bridge and portions of Hinkley Road immediately east and west of the bridge would be raised to reduce exposure to Mojave River flood events. The County would maintain Hinkley Road Bridge once completed, as described in Figure 2-15, Hinkley Road – Bridge.
Lenwood Channel: The BIG Specific Plan area along Lenwood Channel is currently within the FEMA 100-year flood zone, and is a north-south drainage maintained by San Bernardino County Flood District to convey water from the southeast to the Mojave River. Preliminary design requires the Lenwood Channel to be spanned at multiple locations as described in Section 2.1.5, and widened by approximately 60 to 100 feet through the Specific Plan area for a length of approximately 1.1 miles and then continuing off-site south of Main Street for approximately 1 additional mile.
Unnamed Stream (Milepost 10.9): This feature is a dry wash from Main Street to the Mojave River that includes a sharp western bend. This feature would be realigned to accommodate track mains, sidings, and support tracks and improved with a combination of bridges and box culverts spanning the channel.
2.4.3.3Grading
Grading of BIG SP area will include modifications to the existing topographic features and alterations to the slope on the BIG SP’s eastern edge to create a larger development pad. BIG SP area grading will occur in one phase across the BIG SP area and require approximately 26 million cubic yards of cut and fill with cuts of up to 40 feet and fills of up to 20 feet. BIG SP area will be balanced, with excess cut from the Rail Yard used as fill within the TWC area. Grading will be performed in accordance with the provisions of BMC Chapter 15.12, Grading. See Figure 2-26, Conceptual Grading Plan.
Exiting conditions include Main Street at a higher elevation compared to the site, sloping towards the Mojave River. The proposed Rail Yard area would be excavated to result in a nearly-level grade between the east and west ends. With the proposed grading, most of the Rail Yard would be approximately 15-35 feet below Main Street as depicted in Figure 2-27A & B, Site Section - Concept Grading CrossSection.
2.4.4Natural Gas Services
BIG does not include any new natural gas infrastructure for BIG operations. BIG’s buildings (e.g., within the Rail Yard and TWC) would use electric power for heating.
Kinder-Morgan operates two existing 42-inch gas transmission lines within the BIG SP area, generally adjacent to Lenwood Channel. These lines and facilities would be protected in place.
2.4.5Electrical Service
BIG operations would generate permanent electric power demand from the TWC (lighting, electric vehicle charging for material handling, and forklifts) and rail yard (lighting, buildings, cranes, and electric hostler trucks) to move containers between the rail yard and the TWC. As shown in Figure 2-28, Conceptual Electrical Plan, BIG will construct the following on-site electric power facilities to serve BIG:
1. Three substations: two substations at the eastern and western extents of the rail yard and one substation within the solar farm.
2. Three 33 kV distribution lines connecting via overhead and underground duct banks from the TWC and rail yard to the existing Southern California Edison (SCE) Tortilla Substation located approximately 0.4 mile south of the Veterans Parkway at Diamond Avenue intersection. This proposed 33KV distribution route would extend approximately 7.7 miles to reach the IMFs eastern extent.
3. Additional 33kV distribution lines connecting via overhead and underground duct banks in a loop around the west end of the IMF and north end of the
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N.T.S. Figure 2-24, Existing FEMA Flood Zones
LEGEND
BIG SP Boundary
Public Streets
Private Streets
Roadway Bridge/Culvert
FEMA Flood Zones
A
AE
AO
D
X
15 Designated areas with a 1% annual chance of ooding.
Designated areas that present a 1% annual chance of ooding.
River or stream areas with a 1% chance or greater for shallow ooding annually.
Areas with possible but undetermined ood hazards.
Areas of undetermined ood hazard.
FEMA Map panels: 06071C4508H, 060741C4506H, 060741C4507H, 06071C3895H, and 06071C4526
1 1
23 45
2345
JIGGS ROAD
A S T R E E T
A S T R E E T
B STRE
E
T
B STRE
E
T
E STREET
F STREET
D STREET
C HA N N E L
LENWOOD
ROADRUNNER
ROAD
COUNTRY CLUB
DRIVE
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Figure 2-25, Conceptual Stormwater Plan N.T.S.
15 Lorem ipsum
L E N W O O D
R O A D
L E N W O O D
R O A D
L E N W O O D R O A D
B
STREET
B
STREET
H I N K L E Y R O A D
H I N K L E Y R O A D
HINKLEY ROAD
BRIDGE EXPANSION
M A I N S T R E E T
A STREET
C S T R E E T
OFFSITE LENWOOD
CHANNEL WIDENING
ONSITE LENWOOD
CHANNEL WIDENING
Dry wash at MP 10.9
LEGEND
BIG SP Boundary
Public Streets
Private Streets
Roadway Bridges
Proposed Storm Drain Lines
(Backbone Infrastructure)
Stormwater Basin
D STREET
F STREET
JIGGS ROAD
E STRE ET ROADRUNNER
ROAD
COUNTRY CLUB
DRIVE
MOJAVE RIVER
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Packet Pg. 493 Attachment: C-04 - Ord BIG Specific Plan- (6433 : Second Reading and Adoption of Big Gp) DEVELOPMENT PLAN | 2-41
N.T.S. Figure 2-26, Conceptual Grading Plan
F STREET
D STREET
E STRE ET
15 LEGEND
BIG SP Boundary
Public Streets
Private Streets
Bridge
Grading Contours
L E N W O O D
R O A D
L E N W O O D
R O A D
L E N W O O D R O A D
B
STREET
B
STREET
H I N K L E Y R O A D
COUNTRY CL U B DRCOUNTRY CL U B DR
H I N K L E Y R O A D
M A I N S T R E E T
A STREET
2220
2220
2220
2230
2250
2260
2280
2310
2290
2220
2280
2300 2240
2250
2280
2240
2240
2210
2210
2205
JIGGS ROAD
ROADRUNNER
ROAD
COUNTRY CLUB
DRIVE
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Packet Pg. 494 Attachment: C-04 - Ord BIG Specific Plan- (6433 : Second Reading and Adoption of Big Gp) 2-42 | DEVELOPMENT PLAN
N.T.S.
Existing Grade
Proposed Finished Grade
BIG SP Boundary
Private/ Public Streets
LEGEND
Existing Mainlines No. 1 & 2
Proposed Mainlines No. 3 & 4
1 2
3 4
Vehicle Entrance
TABLE 2-6: SITE GRADING CROSS-SECTIONS DETAILS
CrossSection
Distance from Main
Street North ROW
to Proposed
Mainlines No. 3 & 4
Distance from
Proposed
Mainlines No. 3
& 4 to IMF Tracks
Distance from
Proposed Mainlines
No. 3 & 4 to Block
Swap Yard Tracks
Distance from
Proposed Mainlines
No. 3 & 4 to Existing
Mainlines No. 1 & 2
Distance from
Proposed Mainlines
No. 3 & 4 to Hinkley
Road Centerline
1 485’ NA NA 1,400’ 2,700’
2 195’ 600’ 1,650’ 2,750’ 4,000’
3 195’ 650’ 1,700 3,000’ 4,100’
4 185’ 300’ 1,600’ 2,550’ 3,500’
Rail Yard | Ancillary Rail Storage
Area, Block Swap and IMF
TWC HINKLEY ROAD
ANCILLARY RAIL STORAGE AREA
BLOCK SWAP
IMF
TWC
TWC
Note: All distances are approximate. Grading varies across BIG SP area frontage along Main Street. These cross-sections are conceptual in nature and may change with final engineering. Maximum grade difference is based on grade change depicted within imagery, and may vary across portions of the Rail Yard Overlay.
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Packet Pg. 495 Attachment: C-04 - Ord BIG Specific Plan- (6433 : Second Reading and Adoption of Big Gp) DEVELOPMENT PLAN | 2-43
N.T.S.
~35’
~195’ from Proposed Mainlines No. 3 & 4 to North Side of Main Street ROW BIG Project
Fence, typ. Main Street
(100’ ROW)
2 Figure 2-27A, Site Section - Conceptual Grading Cross-Section South
NAP
North
North
South Main Street
(100’ ROW)
NAP
~485’ from Proposed Mainlines No. 3 & 4 to North Side of Main Street ROW ~15’ ~30’
Not to scale
Proposed
Mainlines
No. 3 & 4
Proposed
Mainlines
No. 3 & 4
See Table 2.5
See Table 2.5
1 BIG’s Primary
Vehicle Entrance
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Packet Pg. 496 Attachment: C-04 - Ord BIG Specific Plan- (6433 : Second Reading and Adoption of Big Gp) 2-44 | DEVELOPMENT PLAN
N.T.S.
1 2
Existing Grade
Proposed Finished Grade
BIG SP Boundary
Private/ Public Streets
LEGEND
3 4
Vehicle Entrance
HINKLEY ROAD
ANCILLARY RAIL STORAGE AREA
BLOCK SWAP
IMF
TWC
TWC
Rail Yard | Ancillary Rail Storage
Area, Block Swap and IMF
TWC
Existing Mainlines No. 1 & 2
Proposed Mainlines No. 3 & 4
TABLE 2-6: SITE GRADING CROSS-SECTIONS DETAILS
CrossSection
Distance from Main
Street North ROW
to Proposed
Mainlines No. 3 & 4
Distance from
Proposed
Mainlines No. 3
& 4 to IMF Tracks
Distance from
Proposed Mainlines
No. 3 & 4 to Block
Swap Yard Tracks
Distance from
Proposed Mainlines
No. 3 & 4 to Existing
Mainlines No. 1 & 2
Distance from
Proposed Mainlines
No. 3 & 4 to Hinkley
Road Centerline
1 485’ NA NA 1,400’ 2,700’
2 195’ 600’ 1,650’ 2,750’ 4,000’
3 195’ 650’ 1,700 3,000’ 4,100’
4 185’ 300’ 1,600’ 2,550’ 3,500’
Note: All distances are approximate. Grading varies across BIG SP area frontage along Main Street. These cross-sections are conceptual in nature and may change with final engineering. Maximum grade difference is based on grade change depicted within imagery, and may vary across portions of the Rail Yard Overlay.
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Packet Pg. 497 Attachment: C-04 - Ord BIG Specific Plan- (6433 : Second Reading and Adoption of Big Gp) DEVELOPMENT PLAN | 2-45
N.T.S.
~15’
~195’ from Rail Track to North Side of Main Street ROW
BIG Project
Fence, typ. Main Street
(100’ ROW)
South
NAP
North
3 NAP
~185’ from Rail Track to North Side of Main Street ROW
BIG Project
Fence. typ. Main Street
(100’ ROW)
North
~30’
~15’
NAP
4 Not to scale
Figure 2-27B, Site Section - Conceptual Grading Cross-Section Proposed
Mainlines
No. 3 & 4
Proposed
Mainlines
No. 3 & 4
See Table 2.5
See Table 2.5
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Packet Pg. 498 Attachment: C-04 - Ord BIG Specific Plan- (6433 : Second Reading and Adoption of Big Gp) 2-46 | DEVELOPMENT PLAN
TWC. These 33KV distribution lines would total 23 miles of conduit within the BIG Specific Plan area.
4. Concerning the Tortilla Substation, SCE would make modifications which include constructing new feeders and new power distribution lines. Within the Tortilla Substation’s existing fence line, SCE would also make modifications to supply the new feeders from their existing 115kV-33kV transformers.
5. A private solar powered utility (solar farm) is located on the south side of the BIG rail yard, at the southwest corner of the Main Street at Country Club Drive intersection. The solar farm would include a battery electric storage system (BESS) and a new substation at the northwest corner to route power from the solar farm to the BIG rail yard. The solar farm is estimated to generate approximately 49.2 GWh annually to the rail yard. The solar farm would be fenced to prevent trespass and would include internal maintenance roads.
In order to provide backup power in the event of Tortilla Substation service interruptions, diesel generators are at various locations across the Rail Yard and TWC. The Rail Yard would include up to 10 generators at the far western extent, while the TWC would include up to 29 generators dispersed throughout.
Generators would only be used for emergency power. Additionally, BIG would comply with CalGreen regulations requiring that rooftop solar generation to be installed on the industrial warehouse rooftops (Title 24, Section 140.10).
2.5PUBLIC SERVICES
2.5.1Fire Service
Fire protection services to the BIG SP area will be provided by the Barstow Fire Protection District (BFPD). BFPD is a subsidiary district of the City, which provides fire protection and prevention, emergency medical, rescue, and hazardous materials response services. BFPD currently serves a total population of approximately 47,946 persons (23,407 City residents and 24,539 unincorporated County residents) in an area of approximately 60 square miles. BFPD currently employs 30 employees (28 fire-fighter responders and two staff). There are two BFPD fire stations near the BIG SP area as detailed below:
A. Station 366, located at 2600 West Main Street in Barstow, which is approximately 5 miles east from BIG SP area; and B. BFPD Headquarters Station 361, located at 861 Barstow Road in Barstow, which is approximately 10 miles east from BIG SP area.
Additionally, BNSF has prepared a System Emergency Response Plan (BNSF Response Plan) to respond to emergencies. The BNSF Response Plan describes procedures for responding to hazardous release emergencies, persons and agencies to contact, locations for personnel to evacuate to, and prevention practices to limit the potential of these emergencies. BNSF has also established a website (www.BNSFhazmat.com) to communicate with first responders.
2.5.2Police Service
Police protection services to the BIG SP area will be provided by internal BNSF Police in conjunction with City of Barstow Police Department (BPD). The BNSF Police Team is the law enforcement division of BNSF’s Resource Protection Team.
Railroad police officers are provided police authority from State and local governments and are authorized interstate authority by the federal government.
BNSF police protection services consist of over 180 sworn agents and over 20 support personnel that work in partnership with state and local agencies to help deter crimes conducted on railroad property or against railroad employees.
The Barstow Police Department (BPD), headquartered at 220 East Mountain View Street, provides 24/7 services to Barstow’ residents and businesses and has a service area of 40 square miles. The BPD has 47 sworn officers and 20 non-sworn staff. The nearest first response police station to the BIG SP area is located within downtown Barstow, which is approximately 7 miles to the east.
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Packet Pg. 499 Attachment: C-04 - Ord BIG Specific Plan- (6433 : Second Reading and Adoption of Big Gp)
DEVELOPMENT PLAN
| 2-47
N.T.S. Figure 2-28, Conceptual Electrical Plan B STREET B STREET LEGEND
BIG SP Boundary
Public Roads
Private Roads
Proposed 33 KV Distribution Lines
Roadway Bridge/Culvert
15 C S T R E E T
D STREET
F STREET
JIGGS ROAD
E
STRE
E
T
ROADRUNNER
ROAD
COUNTRY CLUB
DRIVE
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2.5.3Solid Waste
The City of Barstow has an agreement with Burrtec Services to provide mixed waste collection and organic recycling services as well as other programs to its residents and business community. BIG’s solid waste would be collected on-site by Burrtec Services and disposed of at the Barstow Sanitary Landfill.
2.6COMMUNICATIONS
Telecommunication lines cross the BIG footprint along Lenwood Road and along the southern edge of the existing tracks. Underground utilities may also be present. All underground communication facilities are assumed to have shallow depths except those crossing under existing features such as underpasses and creeks. Lines within the BIG footprint may be relocated adjacent to/within existing and proposed rights of way or abandoned. In addition, BNSF Telecommunications would install approximately 12 communication towers with heights generally between 100 - 120 feet, though two communication towers would be 160 feet tall.
BIG’s communications improvements are shown on Figure 2-29, Conceptual Communications Plan.
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Packet Pg. 501 Attachment: C-04 - Ord BIG Specific Plan- (6433 : Second Reading and Adoption of Big Gp)
DEVELOPMENT PLAN
| 2-49
N.T.S.
15 B STREET B STREET
ROADRUNNER
ROAD
COUNTRY CLUB
DRIVE
LEGEND
BIG SP Boundary
Public Streets
Private Streets
Proposed Communication Towers
Proposed Fiber Optics
Existing Fiber Optics
Existing Fiber Optics to be Removed
C S T R E E T
A S T R E E T
D STREET
F STREET
JIGGS ROAD
E
STRE
E
T
Figure 2-29, Conceptual Communication Plan
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Packet Pg. 503 Attachment: C-04 - Ord BIG Specific Plan- (6433 : Second Reading and Adoption of Big Gp) DEVELOPMENT REGULATIONS | 3-1
This Chapter defines the land use regulations unique to the Specific Plan. These development regulations address buildings and site improvements and are essential to achieve the Specific Plan’s vision.
DEVELOPMENT REGULATIONS
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3DEVELOPMENT REGULATIONS
The purpose of this Chapter is to provide development regulations which apply to the land uses established within the Land Use Plan. These regulations specify the permitted uses and include development regulations applicable to specific land uses (i.e., regarding setbacks, buffering, access, building height limits, etc.), as well as general provisions applicable to all uses concerning parking, walls and fences, signage, and lighting.
These development regulations shall be used in conjunction with Chapter 4, Design Guidelines, which describe and illustrate building designs, concepts, and features that will promote the high-quality development that is envisioned for the BIG SP area.
3.1GENERAL PROVISIONS
California Government Code (Title 7, Division 1, Chapter 3, Article 8, Sections 65450 et seq.) grants authority to cities to utilize Specific Plans for purposes of implementing the City’s General Plan goals and policies.
Application of these regulations is specifically intended to provide the most appropriate use of the land, create a harmonious relationship among land uses, and protect the community’s health, safety, and welfare. Except for uses within the Rail Yard Overlay, the following General Provisions apply to all uses within the BIG SP area consistent with the intent, purposes, and objectives of BIG SP. Uses within the Rail Yard Overlay are governed by Federal law.
3.1.1Applicability
BIG SP has been developed as both a regulatory and a land use policy document, which, upon adoption by the City, will constitute the regulatory governing document for the BIG SP area. The City has concurrently zoned the BIG SP area as the Barstow International Gateway Specific Plan zone. Development plans or agreements, tract or parcel maps, site plans, or any other action requiring ministerial or discretionary approval for the subject property must be substantially consistent with BIG SP. California Government Code Section 65454 requires that a Specific Plan be consistent with the General Plan. The BIG SP is consistent with the updated, concurrently adopted General Plan.
Where conflicts exist between the regulations contained in this BIG SP and those found in the Barstow Municipal Code (BMC), the regulations in this BIG SP shall take precedence. Any topical area concerning site development, administration, review procedures, environmental review, landscaping requirements, and regulations not expressly addressed by this BIG SP document shall be subject to the provisions of the City’s updated, adopted General Plan first, then the BMC using the intent, purposes and objectives of BIG SP as a guide in interpreting their application to the BIG SP area.
3.1.2Definitions
The meaning and construction of words, phrases, titles, and terms shall be as specifically provided within BIG SP. If a word is not defined within BIG SP or in the BMC, the Community Development Director or their designee shall determine the definition consistent with the intent, goals, and objectives of BIG SP. Definitions related to specific permitted uses are provided within Table 3-1, Permitted and Ancillary Uses and included in Appendix A - Definitions.
Any ambiguity concerning the content or application of BIG SP shall be resolved by the Community Development Director or their designee. Such interpretations shall consider the stated goals and intent of this Specific Plan. The Community Development Director or their designee may review any administrative interpretation, subject to further appeal to the Planning Commission according to BMC Chapter 19.44 of the BMC. Administration of BIG SP shall follow BMC Section
19.22.030 and applicable law
3.1.3Subsequent Building Modification
Subsequent building modification by tenant or property owners, including additions and/or projections into setback areas permitted by BIG SP, shall match the architectural style of the primary building and shall be constructed of the same or complementary materials and colors as the primary building and/or in context with the overall Design Guidelines.
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3.1.4Modifications to Development Regulations
Minor modifications are discussed under Section 5.1.5, Substantial Conformance, and Section 5.1.6, Minor Modifications to BIG SP.
3.1.5Height
Building height means the vertical distance from the finished grade of the lot to the highest average point of the building or structure. See Table 3-2, TWC Development Regulations. Rooftop equipment may extend above the maximum allowable building height as defined in Section 3.3, Development Regulations below. Building height exemptions consistent with the intent, purposes, and objectives of BIG SP shall be allowed by approval of the Community Development Director or their designee.
3.1.6Grading
Development within BIG SP area shall utilize grading techniques as approved by the City Engineer and the City of Barstow. All preliminary and final grading plans shall be prepared in accordance with the Uniform Building Code and Title 15 of the BMC, except as modified herein and approved by the City Engineer.
3.2PERMITTED USES
3.2.1Permitted and Ancillary Uses
Table 3‐1, Permitted and Ancillary Uses, shows the uses that may be developed within each land use area within BIG SP. This Specific Plan allows minor adjustments per the provisions of Chapter 5, Implementation. Minor adjustments include interpretations that facilitate the approval of unlisted uses that are similar to listed uses in nature and impact. The inclusion of any uses not expressly listed in Table
3.1, Permitted and Ancillary Uses may be permitted subject to a determination by the Community Development Director or their designee made pursuant to the Minor Amendments procedures set forth in Section 5.1.6 of this Specific Plan, subject to appeal as provided in the BMC.
3.2.2Interim Uses
The following interim uses may be permitted in any land use area ultimately planned for development prior to its entitlement for its primary permitted use.
A. Stockpiling of soil for use in subsequent phases as part of a grading permit approval. The duration of soil stockpiling will be determined as part of the issuance of the grading permit.
B. Construction and construction staging, including materials storage lots for construction projects, landscape material staging, temporary parking, and construction trailers are subject to the City’s ministerial approval of a Construction Management Plan.
C. Buildings/housing for security during construction
D. Temporary housing for workers during BIG construction E. Temporary goods movement facilities
The symbols shown in Table 3-1, Permitted and Ancillary Uses, are defined as follows:
“P” means the use is permitted by right, subject to applicable development regulations contained in this Specific Plan. A Conditional Use Permit is not required.
“A” means the use is permitted by right, provided the use is ancillary/allowed in conjunction with a primary permitted use of the property. “X” means the use is not permitted.
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Packet Pg. 506 Attachment: C-04 - Ord BIG Specific Plan- (6433 : Second Reading and Adoption of Big Gp) 3-4 | DEVELOPMENT REGULATIONS
Uses Rail Yard
Overlay TWC
Mojave
River
Buffer
Private
Utility Notes
Administration and Professional Offices A A X A
Ancillary Rail Storage Area P X X X See Appendix A, Definitions for Ancillary Rail Storage Area Ancillary Support P P X X Facilities that provide services, including fueling facilities and limited commercial uses oriented to truck and rail operators.
Fuel sales are for contractors, employees, and on-site
operators and not open to the public.
Auto / Rail Repair (Minor) A A X A See Appendix A, Definitions for Auto/ Rail Repair (Minor).
Auto / Rail Repair (Major) P P X A See Appendix A, Definitions for Auto/ Rail Repair (Major).
Energy Storage (Outdoor) P P X P See Appendix A, Definitions for Energy Storage (Outdoor).
Industrial Retail Sales X P X X
Outdoor Storage P P X P
Overnight truck and trailer parking P P X P For permitted uses on-site only.
Onsite utility and structures P P P P Inclusive of telecommunications facilities / cell sites.
Property maintenance facilities P P X P
Portable storage container use P P X P
Rail Yard (Overlay) P X X X See Appendix A, Definitions for Rail Yard Overlay.
Sorting Center / Shipping/ Parcel delivery X P X X See Appendix A, Definitions for Sorting Center.
Transload Warehouse Center (TWC) X P X X See Appendix A, Definitions for TWC.
Truck Service/Repairs/Storage P A X X
Truck Vehicle Washing P P X A
Uses not listed but similar in nature and
consistent with the intent of the Specific
Plan
P P P P Subject to the Community Development Director or their designee’s Interpretation.
TABLE 3-1: PERMITTED AND ANCILLARY USES
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3.3DEVELOPMENT REGULATIONS
3.3.1Rail Yard Overlay
A. The square footage of individual administrative and professional offices within the railyard may vary, but the Maximum FAR shall not be exceeded.
B. All administrative and professional offices are considered an ancillary use to the primary use, Rail Yard.
C. All development regulations as they pertain to design of rail services, including the IMF, Block Swap Yard, and Ancillary Rail Storage Area, are subject to applicable California Public Utility Commission (CPUC) and BNSF Engineering Standards for operating requirements.
D. All rail services identified within Figure 2-2, BIG SP Conceptual Site Plan, are permitted and approved upon adoption of BIG SP.
E. Rail services shall be designed based upon applicable provisions of the Manual for Railway Engineering of the American Railway Engineering and Maintenance-of-Way Association (AREMA Manual).
F. Rail operations, including the IMF, Block Swap Yard, and Ancillary Rail Storage Area, operate 365 days a year and 24 hours a day.
G. Walls and fencing shall be provided to safeguard the general public and prevent trespassers from entering BNSF-owned property, right-of-way, and accessing the track or other ancillary rail structures.
3.3.2Transload Warehouse Center (TWC)
A. The square footage of individual transload warehouse structures within the railyard may vary, but the Maximum FAR shall not be exceeded.
B. Development Regulations pertaining to the TWC shall follow Table 3-2, TWC Development Regulations, described below.
C. The building layouts reflected in Figure 2-2, BIG SP Conceptual Site Plan, are conceptual in nature and may change with final engineering. If a transload warehouse layout is altered the final engineering layouts for water, sewer, and on-site stormwater drainage may be modified to accommodate the altered layout without a Specific Plan Amendment pursuant to Section
5.1.7. D. All administrative and professional offices within the TWC are considered an ancillary use, and assumes no greater than 10% of the gross building SF of the primary use.
E. Building heights may exceed the maximum with the appropriate site conditions as approved by the Community Development Director or their designee.
F. To enhance visual interest for travelers along Hinkley Road and Lenwood Road, building planes visible from public rights-of-way shall be articulated by variations in exterior design treatments such as material changes, horizontal projections and recesses, scoring and similar features. Such design treatments shall be incorporated every 100 feet or where practical as it aligns with panel construction.
G. A buffer from loading docks shall be implemented where TWC operations occur adjacent to existing residential uses. Buffer design shall include one or a combination of the following: fencing, walls, berms and/or slopes.
H. Equipment, trailers, and loading docks that are visible from public rightof-way shall be screened with one or a combination of walls or fences that have a minimum height of eight (8) feet to the extent practical. See Section
3.5 for additional wall and fencing regulations.
I. Transload warehousing shall provide onsite parking for heavy-duty trucks and passenger vehicles per the parking regulations in Table 3-3, TWC Parking Regulations.
J. Drive aisles shall have a minimum width of 26 feet subject to approval of a fire access plan by the Barstow Fire Protection District (BFPD) as part of the City’s Design Review. The BFPD Fire Official may approve a reduced fire lane width provided there is adequate emergency access.
K. Drainage is permitted in landscape buffers and/or setbacks.
L. The TWC operates 365 days a year and 24 hours a day.
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Packet Pg. 508 Attachment: C-04 - Ord BIG Specific Plan- (6433 : Second Reading and Adoption of Big Gp) 3-6 | DEVELOPMENT REGULATIONS
TABLE 3-2: TWC DEVELOPMENT REGULATIONS
Standard TWC Dimension/Standard
Minimum Lot Size 1 acre
Floor Area Ratio (maximum)1 0.65
Building Setback
From Public Street 30 feet
From Private Street 25 feet
From Side 15 feet
From Rear 15 feet
Building Separation
At bays/loading dock 100 feet
At bays/loading docks from Sensitive Use 500 feet
Site Landscaping2 10%
Building Height (maximum) 75 feet
1 FAR is calculated from total building square footage within the TWC land use designation. FAR shall not include mechanical mezzanines.
2 Site Landscaping coverage shall be determined based on the net total acreage of the TWC land use designation.
3.3.3Mojave River Buffer
A. Buildings shall be prohibited.
B. Utility infrastructure (i.e. water) and stormwater drainage shall be permitted to detain and infiltrate any stormwater in excess of predevelopment flows then discharge to existing drainageways through stormwater best management practices.
C. Roadway and access improvements shall be restricted to maintenance and emergency response purposes only.
3.3.4Private Solar Power Utility
A. The primary structure shall be the solar power utility (i.e., solar farm). Any additional structures shall be ancillary to the private solar power utility and for utility purposes only.
B. Provide a minimum 30-foot setback from the public right-of-way, and side and rear property lines.
C. Roadway and access shall be provided to accommodate service, maintenance, and emergency vehicles as determined appropriate.
3.4PARKING
Unless otherwise provided herein, parking regulations within the BIG SP area shall be provided in accordance with the ratios in Table 3-3, Parking Regulations.
Parking shall not be included within the Mojave River Buffer or Public/ QuasiPublic – Flood Control.
Parking stall dimensions (including wheel stops) shall be in accordance with the BMC, are summarized as follows:
A. Standard automobile stalls: 9 feet by 18 feet
B. Compact Stalls: 8 feet by 15 feet (20% of stalls maximum) C. On-site landscaping or lighting standards do not apply to truck parking areas where there is truck traffic to accommodate truck circulation.
3.5LANDSCAPE
Applicable to TWC only, Landscape improvements (inclusive of planting and hard scape plans, the planting pallet, drainage plan and irrigation system and specifications of the landscape plans shall comply with the standards and requirements specified in the State of California Model Water Efficient Landscape Ordinance (MWELO), unless otherwise determined standards are not applicable.
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Packet Pg. 509 Attachment: C-04 - Ord BIG Specific Plan- (6433 : Second Reading and Adoption of Big Gp) DEVELOPMENT PLAN | 3-7
TABLE 3-3: PARKING RATIOS
Use Parking Ratio
General Industrial – Rail Yard Overlay and Private Utility Commercial / Office 1 space / 300 SF
General Industrial – TWC
Less than 100,000 SF 1 space / 5,000 SF inclusive of building size. 100,000 + SF
1 space / 10,000 SF inclusive of building size, or
one space for each employee on the maximum
shift, whichever is less.
Carpool Stalls 2% of auto stalls
EV Charging Stations
Total Number of Actual
Parking Spaces
Number of EV Capable
Spaces
0-9 0
10-25 4
26-50 8
51-75 13
76-100 17
101-150 25
151-200 35
201 and over 20% of actual
parking spaces
Ancillary Office & Retail 1 space / 300 SF
Tractor/Trailer 1 tractor / trailer space per dock door Tenant car parking demand is approved administratively as part of the BIG SP process (See Section 5.2.1).
3.6WALLS AND FENCING
Walls and fencing shall be differentiated between the proposed uses. Below are details of the operational differences between Rail Yard Overlay, Private Utility and TWC requirements. Walls and fencing shall not be included within the Mojave River Buffer or Public/ Quasi-Public – Flood Control.
3.6.1Rail Yard Overlay and Private Solar Power Utility
Required walls and fencing within the BIG SP area shall be provided in accordance with Table 3-4, Fencing Types. Where possible, fencing shall be located outside the BNSF rail right-of-way and encompassing areas to limit trespassing for safety.
All fencing shall be designed to secure the property and prevent public access.
Chain link fence is predominately used within these uses; however, additional fence types may be used in locations where trespassers may cut a chain link fence, or where there is greater interface with the public. Fencing is not intended to screen Rail Yard Overlay and Private Solar Power Utility uses from the public.
3.5.2 TWC
Required walls and fencing within the BIG SP area shall be provided in accordance with Table 3-4, Fencing Types.
Fence materials may consist of chain linked fence, tubular steel fences, masonry blocks, or a combined low block wall/fence as described in Chapter 4, Design Guidelines. Walls or fencing may be provided at the perimeter of a portion or the whole site of the TWC user area and warehouse staging area.
TABLE 3-4: FENCING TYPES
Fence Type Minimum
Opening Size
Height: Minimum
to Maximum
Chain Link 2 inches 6 feet to 8 feet
Wrought Iron Picket Fence 3 inches 5 feet to 7 feet
All Architectural Wall or
Fencing
2 inches 5 feet to 7 feet
High Security 2 inches 6 feet to 8 feet
Note: Walls or fencing used may exceed 8-feet to the extent practical for screening purposes, if approved by the Community Development Director or designee.
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3.7LIGHTING
Lighting shall be fully shielded and placed such that it limits light trespass to extent feasible in accordance with below standards.
3.7.1Rail Yard Overlay and Private Solar Power Utility
Care shall be taken in lighting placement such that trains will not mistake the lights for train signals, nor shall they interfere with the train engineer’s sight distance for existing signal aspects. The following regulations shall be applied:
A. The minimum lighting design criteria shall be an average of one (1) footcandle per square foot within the Block Swap and IMF areas within the Rail Yard Overlay. Two (2) foot-candles per square foot or greater may be required at BNSF’s discretion.
B. All lights shall be full cutoff or fully shielded to prevent uplight and limit horizontal spill.
C. Lighting shall accommodate heights and locations that do not obstruct the Rail Yard operations and the maneuverability of trains, trucks, and vehicles.
D. Red strobe or beacon light shall be provided in accordance with FAA14 CFR Part 77.
E. Warm lighting (3000K or lower) shall be used to reduce blue light emissions.
3.7.2TWC
The lighting design shall be approved by the City as part of the City’s Design Review process and should follow requirements in Table 3-5, Lighting Requirements.
3.8SIGNAGE
BNSF shall submit for City approval, as part of the development application for the first implementing project within the BIG SP area, a Master Signage Program (MSP) for monument and wall signage within the BIG SP area.
TABLE 3-5: TWC LIGHTING REQUIREMENTS
Category Requirements
Location
Lighting shall be provided for all parking areas, truck courts, vehicular byways and be focused, directed, and arranged to limit glare or light trespass on streets or adjoining property.
Pedestrian
Lighting
All pedestrian walkways, building entries, and pathways shall be illuminated to provide pedestrian orientation and clearly identify a safe and secure route between parking areas and points of entry to the building.
Service
Area
Lighting
Service area and security lighting shall be directed to those areas within the limits of the service area. Wall-mounted, security-type, service area lighting fixtures may be used only in screened service areas and only if direct light is kept within these areas. In all other areas, wall-mounted service lighting shall consist of cut-off type fixtures.
Orientation
All exterior lighting fixtures shall be directed downward to illuminate pedestrian pathways and parking areas and avoid unnecessary glare and light trespass.
Height
Pole-mounted or building-mounted lighting fixtures shall be no more than 50-feet in height to limit light trespass beyond the parking lot or service area. An exception to this maximum height requirement can be approved or modified as part of the Site Plan Review by the Community Development Director, or designee.
Shielding
Pole-mounted lights shall be shielded, and the light directed away from the public streets. Pole-mounted lights shall utilize cut-off fixtures and shall not be directed toward residences.
Light
Fixtures
Building entries shall be lit with soffit, bollard, step, or comparable lighting.
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This Chapter explains design concepts and establishes design guidelines for development within the BIG Specific Plan area. These guidelines address the built form for the various land use designations and general guidelines related to circulation and parking, landscaping, and signage.
DESIGN GUIDELINES 4
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4DESIGN GUIDELINES
4.1PURPOSE AND INTENT
BIG SP Design Guidelines provide general criteria for architecture, landscaping, entry monumentation, walls and fences, and other design elements that will reinforce efficiencies of operations envisioned for the BIG SP area. The design guidelines in this chapter should be used in conjunction with the development regulations described in Chapter 3, Development Regulations.
The Rail Yard Overlay area and all operations and buildings within the Rail Yard Overlay are exempt from these design guidelines.
The architectural design guidelines describe the intended architectural themes and styles for buildings permitted within the BIG SP TWC area and are intended to provide a basis for decisions regarding the built environment. These design guidelines serve to promote cohesive design and enhance BIG SP’s intent. These guidelines take a flexible approach to guidance, recognizing that architectural design preferences can change over time. Conceptual graphics and imagery are included as visual references but do not represent the only approach that may be taken to design within BIG SP.
These design guidelines serve the following functions:
A. To provide the City of Barstow with assurance that the BIG SP area will be developed in accordance with the quality and character described within BIG SP.
B. To establish design guidelines for architecture, circulation, landscape, parking, lighting, and other distinguishing features.
C. To provide guidance to City staff and decision-makers in the review of future implementing projects within the BIG SP area.
D. To provide builders, planners, architects, engineers, landscape architects, and property owners with guidelines and recommendations to aid in maintaining a high level of cohesiveness and unity within BIG SP while still allowing for a degree of individual expression and creativity.
E. To encourage sustainable design solutions that reduce energy consumption, use water efficiently, and avoid waste.
F. Create simple building designs that result in efficient use of space, materials, and resources while maintaining a high level of design integrity.
The Design Guidelines are intended to be flexible and work in concert with the Development Regulations contained in Chapter 3. As guidelines, they are subject to modification over time to respond to unanticipated conditions, such as changes in the real estate market, specific needs of building users, technology advancements, and economic fluctuations. These guidelines should be implemented through the review of site plan and building permit processing.
4.2RAIL YARD OVERLAY DESIGN CRITERIA
The Rail Yard Overlay area and all operations and buildings within the Rail Yard Overlay are exempt from the design guidelines in this chapter.
4.3TWC DESIGN CRITERIA
Architectural styles for development within the TWC should be contemporary with clean, efficient lines. Large footprint industrial uses lend themselves to a more contemporary architectural style, as they need large expansive areas to create efficiencies to move product quickly.
The criteria listed below are used to determine compliance to the regulations provided in Chapter 3 and depicted in Figure 4-1, TWC Conceptual Imagery:
A. Exterior building modulation that does not interfere with floor plans geared to the efficient travel and movement of goods, persons, and automated machines within the building. Use of techniques to vary exterior elements without affecting floor plans is highly desirable, such as change of plane, rooflines, color, texture, and materials. Murals and wall-mounted signage can also have the same effect.
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B. Large areas such as the loading docks are for the movement and docking of trucks to receive and transport goods.
C. Buildings are located on each site in a manner that is efficient, appropriate to site conditions, supportive of the overall architectural composition, and compatible with nearby projects throughout the BIG SP area.
D. Buildings are located to enhance BIG SP visibility and identity while maintaining compatible relationships with adjacent projects and street views.
E. Contemporary-inspired design elements often include the following components:
a. Asymmetrical façade with simple boxlike massing,
b. Smooth plaster or stucco surfaces,
c. Building colors are white, off-white, or earth tone with contrasting door and window trim colors,
d. Use decorative tile insets in the façade, especially to denote areas of importance.
4.3.1TWC Building Mass, Orientation, and Form
Building form is a defining feature of architecture. Shape, massing, scale, proportion, and articulation are all components of a building’s form.
4.3.1.1Massing
Development within the BIG SP area should follow the principles below relating to building massing:
A. Massing should be broken up with repeating elements at entryways, and marking building corners to promote balance and visual interest.
B. Arbitrary, complicated building design and rooflines should be avoided.
C. Buildings can be designed with consistent, uniform facades, with the center of the facade emphasized or with the corners of the facade emphasizing building function, structure and scale.
D. Long horizontal stretches of the building’s façade should be broken up through a push or pull of the façade, vertical banding, a change in color materials, or the use of other design elements that break up the façade massing at least every 100 feet or where practical based on panel construction.
Building facades should be broken up through the use of different materials, vertical or horizontal banding, or other architectural features.
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Figure 4-1, TWC Conceptual Imagery N.T.S.
Examples of TWC building. These features are representative of proposed development within the SP area.
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4.3.1.2Orientation And Form
The following design guidelines relating to the buildings’ form should be incorporated for implementing projects.
A. The overall building massing should consist of simple, geometric forms.
B. Buildings should be oriented to provide convenient access to entrances and efficient internal circulation.
C. A parapet or some other method of screening should be implemented to keep rooftop mechanical equipment screened from public view.
D. Visitor parking should be located with convenient access to building entries.
E. Building forms and elevations should be articulated in a manner that will enhance the primary building entry points and create interesting rooflines, building shapes, and patterns of shade and shadow.
F. The overall site design should incorporate rest areas for employees that are easily accessible and visible from the buildings or the street for safety and surveillance purposes.
4.3.2Façade Articulation and Entries
Building entries are often the most important portions of a building façade and, as such, should be defined visually through the use of enhanced architectural features.
Development should consider the following guidelines for building entrances:
A. Primary building entries are encouraged to be easily identifiable through the use of architectural elements, signage, lighting, canopies, roof form, hardscape, architectural projections, columns, or other design features that help emphasize a building’s entry.
B. Building entries should be clearly accessible from the adjacent vehicular parking areas.
4.3.3Exterior Materials and Colors
A. Exterior Color schemes should be neutral earth tones that are sensitive to the existing environment, blending in with surrounding buildings and natural landscapes.
B. A combination of materials and/or colors should be used that emphasize the differentiation between various components or functions of the building.
C. Large expanses of light-colored surfaces should incorporate some darker colors accents to help break up large building facades.
D. Accent elements should complement the architectural style and be complementary in color and material. Accent elements are encouraged at main vehicle and pedestrian entries to create visual identity and marketing opportunities for the user/tenant.
E. Specific users/tenants within the TWC are allowed to use corporate materials and colors that pertain to individual site plan layouts.
F. Use of the following materials should be prohibited: Reflective glass; aluminum or plastic siding; and Plant-on wood facades and plywood sidings.
4.3.4Outdoor Furnishings
Furnishings (e.g., benches, trash and recycling receptacles, employee rest areas, etc.) can be intermittently located at strategic points within TWC developable property. Selection of these furnishings should consider the natural elements of Barstow (i.e. heat, wind.)
A. Furnishings will be made of durable, quality materials and should consider the functional capabilities, resistance to vandals, and ease of maintenance.
B. Furnishings should be low maintenance, and major components should not be exposed to metal or other unprotected surfaces that may be harmful in direct sun.
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C. Furnishings and other pedestrian amenities should be integral elements of site design, and placed in pedestrian-friendly locations.
D. Elements shown in the “Kit-of-Parts” depicted in Figure 4-2, Design Concept Kit-of-parts.
E. Outdoor break areas should be provided as applicable to the use. Shaded structures, as depicted in Figure 4-3, Shade Structures, should be used to define rest areas.
F. Spaces for outside equipment, trash receptacles, storage, and loading areas should be designed as an integral part of the structure or positioned in the least conspicuous part of the site.
G. Solar systems should be placed at a location that will be minimally visible from public view, while maintaining high performance.
H. Use facades, walls, fences, or landscaping to screen equipment, conduits, or pipes from public view where appropriate.
4.4PRIVATE SOLAR POWER UTILITY DESIGN CRITERIA
The private solar power utility location and design composition of PV systems within BIG SP area should consider aesthetic impacts on the site and surrounding community. The following are guidelines to follow when considering the installation of PV systems within the BIG SP area:
A. Situate solar panels in a manner that limits reflective sunlight glare, especially to nearby communities.
B. Consider aesthetic impacts and visual aspects of the solar panel structures when establishing solar panel siting and design composition.
Figure 4-2, Design Concept Kit-of-Parts
Examples of kit-of-parts. These features are representative of proposed development within the SP area.
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Figure 4-3, Shade Structures
Examples of shade structures. These features are representative of proposed development within the SP area.
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4.5GENERAL GUIDELINES
4.5.1Landscape Design
BIG SP will limit landscaping to xeriscape, including rock mulch, decomposed granite, Class II base, ballast, concrete, and wood treatments, to create elements of design in streetscape parkways and BIG entry. Any plants incorporated will be native or drought-tolerant species in an attempt to avoid water usage and concern of introduction of an invasive species. See Figure 4-4, Xeriscape Design, for conceptual landscaping/xeriscape.
4.5.2Site Entries
There are multiple ingress and egress points within the BIG SP area, based on the land use (i.e., Private Solar Power Utility, Rail Yard, and TWC). Each entry is designed to clearly direct employees and visitors, as well as visually establish entrance into BIG SP area. Locations for wayfinding signs are denoted within Figure 4-7, Monumentation and Signage Location Plan.
As one of the first architectural elements that visitors see, entry monuments set the tone for the overall design of the BIG SP area. Entry monuments within the BIG SP area should follow the following guidelines:
A. Entry monuments should be prominently located at each entry and be clearly visible to visitors.
B. Entry monuments should use high quality materials.
Site entries should consist of entry monuments and accent xeriscape materials that complement the aesthetic design themes within the BIG SP area. Both primary and secondary entry monuments should range in size, materials, and design depending on location and subject to change based on the final design.
Figure 4-4, Xeriscape Design
Examples of xeriscape design. These features are representative of proposed development within the SP area.
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4.5.3Conceptual Primary Entry Monumentation
Entry monuments should be placed at strategic site entry locations to establish a sense of arrival at the BIG SP area and reinforce the overall design theme. These are situated at the main entrance at the intersection of Main Street and County Club Drive, as shown in Figure 4-5, Conceptual Primary Entry Monumentation. The length of primary entry monumentation should not exceed 50-feet in width and height should not exceed 15-feet.
4.5.4Conceptual Secondary Entry Monumentation
Secondary entry monuments will be placed within the BIG SP area to allow vehicular traffic direction at the entry and through the property to create a cohesiveness between land uses, as shown in Figure 4-6, Conceptual Secondary Entry Monumentation.
One of the secondary entry monumentations should be situated at the TWC’s main entrance at the intersection of Hinkley Road and C Street. This marketing Figure 4-5, Conceptual Primary Entry Monumentation Figure 4-6, Conceptual Secondary Entry Monumentation corridor into the BIG SP area from Lenwood Road will allow both BNSF and other users of BIG to denote entry into BIG. Additional secondary entry monumentation should be located at the eastern side of Hinkley Road Bridge to denote entering the BIG SP area from Hinkley Road.
The length of secondary entry monumentation should not exceed 15-feet in width and height should not exceed 6-feet.
4.5.5Tenant Signage
As part of the development application for approval of the first implementing project within the BIG SP area, a Master Signage Program (MSP) for monument and wall signage should be required to ensure proper design of signage and adequate identification of building tenants. The MSP should provide for consistency in the size, color, and placement of signs within a property, which should be approved by the City’s Community Development Director or their designee.
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Figure 4-7, Monumentation and Signage Location Plan N.T.S. JIGGS ROAD BIG SP Boundary
Public Streets
Private Streets
Bridge
Primary Entry Monumentation
Secondary Entry Monumentation
LEGEND
15 COUNTRY CL U B DR COUNTRY CL U B DR
F STREET
D STREET
E
STRE
E
T
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4.5.5.1General Signage Design Requirements
A. Sign messaging should be simple, clear, and easily legible. Signs should have enough contrast between content and background to optimize legibility while still maintaining compatibility with building colors.
B. The sign’s design should reflect the type of business and/or uses through its design, material, shape, and graphic form.
C. Building occupant identification signage should be in keeping with the character established for the BIG SP area, with variations allowed to accommodate individual user identities and branding regulations.
D. Signs should not cover up windows.
E. All conductors, conduits, tubing, crossovers, transformers, and other equipment for the illumination of signs should be concealed and/or incorporated into the building architecture.
F. Exposed wiring, raceways, cords, plugs, or the like should not be permitted.
Figure 4-8, Conceptual Directional Signage
4.5.5.2Directional Signage Design Requirements
Directional signage design requirements are shown as follows and depicted in Figure 4-8, Conceptual Directional Signage:
A. Directional signs may be located at any vehicular or pedestrian decision point.
B. Vehicular directional signs should clearly direct to destination anchors, on-site parking areas, and truck routes.
C. Typography on vehicular directional signs should be legible and have enough contrast to be read from an appropriate windshield viewing distance.
D. Vehicular directional signs should incorporate reflective vinyl copy for night-time illumination.
E. The length of Tenant Directional Signage should not exceed 6-feet in width and 10-feet in height.
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4.5.6Parking and Internal Circulation
4.5.6.1Circulation
Parking design should emphasize a clear hierarchy, clear navigation, and safety.
A. The circulation system should be clear, direct, and simple, with a primary focus on the building itself and access to loading zones.
B. Entries, exits, parking lots, and pedestrian pathways should allow customers, employees, and emergency vehicles to navigate through the site easily and outside of the hostler traffic as part of the closed loop system.
C. Visitor parking should be located with convenient access to building entries.
4.5.6.2Parking and Loading
A. All parking and loading will be provided onsite and may be included within the warehouse staging area.
B. The design of the delivery and loading operational areas should not conflict with vehicular traffic in the adjacent public street. Parking spaces, aisle dimensions, and landscaping should conform to City development regulations.
C. Private drives should be treated as extensions of existing streets within the City and may function as fire lanes.
D. Private drives connecting to service yards at the rear of buildings should also be integrated into the project setting.
4.5.7Service Areas and Screening
Service areas and above-ground equipment such as air conditioners, trash enclosures, and electrical vaults are understood to be a requirement of development. Their screening treatment is important to the overall quality of the BIG SP area.
4.5.7.1Site Screening
A. Views of rail operations areas from the public right-of-way on Main Street will be screened with fencing as described in the Development Regulations to the extent practical.
B. Screen fencing should not be located in the line of sight for drivers entering or leaving service areas.
4.5.7.2Loading/Unloading Areas
A. Service areas, such as loading bays, loading docks, exterior material/goods storage (including energy storage), and utility areas should be at least 1,000- feet away from adjacent residential.
B. Service areas should be located at the rear of the buildings or in the interior of a multiple-building complex.
C. Loading and unloading zones should provide adequate space for maneuvering into and out of a loading position. These areas should be designed to integrate with the entire development.
4.5.7.3Mechanical Equipment
A. Electrical rooms should be planned in an inconspicuous location with smooth access doors painted to match the building field color. Underground service should be provided.
B. Roof-mounted mechanical equipment should be screened from views from public streets, unless a view study is provided and demonstrates the roofmounted mechanical equipment is not visible from the public streets.
C. Equipment should be located to maximize energy efficiency.
D. Storage and equipment areas should be screened from publicly accessible spaces. Landscaping and/or architectural enclosures can be used to screen these areas.
E. Ground-mounted mechanical equipment should be located behind walls/ fences, inside utility cabinets, and/or behind landscaping to screen this equipment from streets, walkways, and common areas. Equipment to be
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screened include, but are not limited to, power transformers, electrical equipment, backflow preventers, antennas, HVAC (heating, ventilation, and air conditioning) equipment, and other similar mechanical equipment and utilities.
4.5.7.4Trash Enclosures
Trash enclosures should be screened by a solid wall a minimum of six feet in height with a solid latching gate with landscaped buffers and located so that doors do not interfere with landscaping and pedestrian and vehicular circulation. The enclosure’s color should complement adjacent buildings and xeriscaping.
4.5.8Walls and Fences
Walls and fencing should be provided along the BIG SP area’s perimeter and on all sides of the Rail Yard Overlay and Private Utility inclusive of chain link fencing with barbed wire for security, as warranted. Within the TWC, walls, and fencing should be determined by the individual user following site design features.
4.5.9Lighting and Security
Lighting will utilize high-efficiency technologies, dark-sky cutoffs, strategic orientation to limit light trespassing into adjacent properties and open space areas, and appropriate shielding or recesses to limit glare and reflections.
4.5.9.1Street and Parking Lot Lighting
Street and parking lot lighting should follow the guidelines below:
A. Exterior lighting should be unobtrusive and limit glare or spillover into neighboring properties. Lighting fixtures should be fully shielded to direct illumination downward to limit light trespass.
B. Adequate lighting should be provided throughout the site to create an inviting and non-threatening environment. Night lighting of public spaces should be kept to the minimum necessary for safety and security purposes while limiting glare.
C. The scale, materials, colors, and design detail of on-site light posts and fixtures should reflect the desired character of BIG SP area and the architectural style of the surrounding buildings.
a. Light posts should be appropriately scaled for pedestrians near sidewalks and other areas of pedestrian circulation.
b. Bollard lighting is encouraged to illuminate walkways without providing spillover.
Examples images of parking lot and loading areas. These features are representative of proposed development within the SP area.
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D. Lighting fixtures should be compatible with the architectural style and character of the building. The color, size, placement, and number of fixtures should enhance the overall design and character of the building and site.
E. Energy-efficient, low-voltage lighting is strongly encouraged. Decorative lighting should be low intensity. LED lighting is also allowed.
F. If security lighting is required, fixtures should be hooded, recessed, and/or located in such a manner to mostly illuminate the intended area.
G. Addresses should be visible from streets and illuminated at night.
H. Parking areas. All lighting should be arranged so there will be no more than two candles per square foot.
I. Pedestrian walkways/business entrances. Pedestrian walkways should be illuminated to no less than 0.5 and no more than one footcandle per SF for safety purposes. Business entrances should be illuminated to no less than one-half and no more than two footcandle per SF.
4.5.9.2Security Cameras
The location, style, and mounting of security cameras should be integrated with the building architecture.
Cameras may be mounted on poles in parking lot, suspended from soffits, or mounted on building walls with the top of the camera below the top of the parapet. Cameras mounted on the parapet are permitted but not encouraged.
Examples of fencing and gates. These features are representative of proposed development within the SP area.
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This Chapter discusses the development review procedures of the City and other relevant permitting agencies applicable to the Specific Plan area. Implementation of the proposed land uses, including Specific Plan adoption, subsequent approvals and plans, and phasing, are outlined in this chapter.
Additionally, financing sources and maintenance responsibilities are identified. 5 ADMINISTRATION AND IMPLEMENTATION
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5ADMINISTRATION
The purpose of this chapter is to outline the steps necessary to implement BIG SP and applicable conditions and Existing Regulations defined in the Development Agreement in coordination with the City of Barstow and other governing public agencies. The Implementation Plan identifies actions that will take place to make progress toward the General Plan’s goals and those embodied in the BIG SP.
BIG SP will be developed through a combination of BNSF and third-party developers. The Rail Yard and its functions described in Section 2.1.1 will be developed by BNSF in accordance with Federal law, BNSF standards, and will not be subject to the City review and approval process described in this Chapter.
The Transload Warehouse Center (TWC) and Private Solar Power Utility will be developed by third-party developers within the BIG SP area in accordance with the permitted uses and design guidelines. The development of the TWC will directly support the Intermodal Facility (IMF), more specifically, the Cross-Dock Intermodal Operations.
5.1ADMINISTRATION
5.1.1Responsibility
The City’s Community Development Department or their designee shall be responsible for administering the provisions of the Specific Plan in accordance with all governing and applicable state and federal laws, the City’s General Plan, including all amendments or updates thereto, and the Barstow Municipal Code (BMC) as applicable.
BIG SP shall constitute the zoning and regulatory requirements for development within the BIG SP area, serve as the implementation tool for the zoning, and establish Existing Regulations defined in the Development Agreement, guidelines, and processes for the proposed development within the BIG SP area. The City will review all development outside of the Rail Yard Overlay within the BIG SP area to ensure compliance with the provisions of BIG SP. The City shall enforce the provisions of BIG SP, including all applicable mitigation measures, in the same manner that the City enforces the provisions of the General Plan and the BMC.
5.1.2Applicability & Interpretation
All development within the BIG SP area shall comply with the provisions set forth in the BIG SP document and the accompanying EIR, conditions of approval, and MMRP.
The development plan, regulations, and guidelines contained in BIG SP shall replace and supplement the development regulations contained elsewhere in The Title 19, Zoning Ordinance of BMC, except where specifically provided in BIG SP, and notably Section 5.2.1, Specific Plan Adoption. Where conflicts exist between the regulations and guidelines contained in BIG SP and those found in the BMC Existing Regulations as defined in the Development Agreement, the regulations and guidelines in the Specific Plan shall take precedence.
Any ambiguity concerning the content or application of BIG SP shall be resolved by the City’s Community Development Department or their designee.
The name “Barstow International Gateway” or “BIG,” as abbreviated in BIG SP, is for planning purposes. BIG SP’s final marketing name may differ with implementation.
5.1.3Discretionary Actions and Approvals
Base entitlements required for the development of the BIG SP area include the following actions to be taken by the City:
5.1.3.1Specific Plan
BIG SP is a regulatory document that establishes the zoning, General Plan land use designations, development regulations, and design guidelines for the entire BIG SP area.
The Rail Yard Overlay and its functions described in Section 2.1.1 include proposed project-level details in BIG SP and are intended to be implemented by BNSF in accordance with Federal law and BNSF standards. Therefore, the Rail Yard Overlay and its functions do not require subsequent discretionary approvals through the City of Barstow, nor do subsequent changes or additions to the Rail Yard require amendments to BIG SP.
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5.1.3.2Plats and Subdivision
A Tentative Tract Map (TTM) subdividing BIG area will be processed concurrently with BIG SP. In accordance with Title 18, Plats and Subdivisions, of the BMC.
Subsequent divisions of land including subdivisions, lot line adjustments, parcel maps, and multiple final maps may be processed through the City in accordance with the State law and Title 18 of the BMC as applicable.
As part of Final Map(s), additional parcels can be added so long as the parcels are located within the boundary of the BIG SP.
5.1.3.3Development Agreement
The City entered into a Development Agreement with BNSF that covers the terms and conditions under which BIG will proceed. As a legally binding contract, a Development Agreement binds BNSF, its assignees and lessee, and the City to its terms. In addition, the Development Agreement incorporates provisions creating a vested right in the laws and standards for development of BIG consistent with the approved BIG SP and its EIR, MMRP, Existing Regulations as defined in the Development Agreement, and conditions of approval.
5.1.3.4Environmental Impact Report (“EIR”)
BIG SP is subject to an EIR and mitigation monitoring and reporting program (MMRP). The mitigation measures included in the certified EIR (SCH#2024020501), will apply to all development within BIG.
5.1.4Severability
If any section, subsection sentence, clause, or phrase of BIG SP or future amendments or additions hereto is for any reason held to be invalid or unconstitutional by the decision of any court of competent jurisdiction, such decision shall not affect the validity of the remaining portions of the Specific Plan or any future amendments or additions.
5.1.5Substantial Conformance
The requirement is that all aspects of an approved plan (i.e., site plan, site design, design guidelines, development regulations, conditions, etc.) are completed and implemented through buildout in substantial conformance with BIG SP, TTM, and Development Agreement, as determined by the Community Development Director or their designee. Thus, all subsequent entitlements for the TWC and Private Solar Power Utility (e.g., Site Plan approval or amendment thereto) shall be in substantial conformance with BIG SP. The Rail Yard is not subject to subsequent discretionary approvals nor specific plan amendments for changes or additions to the rail facilities.
A subsequent entitlement may be found to be in substantial conformance with BIG SP even if said entitlement does not conform precisely to BIG SP. Approval may nonetheless be granted by the Community Development Director or their designee, if substantial conformance exists when evaluated in the context of the overall project intent, purposes and objectives of BIG SP.
Notwithstanding any provision in the City’s Municipal Code or other policy or regulation of the City or any department thereof, this chapter establishes the sole, exclusive, and objective criteria for the City to approve subsequent entitlements as being in substantial conformance with BIG SP. Documentation that the requested approval is in substantial conformance with BIG SP must be submitted for the review and approval of the Community Development Director or their designee to determine that each proposed subsequent entitlement meets the following requirements:
1. Consistent with the General Plan;
2. Consistent with the project intent, purposes and objectives of BIG SP;
3. Compliance with applicable zoning law;
4. Compliance with the TTM conditions;
5. Compliance with the Development Agreement; and
6. Compliance with the EIR and MMRP.
If the Community Development Director or their designee determines, by substantial evidence, that these requirements are met, then the Community
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Development Director or their designee must ministerially approve a subsequent entitlement, such as a site plan review or a building permit, for the implementation of the BIG SP and development of BIG.
5.1.6Minor Modifications to the Specific Plan
If subsequent development requires a modification to BIG SP, the Community Development Director or their designee shall determine if the modification is minor or requires a Specific Plan Amendment. A minor modification request to BIG SP is subject to review and approval by the Community Development Director or their designee, and shall be supported by information supporting substantial compliance. The Community Development Director or their designee shall approve the minor modification if the request meets the following criteria:
A. Minor modification to any of the development regulations or design guideline that does not exceed 20% of the relevant standard or design guideline (e.g. setbacks, building height). Minor modifications do not include increasing any building maximums above the maximum FAR standards.
B. Modifications to the architectural or landscape design guidelines, such as building color, articulation, and entry treatments, which guidelines are intended to be conceptual in nature and flexible in implementation.
C. Modifications to landscape materials, wall materials, and streetscape design that are generally consistent with the design criteria set forth in Section 4, Design Guidelines.
D. Modification of any design element in BIG SP that improves circulation, improves drainage, improves infrastructure, or provides similar utility and reduces operations and maintenance costs.
E. Modification to the BIG SP circulation plan, including changes to the backbone network roadway or cross-sections, roadway alignment, width, or improvements through the final engineering so long as minimum rightsof-way meet the design standards as approved by the City Engineer, and the access points to the public road system are consistent with BIG SP and EIR.
F. Adjustments of Mojave River Buffer to implement a development plan (including lot line adjustments).
G. One or more adopted conditions or project design features that become outdated or infeasible to implement as part of BIG SP, but there is one or more roughly equivalent condition(s) or feature(s) that can be substituted in place of the adopted condition(s) or feature(s), and are consistent with the intent, purposes, and objectives of BIG SP and EIR.
5.1.7Amendments to the Specific Plan
When a proposed subsequent entitlement requires modification of BIG SP that does not meet the criteria for a minor modification in Section 5.1.6, the property owner or designee may request an amendment to the BIG SP under Section 65453(a) of the Government Code. The application shall state in detail the reasons for the proposed amendment. An amendment to the BIG SP is a discretionary action that requires public hearings, recommendation by the City’s Planning Commission and approval from the City Council. Specific Plan amendments are governed by the California Government Code, Section 65453, and require an application and fee to be submitted to the City’s Community Development Department. If a proposed amendment requires additional environmental analysis pursuant to the underlying certified CEQA document, the applicant(s) for the proposed amendment are responsible for all fees and costs associated with the preparation of any necessary CEQA documentation. The applicant shall also be responsible for the City’s fees and costs for processing the proposed BIG SP amendment. If the BIG SP amendment modifies any of the terms of the Development Agreement, then the Development Agreement may need to be amended as well. An amendment to the BIG Development Agreement is also a discretionary action that requires a public hearing, recommendation by the City’s Planning Commission, and approval from the City Council.
5.2IMPLEMENTATION
5.2.1Site Plan Consistency Review
For implementing projects comprised of development to support permitted uses within the TWC and Private Solar Power Utility areas only of the BIG SP, applicants will apply to the City for BIG Site Plan Consistency Review by the Community Development Director or designee. Consistency review is not required for uses in the Rail Yard Overlay and may be submitted as determined appropriate by BNSF and in cooperation with the City.
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The Consistency Review is to ensure the development is consistent with BIG SP and certified EIR, therefore the approval of the Consistency Review and subsequent authorization to construct and operate is administrative and ministerial, and limited to a determination of whether the implementing project is consistent with applicable law, BIG SP and EIR/MMRP.
A checklist with the requirements for a Consistency Review submittal are generally described below, with the required submittal checklist in Appendix E, Consistency Review Checklist.
5.2.1.1Application
A complete application containing the name, address, and phone number of the applicant, the owner, and the person(s) preparing the plan, the authorized agent (if any), the address and legal description of the property (or planning area as defined by an adopted Specific Plan). Pre-application process can be initiated prior to submittal of a Consistency Review application, which would follow the same application form as the Site Plan Review.
5.2.1.2Site Plan
The application shall be accompanied by the required number of site plan maps, drawn at an appropriate scape for depicting the required information, on standard sheets of 24 inches by 36 inches, or as directed by the Community Development Director, City Engineer or designee. The site plans shall indicate the location of all known and proposed easements and improvements; structures and improvements proposed to be demolished, relocated, or constructed; and all other pertinent information (including but not limited to building and structures, parking, retaining walls, fences, signs, setbacks, driveways, street improvements, drainage improvements and utilities) which can be graphically depicted on the plan, as specified in the checklist provided by the planning department.
5.2.1.3Drawings and Elevations
Elevations showing the general appearance and features of proposed structures shall be submitted, as required on the application checklist. When required by the planning department, drawings and elevations shall be submitted in addition to those accompanying the site plan, which shall include but not be limited to the following:
A. Roof overhangs and any other parts of the structures that protrude from the building surfaces;
B. Uses of each room, or floor plans as applicable.
If the development request is found inconsistent with the BIG SP, the applicant shall request a minor modification in accordance with Section 5.1.6 or Specific Plan Amendment in accordance with 5.1.7. Table 5‐1, Review Authority, identifies the various approvals and the relevant approving body.
5.2.2Consistency Review Checklist
In accordance with Government Code Section 65943, the City shall determine whether the submittals are complete within 30 days of receiving the, as well as the applications identified in Section 5.2, Additional Approvals. BIG SP Consistency Review Checklist will be reviewed for Substational Conformance in accordance with Section 5.1.
TABLE 5-1: REVIEW AUTHORITY
Review Authority Permit or Approval Type
Administrative
(Community
Development Director or
their designee)
Sign Permits and Master Sign Program
Site Plan Review Approval 1
Substantial Conformance per Section 5.1.5 / Consistency Review Checklist per Section 5.2.2
Minor Modifications per Section 5.1.6
Lot Line Adjustments
Parcel Map for Financing Purposes
Planning Commission
Tentative Tract or Parcel Maps
Appeals of Community Development Director ‘s or their
Designee’s Decisions
City Council 3
Specific Plan Amendments
General Plan Amendments
Final Maps
Appeals of Planning Commission Decisions
1 For applications consistent with the Specific Plan’s land uses and in substantial conformance with BIG SP development regulations, applications for new development are to be approved administratively per Section 5.2.2.
2 City Council actions are preceded by a Planning Commission Public Hearing and Recommendation.
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5.2.3 Site Plan Approval
Approval shall be based upon the following minimum criteria, which shall also constitute the findings to be made by the Community Development Director or designee in approving or denying a site plan:
A. The proposed site plan is consistent with BIG SP, including Section 3, Development Regulations, and Section 4, Design Guidelines, as they pertain to the application. The proposed site plan is consistent with: 1) the General Plan, 2) the overall project intent, purposes and objectives of the BIG SP, 3) applicable zoning law, 4) the TTM conditions, 5) the Development Agreement, and 6) the EIR and MMRP.
B. As applicable, the Community Development Directed determines any deviations from the Specific Plan are approved as Minor Modifications in accordance with Section 5.1.6.
C. The design of the site plan shall comply with the BIG SP MMRP as part of the review with each implementing project.
5.2.4Term
Each Site Plan approval will expire 5 years after its approval unless any of the following apply:
A. A longer term is provided by a Statutory Development Agreement; B. Actual construction or alteration has commenced under a valid grading or building permit,
C. A request for an extension is approved by the Community Development Director or their designee prior to expiration of the consistency review.
5.2.5Additional Ministerial Permits
It is anticipated that there will be additional ministerial permits that may be processed as part of the implementation of BIG SP for TWC and Private Utility operations following or concurrent with a Site Plan Consistency Review approval (i.e. Grading or Building Permits).
5.3FINANCING, MAINTENANCE AND OWNERSHIP
5.3.1Financing
The financing of construction, operation, and maintenance of public improvements and facilities will include a combination of mechanisms. However, the developer shall ultimately be responsible for all fair-share costs associated with implementing the BIG SP, including but not limited to the costs of providing infrastructure and complying with all mitigation measures, conditions of approval, and other requirements of BIG.
Various financing strategies may be used to fund the public facility improvements specified by the Specific Plan. Financing may involve a combination of impact fees and exactions, special assessment districts, landscaping and lighting districts, community facilities districts, and other mechanisms as agreed to by the developer and City. In addition, the developer may utilize options such as a maintenance district or privatization of streets, and related facilities, in order to address the costs of ongoing maintenance and repairs.
The City and developer will cooperate to ensure that the public facilities are built in accordance with all requirements of the Specific Plan and Development Agreement. Development agreements and conditions of approval may be used to facilitate this process.
5.3.2Maintenance
Maintenance of the Rail Yard Overlay and associated functions will be BNSF’s responsibility. Maintenance of the Private Utility will be the responsibility of the future third-party developer.
Maintenance of private driveways, private streets, parking area circulation, and common landscape areas within the TWC will be the responsibility of a developer and BNSF.
Public streets, landscaping, parkways, streetlights, water, sewer and drainages will be constructed by BNSF in accordance with Section 2, Development Plan. The ownership and maintenance will be the responsibility of the City of Barstow or
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respective utility provider. The new Hinkley Road bridge over the Mojave River will be maintained by the County. Any landscaping along the frontage of the project is to be installed and maintained by the owner. See Table 5-2, Financing, Ownership and Maintenance.
5.3.3Covenants, Conditions and Restrictions
The TWC will initially be held under single ownership, with the owner responsible for maintenance of all private improvements. In the event of future sale of individual properties within TWC, the owner may consider establishing Covenants, Conditions and Restrictions (CC&Rs) to address shared responsibilities, including maintenance of common area improvements, drainage and detention facilities, community signage, architectural standards, and related matters.
TABLE 5-2: FINANCING, OWNERSHIP AND MAINTENANCE
Improvement Developed
by Ownership Maintenance
Water System1 Developer Public Utility Provider
Sewer System
• Main Lines & Laterals
Developer Public Utility Provider
Drainage System
• Off-site2 Developer Public Public
• On-site Developer Private Private
• BMPs Developer Private Private
Public Street Improvements
• Traffic Signals Developer Public Public
• Streetlights Developer Public Public
Private Internal Streets
and Drives
Developer Developer Developer
Landscaping
• Public R/W Developer Public Public
• Common Areas Developer Private Private
• Private Parkways Developer Private Private
1 Water Utility is Golden State Water Company
2 Off-site drainage will be maintained by public entities including the City, County and SBFCD.
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Packet Pg. 537 Attachment: C-04 - Ord BIG Specific Plan- (6433 : Second Reading and Adoption of Big Gp) APPENDIX A | A-1
This Appendix defines the definitions specific to BIG SP to provides explanations of key terms, acronyms, and technical language used throughout the document.
APPENDIX A - DEFINITIONS
A
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APPENDIX A - DEFINITIONS
DEFINITIONS – A
Arterials: A thoroughfare that is a high-capacity urban road that sits below freeway and motorways on the road hierarchy in terms of traffic flow and speed.
Auto / Rail Repair (Minor): Minor activities include, but are not limited to, automotive and light truck repair and the cleaning and washing of automobiles and light trucks. Uses typically include, but are not limited to, repair of brakes, tires, electrical, and car washes.
Auto / Rail Repair (Major): Major activities include, but are not limited to, automotive bodywork, painting and installation of major accessories, automobile customizing, engine and transmission repair/rebuild and towing facilities.
DEFINITIONS – B
BIG Footprint: The approximately 5,000-acre project footprint is in San Bernardino County’s western portion, at the eastern extent of the City of Barstow. Most of the project footprint is within unincorporated County lands, while the remainder is within Barstow City limits.
BIG Project: The Barstow International Gateway facility would optimize the efficiency and operational resilience of container transport by rail, regionally, and across the U.S. supply chain.
BIG Specific Plan Area (BIG SP Area): The Specific Plan Area totals approximately 4,335 acres and comprises approximately 87% of the total project footprint (BIG Footprint).
Over half of the Specific Plan area is within unincorporated County lands, and the remainder is within Barstow City limits.
Block: A block is a group of rail cars of a similar type moving to a similar destination. See Figure 3 2: Rail Car Blocks below.
Block Swap Yard: This area is part of the rail yard, and is where blocks of intermodal rail cars intended for a single destination are consolidated to produce more efficient trains. In effect, the entire block of rail cars remains coupled together and is moved en masse to another train BNSF Railway: One of North America’s leading freight transportation companies with a rail network of 32,500 route miles. The company’s rail network spans across 28 states and three Canadian provinces. BNSF rail lines transport agricultural, consumer and industrial products throughout North America.
Building Modulation: A stepping back or projecting forward of different sections of a building’s façade within specified intervals to enhance building articulation.
DEFINITIONS – C
Cal Green: Also known as the California Green Building Standards Code, is a mandatory green building standards code that was developed in 2007 to meet California’s goals of reducing greenhouse gases. The code includes mandatory and voluntary green building measures that may also be included in the design and construction of structures.
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Chassis: A metal frame with wheels that connects to a heavy-duty truck trailer or hostler, on which a container is placed..
Circulation: How pedestrians and vehicles flow through a given area.
Classification Yard: A rail yard where trains being processed are made up of non-intermodal railcars (i.e., individual boxcars, gondolas, open and closed hopper cars, automobile railcars, tank cars, etc.) rather than intermodal operations. Thus, the existing Barstow classification yard is not intended to process trains involved in intermodal operations such as those that would be processed at BIG.
Container: Shipping containers used to transport goods on trucks or on trains. These containers are large reusable steel, which are commonly used for intermodal shipments.
County: The County of San Bernardino.
Cross-Dock Intermodal Operations: A container-movement operation unique to BIG in which containers would be processed through a closed-loop system as follows:
international containers loaded onto trains on-dock at the Ports (defined below); transported by train to the proposed BIG intermodal facility; taken by electric hostlers to the proposed onsite transload warehouse center; transloaded into domestic containers; taken by electric hostlers back to BIG intermodal facility; and loaded onto outbound trains at the intermodal facility.
DEFINITIONS – D
Detention Basin: Surface storage basins or facilities that provide flow control through attenuation of stormwater runoff.
Development Impact Fee: A monetary exaction charged by a local government to an applicant associated with the approval of a proposed development project.
Diverse Use: The City of Barstow’s diverse use zoning designation is established to encourage a harmonious intermingling of business and residential structures, to provide for an increased variety and intermixture of residential, commercial, and office activities, and to enhance the pedestrian usage and character of that district.
Drainage: The natural or artificial removal of surface water and sub-surface water from an area with excess water levels.
Drayage: The transportation and movement of freight from an ocean port to its destination.
Domestic Containers: A 53 foot intermodal container used for freight movement in North America.
Domestic Water: Includes indoor and outdoor water uses at facilities, including drinking water, restrooms, and maintenance.
Dray: To “dray” is to take a container from one location or mode of transport to another. Similarly, a “drayage truck” is a truck used to take a container from one location or mode of transport to another.
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DEFINITIONS – E
Electric Holster: A electric vehicle used to move containers within a facility.
Elevations: A design rendering that shows the height, length, width and appearance of a building facade on each side.
Encroachments: A structural feature that crosses into required setback boundaries.
Energy Storage: Use of the land for battery system storage consisting of electrochemical storage batteries or similar technology along with associated inverters, transformers, switchgear and associated equipment designed to store electrical power.
Entry Monuments: Low-profile signage will be placed at site entryway locations to establish a sense of arrival.
Environmental Impact Report (EIR): A report informing the public and public agency decision-makers of any possible significant environmental effects of proposed development projects as defined by the California Environmental Quality Act (CEQA). This report also includes ways to minimize any effects and alternative mitigation options.
Ephemeral Washes: Dry streambeds that only contain water during or after a local rainstorm or heavy snowmelt.
Equipment Maintenance Storage: The equipment maintenance area would be used to store spare parts and equipment for the maintenance of the tracks, including rail, ties, turnouts, and other track material.
DEFINITIONS – F
Façade: The major width of any exterior elevation of a building, extending from the grade to the top of the parapet wall or eaves, that is parallel to a street property line.
Fenestration: The arrangement of windows, doors, vents and openings in a building’s design.
Floor-Area Ratio (FAR): The numerical value obtained by dividing the above ground floor area of a building by the total area of the lot or parcel of land on which such building is located.
DEFINITIONS – G
General Industrial: The City of Barstow’s industrial designation allows for a variety of activities ranging from manufacturing, warehousing and distribution to industrial plants.
General Plan: A comprehensive policy document that informs future land use decisions. All cities in the State of California are required to develop a General Plan. A General Plan establishes land use designations and policies that identify a range of zoning options that can be applied to property.
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General Plan Update: The process of updating the city’s comprehensive planning policy document every 15-20 years to stay in line with changing community values, plans, and city priorities.
General Plan Area: The land area within the jurisdiction of the city and within the boundaries of general plan policies.
Grading: The process of ensuring a leveled ground base or getting a specific slope of land essential to site preparation prior to the commencement of project construction.
DEFINITIONS – H
Heavy-Duty Trucks: On-road trucks, diesel-fueled, that transport containers and bulk to and from the ports and intermodal railyards as well as to many other locations.
Although most heavy-duty trucks are diesel-fueled today, regulations support a transition to the use of alternative fuels, as well as hybrid and electric.
DEFINITIONS – I
Infrastructure: Physical networks, facilities and systems needed for firms, developments and municipalities to function properly. Examples include roadways, sewers, water, gas, electricity, and the internet.
Intermodal Facility: This area is part of the rail yard. The intermodal facility is at the southern portion of the rail yard, and is where intermodal containers are transferred between trains and heavy-duty trucks. Heavy-duty trucks arrive to either pick up containers from arriving trains or deliver containers for departing trains. However, unlike traditional intermodal facilities, at BIG the majority of containers would arrive by train and be transferred to and from electric hostlers.
Intermodal container: A large metal container used to transport goods across different transportation modes. Intermodal containers are sometimes also called “shipping containers” or “sea containers.”. Hereafter, this plan uses “intermodal container.” International Containers: A 20- foot or 40-foot container used to transport goods internationally. These are sometimes also referred to “marine containers”. Hereafter, this plan uses “international container.”
DEFINITIONS – L
LAFCO: The Local Agency Formation Commission is an agency that defends the public interest by ensuring that local public agencies are providing efficient and cost-effective public services in order to maintain or improve quality of life.
Lateral: A water line that brings water to facilities from the public main source.
Lead tracks: Lead tracks act as “on-ramps” and “off-ramps” connecting rail yards to mainlines. Lead tracks allow trains to accelerate as they leave a rail yard to reach mainline track speeds, or decelerate from the mainline as they arrive at a rail yard.
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Lenwood Channel: A waterway in Barstow, CA, that is part of the Lenwood drainage network supporting a drainage area of approximately 43,560 acres. The Lenwood Channel leads water to percolate within the 220-acre Lenwood Spreading Grounds and helps provide a source of groundwater recharge and flood protection to downstream property owners.
Lifted Container: Refers to an intermodal container being lifted on or off a railcar or heavy-duty truck.
Light maintenance activities: Routine locomotive servicing (e.g., window washing, fueling, inspecting fluid levels, and topping off fluids), stocking cabins with crew equipment (e.g., water and trash bags, toilet servicing) and minor railcar servicing (e.g., wheel changes, brake and friction shoes, and loose or missing bolts).
Linehaul locomotive: Locomotives that move cargo over long distances (i.e., locomotives over 2,300 horsepower that haul freight cross-country).
DEFINITIONS – M
Mainline: An arterial track that accommodates “long-haul” moves cross-country. Mainline tracks can be analogous to the interstate freeway system for vehicles, enabling long-distance travel to rail yards across the country.
Mainline Corridor: Refers to the existing BNSF mainline railway that transects the Barstow International Gateway Specific Plan area.
Major maintenance activities: Repair of railing and platform, railcar suspension, hitches, engine, etc.
Mezzanine: As defined herein, a mezzanine is an elevated, occupied floor above the ground floor of a larger industrial space used for an office or other enclosed workspace. For purposes of this Specific Plan, mechanical mezzanine platforms (typically relocatable, freestanding steel structures) used for logistics/high cube purposes are not counted in the square footage allocated to mezzanines in the land use table nor counted towards the maximum Floor Area Ratio (FAR) or parking counts.
Mojave River: Approximately 110 miles long and flows throughout the Mojave Desert and eastern San Bernardino Mountains of San Bernardino County. The river’s features are unique and runs underground and inland, and only intermittently flows on the surface. The river is a primary geographic and hydrologic feature of the Mojave River Watershed, which is approximately 4,500 square miles of land that collects groundwater.
Mojave River Pipeline: A 76-mile pipeline that transports water from the California Aqueduct in the West Victorville Area to various points along the Mojave River for the purpose of groundwater recharge. The pipeline delivers up to 45,000-acre feet per year to the Mojave Basin Area to offset the growing depletion of native water supplies caused by the region’s growth and depletion of groundwater.
DEFINITIONS – O
On-dock: An intermodal operation that occurs within the Ports. For instance, if a container transported via “on-dock” rail, it refers to a container which loaded onto an on-dock rail carrier.
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Off-dock: An intermodal operation that occurs outside the Ports footprint. For instance, if a container is unloaded at the Ports via heavy-duty truck and taken to an intermodal facility, it is transported via “off-dock” rail.
Over-the-Road Trucks: conventional highway trucks that carry containers over long distances intra- and inter-state.
DEFINITIONS – P
Parapet: A barrier that is an upward extension of a wall at the edge of a roof.
Pipeline: A pipe or tube used to distribute water supply over large distances to provide water to properties.
Ports: The ports of Los Angeles and Long Beach. These facilities are sometimes referred to in documents prepared by other agencies (for instance, SCAG) in “San Pedro Bay Ports”. This plan refers to them together as “the Ports”.
Public Utility Commission (PUC): The regulatory agency in California that regulates privately owned railways.
DEFINITIONS – R
Rail-mounted Gantry Cranes: Rail-mounted gantry cranes (RMGs) are large machines that straddle the railroad track within a specialized crane track for the purpose of loading and unloading containers and trailers to and from railcars. RMGs are depicted on Figure2-3: Site Section - Conceptual Site Plan Cross-Section. Given that RMGs are “bound” within the dedicated crane track, they are less operationally-flexible than rubber-tired gantry cranes discussed below. However, RMGs are still highly effective to process containers within a dedicated area, and since they are more geographically contained, they can be connected to an electricity supply. All RMGs within BIG would be fully electric.
Rail Yard: A series of tracks in a rail network for storing, sorting, loading and unloading freight containers.
Rail Yard Overlay: Area within BIG SP inclusive of the following uses: Intermodal Facility (IMF), Cross-Dock Intermodal Operations, Other IMF Operations, Support IMF Uses, Administration Buildings, Maintenance Area, Container Stacking, Block Swap Yard, Ancillary Rail Storage, Container Yard, Chassis Storage.
Route 66: One of the original highways in the United States Numbered Highway System that was established on November 11, 1926. The 2,448 mi highway spans from Chicago, Illinois, to Santa Monica, California. Route 66 (Main Street) borders the Specific Plan Boundary at its southern edge.
Rubber-tired gantry cranes: Rubber-tired gantry cranes (RTGs) are similar to RMGs, but instead of being confined to dedicated crane tracks, RTGs can travel over much wider distances and thus typically cover greater areas than RMGs. Given the RTGs cover a wider area, they are not able to be connected to an electricity supply via a plugin cable, however, BIG would utilize hybrid diesel-electric RTGs.
DEFINITIONS – S
Setback: The required distance of separation measured from the edge of a structure or wall to a structure, street, or any other established zone.
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Site: A contiguous area of land, including a lot or lots or a portion thereof, upon which a project is developed or proposed for development.
Solar Panels: Solar panels, also known as photovoltaic modules or PV panels, are an assembly of photovoltaic solar cells mounted in a frame. Solar panels capture sunlight as a source of radiant energy, which is converted into electric energy in the form of direct current electricity.
Southern Transcon: A main line of BNSF’s transcontinental railway network comprising 11 subdivisions between Southern California and Chicago. This portion of the BNSF rail network helps to distribute goods from the Port of Los Angeles and Long Beach to consumers throughout North America.
Stacks: Refers to the practice of stacking shipping containers on top of each other for the purpose of storing them.
Subdivision Map: A map depicting the division of a tract of land into smaller parcels.
Sustainability: An environmental concept that seeks to maintain the conditions under which humans and nature can coexist in a productive and harmonious manner that permits fulfilling social, economic and other requirements of present and future generations.
Switcher locomotives: Switcher locomotives are “internal” locomotives that assemble and disassemble trains at various locations within the rail yard. Switcher locomotives would stay within BIG.
DEFINITIONS – T
Tax Parcel: A real property with an assigned tax identification number established for assessment and taxation purposes.
Topography: The natural arrangement, forms and features of physical land surfaces.
Trans-Continental: A network of rail lines crossing an entire continent.
Transload: The transfer of goods from one container to another. In this document, it specifically refers to the transfer of goods from international containers to domestic containers.
Transload Warehouse Center: Warehouses within BIG that would be primarily dedicated to processing containers from cross-dock intermodal operations.
DEFINITIONS – U
Unincorporated Area: An area or region that is not governed by a local municipality. This document refers to an unincorporated within the County of San Bernardino.
Utilities: Water, gas, electricity, or sewer systems.
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DEFINITIONS – W
Water District: Formed for the purpose of acquiring, installing, improving, maintaining and operating water supply and distribution systems for domestic, industrial, municipal and agricultural uses for residents in lands within the boundaries of such districts.
Waterline: A primary pipeline that provides pressurized and treated water to a site or property.
Wastewater Conveyance System: A drainage system consisting of a network of pipes that transport wastewater from the project site to a wastewater treatment facility.
Wye: A wye is a “Y” – shaped convergence of tracks (similar to a “T”-intersection on a street) where trains are able to turn to either of two directions.
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Packet Pg. 547 Attachment: C-04 - Ord BIG Specific Plan- (6433 : Second Reading and Adoption of Big Gp) APPENDIX B | B-1
This Appendix provides a comprehensive list of all Assessor’s Parcel Numbers (APNs) that comprise the project site or planning area.
B
APPENDIX B - BIG SP AREA APNS
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Packet Pg. 548 Attachment: C-04 - Ord BIG Specific Plan- (6433 : Second Reading and Adoption of Big Gp) B-2 | APPENDIX B
APN
0421-021-03 0421-032-02 0421-032-30
0421-021-04 0421-032-03 0421-032-33
0421-021-05 0421-032-04 0421-032-34
0421-021-15 0421-032-05 0421-032-35
0421-021-16 0421-032-06 0421-032-38
0421-021-19 0421-032-07 0421-032-42
0421-021-21 0421-032-08 0421-032-43
0421-021-23 0421-032-09 0421-032-44
0421-021-26 0421-032-10 0421-032-45
0421-021-27 0421-032-12 0421-033-01
0421-021-28 0421-032-13 0421-033-02
0421-021-29 0421-032-14 0421-033-03
0421-021-30 0421-032-15 0421-033-04
0421-021-31 0421-032-18 0421-033-05
0421-021-32 0421-032-19 0421-033-06
0421-021-33 0421-032-20 0421-033-08
0421-021-34 0421-032-21 0421-033-09
0421-021-36 0421-032-22 0421-033-13
0421-021-37 0421-032-23 0421-033-15
0421-021-38 0421-032-24 0421-033-16
0421-021-39 0421-032-25 0421-033-17
0421-021-40 0421-032-27 0421-033-18
0421-021-41 0421-032-28 0421-033-23
0421-021-43 0421-032-29 0421-033-24
APN
0421-033-29 0421-041-38 0421-071-40
0421-033-30 0421-041-39 0421-071-42
0421-033-31 0421-041-40 0421-071-49
0421-033-32 0421-041-41 0421-071-51
0421-033-37 0421-041-42 0421-071-52
0421-033-40 0421-041-43 0421-071-53
0421-033-44 0421-041-44 0421-071-54
0421-033-46 0421-041-45 0421-071-59
0421-033-47 0497-131-64 0421-071-60
0421-033-54 0421-041-48 0421-071-61
0421-033-56 0421-041-54 0421-071-62
0421-033-58 0421-041-56 0421-071-63
0421-041-05 0421-041-57 0421-071-64
0421-041-06 0421-041-62 0421-071-65
0421-041-10 0421-041-63 0421-071-66
0421-041-11 0421-041-65 0421-071-67
0421-041-28 0421-041-66 0421-071-68
0421-041-30 0421-041-67 0421-082-02
0497-131-72 0421-041-68 0421-082-03
0421-041-31 0421-041-70 0421-082-11
0421-041-32 0421-071-03 0421-082-13
0421-041-33 0421-071-29 0421-082-14
0421-041-34 0421-071-30 0421-082-15
0421-041-35 0421-071-31 0421-082-16
List of APNs within BIG SP Area
Below is a list of Assessor’s Parcel Numbers (APNs) within the BIG SP Area, and identifies all individual land parcels encompassed by the project boundaries in existing conditions.
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Packet Pg. 549 Attachment: C-04 - Ord BIG Specific Plan- (6433 : Second Reading and Adoption of Big Gp)
APPENDIX B
| B-3
0421-071-40
0421-071-42
APN
0421-082-19 0421-171-54 0421-223-02
0421-082-24 0421-181-06 0421-223-03
0421-082-42 0421-181-09 0421-223-04
0421-082-43 0421-181-13 0421-223-05
0421-141-16 0421-181-16 0421-223-06
0421-141-34 0421-181-18 0497-131-63
0421-151-04 0421-192-09 0421-224-01
0421-161-01 0421-221-01 0421-224-02
0421-171-04 0421-221-02 0421-224-03
0421-171-05 0421-221-03 0421-224-05
0421-171-06 0421-221-04 0421-224-06
0421-171-25 0421-221-05 0421-224-07
0421-171-29 0421-221-06 0421-231-01
0421-171-30 0421-221-07 0421-231-02
0421-171-33 0421-222-01 0421-231-03
0421-171-35 0421-222-02 0421-232-01
0497-131-64 0421-222-03 0497-131-61
0421-171-41 0421-222-04 0421-233-02
0421-171-42 0421-222-05 0421-233-03
0421-171-47 0421-222-06 0421-233-04
0421-171-49 0421-222-07 0421-233-05
0421-171-51 0421-222-09 0421-233-06
0421-171-53 0421-223-01 0421-233-07
0497-131-74 0497-131-75 0497-131-76
APN
0421-233-08 0497-131-21
0421-234-01 0497-131-27
0488-131-03 0497-131-31
0488-131-04 0497-131-35
0488-131-05 0497-131-38
0488-131-06 0497-131-40
0488-131-10 0497-131-42
0488-131-14 0497-131-44
0488-131-15 0497-131-46
0488-131-16 0497-131-47
0488-131-17 0497-131-48
0488-131-19 0497-131-49
0488-131-20 0497-131-50
0488-131-21 0497-131-51
0488-131-22
0488-131-23
0488-131-24
0497-131-02
0497-131-03
0497-131-13
0497-131-18
0497-131-19
0497-131-20
List of APNs within BIG SP Area - Continued.
TABLE B-1 BIG APNS - COTINUED
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Packet Pg. 551 Attachment: C-04 - Ord BIG Specific Plan- (6433 : Second Reading and Adoption of Big Gp) APPENDIX C | C-1
This appendix summarizes the existing roadway conditions within and adjoining the Specific Plan Area prior to implementation inclusive of current roadway classifications, lane configurations, and right-of-way widths.
C APPENDIX C- ROADWAY EXISTING CONDITION
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C-1
The document provides a description of the Roadways in The BIG SP Area and provides existing conditions overview for roadways within the SP.
Main Street
Main Street is an east-west roadway along BIG SP area’s southern boundary and is a part of “The Main Street of America” known as Historic Route 66/National Trails Highway (The Bureau of Land Management designated Historic Route 66 -National Trails Highway/Main Street, as a National Scenic Byway from Needles to Barstow. Additionally, Route 66 is a significant historic resource listed in both the California Register of Historical Resources (CRHR) and the National Register of Historic Places (NRHP).) For clarity, BIG SP refers to the roadway as “Main Street.” Main Street is both within the City and unincorporated County.
The City’s Circulation Master Plan (2015-2020 Circulation Element) classifies Main Street as a Primary Arterial. The City’s Circulation Master Plan, as amended by the newly adopted General Plan, also classifies Main Street as a Primary Arterial.
The County’s Circulation Master Plan of Arterial Highways (dated December 8, 2005) identifies Main Street as National Trails Highway and classifies the unincorporated segment of this roadway as a Major Highway. However, because the unincorporated segment will be annexed to the City under the newly adopted General Plan, this segment will be included within City jurisdiction.
BIG SP identifies Main Street as a Modified Primary Arterial with the primary entry to the rail yard along Country Club Drive. This will be a secured entry for BNSF employees and customer use only.
Main Street Existing Condition
Main Street has two varying existing conditions within the BIG SP area, as depicted in Figure A-D-1, Main Street Existing Conditions, and described below.
Main Street Segment 1: From the western edge of the BIG SP area boundary to the Lenwood Channel, existing paved improvements total 31 feet inclusive of one 12-foot drive lane in either direction with approximately 3.5 feet of paved improvements on either side with varying soft shoulder and right-of-way. Segment 1 totals approximately 4.1 miles in length.
Main Street Segment 2: From the eastern edge of the Lenwood Channel to Lenwood Road, includes one 12-foot and one 18-foot drive lane in either direction, along with curb and gutter improvements. Segment 2 totals approximately 0.5 miles in length. A portion of Segment 2 is outside the BIG SP area.
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Packet Pg. 553 Attachment: C-04 - Ord BIG Specific Plan- (6433 : Second Reading and Adoption of Big Gp) Appendix
C- Roadway Existing Conditions
C-2
Figure A-D-1: Main Street Existing Conditions
LEGEND
Segment1
Segment2
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C-3
Lenwood Road
Lenwood Road is a north-south connector road along the BIG SP area’s eastern boundary, which connects to SR-58, Main Street, and I-15.
Lenwood Road is both within the City and unincorporated County.
The City’s Circulation Master Plan (2015-2020 Circulation Element) classifies Lenwood Road as a Primary Arterial. The City’s Circulation Master Plan, as amended by the newly adopted General Plan, also classifies Lenwood Road as a Primary Arterial. The County’s Circulation Master Plan of Arterial Highways (dated December 8, 2005) classifies Lenwood Road as a Major Highway. However, because the unincorporated segment will be annexed to the City under the newly adopted General Plan, this segment will be included within City jurisdiction.
BIG SP classifies Lenwood Road as a Modified Primary Arterial. Lenwood Road will service as primary access from SR-58, Main Street, and I-15 to the TWC.
Lenwood Existing Condition
Lenwood Road has four varying existing conditions (i.e., Segments 1 to 4) based on current developments, as depicted in Figure A-D-2 Lenwood Road Existing Conditions.
Segment 1 extends between Main Street and Jasper Road, and totals approximately 0.4 mile. Within Segment 1, Lenwood Bridge is built out and constructed to include 2 drive lanes, paved parkways, sidewalks, and barrier rails and fencing.
Segment 2 extends along the BIG SP area frontage of APN: 0497-131-31 and totals approximately 0.1 mile. Within Segment 2, improvements include one striped drive lane in either direction with an additional 25 feet of paved shoulder adjacent to a developed residential community, High Desert Estates. No curb and gutter improvements are in place on either side. Unpaved parkways accommodating existing utility easements are included along the BIG SP area frontage.
Segment 3 has been developed as a part of previous development and hence, is not a part of BIG SP development. The other segments will tie into this segment
Segment 4 extends from APN 0497-131-30 to APN 0497-131-40 and totals approximately 0.4 miles. Within Segment 4, existing paved improvements include a total of 24 feet, including one 12-foot drive lane in either direction and unknown paved improvements on either side, consisting of varying soft shoulder and sand dunes. Segment 4 has a 60-foot right-of-way and totals approximately 0.45 miles of roadway.
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Packet Pg. 555 Attachment: C-04 - Ord BIG Specific Plan- (6433 : Second Reading and Adoption of Big Gp) Appendix
C- Roadway Existing Conditions
C-4
Figure A-D-2: Lenwood Road Existing Conditions
Segment 1
Segment 2
Segment 3 (not a part of BIG)
Segment 4
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C-5
Jasper Road
Jasper Road is a east-west connector road that intersects Lenwood Road and terminates approximately 1,200 feet west of Lenwood Road.
The City’s Circulation Master Plan (2015-2020 Circulation Element) classifies Jasper Road as a Secondary Arterial. The City’s Circulation Master Plan, as amended by the newly adopted General Plan, also classifies Lenwood Road as a Secondary Arterial.
BIG SP classifies Jasper Road as a Modified Secondary, which will be extended to connect with the new Hinkley Road, providing the main access to the TWC.
Jasper Road Existing Condition
Jasper Road is currently improved as a rural road with two travel lanes, no striping and only developed from centerline to the southern property boundary. No improvements have been made on the northern (Project frontage) side of the centerline.
Jasper Road will be vacated as warranted and realigned with the new Hinkley Road.
Hinkley Road
BIG SP identifies Hinkley Road as being realigned at the southern portion so as to connect through to Lenwood Road at Jasper Road. With the realignment, Hinkley Road would not connect to Main Street, and the existing at-grade rail crossing would be removed.
The County’s Circulation Master Plan of Arterial Highways (dated December 8, 2005) classifies Hinkley Road as a Major Highway. However, because the unincorporated segment will be annexed to the City under the newly adopted General Plan, this segment will be included within City jurisdiction.
The City’s Circulation Master Plan, as amended by the newly adopted General Plan, will classify Hinkley Road as a Secondary Arterial.
Hinkley Road Existing Condition
Hinkley Road is a north-south connector road along the western edge of the BIG SP area that currently connects to SR-58 and Main Street.
Hinkley Road is currently improved as a 2-lane rural road with soft shoulder. Hinkley Road is currently improved, with one travel lane in each direction between Main Street and SR-58, and there is no on-street parking.
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Packet Pg. 557 Attachment: C-04 - Ord BIG Specific Plan- (6433 : Second Reading and Adoption of Big Gp) Appendix C- Roadway Existing Conditions
C-6
Street A, Street B , Street C, Street D, and Street E
Street A and Street B are interior private streets running along the TWC of the BIG SP area. These private streets will provide direct access for electric hostler trucks to transfer containers between the IMF and TWC for closed-loop rail operations. Some will provide employee vehicle access.
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Packet Pg. 559 Attachment: C-04 - Ord BIG Specific Plan- (6433 : Second Reading and Adoption of Big Gp) APPENDIX D | D-1
This appendix identifies public street rights-of-way proposed for vacation, dedication, or realignment as part of the project.
APPENDIX D - STREET VACATION AND DEDICATION D
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Packet Pg. 560 Attachment: C-04 - Ord BIG Specific Plan- (6433 : Second Reading and Adoption of Big Gp) D-2 | APPENDIX D
Street Vacations and Dedications
To accommodate BIG SP, various public rights-of-way will need to be vacated within the SP Area relinquishing the public rights to a street or other public right-of-way, effectively converting it into private property. Some of these rights-of-way within BIG are unpaved dirt roads, or in some cases “paper roads,” where the land is dedicated but is not graded or paved for use. Conversely, street dedications will be required to provide sufficient public right-of-way for roadway, sidewalk, and utility improvements consistent with Table 2-3, Roadway Configurations and Improvements at Buildout. Together, the street vacations and dedications planned for BIG SP area are depicted in Figure 2.20, Street Vacations and Dedications and defined below in Table 2-5, BIG SP Street Vacations and Dedications.
TABLE 2-5: BIG SP STREET VACATIONS AND DEDICATIONS
Street Vacation/ Dedication
Amarylis Street Full vacation within SP Area
Anson Avenue Full vacation within SP Area
Barker Road Full vacation within SP Area
Belvoir Street Full vacation within SP Area
Botero Road Full vacation within SP Area
Camino Road
(also known as Youngs Drive) Full vacation within SP Area Cannae Road Full vacation within SP Area
Country Club Drive Dedication - See Table 2-3
Cuzco Road Full vacation within SP Area
Delaney Street
(also known as Waverly Avenue) Full vacation within SP Area Dundee Street Full vacation within SP Area
Dunkirk Street Full vacation within SP Area
Fairview Road Full vacation within SP Area
Gazana Street Full vacation within SP Area
Glencoe Street Full vacation within SP Area
Henry Road Full vacation within SP Area
Hinkley Road Dedication/ Vacation/
Realignment - See Table 2-3
Jasper Road Full vacation within SP Area
Realignment - See Table 2-3
Street Vacation/ Dedication
Jiggs Road Dedication/ Vacation/
Realignment - See Table 2-3
Lenwood Road Dedication/ Vacation
See Table 2-3
Main Street Dedication/ Vacation
See Table 2-3
Mockingbird Street/ Mockingbird Way Full vacation within SP Area Navarino Road Full vacation within SP Area
Norfolk Avenue Full vacation within SP Area
Oak Grove Road Full vacation within SP Area
Outer Highway 66 North Full vacation within SP Area
Orleans Drive Full vacation within SP Area
Roadrunner Road Dedication - See Table 2-3
Robin Court Full vacation within SP Area
Seymour Avenue Full vacation within SP Area
Sweeten Lane
Full vacation within SP Area
dedication/realignment
Viejo Court Full vacation within SP Area
U.S. Public Road Full vacation within SP Area
un-nammed cul-de-sac (north of Main Street) Full vacation within SP Area A “full” vacation means that the entirety of the right-of-way is vacated within the SP Area.
Roads or Streets which extend outside of the SP Area are not intented to be vacated and will remain in place unless noted within the BIG EIR Project Description.
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Packet Pg. 561 Attachment: C-04 - Ord BIG Specific Plan- (6433 : Second Reading and Adoption of Big Gp)
APPENDIX D
| D-3 $
$
%
%
&
&
LEGEND
BIG SP Area
Street Vacations Camino Rd Hinkley Rd Hinkley Rd J gi gs Rd Real
ig
nm
ent
C O U N T R Y C L U B
D R I V E
M A I N S T R E E T
L E N W O O D R O A D
Figure D-1, Street Vacations and Dedications
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Packet Pg. 563 Attachment: C-04 - Ord BIG Specific Plan- (6433 : Second Reading and Adoption of Big Gp) APPENDIX E | E-1
This appendix summarizes the Consistency Review Checklist prepared to demonstrate that the Specific Plan serves as the City’s implementing document for future development within the SP Area. The checklist evaluates the Specific Plan’s alignment with the City’s General Plan conformance, Specific Plan as zoning, and applicable policies to ensure that land use, infrastructure, and design standards are consistent with adopted goals.
APPENDIX E - CONSISTENCY REVIEW CHECKLIST E
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Packet Pg. 565 Attachment: C-04 - Ord BIG Specific Plan- (6433 : Second Reading and Adoption of Big Gp) APPENDIX F | E-3
This appendix documents the General Plan Consistency Analysis conducted for the Specific Plan, demonstrating that the proposed land uses, development standards, and policy framework align with the goals, objectives, and policies of the applicable General Plan.
APPENDIX F - GENERAL PLAN CONSISTENCY F
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Packet Pg. 566 Attachment: C-04 - Ord BIG Specific Plan- (6433 : Second Reading and Adoption of Big Gp) Appendix F
General Plan Conformity of the BIG Specific Plan
Appendix F | F-2
The City Council finds and determines the BIG Specific Plan and specific plan district classification is in conformance with the land use designation, policies, and standards of the General Plan. Conformity of the BIG Specific Plan to the proposed General Plan is included is detailed Table 5.11-10: Proposed General Plan Consistency - BIG, of the Draft EIR. As shown in Table 5.11-10, the BIG Specific Plan complies with the Barstow General Plan’s policies, as amended under the updated General Plan, in defining the use of property outside of City limits but within the Sphere of Influence, creating new employment opportunities, and providing regulations that support future development.
The BIG Specific Plan’s consistency with the General Plan includes, but is not limited to, the following points:
i. Distribution, Location, and Extent of Land Uses. The BIG Specific Plan provides a detailed land use framework for approximately 4,335 acres designated for General Industrial development. It identifies and maps the distribution, location, and extent of land uses through narrative text, tables, and diagrams, including the Rail Yard Overlay, Transload Warehouse Center, Mojave River Buffer, Private Solar Power Utility, Public/Quasi‑Public Flood Control, and supporting roadway areas. Land use intensity is quantified through acreage, square footage, and maximum floor area ratios, and is graphically depicted in the Land Use Plan and Conceptual Site Plan figures. Open space and conservation areas, including the Mojave River Buffer and flood control facilities, are specifically delineated.
ii. Distribution, Location, and Intensity of Infrastructure and Essential Facilities. The BIG Specific Plan identifies and illustrates the distribution, location, and intensity of major public and private infrastructure needed to support planned land uses. This includes a comprehensive circulation system of public and private streets, bridges, and rail facilities; water supply and distribution facilities; wastewater collection and treatment systems; stormwater drainage and detention facilities; energy infrastructure, including an on‑site solar power utility; solid waste services; and telecommunications facilities. Conceptual plans and cross‑sections detail roadway classifications, utility alignments, drainage improvements, flood protection measures, and service providers.
iii. Development Standards and Resource Conservation. The BIG Specific Plan establishes clear standards and criteria governing how development will proceed.
These include permitted and ancillary uses, site planning requirements, building height limits, setbacks, buffering, parking standards, lighting, fencing, signage, and landscaping. The Specific Plan also includes regulations addressing the conservation, development, and utilization of natural resources, including floodplain management, stormwater control, grading, protection of the Mojave River corridor,
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Packet Pg. 567 Attachment: C-04 - Ord BIG Specific Plan- (6433 : Second Reading and Adoption of Big Gp) Appendix F
General Plan Conformity of the BIG Specific Plan
Appendix F | F-3
and incorporation of sustainable and renewable energy features. Design guidelines further ensure high‑quality, coordinated development consistent with the plan’s objectives.
iv. Program of Implementation Measures. The BIG Specific Plan includes in Chapter 5, Administrative and Implementation, a comprehensive implementation program describing administrative procedures, review authority, and consistency review requirements for future projects. It outlines site plan review processes, substantial conformance standards, provisions for minor modifications and amendments, and financing, ownership, and maintenance responsibilities for public and private improvements. Public works projects, infrastructure improvements, and developer obligations are clearly identified, providing a clear mechanism for carrying out the plan.
v. Relationship to the General Plan. The BIG Specific Plan includes an explicit statement of its relationship to the General Plan. The plan area is designated “General Industrial” in the adopted General Plan, and the Specific Plan implements and is consistent with the General Plan’s land use designations, goals, and policies.
The Specific Plan functions as a key implementation tool for the General Plan, and projects consistent with the Specific Plan are deemed consistent with the General Plan.
vi. Land Use Consistency: The land area of the BIG Specific Plan as shown on Figure 1-2 of the Specific Plan, is consistent with the City of Barstow General Plan Land Use Map (General Industrial land use designation) shown on Figure LU-1. The proposed industrial, employment, warehouse, and distribution land uses are consistent with the intent of the Industrial Land Use Designation as described in Table LU-1 of the City of Barstow General Plan. The BIG Specific Plan supports Policy LU-1.4 that prioritizes industrial lands uses west of the I-15/SR 58. The BIG Specific Plan also encourages employment-generating uses, including logistics and warehousing. The plan does not intensify uses beyond those anticipated by the General Plan and maintains compatibility with surrounding development through appropriate layout, scaling, and buffering as defined in the BIG Specific Plan. vii. Development Standards and Infrastructure: The BIG Specific Plan includes detailed development standards to ensure adequate infrastructure, public services, and site functionality. Standards address circulation, utilities, drainage, and service provision, and require coordination with applicable agencies to confirm capacity and service delivery. The development standards, and all infrastructure are designed specifically to support the BIG Specific Plan.
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Packet Pg. 568 Attachment: C-04 - Ord BIG Specific Plan- (6433 : Second Reading and Adoption of Big Gp) Appendix F
General Plan Conformity of the BIG Specific Plan
Appendix F | F-4
viii. Design Guidelines: The BIG Specific Plan establishes building and site design guidelines to ensure high-quality development consistent with General Plan policies related to visual character, compatibility, and functionality. These include building architectural standards, landscape requirements, and operational design considerations for industrial uses.
ix. Environmental Compliance: The BIG Specific Plan integrates applicable General Plan policies related to environmental protection and sustainability. Implementation of the plan will be subject to the adopted Mitigation Monitoring and Monitoring Program addressing air quality, greenhouse gas emissions, noise, biological resources, and cultural resources.
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Packet Pg. 569 Attachment: C-04 - Ord BIG Specific Plan- (6433 : Second Reading and Adoption of Big Gp) 435808.6
Staff Report
ATTACHMENT C-6
City Council Ordinance No. 1044-2026
Approves Development Agreement
A. Development Agreement
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Packet Pg. 570 Attachment: C-06 - Ord BIG DA Approval (6433 : Second Reading and Adoption of Big Gp) 435808.6
ORDINANCE NO. 1044-2026
AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF
BARSTOW APPROVING A DEVELOPMENT AGREEMENT THAT
MEMORIALIZES AGREEMENTS BETWEEN THE CITY AND BNSF
OVER FEES, SERVICE ARRANGEMENTS, AND OTHER ASPECTS
OF THE BIG DEVELOPMENT PROJECT; AND MAKING
APPROPRIATE FINDINGS UNDER THE CALIFORNIA
ENVIRONMENTAL QUALITY ACT
WHEREAS, on February 17, 2015 the City Council adopted the 2015-2020 General Plan; and
WHEREAS, in October 2022, the City Council adopted a motion initiating preparation of the City of Barstow General Plan update to replace existing 2015 General Plan; and
WHEREAS, the City received an application (PDEV-24-001) from Burlington Northern Santa Fe Railway Company (“BNSF”) for the Barstow International Gateway (“BIG”) development project and related Specific Plan on December 22, 2023 to develop an approximately 4,335-acre development including Rail Yard Overlay, Transload Warehousing Center, Mojave River Buffer, Private Solar Power Utility and associated infrastructure improvements; and
WHEREAS, the BIG Specific Plan establishes land use policies, development standards, infrastructure planning, and design guidelines necessary to govern development of the BIG and any future development in the BIG Specific Plan area; and WHEREAS, the updated City of Barstow General Plan (“General Plan”) and associated re-zoning, ordinances, and resolutions, are collectively referred to as the “General Plan Update”; and
WHEREAS, the BIG Specific Plan and the Development Agreement for BIG, as well as associated re-zonings, pre-zonings, tentative tract map, vacations and dedications, maintenance agreement, ordinances, resolutions, and associated San Bernardino Local Agency Formation Commission (“LAFCO”) reorganizations are the “Development Project”; and
WHEREAS, the adoption of this Ordinance is one of several actions, being taken by the City Council to adopt the General Plan and approve the Development Project; and WHEREAS, under California Government Code Section 65864 et seq., the City is authorized to enter into a development agreement with any person holding a legal or equitable interest in the subject property; and
WHEREAS, the City’s procedures for approving and reviewing development agreements are set forth in Chapter 19.46 of the Barstow Municipal Code, which
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includes review by the Planning Commission, approval by the City Council, and consent of the developer; and
WHEREAS, the City desires to memorialize agreements negotiated between the City and BNSF to address fees, financing, service agreements, public improvements, and benefit components of BIG consistent with the BIG Specific Plan through the adoption of a development agreement; and
WHEREAS, BNSF desires to secure a long-term vested right to develop consistent with the BIG Specific Plan, Tentative Map No. 20878-1-10, and the terms of the development agreement; and
WHEREAS, the Development Agreement By and Between the City of Barstow and BNSF Railway Company Relative to the Barstow International Gateway Project (“DA” or “Development Agreement”), attached hereto as Exhibit A, authorizes the applicant to build the project as proposed, inclusive of all project features and mitigation measures, to pay City costs incurred in processing the project application and implementing it, to pay development impact fees to fund infrastructure improvements across the City, to pay for a new ladder truck for the Barstow Fire Protection District, to pay for a skid steer for the City, and to meet other City requirements; and WHEREAS, by Resolution No. 5256-2026, the City Council certified the City of Barstow General Plan and Barstow International Gateway Project Environmental Impact Report (State Clearinghouse No. 2024020501) ("certified EIR") for the City General Plan Update and Development Project, and adopted CEQA Findings on Impacts and Mitigation Measures, a Statement of Overriding Considerations and a Mitigation, Monitoring and Reporting Program, in compliance with the CEQA Guidelines Sections 15090,15091,15092 and 15093; and
WHEREAS, in connection with its consideration of the Development Project, the City Council by Resolution No. 5256-2026, adopted Statement of Overriding Considerations, which identifies the specific economic, social, environmental, technological, and other benefits of the Development Project that the City Council finds outweigh the Development Project’s significant and unavoidable environmental effects; and
WHEREAS, by Resolution No. 5256-2026, the City Council adopted the Mitigation Monitoring and Reporting Program (the “MMRP”) for the Development Project, which sets forth the measures required to monitor and report on the implementation of all mitigation measures identified in the certified EIR; and WHEREAS, the certified EIR provides an analysis of the environmental impacts of the General Plan Update and Development Project and supports all levels of approval necessary to implement the General Plan Update and Development Project, including the actions authorized in this Ordinance; and
WHEREAS, the City Council finds that the Development Project is consistent with the City of Barstow General Plan Update, the BIG Specific Plan, and all applicable
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provisions of the City of Barstow Municipal Code and Zoning Ordinance; and WHEREAS, the Planning Commission conducted a duly noticed public hearing on May 16, 2026, took public testimony, discussed the certified EIR, the General Plan, and the Development Project; and
WHEREAS, the Planning Commission then adopted Resolution No. 600-2026 which, as relevant here, recommended that the City Council certify the EIR and approve the DA; and
WHEREAS, on May 20, 2026 City staff published notice in the Victorville Daily Press that the City Council would review the Development Project and related actions, including the DA, at the City Council meeting set for June 2, 2026; and WHEREAS, City staff further mailed this notice to interested persons as required by state law and the Barstow Municipal Code; and
WHEREAS, the City Council conducted a duly noticed public hearing on June 2, 2026, and considered all oral and written testimony, including the Planning Commission’s recommendation, and discussed the EIR, the General Plan Update, Development Project (including the DA), and introduced and waived the first reading of this Ordinance pursuant to Government Code section 36934; and
WHEREAS, the City Council determines that the evidence in the record constitutes substantial evidence to support the findings made and the actions taken in this Ordinance, that the facts stated in this Ordinance are supported by substantial evidence in the record, including testimony received at the public hearing, the staff presentations, the staff report and all materials in the project files. There is no substantial evidence, nor are there other facts that negate from the findings made in this Ordinance. The City Council declares that it considered all evidence presented and reached the findings after due consideration of all evidence presented to it.
NOW, THEREFORE, the City Council of the City of Barstow hereby ordains as follows:
SECTION 1. Incorporation of Recitals. The above set forth recitals are true and correct and incorporated herein by reference, as if set forth herein in full.
SECTION 2. CEQA. The City Council certified the City of Barstow General Plan and Barstow International Gateway Project Environmental Impact Report for the City General Plan Update and Development Project (State Clearinghouse No. 2024020501), and adopted CEQA Findings on Impacts and Mitigation Measures, a Statement of Overriding Considerations and the MMRP for the Development Project, by Resolution No. 5256- 2026, incorporated herein by this reference as if set forth in full. The City Council hereby finds that the actions approved by this Ordinance are within the scope of the General Plan Update and Development Project analyzed in the certified EIR, that the certified EIR adequately describes the environmental impacts of such actions for the purposes of CEQA, and that no additional environmental review is required.
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SECTION 3. Findings Regarding the Adequacy of Notice. The City Council hereby finds that adequate notice was provided for it to approve the DA. Notice that the City Council would hold a hearing on these actions at its meeting on June 2, 2026, was published in a newspaper of general circulation within the City at least ten days prior to that hearing. This notice was also mailed to interested parties at least ten days prior to the hearing.
SECTION 4. Findings Regarding the Development Agreement. The City Council hereby finds as follows regarding the Development Agreement:
A. The Development Agreement has been prepared and reviewed in compliance with both Government Code Section 65864 et seq. and Chapter 19.46 of the Barstow Municipal Code.
B. The Development Agreement memorializes negotiated agreements with BNSF that address fees, financing, service agreements, public improvements and public benefit components of the Development Project. The Development Agreement provides BNSF with the certainty to build BIG and to make the significant investments for the Development Project. BIG positions the City as a major hub in the national goods‑movement network while strengthening the local economy, infrastructure, and fiscal base. BIG expands the City’s tax base, supports the City’s General Plan goals for industrial growth, enhances regional and national supply‑chain efficiency, and delivers these economic and environmental gains while buffering sensitive resources and minimizing land‑use conflicts. The Development Agreement is in the best interest of the health, welfare, and safety of the public of the City because it includes funds for the City to purchase a new fire truck and skid-steer loader, fees for processing and review, flagging for city utilities, construction of infrastructure improvements that serve both the Development Project and the surrounding area, possessory interest property taxes creating a continuing local revenue source for general City and Fire District services, and the facilitation of cooperation with annexation and local agency reorganization actions which enable the City to provide police, fire, and other municipal services to the Development Project area, amongst other benefits.
C. The Development Agreement is consistent with the goals, objectives, and policies of the City’s General Plan for reasons including, but not limited to, the following:
The Development Agreement is consistent with the overall vision and guiding policies of the General Plan. The General Plan establishes a long‑term vision to concentrate employment‑generating, industrial, and logistics uses in western Barstow while reinforcing residential neighborhoods, community services, and sensitive receptors east of Interstate 15. This land use framework is intended to enhance compatibility, public safety, and economic sustainability. The Development Agreement facilitates implementation of the Development Project, which is expressly evaluated and contemplated under the General Plan. The DA provides regulatory certainty to ensure the Development Project is developed in accordance with the City’s adopted planning framework and mitigation
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requirements, thereby supporting the General Plan’s integrated land use and economic strategy.
Fiscal Sustainability and Fair‑Share Contributions. The Development Agreement is consistent with Land Use Goal LU‑2 and Policies LU‑2.3, LU‑2.5, and LU‑2.6, which require new development to be fiscally sustainable and to provide necessary infrastructure when needed for development. The Development Agreement provides a mechanism for BNSF to finance or otherwise provide its fair share of on‑site and off‑site infrastructure, public improvements, and public service facilities necessitated by the Development Project. The Agreement establishes development impact fees, infrastructure funding obligations, and mechanisms that ensure the Development Project does not impose an undue fiscal burden on the City.
Annexation and Long‑Term Governance. The Development Agreement is consistent with Policy LU‑2.2, which supports annexation of lands that provide a fiscal benefit to the City. The Development Agreement facilitates annexation and reorganization of territory into the City, ensuring that industrial development contributes to the City’s tax base and is subject to City land use controls and service provision. The Agreement provides certainty regarding long‑term land use regulation consistent with the General Plan.
Funding Transportation Improvements. The Development Agreement is consistent with Circulation & Mobility Goal CM‑1 and Policies CM‑1.2 and CM‑1.6, which require development to contribute its fair share toward transportation improvements. The Development Agreement obligates BNSF to fund and construct roadway, bridge, intersection, and access improvements when necessary to serve the Development Project.
Goods Movement Efficiency. The Development Agreement is consistent with Circulation & Mobility Goal CM‑3, which supports efficient goods movement while minimizing impacts on local streets and freeways. The Development Agreement ensures implementation of a rail‑focused, closed‑loop logistics system that reduces dependence on long‑haul truck traffic. Funding and phasing provisions ensure that improvements necessary to safely accommodate goods movement are delivered when needed for development.
Public Safety and Essential Services. The Development Agreement is consistent with the Public Facilities and Services Element, which requires that development provide adequate public safety, utilities, and essential services. The Development Agreement provides a mechanism for BNSF to fund equipment, facilities, or improvements necessary to maintain adequate police and fire protection. Utility extensions and service capacity for water, sewer, drainage, and solid waste are secured through the Agreement.
Consistency with Economic Development and Citywide Objectives. The Development Agreement directly advances the citywide objectives of the General
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Plan related to economic development, employment growth, and fiscal resilience.
The Agreement provides long‑term regulatory certainty necessary to support major private investment and job creation. The Agreement ensures that economic benefits are accompanied by infrastructure investment and public service funding.
Certainty, Orderly Development, and Public Interest. The Development Agreement is consistent with the General Plan’s overarching objectives for certainty in planning and orderly development. The Agreement provides vested rights and defined obligations that allow the Development Project to proceed while ensuring continued compliance with the General Plan. The Agreement serves the public interest by balancing economic development with infrastructure, environmental protection, and public service requirements.
D. The Development Agreement is consistent with the goals, objectives, and policies of, and is compatible with the uses in and regulations prescribed for the Development Project in the BIG Specific Plan, for reasons including, but not limited to, the following:
Purpose and Objectives. The Development Agreement is consistent with Chapter 1 (Introduction), which establish the purpose and objectives of the BIG Specific Plan. The BIG Specific Plan was adopted to ensure that the Development Project develops in an orderly, coordinated, and economically viable manner while advancing efficient goods movement, minimizing land‑use conflicts, and supporting regional and national supply‑chain needs. The Development Agreement implements these objectives by providing long‑term certainty, phased implementation, and enforceable commitments for infrastructure, services, and mitigation consistent with the BIG Specific Plan’s vision.
Authority and Relationship to Other Plans. The Development Agreement is consistent with Section 1.9 (Authority and Severability), which recognizes the BIG Specific Plan as the regulatory framework governing development within the Development Project’s footprint. The Development Agreement expressly cites the BIG Specific Plan and requires that development proceed in conformity with its regulations, standards, and phasing. The Agreement reinforces the role of the BIG Specific Plan as the primary policy and regulatory document for the Development Project area.
Land Use Implementation. The Development Agreement is consistent with Chapter 2, Section 2.1 (Land Use Plan). The Development Agreement facilitates development only of the land uses expressly contemplated in the BIG Specific Plan, including the Rail Yard Overlay, Intermodal Facility, Block Swap Yard, Ancillary Rail Storage Area, Transload Warehouse Center, Private Solar Power Utility, Mojave River Buffer, and Public Flood Control. The Agreement does not authorize development in excess of the acreages, floor area ratios, or land use limitations established in the BIG Specific Plan.
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Infrastructure and Utility Planning. The Development Agreement is consistent with Section 2.4 (Infrastructure and Utility Plan). The Development Agreement provides a mechanism for the Developer to construct, fund, or otherwise provide water, sewer, storm drainage, flood control, electrical, communication, and grading improvements consistent with the conceptual infrastructure systems identified in the BIG Specific Plan. Infrastructure commitments in the Agreement ensure that utilities and public facilities are provided when needed for development, as anticipated by the BIG Specific Plan.
Circulation and Street Improvements. The Development Agreement is consistent with Sections 2.2 (Circulation Plan) and 2.3 (Street Improvements), governing circulation and street improvements. The Development Agreement provides a mechanism for BNSF to fund and construct public and private street improvements, realignments, bridges, and access points consistent with the BIG Specific Plan. The Agreement ensures that circulation improvements are phased with development and constructed to the standards and configurations identified in the BIG Specific Plan.
Development Regulations. The Development Agreement is consistent with Chapter 3 (Development Regulations). The Agreement requires that future development comply with the use limitations, development standards, and operational requirements established by the BIG Specific Plan at the time of approval of this Ordinance. The Development Agreement does not waive or conflict with the BIG Specific Plan’s regulatory standards and expressly defers to the BIG Specific Plan where it governs.
Administration and Implementation. The Development Agreement is consistent with Chapter 5 (Administration and Implementation). The Development Agreement provides the contractual mechanism to implement the phased development, financing, maintenance, and long‑term operation of improvements envisioned by the BIG Specific Plan. The Agreement supports the BIG Specific Plan’s provisions regarding consistency review, substantial conformance, and administrative oversight by the City.
Certainty, Orderly Development, and Public Benefit. The Development Agreement advances the BIG Specific Plan’s overarching intent to provide certainty and ensure orderly development. By defining vested rights, obligations, timing, and performance standards, the Development Agreement ensures that the Development Project proceeds in a manner consistent with the BIG Specific Plan while protecting the City’s interests. The Development Agreement balances flexibility with enforceable commitments consistent with the BIG Specific Plan’s long‑term planning framework.
E. The Development Agreement is in conformity with the public convenience, general welfare and good land use practice for reasons including, but not limited to, the following:
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Implementation of Adopted Plans. The Development Agreement facilitates development of the Development Project in a manner that implements and is consistent with the General Plan Update, the BIG Specific Plan, the Business Park (BP) zoning designation, and related adopted entitlements, which collectively represent the City’s long‑term land use strategy for this area.
Efficient and Coordinated Infrastructure Provision. The Development Agreement provides for the timely construction, funding, and coordination of on‑site and off‑site public infrastructure, including roadway improvements, traffic signals, sewer facilities, and other circulation and utility improvements, in a manner that promotes efficient land use and avoids piecemeal or uncoordinated development.
Public Services and Facilities. The Development Agreement requires BNSF to provide substantial public benefits, including funding toward critical fire protection equipment, storm drain and sewer infrastructure, and transportation improvements, thereby ensuring that public facilities and services are adequate to meet Project demands and serve existing and future development.
Environmental and Sustainability Measures. The Development Project incorporates advanced environmental performance measures and operational commitments, including Tier 4 locomotives, zero‑emission cargo‑handling equipment, renewable diesel usage, on‑site solar generation, and all‑electric facilities. These measures reflect modern best practices in industrial and logistics land use and advance broader public environmental and energy goals.
Economic and Community Benefits. The Development Agreement provides for significant economic benefits to the City, including job creation, increased tax revenues, and long‑term economic diversification, while allocating Development Project infrastructure costs in a manner that protects the public fisc and ensures fair‑share contributions by BNSF.
F. The Development Agreement will not be detrimental to the health, safety and general welfare of the City for reasons including, but not limited to, the following:
Fire, Police, and Emergency Services. The Development Agreement includes provisions requiring BNSF to fund equipment and infrastructure that enhance emergency response capacity, including contributions toward fire apparatus and related public safety improvements, thereby ensuring that emergency services can adequately serve the Development Project area.
Infrastructure Capacity and Safety. The Development Agreement requires construction of infrastructure improvements designed to meet applicable engineering standards and City requirements, including roadway improvements, traffic controls, and sewer facilities, which will adequately address Project‑generated demands and protect public health and safety.
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Applicability of Building and Safety Codes. Nothing in the Development Agreement exempts the non‑rail yard portions of the Development Project from compliance with applicable federal, state, and local building, fire, and safety codes in effect at the time permits are issued, ensuring that structures and improvements are constructed in a safe manner consistent with current standards.
Ongoing Oversight and Enforcement. The Development Agreement provides for monitoring, enforcement, and remedies, including regular compliance review provisions (while infrastructure obligations remain outstanding), default and cure procedures, and specific performance remedies, ensuring continued protection of the public health, safety, and welfare over the Development Agreement’s term.
G. The Development Agreement will not adversely affect the orderly development of property for reasons including, but not limited to, the following:
Predictability and Certainty. The Development Agreement establishes clear development standards, vested rights, and obligations for the Development Project over a defined term, reducing uncertainty for the City, surrounding property owners, and future development, and supporting coordinated long‑range planning.
Phased and Coordinated Development. The Development Agreement allows development to proceed in phases responsive to market conditions, while tying infrastructure construction, fair‑share contributions, and public improvements to development milestones, thereby ensuring that growth occurs in an orderly and rational manner.
Compatibility with Adjacent Uses. The Development Project is located within a specifically planned and zoned area intended for large‑scale industrial and logistics uses. The Development Agreement and adopted land use controls ensure that development occurs in a manner compatible with surrounding uses and adopted circulation and infrastructure systems.
Regional and Inter‑Jurisdictional Coordination. The Development Agreement addresses annexation, service provision, and coordination with San Bernardino County and other agencies through the reorganization process, ensuring that jurisdictional boundaries, service responsibilities, and regulatory authority are aligned with development of the Development Project area.
Avoidance of Leapfrog or Premature Development. By requiring that facilities, utilities, and public improvements be constructed or funded as development occurs, the Development Agreement prevents premature or unsupported development and ensures that land is developed in an orderly and sequential manner consistent with City planning objectives.
H. The applicant has sufficient equitable interest in the real property for the development of the project and entering into the Development Agreement.
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I. The application to the City was made on forms approved, and contains all information required by the Director and is filed with the Department in compliance with Chapter 19.46 of the Barstow Municipal Code.
J. The application was accompanied by all lawfully required documents, materials, and information.
SECTION 5. Development Agreement Approval. The Development Agreement with BNSF, attached hereto as Exhibit A, is hereby approved. The Mayor is authorized to sign the Development Agreement in substantially similar form as attached hereto as Exhibit A.
SECTION 6. Severability. If any provision, section, paragraph, sentence or word of this Ordinance, or the application thereof to any person or circumstance, is rendered or declared invalid by any court of competent jurisdiction, the remaining provisions, Sections, paragraphs, sentences or words of this Ordinance, and their application to other persons or circumstances, shall not be affected thereby and shall remain in full force and effect and, to that end, the provisions of this Ordinance are severable.
SECTION 7. Effective Date. This Ordinance shall take effect thirty days after adoption as provided by Government Code 36937. The City Clerk shall cause this Ordinance to be published in accordance with California Government Code Section 36933.
SECTION 8. Certification. The City Clerk shall certify to the passage and adoption of this Ordinance and shall cause this Ordinance and her certification, together with proof of publication, to be entered in the Book of Ordinances of the City Council.
PASSED, APPROVED AND ADOPTED this _____ day of _____, 2026 ________________________________
Timothy R. Silva, Mayor
ATTEST:
________________________________
Andrea Flores, City Clerk
APPROVED AS TO FORM:
________________________________
Andrew Jared, City Attorney
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I, Andrea Flores, City Clerk for the City of Barstow, California, and ex-officio Clerk of the City Council, do hereby certify under penalty of perjury that the foregoing is a true and correct copy of Ordinance No.1044-2026, which was introduced at a regular meeting of the City Council of the City of Barstow held on the 2nd day of June 2026, and adopted at the regular meeting of the City Council of the City of Barstow on the _____ day of _____, 2026, by the following vote:
AYES:
NOES:
ABSTAIN:
ABSENT:
________________________________
Andrea Flores, City Clerk
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EXHIBIT A
ORDINANCE NO. 1044-2026
DEVELOPMENT AGREEMENT
(STAFF REPORT ATTACHMENT C-6.A)
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OFFICIAL BUSINESS
Document entitled to free recording
Government Code Section 6103
RECORDING REQUESTED BY
AND WHEN RECORDED MAIL TO:
220 E. Mountain View St, Suite A
Barstow, CA 92311
Attn: City Clerk
(SPACE ABOVE THIS LINE RESERVED FOR RECORDER’S USE)
DEVELOPMENT AGREEMENT
BY AND BETWEEN
THE CITY OF BARSTOW
AND
BNSF RAILWAY COMPANY
RELATIVE TO THE BARSTOW INTERNATIONAL GATEWAY PROJECT
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This Development Agreement (“Agreement”) is entered into by and between the City of Barstow (“City”), a California municipal corporation and general law city, and BNSF RAILWAY COMPANY, a Delaware corporation (“BNSF” or “Developer”). City and BNSF are individually referred to herein as a “Party” and collectively referred to herein as the “Parties.” This Agreement is dated _____ for reference purposes only; it will become effective on the “Effective Date” as defined below.
RECITALS
A. To strengthen the public planning process, encourage private participation in comprehensive planning and reduce the economic risk of development, the Development Agreement Statute (Government Code Section 65864 et seq.) and Development Agreement Ordinance, authorize the City to enter into binding development agreements with persons having legal or equitable interests in real property for the development of such property.
B. Developer is planning and developing a new approximately 4,300-acre integrated rail facility in the BIG Specific Plan area, consisting of a rail yard and warehouses for transloading containerized freights, a solar farm, off-site rail and non-rail improvements and certain habitat mitigations. The Developer has requested City to enter into a development agreement and proceedings have been taken in accordance with the Development Agreement Ordinance to encourage and facilitate such development (together the “Project”).
C. By electing to enter into this Agreement, the City will bind future City Councils of the City by the obligations herein and limit the future exercise of certain governmental and proprietary powers of the City.
D. The Parties have, in good faith, negotiated terms set forth in this Agreement which are intended to carry out the purposes of the Development Agreement Statute and the Development Agreement Ordinance for the mutually desirable development of the Property, as defined below. The terms and conditions of this Agreement have undergone extensive review by City staff, attorneys and consultants, the City Planning Commission and the City Council.
E. This Agreement and the Project are compatible with the uses authorized in and the regulations prescribed for, the land use district in which the Property and Project are located and this Agreement is in conformity with public convenience, general welfare and good land use practice.
F. This Agreement will eliminate uncertainty in planning and provide for the orderly development of the Property, ensure progressive installation of necessary improvements, provide for public services appropriate to the development of the Project, and generally serve the purposes for which development agreements are intended.
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G. Development of the Property in accordance with this Agreement will provide substantial benefits to the City and will further important policies and goals of the City, including creating jobs, generating additional City tax revenues and enhancing City police and fire service.
H. Developer has incurred and will in the future incur substantial costs in excess of the generally applicable requirements in order to assure the vesting of its legal rights to develop the Property for the Project in accordance with this Agreement.
I. In compliance with the California Environmental Quality Act (“CEQA”), by Resolution No. 5256-2026 on June 2, 2026 the City certified the City of Barstow General Plan and Barstow International Gateway Project Environmental Impact Report (“EIR”) which analyzed and reviewed, among other things, the environmental impacts of the Project.
Based on the certification of the EIR, all of the procedures of CEQA have been met with respect to the Project and this Agreement.
J. On April 30, 2026, Governor Gavin Newsom certified the Project as a transportationrelated infrastructure project under the Senate Bill 149 (“SB 149”) (Chapter 60, Statues of 2023), Public Resources Code Section 21189.80 et seq., and the City has issued the public notice as required.
K. On May 16, 2026, the Planning Commission held a public hearing at which it considered this Agreement and determined pursuant to the Development Agreement Ordinance that this Agreement: (1) is consistent with the objectives, policies, general land uses and programs in the General Plan and the Barstow International Gateway (BIG) Specific Plan; (2) is compatible with the uses authorized in, and the regulations prescribed for, the land use district in which the Property and Project is located; (3) is in conformity with the public convenience, general welfare and good land use practice; (4) is not detrimental to the health, safety and general welfare; and (5) will not adversely affect the orderly development of property. After making these findings, the Planning Commission recommended the City Council approve this Agreement.
L. Having examined and independently considered this Agreement and having held properly noticed public hearings hereon, in City Council Ordinance No. 1044-2026, the City found this Agreement and the Project to be consistent with the objectives, policies, general land uses and programs specified in the City’s Comprehensive General Plan and the Barstow International Gateway (BIG) Specific Plan, as amended.
M. All actions taken and approvals given by the City have been duly taken or approved in accordance with all applicable legal requirements for notice, public hearings, findings, votes, and other procedural requirements. The City and Developer have fulfilled all requirements set forth in the Development Agreement Statute and the Development Agreement Ordinance.
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AGREEMENT
NOW, THEREFORE, in consideration of the above recitals and of the mutual covenants hereinafter contained and for other good and valuable consideration, the receipt and sufficiency of which is hereby acknowledged, the Parties agree as follows:
1. GENERAL PROVISIONS
1.1 Incorporation of Recitals and Exhibits. The Preamble, the Recitals, all defined terms set forth herein, and all Exhibits attached hereto, are hereby incorporated into this Development Agreement as if set forth herein in full. The provisions of that certain Memorandum of Understanding executed by and between Developer and the Mojave Desert Air Quality Management District dated as of February 23, 2026 are hereby incorporated into this Development Agreement as if set forth in full herein.
1.2 Relationship of City and Developer. This Agreement is a contract that has been negotiated and voluntarily entered into by City and Developer. It is specifically understood and agreed by and between the Parties hereto that the development of the Project is a private development, that neither Party is acting as the agent of the other in any respect hereunder, and that each Party is an independent contracting entity with respect to the terms, covenants and conditions contained in this Agreement. City and Developer renounce the existence of any form of joint venture or partnership between them. Nothing contained in this Agreement, or in any document executed in connection with this Agreement, may be construed as making City and Developer joint venturers or partners.
1.3 Effective Date. This Agreement shall be effective thirty (30) days after the approval of the Adopting Ordinance (“Effective Date”); provided, however, that provisions of this Agreement concerning the City’s land use regulation of the County Property shall be effective on the later of the (i) Effective Date; or (ii) the date of completion of the Reorganization.
1.4 Term. The term of this Agreement (“Term”) commences on the Effective Date and extends for a period of twenty-five (25) years from the Effective Date, unless said term is terminated, modified, or extended as provided herein; the Reorganization shall be completed within the Term. This Agreement automatically terminates upon expiration of the Term unless otherwise extended in writing by the Parties, in each Party’s sole discretion, or by operation of this Agreement, and shall then be of no further force and effect, except for provisions which expressly survive termination of the Term.
1.4.1 Tolling Term for Third-Party Litigation. The Term of this Agreement shall be tolled during the pendency of any legal or equitable action or other proceeding instituted by any third-party lawsuit or proceeding challenging the validity of: this Agreement, the Entitlements, any Subsequent Entitlements, or any action taken or finding made by City in connection with the Entitlements or Subsequent Entitlements (“Third-Party Litigation”), beginning on the date of service initiating the Third Party Litigation, and ending on the earlier of: (A) the date on which a court issues a final non-appealable judgment in the Third-Party Litigation, or if the court judgment is appealable, the expiration of all appeal period(s) following that judgment; (B) the date the Third8.c Packet Pg. 586 Attachment: C-06 - Ord BIG DA Approval (6433 : Second Reading and Adoption of Big Gp) Draft For City Council Review June 2, 2026
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Party Litigation is dismissed with prejudice; or (C) the date the Third-Party Litigation is settled and such settlement is approved by the relevant court.
1.4.2 Tolling Term for Utility, Service Interruption or Moratoria. The Term of this Agreement shall be tolled during the period that the Developer is unable to proceed or elects not to proceed with development of the Project because of delays or moratoria by utility service providers to the Project (“Service Interruption”), provided that the Developer’s written notice to the City specifies in reasonable detail the nature of the interruption, the utility service affected, and the portions of the Project that cannot proceed.
1.4.3 Tolling Term for Initiative or Referendum. The Term of this Agreement shall be tolled during the period that any initiative petition or referendum petition is under consideration that would overturn, set aside, or modify the Agreement, the other Entitlements or Subsequent Entitlements, or otherwise impair, impede, or delay the development of the Project, beginning on the date that the initiative or referendum petition is submitted to the City Clerk for signature verification, and ending on the date the last of the following occurs: (i) the date the City Clerk determines the petition does not include a sufficient number of signatures or is otherwise legally invalid; (ii) the date the measure is voted on by the City Council; or (iii) the date of the election on the measure, if placed on the ballot.
1.4.4 Tolling Term for Force Majeure Events. The Term of the Agreement shall be tolled during the period of any Force Majeure Events as set forth in Section 22.
1.4.5 General Tolling Provisions. The Developer shall provide the City with written notice within one hundred eighty (180) days of the commencement of any claimed tolling event under Sections 1.4.1 through 1.4.4, identifying the applicable tolling provision, the date the tolling event commenced, and the basis for the claim. In the event that more than one tolling event is occurring simultaneously, such tolling periods shall run concurrently and not consecutively. This Agreement shall not be tolled under Sections 1.4.1 through 1.4.4, whether arising from one or multiple tolling events, for a period that exceeds ten (10) years in the aggregate without the prior written consent of the City in its sole and absolute discretion.
2. DEFINITIONS.
“Adopting Ordinance” means Ordinance No. 1044-2026 adopted by the City on _____, 2026 approving this Agreement.
“Agreement” means this Development Agreement by and Between the City of Barstow and BNSF Railway Company Relative to the Barstow International Gateway Project dated_______ and any subsequent amendments.
“Assignee” means a successor to the Developer’s interest in this Agreement pursuant to Section
18. “Board of Supervisors” means the Board of Supervisors for San Bernardino County, California.
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“CEQA” is defined in the Recitals.
“City” is defined in the Preamble.
“City Council” means the governing body of the City.
“City Manager” means the City Manager of the City of Barstow or their designee. “City Property” means that approximately 1,659- acre portion of the Property that is located in the City, more particularly described in Exhibit 1-A and depicted in Exhibit 1-B. “County” means San Bernardino County, California.
“County Property” means that approximately 2,686- acre portion of the Property that is located in the County, more particularly described in Exhibit 1-A and depicted in Exhibit 1-B. “Developer” is defined in the Preamble of this Agreement. “Development Agreement Statute” means California Government Code Sections 65864 through 65869.5 inclusive.
“Development Agreement Ordinance” means the Code of the City of Barstow Chapter 19.46. “Development Impact Fee” or “DIF” means a “fee” as defined in California Government Code Section 66000(b), except that as defined herein Development Impact Fee shall include park and recreation dedication or fees in lieu thereof as set forth in California Government Code Section 66477.
“DIF Fee Resolution” means City Council Resolution No. 08-2026, adopted by the Barstow City Council on March 17, 2026.
“DIF Study” means the Development Impact Fee Study, adopted by the Barstow City Council DIF Resolution No. 08-2026 on March 17, 2026.
“Effective Date” is defined in Section 1.3.
“EIR” means the City of Barstow General Plan and Barstow International Gateway Project Environmental Impact Report certified by the City by Resolution No. 5256-2026 on June 2, 2026. “Entitlements” mean:
(a) the City General Plan in effect on the Effective Date of the Agreement, approved by City of Barstow Resolution No. 5257-2026 on June 2, 2026; (b) the Barstow International Gateway Specific Plan approved by City of Barstow Ordinance No. 1043-2026 on _____ , 2026;
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(c) the Specific Plan (SP) approved by City of Barstow Ordinance No. 1043-2026 and Business Park (BP) Zone Districts approved by City of Barstow Ordinance No. 1035- 2026 on ______, 2026;
(d) the Prezoning of Action Area A approved by City of Barstow Ordinance No. 1045- 2026 on _______, 2026 and the Prezoning of Action Area B approved by City of Barstow Ordinance No. 1046-2026 on ________, 2026;
(e) the Tentative Tract Map approved by City of Barstow Resolution No. 5258-2026 on June 2, 2026;
(f) the Request for the San Bernardino County Local Agency Formation Commission to Approve a Reorganization for LAFCO Action Area A approved by City of Barstow Resolution No. 5276-2026 on June 2, 2026; and
(g) this Development Agreement approved by City of Barstow Ordinance No. 1044-2026 on ______, 2026.
“Event of Default” is defined in Section 9.1.
“Existing Regulations” means all applicable regulations in effect on the Effective Date and set forth on Exhibit 3. Existing Regulations includes the Entitlements, and may include any other applicable City ordinances, resolutions, requirements, conditions, codes, standards, zonings, maps, plans, restrictions, impositions, rules, regulations, official policies or the like governing the development and use of land, including, without limitation, the permitted use of land, the density or intensity of use, subdivision requirements, the maximum height and size of proposed buildings, the provisions for reservation or dedication of land for public purposes, and the design, improvement and construction standards and specifications applicable to the development of the Property and not set forth on Exhibit 3 if, but only if, Developer has requested or consented to the application of the same to the Property or the Project in advance, in its sole discretion. “Force Majeure Event” is defined in Section 22.
“Future Changes” mean changes, modifications, revisions, amendments of any kind to the Existing Regulations after the Effective Date or any newly adopted item in the nature of any of the Existing Regulations adopted after the Effective Date.
“Municipal Code” means the Code of the City of Barstow, California, also known as the Barstow Municipal Code.
“Non-Rail Yard Portion of the Project” means that certain approximately 3,050-acre portion of the Property in Exhibit 1-A and including the transload warehouse staging, detention basin, transload warehouse, Mojave River buffer area (which may contain certain mitigation lands), solar farm, roadways, and contiguous off-site improvements.
“Party” and “Parties” are defined in the Preamble.
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“Planning Commission” means the Planning Commission of the City of Barstow. “Project” is defined in Recital B.
“Property” means that certain 4,345- acre property located in the City of Barstow and San Bernardino County, more particularly depicted in Exhibit 1-A and described in Exhibit 1-B, which includes both the City Property and the County Property. “Rail Yard Portion of the Project” means that certain approximately 1,950-acre portion of the Property in Exhibit 1-A and including the intermodal facility, block swap yard, ancillary rail storage area, mainlines, primary vehicle entrance, maintenance building, and administrative building, and described in Table 2-2 of the Barstow International Gateway Specific Plan. “Reorganization” means the Changes of Organization (Cal. Govt. Code Section 56021) as described in the Request for the San Bernardino County Local Agency Formation Commission to Approve a Reorganization for LAFCO Action Area A approved by City of Barstow Resolution No. 5276-2026 on June 2, 2026, that are proposed by the City that together propose to perform all necessary actions to : (i) annex the County Property into the City to be zoned industrial; (ii) to annex a portion of County territory into the Barstow Fire Protection District ; (iii) annex to the Odessa Water District property; (iv) transfer of law enforcement responsibility from the San Bernardino County Sheriffs Department to the City of Barstow Police Department; (v) detach from the San Bernardino Fire Protection District; (vi) detach from the North Desert Services Zone FP5, through the SBC Fire Board; (vii) detachment from the San Bernardino Fire Service Area 7; (viii) annex to the City to be zoned BP; (ix) annex to the Odessa Water District; (x) transfer law enforcement responsibility from the San Bernardino County Sheriff to the City; (xi) detach from the San Bernardino County Service Area 70.
“Service Interruption” is defined in Section 1.4.2.
“Specified Project Components” are as set forth in Exhibit 6. “Subsequent Entitlements” means Entitlements, approvals, applications, permits, permissions or the like for the development of the Project sought or to be granted or approved after the Effective Date.
“Term” is defined in Section 1.4.
“Third-Party Litigation” is defined in Section 1.4.1.
“Total Eligible Costs” shall include the direct and indirect hard costs and soft costs, incurred by Developer for the design, construction, acquisition, and installation of any public improvements or facilities and the value of the land dedicated, that are both described in Appendix J to the Development Impact Fee Study and listed in Exhibit 8, detailing the subset of public improvements constructed by the Developer which have resulted in the net DIF fee reflected in Section 5 below.
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3. VESTED RIGHTS
3.1 Vested Right to Develop. During the Term, Developer and its successors and assigns shall have a vested right to develop and use the Property as described in this Agreement.
All Entitlements are vested in Developer and the Property.
3.2 Entitlements; Existing Regulations. During the Term, the City shall not alter any Existing Regulations as the same may apply to the Project or the Property nor apply any other regulation, rule, policy, or practice or any Future Changes to the Property or the Project or apply or impose any additional or different requirements to or on the Property or the Project, except in each instance with Developer’s prior consent, in its sole discretion. To the extent any Entitlement varies, limits, expands or otherwise alters or conflicts with any other Existing Regulation, any future enactment governing or applying to the use or development of the Property or the Project, any other City plan, rule, or regulation or the City’s involvement with the Project and the Property, including, without limitation, Future Changes to other Existing Regulations, the Entitlements shall prevail. Without limiting the scope of the definition of Existing Regulations, except as expressly provided in this Agreement, the Parties agree that the rules, regulations and official policies governing the permitted uses, operation and development of the Property and the Project, the density and intensity of use of the Property, the maximum height and size of proposed buildings, and the design, improvement, and construction standards and specifications applicable to the development of the Property shall be only the Existing Regulations. All Subsequent Entitlements shall be evaluated pursuant to the Existing Regulations and this Agreement only, unless Developer consents to or requests, in its sole discretion, the application of any other rule, regulation or practice to such Subsequent Entitlement. In the event of any conflict between this Agreement, any Entitlement(s) or the other Existing Regulations and any other City regulation, rule, policy, or practice, the Existing Regulations and this Agreement shall control and such City regulation, rule, policy or practice shall not apply to the Property or the Project unless consented to or requested by Developer, in its sole discretion.
3.3 Future Changes. Future Changes shall not apply to the Property or the Project, unless the Developer in its sole discretion, has requested or given written consent to the application of such Future Change, in its sole discretion.
3.4 Impact Fees and Exactions. City has adopted a Development Impact Fee program designed to offset the costs of mitigating environmental and other impacts caused by development on public facilities and improvements. Development Impact Fees will apply only to the approximately 9,000,000 square feet transload warehouse portions of the Project shown in Exhibit 1-A. During the Term of this Agreement, the only Development Impact Fees that will be applicable to the Project are those Development Impact Fees specified in Section 5.1 below, which, pursuant to the Code of the City of Barstow Section 12.40.030, unless deferred under Section 12.40.030(c), shall be payable when each application is submitted for building permits for the transload warehouse portions of the Project based on the amount of construction under that permit. During the Term, no Development Impact Fees other than those specified herein will be applicable to the Project; and no Development Impact Fees adopted, authorized, or modified by the City after the Effective Date shall be applicable to the Project. The amount of each Development Impact Fee described in the Schedule of Development Impact Fees applicable to the Property and the Project
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may not increase during the Term, except according to the annual adjustment tied to the Consumer Price Index that the City adopted when it adopted the Schedule of Development Impact Fees on March 17, 2026.
3.5 Applicability of Uniform Building Codes. Nothing in this Agreement alters the applicability to the Non-Rail Portions of the Project of the applicable local, state, and federal building codes and standards, including the Building, Mechanical, Plumbing, Electrical, and Fire Codes, City standard construction specifications, and Title 24 of the California Code of Regulations (collectively “Building Code”), in effect at the time the respective building, grading, encroachment or other construction permit is granted for the Non-Rail Portion of the Project.
Nothing in this Agreement alters the applicability of the Building Code in effect at the time of approval by City of the improvement plans for improvements or infrastructure for the Non-Rail Portions of the Project for which no permits are required. If a permit that has been granted expires, the Building Code in effect at the time the applicable replacement permit to the expired building, grading, encroachment or other construction permit is granted for the Non-Rail Yard Portion of the Project will apply.
3.6 Compliance with Applicable Federal and State Laws. If state or federal laws or regulations enacted after the Effective Date which are not otherwise preempted by federal law preclude or prevent compliance with any term of this Agreement, the Parties shall attempt to negotiate potential amendments to the Agreement by mutual consent pursuant to Section 7.1, to the extent the amendments are required by such new non-preempted law or regulation. If, despite good faith negotiations, the Parties cannot reach agreement on such amendments pursuant to Section 7.1, either Party may exercise its rights under Section 9. Nothing in this Agreement alters Developer’s ability to challenge any such law or regulation, and if Developer is successful in any such challenge, this Agreement will not be amended or terminated.
3.7 No Developer Waiver of Preemption. The entry into this Agreement, the terms of this Agreement, implementation of this Agreement, and any submission of applications and supporting documents required for any Entitlements, Subsequent Entitlements or any other federal, state, regional, and local approvals, permits or processes by Developer is not and shall not act as a waiver, express or implied, of federal or state preemption that might preclude regulation by state, regional, or local agencies, including, without limitation, the City, of the activity or activities of Developer.
3.8 Subsequent Entitlements. The City shall accept for processing, timely review and timely take action on all applications for Subsequent Entitlements for the Project after the Effective Date filed by the Developer or other builders in the Project. The City shall process, timely review and timely take action on Subsequent Entitlements based upon the Existing Regulations and this Agreement and any other regulation, rule or policy to which Developer has given its consent, in its sole discretion. Unless otherwise requested by Developer, the City shall not amend or rescind any Subsequent Entitlements after such approvals have been granted by the City.
3.9 Timing of Development. The Parties acknowledge that Developer cannot predict when or the rate at which phases of the Property will be developed. Such decisions depend on
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numerous factors which are not within the control of the Developer, such as market orientation and demand, economic conditions, absorption, completion, and other similar factors. It is the Parties intent to acknowledge these variables and provide that Developer shall have the right to develop the Property and all related infrastructure in such order and at such rate and at such time as Developer in its sole and exclusive discretion deems appropriate, subject only to any timing or phasing requirements set forth in the Entitlements.
3.10 Terms of Maps. Pursuant to Government Code Section 66452.6(a)(l) the term of any subdivision, tentative tract, or parcel map that may be processed on all or any portion of the Property shall be extended until the expiration of the Term.
4. DEVELOPER’S OBLIGATIONS
4.1 Unitary Tax. Developer will report the Rail Portion of the Property on its unitary tax returns to the extent allowed by applicable law.
4.2 Possessory Interest Property Taxes on Warehouse Ground Leases. If Developer enters into any leases within the Property that would create a taxable possessory interest under California Revenue and Taxation Code Section 107 and California Property Tax Rule 20, Developer acknowledges that those interests would result in tenant(s) being required to pay possessory interest tax on that interest.
4.3 Fire Truck Purchase. The City has determined that a quint ladder fire truck (“Fire Truck”), would provide valuable additional fire protection service for existing and future development in the City, including the Project. The detailed specifications of the Fire Truck and a cost estimate of $3,096,314.53 for the City to purchase the Fire Truck are in Exhibit 5. Within ninety (90) days of Developer’s commencement of construction of the Project, Developer will pay the City a reasonable fair share payment of 60.01% of the Fire Truck cost, specifically $1,858,098.35 for its use to purchase the Fire Truck.
4.4 Skid-steer Purchase. The City has determined that a Caterpillar Compact Track Loader Model 275-XE, 2026 model year with accessories (“Skid-steer”) has the necessary horsepower, dimensions, and hydraulic connections to perform storm drain culvert maintenance in the Lenwood Channel and other valuable City public works operations. The City has asked the Developer to provide the funds for the City to purchase a Skid-steer. The City obtained a quote dated December 2, 2025 from Quinn Cat for the Skid-steer in the total amount of $175,750.55, as set forth in Exhibit 2. Within ninety (90) days of Developer’s commencement of construction of the Project, Developer will pay the City $175,750.55 for its purchase of the Skid-steer.
4.5 Flagging Costs for Sanitary Sewer, Storm Drain Maintenance, and Other Maintenance Work in BIG Specific Plan Area Within Twenty-five (25) Feet Of Any Track.
4.5.1 Should the City wish to perform any work for which Developer would require flaggers (which currently occurs when such work is to be performed within twenty-five (25) feet of any railroad track, although Developer reserves the right to change the triggers for the flagging requirement at any time in its sole discretion), the City shall comply with
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Developer’s application and process for obtaining permission to enter Developer’s property for such work and for obtaining flaggers. This will include the submission of a scope and schedule of work for approval, among other things, in accordance with Developer’s then-current requirements. If Developer consents to such work, and upon execution by City of all Developer-required permits, Developer will notify City of work windows for the performance of this work.
4.5.2 Should the City wish to perform maintenance work on the Jasper sewer line after Developer’s commencement of the Project in the easement areas shown on Exhibit 4 that (i) will not be conducted in a public roadway or other easement or right-of-way; (ii) is required for maintaining operations of the specified area of the Jasper sewer line but does not include work performed to expand, modify or relocate the sewer line or its operational capacity; and (iii) will occur in an area for which Developer would require flaggers; then upon City’s compliance with the foregoing Section 4.5.1, and if Developer consents to such work, and upon execution by City of all Developer-required permits, Developer will notify City of work windows for the performance of this work. For work within the approved scope and work window, and for which City has executed the relevant permit(s) and complied with Developer’s then-current process for such entries, Developer shall furnish flaggers within the provided work windows for the approved duration of the work at no cost to the City.
4.6 Cooperation on Reorganization. Developer acknowledges that it is the present intent of the Parties that the entire Property be annexed into the City and that the other actions that are a part of the Reorganization be completed.
4.7 Developer to Pay Processing and Project Implementation and Consulting Fees.
Developer will work with the City to select and hire mutually agreed upon consultants to provide monitoring and testing services (i.e. biologists, geotechnical testing firms, etc.) who will monitor implementation of the Mitigation Monitoring and Reporting Program (the “MMRP”) and Conditions of Approval and will share with the City all non-privileged reports of such consultants related to the MMRP and Conditions of Approval. Developer shall pay all applicable City plan check, building, grading, and other permit review, application, and Project processing and implementation fees, including for the consultant(s) described in this section and on-demand inspections per Section 5.2. If the Developer and City do not agree upon mutual consultants, the Developer shall pay applicable fees of City consultants to review the reports of Developer’s consultant(s) or other experts as described in this section upon submission by City to Developer of reasonable supporting documentation. Developer shall also pay the City’s costs to provide extraordinary staff services requested for the Project, such as daily inspections if requested by Developer or its contractors. All such City costs to be paid by Developer shall be collectively referred to as “Processing Fees.” City shall invoice Developer for a Processing Fee for which it seeks reimbursement within ninety (90) days of incurring any such Processing Fee. All such fees attributable to staff time shall be adopted and calculated pursuant to Government Code Section 66014, and the Developer reserves its rights to challenge any such fees thereunder. The per hour billable rates of any non-city employee or consultant performing work for which Processing Fees would be due shall be limited to a maximum rate for each type and category of non-city employee or consultant of the rate in effect for any other City work at the Effective Date plus Fifty Dollars
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($50) per hour adjusted for inflation plus one (1) percent. City shall furnish Developer reasonable supporting documentation of work performed for which it is seeking payment of Processing Fees.
Notwithstanding any other provision hereof, no attorney’s fees are to be included in Processing Fees. Within ten (10) days of Developer’s request for expedited processing of any Subsequent Entitlement Developer shall submit to City a One Hundred Thousand Dollar ($100,000) deposit payment (the “Processing Deposit”) for the City to draw down for Processing Fees for such expedited work on the Project as they become due. If the amount in the processing account for such expedited work drops below $20,000, but Developer continues to request expedited processing work by City, then Developer shall deposit an additional amount to bring the total balance of the Processing Deposit account back to $100,000, within 30 days of written request by the City. Once no further expedited City processing work is being requested by Developer, the City promptly shall return any unexpended funds to Developer. Notwithstanding any other provision of this Agreement, if Developer pauses construction of the Project for any period in excess of one year, the Developer’s obligation to pay Processing Fees shall also be paused for the same period.
4.8 Developer Construction of Additional On-site and Off-site Project Infrastructure.
If the Developer proceeds with construction of the Project, Developer shall build, at its cost and expense, the other on-site and off-site Project infrastructure shown on Exhibit 8. Developer has the discretion to decide the timing and phasing of Project build out and will retain such discretion in constructing all related infrastructure improvements, including, without limitation, those set forth on Exhibit 8. As a result of its commitment to constructing the infrastructure improvements set forth on Exhibit 8, Developer’s DIF payable with respect to the assessable portions of the Project as described in Section 3.4 and as described in Section 5.1 below is as stated therein.
4.8.1 Sewer Infrastructure. If the Developer proceeds with construction of the Project, Developer shall build, at its cost and expense, the sewer infrastructure shown on the Project Plans. The Developer shall own, operate, and maintain all private sanitary sewer improvements, including any private pressurized sewer force mains or laterals and any lift stations.
The Developer shall own, operate and maintain all public pressurized sewer force mains or laterals and any lift stations shown on the Project Plans, unless otherwise agreed to with the City Manager in writing. The City agrees to grant Developer utility easement(s) for the purposes of operations and maintenance of the public pressurized sewer force mains within public rights of way. The City agrees to accept and subsequently maintain the public gravity-fed mains as shown on the Project Plans, but only after the Developer builds these improvements at its own cost and expense and only after the City Council, or its designee, on the recommendation of the City Engineer, accepts these gravity-fed sewer main improvements as constructed consistent with the City’s sewer system standards.
4.9 Developer’s Financial Contributions to Fund its Fair Share of Certain Infrastructure. If the Developer proceeds with construction of the Project, Developer agrees to pay the City the amounts set forth in the column labelled “Cost to Developer” in Exhibit 7 for the infrastructure projects identified therein, at the times and upon the occurrence of the condition set forth therein, whereupon City will have five (5) years to commence construction of the infrastructure items listed in Exhibit 7, unless City is delayed by actions of other agencies or parties not under its control or by other events of Force Majeure. The amounts in Exhibit 7 are
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the fair share of the Project’s contribution to the need for the infrastructure in Exhibit 7. The City shall require other projects to comply with the Mitigation Fee Act (Gov. Code, § 66000 et seq.) as to projects listed in Exhibit 7 to ensure that those other developments contribute their fair share to the cost of the infrastructure. If the City has not commenced construction of an improvement in Exhibit 7 by the fifth fiscal year following the Developer’s payment, Developer may at that time elect, by notice to the City in writing, to have all or any portion of such payment amounts promptly refunded to the Developer by City in full together with any interest accrued, unless City has been delayed in commencing construction by the actions of an agency or party not under its control or by events of Force Majeure but City still intends to and does promptly commence such construction upon the removal of such delay or event of Force Majeure. The obligation for City to refund any unspent portion of the payment made by Developer as set forth on Exhibit 7 shall survive any termination or expiration of this Agreement.
4.10 Specified Project Components; SB 149. If Developer proceeds with the construction of the Project, Developer agrees to construct, or include in the Project, the Specified Project Components set forth in Exhibit 6.
4.11 Easements. With respect to any Developer-constructed improvements, facilities, or capital improvements to be dedicated to the City, or which the City has a right to use, pursuant to this Agreement, Developer shall, at its sole cost and expense, obtain from the underlying real property owner(s), or grant if Developer is the underlying property owner, recordable easements in favor of the City sufficient in the City’s reasonable discretion for the City’s continuing access, use, maintenance, repair, and replacement of such improvements, facilities, or capital improvements regardless of who the underlying real property owner(s) may be. Such easements shall be granted to the City concurrently with or prior to the dedication of the improvements, facilities, or capital improvements. For clarity, the foregoing easement requirements shall not be required where the City is the underlying real property owner, owns or controls the public rightsof-way, or sufficient easements are pre-existing for such purposes.
5. CITY OF BARSTOW’S OBLIGATIONS
5.1 Net Development Impact Fee . Developer is entitled to pay reduced net DIF fees as a result of Developer’s commitment to constructing the infrastructure set forth on Exhibit 8 as described herein.
5.1.1 Net Development Impact Fee. Consistent with the process in the Municipal Code Section 12.40.040(d) Developer’s effective development impact fee for the Project shall be $5.44 per square foot of assessable Project space per Section 3.4, subject to annual inflationary adjustments per the City’s adopted DIF Fee Resolution. The agreed effective development impact fee rate of $5.44 reflects the full DIF rate as of the Effective Date of $8.32 per square foot, minus a credit of $2.88 per square foot, reflecting the credit to Developer for improvements constructed by or for Developer and set forth on Exhibit 8, which is a list of public improvements being constructed by Developer and for which, together with the value of land dedicated to the City that is necessary or useful for those improvements, the City agrees Developer is entitled to the reduced net DIF fee in the amount set forth above. By this Agreement, the City Council determines that all the improvements in Exhibit 8 are part of the DIF Study and program and that the grant of a credit for them, and the application of the net fee in lieu of the full fee, will not cause the City to
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delay the implementation of elements of the DIF program that are of higher priority. Any reduced effective fee rate granted under this Section to Developer may be freely assigned in Developer’s sole discretion to any tenant, lessee or owner in the Property for the Term of this Agreement.
5.2 Cooperation for Subsequent Entitlements, County Approvals and Project Development. At any time following commencement of construction by Developer and prior to full build-out of the Project, upon Developer’s request or City’s notice to Developer, and at Developer’s sole cost and expense, the City will hire or contract, after complying with applicable law, for as long as the Developer and City agree is necessary, a dedicated consultant, consultants, or consulting firm with at least fifteen (15) years of progressively responsible experience as a planning or building official to process and expedite all Subsequent Entitlements and related matters within the timeframes required by state law. The City shall consult with Developer concerning the selection of the consultant or consulting firm; provided, however, that City shall retain the right to select any consultant or consulting firm with the requisite experience it reasonably chooses. The Parties agree that in the event of an uncured Event of Default by either Party with respect to this Section 5.2, the other Party’s remedy shall be limited to specific performance as set forth in Section 9.3 and Section 9.3.1. City shall furnish Developer reasonable supporting documentation of work performed for which it is seeking payment of fees for the Project processing consultant(s). The fees for the Project processing consultant(s), and for any extraordinary staff services provided at Developer’s request, shall be paid as part of, and in the same manner, as the Processing Fees payable to the City under Section 4.7 Notwithstanding any other provision hereof, no attorney’s fees are to be included in the Project processing consultant’s fees. Further notwithstanding any other provision of this Agreement, if Developer pauses construction of the Project for any period in excess of one year, the Developer’s obligation to pay fees for the Project processing consultant described in this Section 5.2 shall also be paused for the same period.
5.3 Cooperation for County Approvals Prior to LAFCO Actions. Prior to approval of the Reorganizations the Developer will seek to obtain permits and approvals from the County for development of the Project. City agrees to reasonably cooperate with and assist the Developer in obtaining such County approvals and permits.
5.4 Share Local Bradley-Burns Sales Tax from Project Construction. For the first ten (10) years of the Term, Developer and City shall share 50% each of any construction jobsite subpermit sales and use tax revenue the City may receive under the Bradley-Burns Uniform Local Sales and Use Tax Law, Revenue and Taxation Code Section 7202, et seq., as a result of construction of the Project and improvements, payable within ninety (90) days of the City’s receipt of the tax proceeds. (Title 18, Cal. Code of Regs., §1806; CDTFA, Pub. 9, “Construction and Building Contractors,” p. 28 [Local Tax Allocation & Construction Job Site Sub-Permits].) Neither Developer nor City makes any representation or warranty that there will be any such tax revenue.
The obligation in this Section 5.4 shall survive cancellation or termination of this Agreement.
6. MUTUAL OBLIGATIONS
6.1 Further Actions and Instruments. Each of the Parties shall cooperate in good faith with and provide reasonable assistance to the other to the extent contemplated hereunder in the
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performance of all obligations under this Agreement and the satisfaction of the conditions of this Agreement. Upon the request of either Party at any time, the other Party shall promptly execute, with acknowledgment or affidavit if reasonably required, and file or record such required instruments and writings and take any actions as may be reasonably necessary under the terms of this Agreement to carry out the intent and to fulfill the provisions of this Agreement or to evidence or consummate the transactions contemplated by this Agreement.
6.2 Operating Memoranda. The Parties acknowledge and agree that the provisions of this Agreement require a close degree of cooperation between the City and Developer.
Development of the Property may demonstrate that clarifications, interpretations and refinements, consistent with the Agreement, are appropriate with respect to the details of performance of the City and Developer and do not require an amendment of the Agreement under Section 7.1. If and when, during the Term of this Agreement, the City and Developer, each in their sole discretion, agree that such clarifications, interpretations and refinements are necessary or appropriate, they will effectuate them through operating memoranda approved in writing by the City and Developer, each in their sole discretion, which, after execution, will be attached to this Agreement. The City Manager, in consultation with the City Attorney, shall make the determination on behalf of the City whether a requested refinement or clarification and corresponding operating memorandum may require a public hearing and approval by resolution of the City Council. The City Manager, in consultation with the City Attorney, shall also make the determination whether the nature of the proposed operating memorandum constitutes an amendment of the Agreement and instead should be processed pursuant to Section 7.1. An operating memorandum may be requested and issued with respect to the Property or only a portion thereof. An operating memorandum may not modify:
(i) the Term of this Agreement; (ii) permitted uses of the Property; (iii) maximum density or intensity of use; (iv) provisions for the reservation, dedication, acquisition, or abandonment of land or public rights of way; (v) conditions, terms, restrictions or requirements for subsequent discretionary actions; (vi) monetary contributions by Developer; or (vii) any other financial commitments by Developer, including without limitation the provisions related to Developer’s obligations to finance installation, operations, and maintenance of the Project. Any changes made by an operating memoranda must be changes that can be processed under CEQA as exempt from CEQA, or with the preparation of an addendum to the EIR. An operating memorandum may constitute the Parties agreement to add specificity to any requirement herein.
6.3 Ongoing Coordination. The City and Developer, including Developer’s general contractor, will make commercially reasonable efforts to participate, and Developer will make good faith efforts to have its tenants also participate, in construction coordination meetings which shall occur on a schedule agreed to by the Parties.
7. AMENDMENT, CANCELLATION AND TERMINATION
7.1 Amendment by Mutual Consent. This Agreement may be amended in writing from time to time only by mutual consent of the Parties hereto, in each Party’s sole discretion, and in accordance with the procedures provided in Government Code Section 65868 and the Municipal Code. Notwithstanding any other provision of this Agreement, the Parties agree that this Agreement may only be amended or modified with written consent of both Parties pursuant to this Section 7.1. The Parties shall cooperate in good faith with respect to any amendment proposed to
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clarify the intent and application of this Agreement and shall treat any such proposal on its own merits, and not as a basis for the introduction of additional matters or requests not already specifically set forth in this Agreement. Any amendment may be requested and made with respect to the Property, or a portion thereof, in which case only the owner(s) of such portion of the Property subject thereto shall be required to and may apply for and sign such partial amendment of this Agreement. If the City initiates a proposed amendment to this Agreement, it shall first give notice to the Developer of its intention to initiate such proceedings at least sixty (60) days in advance of giving notice of the intention to consider the amendment as required by Municipal Code Section
19.46.030. The City shall record with the San Bernardino County Recorder any amendment or cancellation under this Section 7.1.
7.2 Cancellation by Mutual Consent. Except as otherwise permitted herein, this Agreement may be canceled in whole or in part only by the mutual written consent, in each Party’s sole discretion, of the Parties or their successors in interest, following the proposing Party having given the other Party sixty (60) days’ written notice of the intention to cancel, and otherwise in accordance with Government Code Section 65868 and the Municipal Code. Should Developer fail to respond to a proposed cancellation within such sixty (60) day period, Developer shall be deemed to have rejected a proposed cancellation. Any fees paid pursuant to this Agreement and spent by City prior to the date of cancellation shall be retained by City. Any unspent DIF fees paid by Developer pursuant to this Agreement, promptly shall be returned to Developer in accordance with state law. The City shall record with the San Bernardino County Recorder any cancellation under this Section 7.2. The obligations of City set forth in this Section 7.2 shall survive any termination or expiration of this Agreement.
7.3 Termination upon then Property Owner’s Request. This Agreement may also be terminated, at the election of the property owner of any parcel that has a final subdivision map by the owner giving written notice to City of its election to terminate the Agreement for such parcel, but only if: (i) all improvements which are required to serve the parcel pursuant to this Agreement, the Entitlements, and Subsequent Entitlements have been accepted by City; (ii) all other obligations and financial obligations to City under this Agreement that are outstanding with respect to the parcel subject to such termination have been satisfied, are the subject of an agreement between the then property owner and the City regarding the obligation, or remain the obligation of the Developer; and (iii) the Developer is not in Default of this Agreement as to such parcel and has not been issued a notice of alleged default under this Agreement under Section 9, which has not been cured, with respect to such parcel. City shall promptly cause any written notice of termination approved pursuant to this Section 7.3 to be recorded with the San Bernardino County Recorder against the applicable parcel at Developer’s expense.
8. ANNUAL REVIEW
8.1 Annual Review. As required by Government Code Section 65865.1, City shall annually monitor and review Developer’s good faith compliance with the terms of this Agreement.
As requirements of this Agreement are completed, the City will update its annual review process to ensure it does not expend resources reviewing already completed requirements.
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8.2 Annual Review Date. City intends to request an annual review each year during the term of this Agreement within thirty (30) days of the anniversary date of the Agreement.
8.3 Initiation of Review and Notice of Planning Commission Hearing. The City shall initiate periodic review of Developer’s compliance with the terms and conditions of this Agreement as required by Government Code 65865.1. If the City intends to recommend to the Planning Commission that Developer is out of compliance with any of its obligations under the Agreement, the City shall first notify Developer and shall meet and confer with Developer so that the Parties may work together to seek a resolution of any alleged non-compliance. If the Parties are not able to reach a satisfactory resolution following this meet and confer process, City shall furnish Developer at least sixty (60) days’ notice in writing prior to the Planning Commission’s consideration of the matter, including details of any specific items of Developer’s uncompleted obligations to be considered, to allow Developer to submit evidence to the City to demonstrate good faith compliance with the specified obligations(s). Developer is not in default under this Agreement by virtue of a failure by City to timely initiate an annual review. The Parties acknowledge and agree that as of the Effective Date, the City does not maintain a “city planner” position, and that any actions, responsibilities, duties, or similar attributed to such “city planner” within the Municipal Code or in this Agreement, if any, shall be undertaken by the City Manager or her designee.
8.4 Public Hearing and Required Findings. At the Planning Commission hearing, the Developer must demonstrate good faith compliance with any obligations specified in this Section 8 not previously completed. The Planning Commission will determine at this hearing, on the basis of substantial evidence, whether or not the Developer has, for the period under review, complied in good faith with its obligations under this Agreement.
8.5 Costs. Costs reasonably and actually incurred by City for time spent by its staff directly to perform the annual review and monitoring shall be paid by Developer upon City’s furnishing to Developer of reasonable supporting documentation for such costs in accordance with the City’s published schedule of fees and billing rates in effect at the time of review.
8.6 Certificate of Agreement Compliance. At any period for which the Developer is found or deemed to be in material compliance with this Agreement, then City will, within ten (10) days of such determination, issue a “Certificate of Agreement Compliance” to Developer stating that this Agreement remains in effect and Developer is not in default of this Agreement. The Certificate of Agreement Compliance must be in a recordable form, contain information necessary to communicate constructive record notice of the finding of compliance, state whether the Certificate of Agreement Compliance is issued after an annual or special review, and state the anticipated date of the next annual review. Developer may record the Certificate of Agreement Compliance with the San Bernardino County Recorder.
8.7 Non-Compliance with Agreement; Hearing Right. If the Planning Commission finds and determines, on the basis of substantial evidence, that Developer has not complied in good faith during the period under review with the terms and conditions of this Development Agreement, Planning Commission will adopt detailed findings to support each ground for noncompliance and forward its recommendation to the City Council. On the Planning Commission’s
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recommendation, the City Council may initiate proceedings to modify or terminate the Agreement, at which time a hearing shall be conducted as provided herein. If the City Council determines to proceed with a hearing on modification or termination of this Agreement, the City first shall provide notice to Developer of its intention to take either action. The notice to Developer shall state: (i) the time and place of the public hearing to be conducted by the City Council which shall occur not earlier than one hundred twenty (120) days after delivery of such notice; (ii) a statement of the proposed action to either terminate or modify the Agreement and the evidence and grounds therefor; and (iii) any other information necessary to inform the Developer of the nature of the hearing. If, following the public hearing, the City Council decides that it desires to modify the Agreement, then notwithstanding any provision of law, regulation or ordinance that would allow City to proceed otherwise, City must negotiate the modification with Developer pursuant to Section 7.1, and if that negotiation does not result in an amendment by mutual consent in compliance with Section 7.1, the City Council may terminate the Agreement. The City Council may only modify the Agreement with consent of the Developer pursuant to Section 7.1. If the Developer requests an opportunity to meet with the City Manager between notice of the City Council hearing to consider a recommendation of non-compliance, the City Manager shall grant such a meeting at least thirty (30) days before the City Council hearing and the parties shall attempt in good faith to resolve any issues related to alleged non-compliance by Developer. If the Parties are unable to resolve all issues related to any alleged non-compliance in this manner, the City Council meeting will proceed as described herein. Developer shall notify the City in writing at least seven (7) days before the hearing of any and all issues of non-compliance by City with the terms of this Development Agreement. The City Council shall review and make findings concerning the compliance of all Parties to the Agreement.
8.8 Final Council Action Subject to Judicial Review. The decision of the City Council as to Developer’s non-compliance shall be a final action of the City, and subject to Sections 9.3 and 9.4. Any court action or proceeding to challenge, review, set aside, void, or annul any compliance determination by the City Council must be commenced within thirty (30) days of the final decision of the City Council in accordance with the California Code of Civil Procedure, or the Developer forfeits the right to seek judicial review.
9. OPPORTUNITY TO CURE AND DEFAULT; DISPUTE RESOLUTION
9.1 Conditions of Default. Subject to any applicable extension of time agreed to by the Parties in writing, and subject to all procedures and obligations described in Section 8 having been completed if an alleged default by Developer is detected or determined as part of the processes described in such Section, failure by any Party timely to perform any term of this Agreement required to be performed by such Party, following the opportunity to cure set forth in this Section 9, constitutes an event of default (“Event of Default”). A Party claiming another Party is in default shall be referred to as the “Complaining Party,” and the Party alleged to be in default shall be referred to as the “Responding Party.” A Complaining Party shall not exercise any of its remedies as the result of such alleged default unless such Complaining Party first gives notice to the Responding Party as provided in Section 9.2.1, and the Responding Party fails to cure such alleged default or commence and diligently pursue such cure within the applicable cure period.
9.2 Procedure Regarding Cure and Default.
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9.2.1 Notice. Prior to exercising any remedies, the Complaining Party shall give the Responding Party written notice specifying the grounds for the alleged default.
9.2.2 Cure. The Responding Party must cure the alleged default within sixty (60) days from the notice of alleged default; provided, however, that if the alleged default is not able to be cured within such sixty (60) day period, then so long as the Responding Party commences the cure within such sixty (60) day period and diligently prosecutes the same, the period for cure of the default will be extended during the time period that the Responding Party is pursuing the cure in good faith. If the Responding Party fails to cure the alleged default within the time period allowed by the preceding sentence, it becomes an Event of Default, and the Complaining Party may pursue all available remedies.
9.3 Legal Proceedings and Remedies. If the Responding Party fails to cure an alleged default in accordance with the provisions of Section 9.2.2 and it becomes an Event of Default, the Complaining Party, at its option, may institute legal proceedings pursuant to this Agreement and may pursue any and all remedies at law or in equity subject to the limitations set forth in Section
9.3.1, including enforcement of any covenant or agreement herein, injunction of any threatened or attempted violation, and actions for declaratory relief, specific performance, injunctive relief, and relief in the nature of mandamus. All of the remedies described above shall be cumulative and not exclusive of one another, and the exercise of any one or more of the remedies shall not constitute a waiver or election with respect to any other available remedy. Nothing in this Agreement precludes the Developer or City from exercising their remedies for any Entitlements under the terms of that Entitlement.
9.3.1 Specific Performance Remedy. Due to the size, nature and scope of the Project, it will not be practical or possible to restore the Property to its natural condition once Developer has taken steps required for commencement of the Project. After such steps, Developer may be foreclosed from other choices it may have had to utilize the Property and provide for other benefits. Developer has invested significant time and resources and performed extensive planning and processing of the Project in agreeing to the terms of this Agreement and will be investing even more substantial time and resources in taking other succeeding steps in implementing the Project in reliance upon the terms of this Agreement, and it is not possible to determine the sum of money which would adequately compensate Developer should City fail to carry out its obligations under this Agreement. By the same token, in the event that City issues any permit or other approval for a structure, and Developer commences construction of such structure, and the public facilities, improvements, and infrastructure specified herein as requirements for Developer to construct or furnish or for which Developer is obligated to make fair share payments hereunder and which are required to serve such structure are not timely completed in the manner and at the times specified herein or Developer otherwise fails to carry out its obligations under this Agreement, then it would not be possible to determine a sum of money that would adequately compensate City for the resulting hardship. For the above reasons, City and Developer agree that, notwithstanding any other language in this Agreement, damages would not be an adequate or appropriate remedy if City fails to carry out its obligations under this Agreement, or if Developer has commenced construction of
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the structure for which the permit or approval has been issued but fails to timely complete or make payment for any public facility, improvement, or infrastructure as required herein to serve the structure for which the permit has been issued or otherwise fails to carry out its obligations under this Agreement. Therefore, specific performance of this Agreement is the only remedy which would compensate Developer if City fails to carry out its obligations under this Agreement, and City hereby agrees that Developer shall be entitled to specific performance in the event of a default by City hereunder. Further, specific performance of this Agreement is the only remedy which would compensate City if Developer fails to timely complete any facility, improvement, or infrastructure set forth on Exhibit 6 or Exhibit 8 and Developer hereby agrees that City shall be entitled to specific performance in the event of such a default by Developer hereunder.
9.4 Informal Resolution. The Parties recognize that good faith disagreements may arise between City and Developer during the administration and implementation of this Agreement.
The Parties may consider alternative dispute resolution mechanisms prior to initiating the process for notice and opportunity to cure under Section 9.2.
10. ESTOPPEL CERTIFICATE. Either Party may, at any time, and from time to time, deliver written notice to the other Party requesting that the other Party certify in writing that, to the knowledge of the certifying Party: (i) this Agreement is in full force and effect and a binding obligation of the Parties; (ii) this Agreement has not been amended or modified either orally or in writing, or if so amended, identifying the amendments; and, (iii) the requesting Party is not in default in the performance of its obligations under this Agreement, or if in default, describing therein the nature and amount of any such defaults. A Party receiving a request hereunder shall execute and return such estoppel certificate, or give a written detailed response explaining why it will not do so, within thirty (30) days following the receipt of each such request. Each Party acknowledges that such an estoppel certificate may be relied upon by third parties acting in good faith. A certificate provided by City establishing the status of this Agreement with respect to the Property or any portion thereof shall be in recordable form and may be recorded at the expense of the recording Party.
11. SEVERABILITY. If any term, provision, covenant, or condition of this Agreement is held by a court of competent jurisdiction to be invalid, void, or unenforceable, the remaining provisions of this Agreement shall continue in full force and effect, unless and to the extent the rights and obligations of any Party have been materially altered or abridged by such holding.
12. APPLICABLE LAW AND VENUE. This Agreement shall be construed and enforced in accordance with the laws of the State of California; provided however, any disputes involving the applicability of preemption pursuant to Section 3.7 shall be construed and enforced in accordance with federal law. Any action at law or in equity arising under this Agreement or brought by any Party hereto for the purpose of enforcing, construing or determining the validity of any provision of this Agreement shall be filed and tried in the Superior Court of the County of San Bernardino, State of California or the United States District Court for the Central District of California, Eastern Division, except actions involving the applicability of preemption pursuant to Section 3.7, which shall be filed in the United States District Court for the District of Columbia, the Parties hereby consent to the jurisdiction of such courts and agree that venue is proper in such courts.
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13. ATTORNEYS’ FEES AND COSTS IN LEGAL ACTIONS BY PARTIES. No attorneys’ fees, court costs, expert witness fees, or the like arising from any dispute between the parties related to this Agreement are available to either Party, and each Party share bear its own costs and expenses in connection therewith.
14. AGREEMENT RUNS WITH LAND. Pursuant to Government Code Section 65868, from and after recordation of this Agreement, all of the provisions, agreements, rights, powers, standards, terms, covenants and obligations contained in this Agreement shall be binding upon the Parties and, subject to Section 19 below, their respective heirs, successors (by merger, consolidation, operation of law or otherwise) and assigns, and all persons or entities acquiring the Project site, any lot, parcel or any portion thereof, or any interest therein, whether by sale, operation of law, or in any manner whatsoever, and shall inure to the benefit of the Parties and their respective heirs, successors (by merger, consolidation operation of law or otherwise) and assigns and all persons or entities acquiring the Project site, any lot, parcel or any portion thereof, or any interest therein, whether by sale, operation of law, or in any manner whatsoever. Subject to the limitations on Assignment and Release set forth in Section 18 below, all provisions of this Agreement shall be enforceable during the Term as equitable servitudes and constitute covenants and benefits running with the land pursuant to applicable law, including but not limited to California Civil Code Section 1468.
15. DEFENSE AND INDEMNITY/HOLD HARMLESS
15.1 Defense and Indemnity Concerning Injury or Damage. Developer shall defend, indemnify and hold harmless the City and its elected and appointed commissions, officers, agents and employees (collectively with the City, the “City Parties”), at Developer’s sole cost and expense, from and against any and all damages, claims, costs and liabilities (“Claims”) arising out of the personal injury or death of any third party, or damage to the property of any third party, if such Claims are proximately caused by work on the construction or operations of the Project being performed by or for Developer, or by Developer’s contractors, subcontractors, agents, or employees. The provisions of this Section 15.1 shall not apply to any Claims arising out of or related to any construction by or for or activities of the City. Nothing in this Section 15.1 shall be construed to mean that any Developer shall defend or indemnify City from or against any damages, claims, costs or liabilities arising from, or alleged to arise from, activities associated with the maintenance or repair by City or any other public agency of improvements that have been offered for dedication and accepted by City or such other public agency. City and Developer may from time to time enter into subdivision improvement agreements, as authorized by the Subdivision Map Act, which agreements may include defense and indemnity provisions different from those contained in this Section 15.1. In the event of any conflict between such provisions in any such subdivision improvement agreement and the provisions set forth above, the provisions of the agreement that provides greater indemnification shall prevail. No provision of this Agreement shall be construed to require any Party to enter into subdivision improvement agreement that contains defense and indemnity provisions different from those contained in this Section 15.1.
The City shall promptly tender the complete defense to Developer. The Parties shall cooperate in defending such action to settlement or final judgment. The Developer shall control the defense and/or settlement; however any settlement requiring action by the City shall be subject to approval
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by the City Council as provided herein. Counsel in any such legal defense shall be selected by Developer and may include the City’s own appointed or contracted counsel in addition to such other Counsel selected by the Developer. Developer shall pay for all such counsel for the City at such counsel’s reasonable and customary rates and upon submission of reasonable supporting documentation by City. Developer shall not settle any such proceeding on terms which include the granting of any form of relief to any person not a Party to this Agreement, excepting only monetary relief to be paid solely by Developer, without the consent of City, which consent shall not be unreasonably withheld, conditioned or delayed. Nothing contained herein shall limit the right of the City to appear and defend itself in any administrative or legal proceeding, at the City’s expense, provided that if City does so, Developer’s indemnification obligation shall terminate as of the date of City’s appearance.
15.1.1 The Parties agree that this Section 15.1 shall constitute a separate agreement entered into concurrently, and that this Section 15.1 shall survive termination of this Agreement.
Without limiting the generality of the foregoing, if any other provision of this Agreement, or the Agreement as a whole, is invalidated, rendered null, or set aside by a court of competent jurisdiction, the Parties agree to be bound by the terms of this entire Section 15.1, which shall survive such invalidation, nullification or setting aside.
15.2. Defense and Indemnity Concerning Challenges to the Project. Developer shall defend, indemnify and hold harmless City Parties, at Developer’s sole cost and expense, from and against any and all Claims arising out of Third Party Litigation. The City shall promptly tender the complete defense to Developer. The Parties shall cooperate in defending such action to settlement or final judgment. The Developer shall control the defense and/or settlement; however any settlement requiring action by the City shall be subject to approval by the City Council as provided herein. Counsel in any such legal defense shall be selected by Developer and may include the City’s own appointed or contracted counsel in addition to such other Counsel selected by the Developer. Developer shall pay for all such counsel for the City at such counsel’s reasonable and customary rates and upon submission of reasonable supporting documentation by City. Developer shall not settle any such proceeding on terms which include the granting of any form of relief to any person not a Party to this Agreement, excepting only monetary relief to be paid solely by Developer, without the consent of City, which consent shall not be unreasonably withheld, conditioned or delayed. Nothing contained herein shall limit the right of the City to appear and defend itself in any administrative or legal proceeding, at the City’s expense.
15.2.1 The Parties agree that this Section 15.2 shall constitute a separate agreement entered into concurrently, and that this Section 15.2 shall survive termination of this Agreement.
Without limiting the generality of the foregoing, if any other provision of this Agreement, or the Agreement as a whole, is invalidated, rendered null, or set aside by a court of competent jurisdiction, the Parties agree to be bound by the terms of this Section 15.2, which shall survive such invalidation, nullification or setting aside.
15.3 The provisions of Section 15 shall survive termination or cancellation of this Agreement.
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16. THIRD PARTY BENEFICIARIES. This Agreement is made and entered into for the sole protection and benefit of Developer and City and their successors and assigns. No other person, agency or entity shall have any right of action based upon any provision in this Agreement.
17. NOTICES. All notices and other communications required or permitted under this Agreement, the enabling legislation, or the procedure adopted pursuant to Government Code Section 65865, must be in writing and must be delivered by certified U.S. mail, postage prepaid and return receipt requested, or an established national courier service that maintains delivery records and confirmations with courier fees prepaid.
Notice required to be given to City shall be addressed as follows:
City of Barstow
Rochelle Clayton, City Manager
220 E. Mountain View St, Suite A
Barstow, CA 92311
Email:[email protected]
With a copy to: City Attorney
Andrew L. Jared, City Attorney
Colantuono, Highsmith & Whatley, PC
790 E. Colorado Blvd., Suite 850
Pasadena, CA 91101
Email: [email protected]
Notice required to be given to Developer shall be addressed as follows:
BNSF Railway Company
General Counsel
2650 Lou Menk Drive
Post Office Box 96103
Ft. Worth, Texas 76161-0034
With a copy to:
BNSF Railway Company
AVP Economic Development
2650 Lou Menk Drive
Post Office Box 96103
Ft. Worth, Texas 76161-0034
All notices, demands or other correspondence in connection with this Agreement will be effective on the date: (i) properly sent and received; (ii) refused by the recipient; or (iii) deemed undeliverable by the delivery service. Any copies required to be given constitute an administrative step for the Parties’ convenience and not actual notice. Except as may be otherwise explicitly
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provided in this Agreement, any telephone, facsimile and email information provided are for convenience and for couriers who may require such information, and any notice given solely through such means will not be deemed to be effective notice. A Party may change its notice address upon at least 30 days’ prior written notice to the other Party at that Party’s then-current notice address.
18. ASSIGNMENT AND RELEASE. Except for the Developer’s obligations in Sections 4.3 (Fire Truck), 4.4 (Skid-steer), and 4.5 (Flagging) from and after recordation of this Agreement against the Property, Developer shall have the full right to assign this Agreement as to the Property, or any portion thereof, in connection with any sale, transfer or conveyance thereof, subject to the prior written consent of the City, not to be unreasonably withheld, conditioned, or delayed, and at the Developer’s sole cost and expense, provided that (i) Developer has paid City any and all fees or amounts then due to City arising out of this Agreement and related to the portion of the Property to be assigned, the processing of the Entitlements for the portion of the Property to be assigned, or the development of the portion of the Property to be assigned, and (ii) the City has received an express written assignment executed by Developer and a written assumption agreement executed by the assignee. Upon the payment of any fees or amounts then due as described in (i) above in this Section, which shall be acknowledged on the assignment by City upon the request of Developer, and City’s receipt of the express written assignment by Developer, the assumption by the assignee, and the conveyance of Developer’s interest in the Property related thereto, Developer shall be released from further liability or obligation related to the portion of the Property so conveyed and the assignee will be considered the “Developer,” with all rights and obligations related thereto, with respect to such conveyed property. The Developer’s obligations in Sections
4.3 (Fire Truck), 4.4 (Skid-steer), and 4.5 (Flagging) shall be performed by the Developer and may not be assigned under this Section.
19. MORTGAGEE PROTECTION. The Parties hereto agree that this Agreement shall not prevent or limit Developer, in any manner, at Developer’s sole discretion, and at Developer’s sole cost and expense, from encumbering the Property or any portion thereof by any mortgage, deed of trust or other security device securing financing with respect to the Property. City acknowledges that lenders providing any such financing may require certain Agreement interpretations and modifications, and agrees upon request, from time to time, to meet with Developer and representatives of such lenders to negotiate in good faith any such request for interpretation or modification at Developer’s sole cost and expense. City will not unreasonably withhold its consent to any such requested interpretation or modification, provided such interpretation or modification is consistent with the intent and purposes of this Agreement. Any lender or other such entity (a “Mortgagee”) that obtains a mortgage or deed of trust against the Property shall be entitled to the following rights and privileges:
(a) Neither entering into this Agreement nor a breach of this Agreement shall defeat or render invalid the lien of any mortgage on the Property made in good faith and for value, unless otherwise required by law.
(b) The Mortgagee of any mortgage or deed of trust encumbering the Property, or any part thereof, for which Mortgagee has submitted a request in writing to City in the manner specified herein for giving notices, may request to receive written notification from City of any
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Event of Default by Developer in the performance of Developer’s obligations under this Agreement.
(c) If City receives a timely request from a Mortgagee requesting a copy of any notice of an Event of Default given to Developer under the terms of this Agreement, City shall provide a copy of that notice to the Mortgagee within ten (10) days of sending the notice of Event of Default to Developer. The Mortgagee shall have the right, but not the obligation, to cure the Event of Default during the remaining cure period allowed to Developer under this Agreement. (d) The foregoing limitation on Mortgagees shall not restrict City’s ability pursuant to Section 9 of this Agreement to specifically enforce against such Mortgagees any dedication requirements under this Agreement or under any conditions of any other Entitlements.
20. TIME IS OF THE ESSENCE. Time is of the essence with respect to all obligations of Developer and City under this Agreement.
21. WAIVER. Except as otherwise provided by this Agreement, failure by a Party to insist upon the strict performance of any of the provisions of this Agreement by the other Party, or the failure by a party to exercise its rights upon the default of the other Party, shall not constitute a waiver of such Party’s right to insist and demand strict compliance by the other Party thereafter.
22. FORCE MAJEURE. Neither Party shall be deemed to be in Default where failures or delay in performance of any of its obligations under this Agreement is caused by floods, earthquakes, acts of God, unusually inclement weather, pandemics, fires, wars, terrorism, riots or similar hostilities, lock outs, labor unrest, work stoppage, material shortages, boycotts, strikes, or other labor difficulties, economic or environmental/physical conditions (such as, but not limited to, lack of utilities) beyond the reasonable control of such Party, government impositions or regulations, delays in obtaining any government approvals (or responses in connection with requesting approvals) required for the Project, appeals or litigation of such government denials or approvals, referenda or initiatives, or anything which legally prevents a Party from obtaining all necessary discretionary and ministerial entitlements or other permits or approvals in a final, non-appealable form, including without limitation any mediation, arbitration, litigation or other administrative or judicial proceeding pending involving the Entitlements or other Project permits or approvals and other causes beyond the Party’s reasonable control or court actions (such as restraining orders or injunctions). If any such events shall occur, the Term of this Agreement and the time for performance of any act under this Agreement shall be extended for the duration of each such event.
Notwithstanding the foregoing, a Party seeking to invoke this force majeure provision shall provide written notice to the other Party as soon as reasonably practicable, but no later than fifteen (15) days after the occurrence of the force majeure event, describing the nature of the event, the obligations affected, and the anticipated duration of the delay. The claiming party shall use commercially reasonable efforts to mitigate the effects of such event and resume performance of its affected obligations as soon as reasonably practicable. Invocation of this provision shall not excuse the claiming party from performance of any obligations not directly affected by the force majeure event.
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23. FORM OF THE AGREEMENT; RECORDATION. City will record this agreement and any subsequent amendment to this Agreement, with the county recorder within ten (10) days of the Effective Date. City will also record any termination of any parts or provisions of this agreement, except when this agreement automatically terminates due to the expiration of the Term of this Agreement. Any amendment or termination of this Agreement that affects less than all of the Property must describe the portion of the Property that is the subject of the amendment or termination.
24. CITY MANAGER AUTHORIZATION. The City of Barstow, a municipal corporation, has authorized this Development Agreement to be executed in duplicate by its City Manager and attested to by its City Clerk under the authority of Ordinance No. 1044-2026 adopted by the Council of the City on the __ day of ____, 2026, and has caused this Agreement to be executed.
25. CORPORATE AUTHORITY. The persons executing this Agreement on behalf of Developer represent and warrant that: (a) Developer is duly organized and existing; (b) they are duly authorized to execute and deliver this Agreement on behalf of the Developer; (c) without representing and warranting whether or not the agreement is lawful by so executing this agreement, the Developer is formally bound to the provisions of this agreement; and (d) entering this agreement does not violate any provision of any other agreement to which Developer is bound.
This Agreement may be executed in counterparts, each of which shall be deemed to be an original.
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IN WITNESS WHEREOF, the City and the Developer have executed this Agreement as of the Effective Date.
CITY:
CITY OF BARSTOW, a municipal corporation
By: ____________________________________
Timothy R. Silva
Mayor, City of Barstow
DEVELOPER:
BNSF RAILWAY COMPANY
By: __________________________________
Name:
Title:
APPROVED AS TO FORM:
______________________________
Andrew L. Jared, City Attorney
ATTEST:
_______ ______________________
Andrea Flores, City Clerk
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EXHIBIT LIST
Exhibit 1-A – Legal Descriptions of Property
Exhibit 1-B – Depictions of Property
Exhibit 2 – Detailed Specifications of the Skid Steer Cost Estimate Exhibit 3 – Existing Regulations
Exhibit 4 – Plans for Flagging Easement Areas
Exhibit 5 – Detailed Specifications of the Fire Truck Cost Estimate Exhibit 6 – Specified Project Components
Exhibit 7 - Developer’s Financial Contributions to Fund Its Fair Share of Certain Infrastructure Exhibit 8 – Developer-Constructed Improvements and Land Dedications Yielding Net DIF Fees
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EXHIBIT 1-A
To the extent any property reflected in this Exhibit 1-A and located within the boundaries of the BIG Specific Plan is not owned by Developer as of the Effective Date but is later acquired by Developer, this Agreement shall apply to such after-acquired property as of the date of its acquisition.
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Packet Pg. 612 Attachment: C-06 - Ord BIG DA Approval (6433 : Second Reading and Adoption of Big Gp) SHEET 1 OF 1 NOT TO SCALE LENWOOD CHANNEL (NAP) APN: 0488-131-09 0497-131-32 0497-131-36 0497-131-73 TO BE QUITCLAIM TO BNSF* (NAP) LEGEND: COUNTY JURISDICTION CITY JURISDICTION (NAP) NOT A PART PROJECT COMPONENTS: RAIL YARD PORTION OF PROJECT NON-RAIL YARD PORTION OF PROJECT -TRANSLOAD WAREHOUSE CENTER, DETENTION BASINS, TRANSLOAD WAREHOUSE STAGING, PRIVATE SOLAR POWER UTILITY, AND ROADWAYS. -MOJAVE RIVER BUFFER LENWOOD CHANNEL (NAP) APN: 0421-151-03 0421-141-13 * SAN BERNARDINO COUNTY FLOOD CONTROL DISTRICT OWNED PROPERTY TO BE QUITCLAIM TO BNSF -LENWOOD CHANNEL (NAP) CURRENTLY IN CONDEMNATION PROCEEDINGS APN: 0421-082-03 0421-082-19 8.c Packet Pg. 613
Attachment: C-06 - Ord BIG DA Approval (6433 : Second Reading and Adoption of Big Gp) 444094.1 3
EXHIBIT 1-B
To the extent any property described in this Exhibit 1-B and located within the boundaries of the BIG Specific Plan is not owned by Developer as of the Effective Date but is later acquired by Developer, this Agreement shall apply to such after-acquired property as of the date of its acquisition.
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Packet Pg. 614 Attachment: C-06 - Ord BIG DA Approval (6433 : Second Reading and Adoption of Big Gp) EXHIBIT 1-B
LEGAL DESCRIPTION
BNSF BIG DEVELOPMENT BOUNDARY
PRIVATE SOLAR POWER UTILITY BOUNDARY