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On the new collector street connecting Heidorn Ranch Road to the Transit Village, the cross section will be modified to include wider sidewalks and an elevated bike lane buffered by a 7-foot stormwater treatment green strip. . This portion of the Specific Plan area is envisioned to include a high-density mix of uses that will result in an urban development pattern, and is likely to encounter higher levels of pedestrian activity and the need for wider pedestrian zones. An additional 8 foot sidewalk setback is required in high pedestrian activity zones such as within or leading to the Transit Village Mixed Use (TV/MU) designation, for a total pedestrian pathway of 14 feet. The additional 8 feet of sidewalk setback may be dedicated to the City as future right of way or developed as private property with the goal of accommodating pedestrian activity.
Local Roads
The Specific Plan establishes new standards for Local Roads, which deviate from the City’s adopted standard. Local roads are utilized within development areas to provide connections to collector streets, and are designed to be used by vehicles, bicycles and pedestrians.
The Local Roads will include 11-foot vehicle travel lanes that include “sharrows” indicating that they are to be shared by both vehicles and bicycles. Local Roads include 8-foot parking lanes in each direction of travel, two 6-foot landscaped/stormwater treatment buffers, and two 5-foot pedestrian sidewalks. The cross-section for the PA-1 Modified Local Road is shown below in Figure 5.3.
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Figure 5.3- Modified Local Road Cross Section
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Modified Local Road - Innovation Drive & Transit
Village
This Modified Local Road standard is to be used on Innovation Drive and on local roads within those areas designated as Transit Village / Mixed Use (TVMU).
Innovation Drive is an expanded streetscape that bisects multifamily housing units and employment centers, connecting both to the Transit Village. The street contains two 11-foot travel lanes, two 8-foot parking lanes, two 6-foot stormwater treatment greenstrips, two 6-foot bike lanes, and two 6-foot side-walks. An additional 8 foot sidewalk setback is required on each side of the road in high pedestrian activity zones on Innovation Drive and in the Transit Village Mixed Use (TV/MU) designation, for a total pedestrian pathway of 14 feet. The additional 8 feet of sidewalk setback may be dedicated to the City as future right of way or developed as private property with the goal of accommodating pedestrian activity. The cross-section for the PA-1 Innovation Drive is shown below in Figure 5.4.
Figure 5.4- Modified Local Road – Innovation Drive & Transit Village
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This typology will appear and function in a similar manner to existing streets in the downtown. This urban typology includes on-street parallel parking and wide sidewalks – accommodating the high levels of pedestrian activity that will occur in mixed-use areas where ground-floor commercial uses exist. These streets will provide local access and public parking rather than serve as a route for through traffic. The wider travel lanes are needed to provide a clear width of at least 26 feet for fire apparatus to serve buildings with heights of 30 feet or more.
5.3 PEDESTRIAN AND BICYCLE CIRCULATION
The Specific Plan proposes a number of improvements to the pedestrian and bicycle network including continuous sidewalks, improved crossings at intersections, and new pedestrian and bicycle routes. New routes are provided on sidewalks and bicycle lanes along streets as well as along off-street multi-use paths.
Figure 5.5 illustrates the proposed network of bike lanes and multi-use paths within and adjacent to the Plan area.
The final alignments, footprints, and exact locations of the conceptual pedestrian and bicycle facilities are subject to change and refinement as development inside and outside of the PA-1 Plan area proceeds. The final alignments and configurations will be determined in order to provide for operational safety and integration with the existing and planned offsite pedestrian and bicycle network. The circulation network’s exact locations and alignments will be determined through collaboration between developers, City staff, and the East Bay Regional Park District during the development review process.
Off-Street Paths and Trails
Off-street paths and trails refer to facilities beyond a street’s typical cross section that serve both pedestrians and bicyclists.
They are dedicated walking and biking facilities that may or may not be aligned with an adjacent street. Paths are typically referred to as “multi-use paths,” indicating a paved surface with width sufficient for concurrent travel by both walkers and bikers. Trails may comprise of an all-weather surface and be somewhat
narrower than multi-use paths; however, within the urbanized Specific Plan area, trails and paths will be fully improved and physically indistinguishable from one another. The Specific Plan includes the following off-street multi-use paths and trails, which will function as walking and bicycling connections among employment areas, neighborhoods, and the transit station.
Path Example with Distinct Zones for
Bikes and Pedestrians
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Table 5-1: Specific Plan Paths and Trails
Facility Location and Description
Mokelumne Trail
Regional trail that runs along the Mokelumne aqueduct, ultimately connecting Martinez, Concord, Pittsburg, Antioch, and Brentwood. Portions of the trail already exist in the eastern Plan area, and future plans include a bicycle-pedestrian overcrossing at SR 4, in the core of the Specific Plan area adjacent to the transit station Sand Creek Trail
Regional trail that runs along Sand Creek, connecting the southern Plan area boundary near SR 4 to neighborhoods in the center of the City; Plan includes an extension of the trail under SR 4 to Heidorn Ranch Road (The trail may pass under SR 4 on either the north or south side of Sand Creek; however, the south side is the preferred location.) Northern Transit Village
Path
Multi-use path running along the power line utility easement between Lone Tree Plaza and the Mokelumne Trail, connecting to the transit station Jeffery Way Path
Multi-use path that would link the Sand Creek Trail, Mokelumne Trail, transit station, and Lone Tree Way on the eastern half of the Plan area; path is envisioned to run along the east side of Jeffery Way
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Figure 5.5- Proposed Bike and Pedestrian Network
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Crossings at Intersections
Public and private intersections serving the Specific Plan area should be “right sized” to effectively balance traffic flow needs with the needs of pedestrians and bicyclists. The wider an intersection is, the more it begins to function as a barrier for pedestrians and bicyclists to cross, discouraging non-auto travel.
Wider crossings can also make signalized intersections operate less efficiently when pedestrian phases are activated by walkers.
Techniques such as providing only as many vehicle lanes as are necessary, using curb extensions or “bulb outs” to reduce crossing distances (in a manner that does not conflict with the bicycle network), and reducing curb radii where the effective radii are sufficient to accommodate design vehicles (such as where bike lanes exist) can all help balance the sometimes-competing needs of drivers and pedestrians. Additionally, the implementation of innovative treatments like “bike boxes” that make it easier for bicyclists to turn left at signalized intersections, can be implemented to make intersections more bicycle-friendly.
The use of enhanced crosswalk markings provides visual cues to drivers that they are entering an area of increased pedestrian activity. Crosswalk markings may include high-visibility striping and other similar distinguishing treatments. Enhanced crosswalk markings are encouraged at public and private intersections in the Transit Village area and on the primary pedestrian routes leading to the transit center.
Mid-Block Crossings
The Specific Plan generally aligns trail and path crossings of streets to be located at intersections. One exception is the Mokelumne Trail crossing of Jeffery Way, which will likely be at a mid-block location. Given the arterial street configuration and volumes anticipated on Jeffery Way, this crossing will need to be controlled by a pedestrian hybrid beacon (sometimes referred to as a “HAWK” signal) or a traffic signal. Another mid-block trail crossing may result where the Sand Creek Trail crosses B Street.
This crossing may also warrant installation of a pedestrian hybrid beacon or signal; however, depending upon traffic volumes, the crossing may also function well with high-visibility crosswalk markings coupled with pedestrian-activated warning lights. While trails and paths should also cross lower-volume residential streets at intersections where possible, mid-block crossings of these Intersection with pedestrian refuge,
enhanced crosswalk markings, and
green bike lanes
Bike Box at Signalized Intersection
(Source: NACTO)
Pedestrian Hybrid Beacon at Midblock
Crossing (Source: NACTO)
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streets could also be allowed as long as enhancements (such as high-visibility signs and markings or median refuge islands) are used to increase driver awareness of the crossing. All crossing areas should also be well-lit by street lighting.
Bike Share Programs
The City may collaborate with large employers to sponsor a bike share program within the Plan area, including the purchase and maintenance of bicycles and associated equipment. A bike share program will help shift shorter-distance trips within the Plan area from driving to biking, such as trips made by employees traveling to and from the transit station and trips to lunch in the Transit Village.
5.4 TRANSIT
Transit service in Brentwood is primarily provided in the form of buses operated by the Eastern Contra Costa Transit Authority’s (ECCTA) Tri Delta Transit, which provides regularly-scheduled fixed-route service to major activity centers and transit hubs within Eastern Contra Costa County. Bay Area Rapid Transit (BART) and eBART are also important transit providers in East County, and while they do not currently operate within
Brentwood, they are accessible to Brentwood residents and employees. There is also long-range potential for an eBART or other light rail extension to the PA-1 Specific Plan area.
Because key components of Tri Delta Transit’s bus operations are focused on connections to BART, BART’s potential influences on the Specific Plan are discussed first below.
BART
BART provides regional heavy-rail transit services within Contra Costa, Alameda, San Francisco and San Mateo Counties, with construction underway to extend service to Santa Clara County.
Currently, the nearest BART station to the Specific Plan area is located in Antioch, approximately 5 miles from the Plan area; however, a supplementary service, eBART, is under construction to connect communities east of Pittsburg with BART. eBART will not be an extension of the BART trains, but would be a
supplementary rail service to coordinate with the arrival/ departure of BART trains at the Pittsburg/Bay Point Station.
Initiation of eBART service to the Hillcrest Park and Ride in Antioch is planned to begin in 2018.
BART Platform in SR 4 median - Hillcrest
Station Park and Ride in Antioch
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The long-range potential exists to extend the BART service from the Hillcrest station in Antioch to a future station in the center of the PA-1 Specific Plan area in Brentwood. While such an extension may occur beyond the planning timeframe of the PA-1 Specific Plan, the Specific Plan has been designed to
accommodate BART, or other light rail service or merging multimodal alternative transportation solutions, in the future. In 2014, a report was published titled eBART Next Segment Study which explored the options for extending eBART beyond Antioch, including the “Mokelumne” station within the central portion of the PA-1 Specific Plan area that is designated as a transit center.
A conceptual design for the station shows the eBART platform in the SR 4 median, accessible via the planned Mokelumne trail overcrossing.
Tri Delta Transit
Tri Delta Transit’s service areas include the communities of Bay Point, Pittsburg, Antioch, Oakley, and Brentwood.. Bus routes are structured to provide both intercity and local service, with several routes dedicated to connecting communities to the BART station at Pittsburg/Bay Point. Several Tri Delta bus lines also connect the PA-1 Specific Plan area to the Hillcrest Park and Ride facility in Antioch, which is also the terminus of the new BART commuter rail line, which commenced service in 2018.
PA-1 Transit Station
The transit station depicted in the core of PA-1 comprises a total of approximately 13.5 acres at SR 4 freeway and Mokelumne Trail.
The station is envisioned to be a bus hub for Tri-Delta Transit, with provision of up to 1,000 parking spaces to accommodate parkand-ride users, rideshare, carshare, as well as a centralized transit center serving the future employees and residents in the PA-1 Specific Plan area itself.
The designated transit center will provide accommodations for existing Tri Delta transit routes, as well as future routes that may be implemented as demand increases. The station area would accommodate bus stops and turnarounds, centralized transfers among lines, and opportunities for enhanced amenities including expanded landscaping, benches and other furniture, waiting areas, information kiosks, and other support facilities.
The conceptual plan for the potential future eBART Mokelumne station, as depicted in the 2014 eBART Next Segment Study, shows a 10-acre site on the east side of SR 4, with auto and bus access Tri Delta Transit bus
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occurring via Jeffery Way. The PA-1 Specific Plan generally conforms to this concept; however, the site is 13.5 acres and is adjacent to the Mokelumne Trail. The transit station platform in the median of SR 4 would be equally accessible to both the eastern and western PA-1 transit station areas via the Mokelumne trail overcrossing.
By concentrating jobs, housing, retail, and service uses surrounding a bus transit center (and a potential rail station in the long-range), the Specific Plan is by design intended to increase transit ridership and reduce dependence on private automobile travel. The Specific Plan also emphasizes improvements to pedestrian and bicycle connectivity to the station, further increasing the convenience and utility of using transit.
5.5 AUTOMOBILE CIRCULATION
Figure 5.1 depicts the primary automobile circulation network serving the Specific Plan area. As development occurs, developers will be required to construct additional local and collector streets, and onsite circulation facilities, to accommodate their site-specific needs and to provide for enhanced multi-modal connectivity throughout the Plan Area and the surrounding roadway network.
These additional streets will need to interface effectively with the primary circulation network, while also achieving the goals and policies set forth in the Plan. The locations of key collector roadways that will be constructed by private development and complement the primary circulation network are shown in Figure
5.1. The resulting roadway system would create an
interconnected network of multimodal streets, as described in the following sections.
Multimodal Streets
A primary goal of the Specific Plan is to create streets that serve all transportation modes: pedestrian, bicycle, motor vehicle, and transit. This is particularly important on the streets that form key linkages to the Transit Center in the core of the Specific Plan.
Streets that pedestrians and bicyclists feel comfortable using are a critical ingredient in a successful transit-oriented activity center such as that envisioned by the Plan. At the same time,
maintaining effective mobility for auto drivers, trucks, buses, and emergency vehicles is also needed. In many cases, striking an effective balance among modes entails “right sizing” streets so that they are just big enough to serve motorized modes, without having excess capacity that can lead to higher speeds and wider crossings, both of which tend to discourage pedestrian and bicycle
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travel. The street typology standards developed for the Specific Plan reflect this “right sizing” approach.
Connected “Grid” Street Network
Generally, providing a grid-like roadway network with minimum use of “dead-end” or cul-de-sac streets and shorter block lengths helps improve access and mobility for users of all transportation modes. This gives users multiple route choices and helps to disperse traffic throughout the Plan area. Pedestrians and bicyclists benefit by shorter travel distances and an increased likelihood of having a direct route between an origin and destination.
The Circulation Plan depicted in Figure 5.1 shows the primary arterial and collector street network within and adjacent to PA-1, with the majority of streets oriented in a grid or modified grid pattern. New streets will generally align with existing and planned streets outside of the Plan boundaries. Major street intersections will be separated by at least 500 feet in order to provide sufficient lengths for turn pockets and queuing between intersections.
Future development within the Specific Plan area may construct additional local streets that are not depicted in the Plan, but should also be oriented in a connected pattern that provides multiple route options.
The effective “block” sizes created from the street network may be larger in employment-focused areas – such as the areas identified with the ECLI land use designation – where major employers may include larger campus-type developments.
Smaller block sizes similar to those in downtown Brentwood should be used, however, in the core mixed-use Transit Village area near the transit center, where pedestrian activity is highest and ground-floor commercial uses are present.
Intersections
The future development of PA-1 will result in several new or modified intersections within the Specific Plan area and along its boundaries. Most of the intersections of major arterials, including Heidorn Ranch Road, Jeffery Way, and Shady Willow Lane, will be controlled by traffic signals. When designing new or expanded intersections, equipment for communication among the signals along a corridor should be included, allowing signal coordination and developing Intelligent Transportation System (ITS)
technologies to be employed in order to optimize efficiency and mobility. Solutions such as adaptive signal control systems should Downtown Brentwood’s Grid
(400x500 feet typical)
Single-Lane Modern Roundabout
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be considered on regional arterials such as Lone Tree Way, implemented in collaboration with the City of Antioch and Caltrans.
At the intersections of new collector streets within the Plan area, the opportunity exists to use single-lane modern roundabouts to control traffic flow. Modern roundabouts regulate the speed of vehicle traffic while maintaining (and often increasing) vehicle capacity, reducing the need to widen entire corridors with new through and turn lanes. Single-lane modern roundabout are considered to be the safest form of intersection traffic control, reduce stop-and-go traffic patterns that generate emissions and noise, are often easier for pedestrians and bicyclists to maneuver than other types of intersections, and create a landscaped center island that can be used as an attractive streetscape element.
Transportation Demand Management
Transportation Demand Management (TDM) measures are
programs that aim to reduce travel by single-occupant vehicles, thereby reducing the impacts of traffic on the local network and the environment. The California Air Pollution Officers Association (CAPCOA) report Quantifying Greenhouse Gas Mitigation
Measures, CAPCOA 2010, identifies fifty TDM strategies related to transportation-based sources. A number of these strategies would be particularly relevant for implementation by major employers occupying the project area, such as providing:
⊲ Onsite carpool/transportation coordinator
⊲ Flexible work schedules
⊲ Telecommuting
⊲ Vanpools
⊲ Bicycle end-trip facilities (parking, showers, lockers) ⊲ Transit subsidies
⊲ Parking cash-out program
⊲ Shuttles to the transit station
The Plan includes policies that require major employers to implement TDM measures.
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5.6 PARKING
Shared Parking
A parking demand methodology that considers “shared parking” principles can significantly improve the efficiency of providing parking in an urban mixed-use environment and help to avoid an unnecessary oversupply of parking. The concept of shared parking is based on the fact that different land uses often experience peak parking demand at different times, be it by time of day, day of the week, or even month of the year. When adjacent and
complementary land uses are able to share a common parking supply, the combined demand at any given time is often
considerably lower than the individual sums of the different uses.
Focusing on a shared parking approach when considering future development, whether mixed use or located in a diverse urban environment, can substantially improve the efficiency and cost effectiveness of the project. Shared parking is strongly encouraged in the Transit Village area, where a dense, diverse mix of uses would be present. The potential also exists for shared parking mechanisms to be implemented between private
development areas and the transit station’s park and ride lots, particularly for retail, lodging, and entertainment types of uses that typically experience peak parking demand during evenings and weekends when commuter parking demand is lowest.
Employer Incentives
Employers can also provide a parking cash-out or transit benefits for their employees in lieu of parking. Cash-out programs allow employees to be paid cash by their employers for not parking a vehicle, rather than the employer subsidizing employee parking by providing on-site spaces or paying for monthly permits. Transit incentive programs work similarly, with employees being provided free or discounted transit passes instead of subsidized parking. This strategy would have the dual benefit of reducing parking demand while encouraging transit usage. These types of measures can be incorporated into the TDM programs required of major employers, but can also be effectively used at smaller businesses.
Evolving Technology
Several existing and evolving technologies and services have the potential to significantly change parking during the lifespan of the Specific Plan. Electric Vehicles (EV) are becoming increasingly prevalent, and will require that a greater number of charging
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stations be provided in public and private parking areas. Car sharing services such as ZipCar are also rapidly expanding, allowing people to conveniently rent a car only when needed, and reducing the need for auto ownership. Car sharing services require centralized spaces, often leased in public parking lots, to locate their vehicles.
The increasing use of Transportation Network Companies (TNC) such as Uber and Lyft is also transforming parking. TNC’s operate similar to taxis, allowing users to pay for rides rather than driving themselves, which in turn reduces the demand for parking. TNC’s also substantially increase curbside drop-off and pick-up activity, however, which can result in conflicts with both other motor vehicles and bicyclists. Dedicated spaces for TNC drop-off and pick-up activity may help to address these concerns.
Autonomous Vehicles (AV) are also expected to become
increasingly prevalent during the lifespan of this Plan. It is anticipated that some AVs will be privately owned, while others may be part of a shared pool and/or subscription service. With respect to parking, shared AVs will have a similar effect to TNCs in that there will be an associated decreasing need for parking storage, but an increasing need for pick-up and drop-off zones.
Personal AVs are also likely to affect parking, since it is unnecessary for the vehicle to “wait” for its driver in a nearby location; the AV could return home or park in a remote lot until the driver requests its return.
Because all of these technologies and services have the potential to reduce the need for parking, it would be prudent to ensure that any large-scale parking lots or facilities in the Plan area could be converted to other uses in the future. The need to provide additional space for pick-up and drop-off activity, both onsite and on public streets, will also increase over time.
Bicycle Parking Requirements
The City of Brentwood sets bicycle parking requirements for commercial and public land uses to support cycling as a viable transportation mode and to reduce reliance on motor vehicles. As a result, this reduces the need for vehicular parking spaces, which use more space and are costlier to build than bicycle parking.
Provision of secure, sheltered bike parking by major employers can help incentivize and support the use of bikes by employees.
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5.7 TRANSPORTATION AND CIRCULATION
GOALS AND POLICIES
Street Network Goals and Policies
Goal C-1. Provide Streets That Create Multimodal
Connections Throughout the Project Area.
Policy C-1.1. – Construct new streets or extensions of existing streets that form the project area’s primary circulation network, as identified in Figure 5-1, to be incorporated into the City’s Capital Improvement Program.
Policy C-1.2. – Construct new development-funded streets that complement the primary circulation network, complying with the street classifications and conceptual alignments depicted in Figure 5-2.
Policy C-1.3 – Secure rights-of-way to accommodate public spaces and trail connectivity identified along Innovation Drive.
Policy C-1.4. – Require private development to provide required rights-of-way and related street improvements along existing streets, and construct local streets that effectively interface with the surrounding arterial and collector street networks depicted in Figure 5-1. The City will strive to design final roadway alignments to follow existing parcel lines within the Plan area to the greatest extent practical. However, operational safety, intersection spacing requirements, and connectivity with existing and planned offsite roadways shall remain a priority when determining final alignments.
Policy C-1.5. – Ensure that the streets identified in Figure 5-1, to be constructed by private development, “stub out” at project boundaries in a manner that is consistent with the conceptual circulation network, allowing the overall circulation scheme to be achieved. Require collaboration among property owners if necessary to fund and construct continuous street extensions across multiple parcels, as needed to provide acceptable access and circulation.
Policy C-1.6. – Improve connectivity throughout the Specific Plan area by creating new streets that generally follow a grid pattern, and by establishing local street block lengths of no more than 500 feet in areas with residential and Transit Village/Mixed Use land use designations.
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Policy C-1.7. – Install landscaped medians where center turn lanes or turn pockets are not needed on arterial and collector streets.
Policy C-1.8. – Include diagonal parking on commercial streets in areas designated with the Transit Village/Mixed Use land use designation in order to provide a supply of public parking spaces fronting retail and commercial storefronts.
Policy C-1.9. – Include signal interconnect and communications equipment at any new or modified signalized intersections on arterial streets, allowing coordination and emerging technologies to be used for optimizing efficiency and mobility.
Policy C-1.10. – Maximize vehicular capacity and efficient traffic flow along the Lone Tree Way corridor through the use of Intelligent Transportation System (ITS) solutions such as adaptive signal control systems, in collaboration with the City of Antioch and Caltrans.
Policy C-1.11. – Require new development projects that would generate more than 50 employees to implement Transportation Demand Management (TDM) programs, lessening the impacts of vehicular traffic on streets within and beyond the project area.
Goal C-2. Build and Maintain Intersections That
Effectively Balance the Needs of All Users.
Policy C-2.1. – Construct intersections in order to accommodate future traffic associated with development in the Plan area. The City Engineer may modify these improvements as necessary to optimize multimodal circulation.
Policy C-2.2. – Construct intersections that effectively balance the needs of all users. This may include such measures as minimizing the number of vehicle lanes to the degree possible and using curb extensions and medians where possible to reduce pedestrian crossing distances and exposure to moving traffic.
Policy C-2.3. – Encourage the construction of roundabouts at the intersections of collector streets within the Employment Center Light Industrial designated area and elsewhere where feasible within the Specific Plan area as a way to maintain traffic flow, regulate vehicle speeds, enhance safety, and incorporate pedestrian and bicyclist movements in a low-speed environment.
Policy C-2.4. – Include bulb-outs at local street intersections, as well as intersections within the Transit Village / Mixed Use area where feasible, in order to reduce pedestrian crossing distances and help regulate the speeds of turning automobiles.
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Pedestrian and Bicycle Goals and Policies
Goal C-3. Provide Continuous and Convenient
Paths of Travel for Pedestrians and Bicyclists to The
Transit Station from Developments Within and
Adjacent to The Project Area.
Policy C-3.1. – Build bicycle and pedestrian facilities concurrently with roadways serving new development in the project area, as shown in the Bicycle and Pedestrian Network Map (Figure 5-5).
Policy C-3.2. – Create an interconnected multi-use path system throughout the Plan area, including the facilities identified in Table 5-1. The pathways and trails should:
⊲ Provide off-street access for pedestrians and bicyclists to the transit station.
⊲ Connect to and fill gaps in the regional network, including the Mokelumne and Sand Creek trails, providing
opportunities for public recreation.
⊲ Link areas where there are concentrations of jobs and housing with one another and the transit center.
Policy C-3.3. – Require private development to construct on-site pedestrian and bicycle facilities that are consistent with the conceptual alignments shown in Figure 5-5. In certain cases, the City may require collaboration among property owners to fund and construct continuous pathway extensions across multiple parcels, as needed to provide connectivity to key destinations such as the transit station.
Policy C-3.4. – Build sidewalks along all public and private streets to complete the pedestrian network.
Policy C-3.5. – Install bicycle lanes on roadways consistent with the Specific Plan’s street typology standards (see Chapter 7, Section 7.1).
Policy C-3.6. – Use striping to create buffers between bicyclists and automobiles on streets with bike lanes.
Policy C-3.7. – In the Transit Village / Mixed Use-designated area, construct sidewalks that can accommodate higher pedestrian volumes and added streetscape amenities as shown in Figure 7-5.
Policy C-3.8. – Provide interior pedestrian and bicycle connections between streets in any Employment Center/Light IndustrialPage 171 of 269 PA-1 SPECIFIC PLAN | CIRCULATION PLAN 5-23
designated areas that have block lengths exceeding 1,000 feet in order to improve connectivity and reduce the effective block sizes for walkers and bikers.
Policy C-3.9. – Prioritize construction of the planned Mokelumne Trail pedestrian/bicycle crossing of SR 4 to establish a strong linkage between the eastern and western Plan areas, ensuring that the overcrossing would accommodate a connection to a potential light rail platform at the center of the freeway in the future.
Policy C-3.10. – Consider collaborating with large employers in creating a bike share program serving the Plan area, including the purchase and maintenance of bicycles and associated equipment.
Policy C-3.11. – Consider the addition of wayfinding signage on multi-use pathways and on primary pedestrian routes that direct bicyclists and pedestrians to the transit station and major destinations.
Policy C-3.12. – Actively pursue grants to help fund the creation of a robust pedestrian and bicycle network within and connecting to the project area.
Goal C-4. Incorporate Street and Intersection
Improvements That Enhance Safety and Comfort
for Pedestrians and Bicyclists.
Policy C-4.1. – Provide enhanced crosswalk markings within the Transit Village / Mixed Use area and on the primary pedestrian routes that lead to the transit center.
Policy C-4.2. – Locate path and trail crossings of local streets at intersections where possible, accommodating mid-block
crossings as long as enhancements such as high-visibility signs, markings, curb extensions, and/or median islands are provided.
Policy C-4.3. – Establish an enhanced, high-visibility at grade pedestrian crossing where the Mokelumne Coast to Crest Trail crosses Jeffery Way. Consider the use of a raised median with pedestrian refuge, in combination with a pedestrian hybrid beacon or traffic signal.
Policy C-4.4. – Encourage the use of highly visible bike lane markings near intersections and where auto and bicyclist traffic interacts to increase driver awareness of bicyclists.
Policy C-4.5. – Ensure that all path and trail crossings of public
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streets are well-lit by overhead street lighting.
Transit Goals and Policies
Goal C-5. Encourage Transit Use and Provide
Convenient Connections to The Transit Station.
Policy C-5.1. – Support Tri Delta Transit in the establishment of an off-street transit center to accommodate local and regional transit routes, with capacity to accommodate future increases in transit service as the Plan area and region grow.
Policy C-5.2. – Provide amenities at the transit center including benches and comfortable waiting areas, shelter from sun and rain, information kiosks, and attractive landscaping.
Policy C-5.3. – Encourage Tri Delta Transit to provide bus routes with high-frequency service connections to BART and eBART stations.
Policy C-5.4. – Actively participate in and assist with BART’s planning efforts related to a potential future extension of eBART to Brentwood, focusing on the Mokelumne station site in the median of SR 4.
Policy C-5.5. – Support the provision of adequate parking spaces adjacent to the transit center to be constructed over time as evidenced by demand, for use by park-and-ride users.
Policy C-5.6. – Work with Tri Delta Transit to implement transit station facilities on the east side of SR 4.
Parking Goals and Policies
Goal C-6. Provide Parking Facilities and Programs
That Are Appropriate to Transit-Oriented
Development.
Policy C-6.1. – Coordinate with Tri Delta Transit to provide parkand-ride parking facilities that serve users of the Transit Station, while also supplying parking for nearby uses that experience their peak parking activity when the park-and-ride lots are least used (such as evenings and weekends).
Policy C-6.2. – Encourage all developments to reduce singleoccupant auto usage and parking demand through provision of bicycle and pedestrian amenities, support of car-share
program(s), and implementation of employee TDM programs such as provision of discounted transit passes or cash-out to employees who do not use their private vehicle for travel to work.
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Policy C-6.3. – Require employers with 50 or more employees to provide secure, sheltered bike parking to incentivize and support the use of bikes by employees.
Policy C-6.4. – Encourage the installation of electric charging stations on public property and in private parking lots.
Goal C-7. Ensure That Parking Facilities and Needs
Evolve in Response to Emerging Technologies and
Services.
Policy C-7.1. – Collaborate with car sharing services to provide carshare spaces and facilities at centralized locations in public and/or private parking lots.
Policy C-7.2. – Consider the need to establish dedicated zones for curbside and/or onsite pick-up and drop-off activity.
Policy C-7.3. – Design large parking lots in a manner that allows conversion to alternate uses in the future if it is found that less parking is needed.
Policy C-7.4. – Monitor parking activity over time, and consider implementing reductions to parking requirements if the demand for spaces is found to decrease as a result of shifts to emerging technology or other travel modes.
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CHAPTER 6: PRIVATE REALM DEVELOPMENT
This chapter contains development standards and design guidelines for private development in the Specific Plan area. The development standards, pertaining to basic aspects of site and building design, are regulations that all future development within the PA-1 project area is required to follow in order to obtain project approval. The design guidelines provide additional recommendations for how projects should be designed. While the guidelines represent the City’s aspirations for what quality design should entail, they are also flexible enough to be implemented in a creative manner. The standards and guidelines in this chapter are intended to address all aspects of how development may occur on individual properties, and to encourage development and quality design that enliven and enrich the experience for the project area’s residents, workers, and visitors. This will ensure that future development creates a cohesive, desirable identity as a pedestrian-oriented, mixed-use station area and employment center for the Specific Plan area and complements existing development within and adjacent to the project area.
This chapter is organized into the following sections:
6.1. Development Standards
6.2. Design Guidelines
6.3. Private Realm Development Goals and Policies
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6.1: DEVELOPMENT STANDARDS
Tables 6.1 through 6.7 provide development standards for each of the land use designations introduced in Chapter 4, Land Use Plan. The standards establish rules for the physical development of property, including building placement, scale and form, and site design. All future development is required to meet the standards for the associated land use designation, with deviations permitted as noted herein. For projects that require the approval of one or more planning entitlements (i.e., Design and Site Development Review, Conditional Use Permit, etc.), the determining party, either the Community Development Director or the Planning Commission, may allow for minor deviations of up to a 10 percent increase above the development standard values listed in the tables below, provided the project fulfills the Specific Plan’s vision and private realm development policy objectives, and meets the intent of the development standard(s). More substantive exceptions to the standards may be approved by the Planning Commission upon review and approval of a conditional use permit, in accordance with the requirements of Chapter 17.830 of the Brentwood Municipal Code. Whether a requested deviation is ‘minor’ or ‘substantive’ will be determined by the Community Development Director. A conditional use permit may not be used to approve deviations from the density or intensity standards or allowable uses. In addition to the findings required by Chapter
17.830, the following additional findings shall also be required:
1. The deviation from the Specific Plan Standard conforms to the intent of the applicable Goals and Policies of the Specific Plan and does not detract from the overall
architectural, landscaping and site planning integrity of the proposed development.
2. The deviation from the Specific Plan Standard allows for a public benefit not otherwise obtainable through the strict application of the Specific Plan Standard.
The tables generally include values for the development standards that are specific to the Specific Plan area. For the other standards that apply on a citywide basis, the tables refer to their location in Title 17, Zoning, of the Brentwood Municipal Code (BMC). In any instances where both the Specific Plan and Zoning Ordinance provide a development standard for some aspect of site or building design, the Specific Plan’s standard shall be used.
For any additional standards not addressed in the tables, also refer to Title 17 of the BMC.
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Table 6.1: Employment Center/Light Industrial Development Standards The development standards included in this table are intended to facilitate development that accommodates a wide range of jobs-generating uses, including business parks; clean light industrial; research and development (R&D); science, technology, engineering, and math (STEM); tech/biotech manufacturing; high-tech services that incorporate some combination of assembly, warehousing, and/or sales, hospitals and other health care-related uses, and professional offices.
Development
Standard Measurement
Intensity
Floor Area Ratio 0.6 max.
Lot Coverage
Building 50% max.
Common Open Space 20% max.
Lot Dimensions
Area 20,000 sf. min.
Width 100 ft. min.
Setbacks
Front Yard 10 ft. min.
Side Yard 0 ft. min.1
Street Side Yard 10 ft. min.
Rear Yard, General 0 ft. min.1
Rear Yard, Alley 0 ft. min.1
Building Separation
Front-to-Front 20 ft. min.
Side-to-Side with Openings 20 ft. min.
Side-to-Side without
Openings 15 ft. min.
Front-to-Side 20 ft. min.
Height
Building 6 stories or 80 ft. max.2
Stepbacks
All Floors Above the Third
Story 6 ft. min.
Façade Configuration
Horizontal Distance Between
Change in Façade Planes 75 ft. max.
Additional Regulation:
1. Where residentially zoned property is abutting the
Employment Center/Light Industrial designation, the minimum side or rear yard setback shall be twenty feet. If a public alleyway is separating the two zones, the width of the alleyway may be included as part of the minimum rear yard setback, however, in no case shall the rear yard be less than ten feet.
Development Standard
Measurement
Development
Standard Measurement
Off-Street Parking and Loading Standards
Professional Offices and
Financial Institutions
3.0 spaces per 1,000 sf of
gross floor area
Medical Offices 4.0 spaces per 1,000 sf of
gross floor area
Agricultural Products
Processing
5.0 spaces plus 1.0 space
per 1,000 sf of gross floor
area, or 1.0 space per 1.5
employees on a maximum
shift, whichever is greater
Storage- Warehouses, and
Wholesale and Distribution
5.0 spaces plus 1.0 space
per 1,000 sf of gross floor
area
Manufacturing and R&D
laboratory space
1.5 spaces per 1,000 sf of
gross floor area
Other Uses 3.5 spaces per 1,000 sf of
gross floor area
Bicycle Parking 5 percent of the total
vehicle parking spaces,
and no fewer than four
spaces.
All Other Parking and
Loading Standards
BMC Chapter 17.620
Additional Development Regulations
Parkland BMC Section 16.150.050
Landscaping and Screening BMC Chapter 17.630
Signs BMC Chapters 17.640 and
17.645
Accessory and Service Uses BMC Chapter 17.650
Wireless Facilities BMC Chapters 17.790 and
17.795
2. When buildings and/or architectural elements exceed 5 stories or 60 feet, the development pattern should
incorporate step back heights, architectural improvements to reduce visual impacts, and building heights above 60 feet should not encroach within 200 feet of nearby residential uses.
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Table 6.2: Transit Village / Mixed Use Development Standards The development standards included in this table are intended to facilitate development that supports the integrated mix of high-intensity uses in the area surrounding the planned transit station, and encourages the development of a high-quality, pedestrian and bicycle friendly mixed-use district that will define the Specific Plan area’s core.
Development
Standard Measurement
Density and Intensity
Floor Area Ratio 0.5 min. – 1.5 max.
Density 25 du/acre min. –
40 du/acre max.
Mixed Use – Residential -
Commercial Mix Ratio
1st Floor Full Commercial
Required; and 10%
Commercial minimum sq.
ft. basis of total
development project
Lot Coverage
Building 75% max.
Common Open Space 20% min.
Parking 40% max.
Lot Dimensions
Area 2,000 sf. min.
Width 20 ft. min.
Private Outdoor Living Area
Private Outdoor Living Area
Per Unit, Upper Floors 40 sf. min.
Setbacks
Front Yard 0-10 ft.
Side Yard 0 ft. min.
Street Side Yard 0-10 ft.
Rear Yard, General 0 ft. min.
Rear Yard, Alley 0 ft. min.
Building Separation
Front-to-Front 20 ft. min.
Side-to-Side with Openings 20 ft. min.
Side-to-Side without
Openings 15 ft. min.
Front-to-Side 20 ft. min.
Height
Building 3 stories or 30 ft. min. –
5 stories or 60 ft. max.
Floor-to-Ceiling, Ground
Floor 15 ft. min.
Architectural Features Over
Sidewalks and/or Public
Right-of-Ways
8 ft. min.
Stepbacks
Development
Standard Measurement
All Floors Above the Third
Story 6 ft. min.
Building Frontage
Primary Street 50% min.
Secondary Street 40 % min.
Building to Corner Required
Ground Floor Retail Depth 25 ft. min.
Façade Configuration
Ground Floor Façade
Transparency 50% min.
Horizontal Distance Between
Change in Façade Planes 75 ft. max.
Projections
Towers, Turrets, and Other
Roof Forms Above Fascia 10 ft. max.
Encroachments
Balconies
6 ft. max. into front
setback areas and/or
public right-of-ways
Awnings and Canopies 8 ft. max. into public RightOf-Ways All Other Encroachment
Standards BMC Chapter 17.660
Off-Street Parking and Loading Standards
Nonresidential Uses 3.0 spaces per 1,000 sf of
gross floor area
Residential Uses 1.0 assigned space and 0.5
common spaces per unit
Bicycle Parking
5 percent of the total
vehicle parking spaces
required of nonresidential
uses, and no fewer than
four spaces.
All Other Parking and
Loading Standards BMC Chapter 17.620
Additional Development Regulations
Landscaping and Screening BMC Chapter 17.630
Signs BMC Chapters 17.640 and
17.645
Accessory and Service Uses BMC Chapter 17.650
Density Bonus Program BMC Chapter 17.720
Affordable Housing BMC Chapter 17.725
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Development
Standard Measurement
Residential Condominium
Conversions
BMC Chapter 17.740
Reasonable Accommodation
for Persons with Disabilities
BMC Chapter 17.760
Development
Standard Measurement
Wireless Facilities BMC Chapters 17.790 and
17.795
Table 6.3: Regional Commercial Development Standards
The development standards included in this table are intended to facilitate development that accommodates retail and service uses that serve the general needs of the community and the region.
Development
Standard Measurement
Intensity
Floor Area Ratio 0.6 max.
Lot Coverage
Building 40% max.
Common Open Space 20% max.
Lot Dimensions
Area 20,000 sf. min.
Width 100 ft. min.
Setbacks
Front Yard 10 ft. min.
Side Yard 0-10 ft.1
Street Side Yard 10 ft. min.
Rear Yard, General 0-10 ft.1
Rear Yard, Alley 0-10 ft.1
Building Separation
Front-to-Front 20 ft. min.
Side-to-Side with Openings 20 ft. min.
Side-to-Side without
Openings 15 ft. min.
Front-to-Side 20 ft. min.
Height
Building 3 stories, 45 ft. max.
Façade Configuration
Horizontal Distance Between
Change in Façade Planes 50 ft. max.
Development
Standard Measurement
Projections
Towers, Turrets, and Other
Roof Forms Above Fascia 10 ft. max.
Encroachments
Building Entries 5 ft. max. into setback
All Other Encroachment
Standards BMC Chapter 17.660
Off-Street Parking and Loading Standards
Automobile Parking 4.0 spaces per 1,000 sf of
gross floor area
Bicycle Parking
5 percent of the total
vehicle parking spaces,
and no fewer than four
spaces.
All Other Parking and
Loading Standards BMC Chapter 17.620
Additional Development Regulations
Landscaping and Screening BMC Chapter 17.630
Signs BMC Chapters 17.640 and
17.645
Accessory and Service Uses BMC Chapter 17.650
Wireless Facilities BMC Chapters 17.790 and
17.795
Additional Regulation:
1. Where residentially zoned property is abutting the Regional Commercial designation, the minimum side or rear yard
setback shall be twenty feet. If a public alleyway is separating the two zones, the width of the alleyway may be included as part of the minimum rear yard setback, however, in no case shall the rear yard be less than ten feet.
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Table 6.4: Multiple-Family Very-High Density Residential Development Standards The development standards included in this table are intended to facilitate development that supports multiple-family residential development, ranging between 15 and 35 dwelling units per acre, within walking distance to the transit station.
Development
Standard Measurement
Density
Density 15 du/acre min. –
35 du/acre max.
Lot Coverage
Common Open Space 20% min.
Lot Dimensions
Area 10,000 sf. min.
Width 100 ft. min.
Private Outdoor Living Area
Private Outdoor Living Area
Per Unit - Ground Floor 80 sf. min.
Private Outdoor Living Area
Per Unit - Upper Floors 40 sf. min.
Setbacks
Front Yard – General 10 ft. min.
Front Yard – Garage 15 ft. min.
Side Yard – General 0 ft. or 5 ft. min.
Side Yard – Zero Lot Line 0 ft. min./
(10 ft. min. aggregate)
Street Side Yard 10 ft. min.
Rear Yard – General 20 ft. min.
Rear Yard – Alley 3 ft. min. or
18 ft. min. with parking
Building Separation
Front-to-Front 20 ft. min.
Side-to-Side 10 ft. min.
Front-to-Side 15 ft. min.
Height
Building 4 stories, 45 ft. max.
Architectural Features Over
Sidewalks and/or Public
Right-of-Ways
8 ft. min.
Stepbacks
All Floors Above the Third
Story 6 ft. min.
Development
Standard Measurement
Façade Configuration
Horizontal Distance Between
Change in Façade Planes 50 ft. max.
Projections
Towers, Turrets, and Other
Roof Forms Above Fascia 10 ft. max.
Off-Street Parking and Loading Standards
2+ Bedroom Unit
1 assigned space and 1
common space min. per
unit
1 Bedroom Unit/Studio
1 assigned space and 0.5
common space min. per
unit
Bicycle Parking for Housing
Without Private Garages
5 percent of the total
vehicle parking spaces,
and no fewer than four
spaces.
All Other Parking and
Loading Standards BMC Chapter 17.620
Additional Development Regulations
Parkland BMC Section 16.150.050
Landscaping and Screening BMC Chapter 17.630
Signs BMC Chapters 17.640 and
17.645
Accessory and Service Uses BMC Chapter 17.650
Encroachments BMC Chapter 17.660
Density Bonus Program BMC Chapter 17.720
Affordable Housing BMC Chapter 17.725
Residential Condominium
Conversions BMC Chapter 17.740
Reasonable Accommodation
for Persons with Disabilities BMC Chapter 17.760
Wireless Facilities BMC Chapters 17.790 and
17.795
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Table 6.5: High Density Residential Development Standards The development standards included in this table are intended to facilitate development that supports residential development at densities and configurations, ranging between 10 and 20 dwelling units per acre, compatible with the neighborhoods that surround the Specific Plan area, while providing housing within walking distance to the transit station.
Development
Standard Measurement
Density
Density 10 du/acre min. –
20 du/acre max.
Lot Coverage
Common Open Space 20% min.
Lot Dimensions
Area 1,600 sf. min.
Width 25 ft. min.
Length 50 ft. min.
Private Outdoor Living Area
Private Outdoor Living Area
Per Single-Family Home 80 sf. min.
Private Outdoor Living Area
Per Unit - Ground Floor 80 sf. min.
Private Outdoor Living Area
Per Unit - Upper Floors 40 sf. min.
Setbacks
Front Yard – General 10 ft. min.
Front Yard – Garage 15 ft. min.
Side Yard – General 0 ft. or 5 ft. min.
Side Yard – Zero Lot Line 0 ft. min./
(10 ft. min. aggregate)
Street Side Yard 10 ft. min.
Rear Yard – General 20 ft. min.
Rear Yard – Alley 3 ft. min. or
18 ft. min. with parking
Building Separation
Front-to-Front 20 ft. min.
Side-to-Side 10 ft. min.
Front-to-Side 15 ft. min.
Height
Building 3 stories, 35 ft. max.
Architectural Features Over
Sidewalks and/or Public
Right-of-Ways
8 ft. min.
Development
Standard Measurement
Façade Configuration
Horizontal Distance Between
Change in Façade Planes 50 ft. max.
Projections
Towers, Turrets, and Other
Roof Forms Above Fascia 10 ft. max.
Off-Street Parking and Loading Standards
Single-Family Residence 2 covered spaces min.
2+ Bedroom Unit
1 assigned space and 1
common space min. per
unit
1 Bedroom Unit/Studio
1 assigned space and 0.5
common space min. per
unit
Bicycle Parking for Housing
Without Private Garages
5 percent of the total
vehicle parking spaces,
and no fewer than four
spaces.
All Other Parking and
Loading Standards BMC Chapter 17.620
Additional Development Regulations
Parkland BMC Section 16.150.050
Landscaping and Screening BMC Chapter 17.630
Signs BMC Chapters 17.640 and
17.645
Accessory and Service Uses BMC Chapter 17.650
Encroachments BMC Chapter 17.660
Density Bonus Program BMC Chapter 17.720
Affordable Housing BMC Chapter 17.725
Residential Condominium
Conversions BMC Chapter 17.740
Reasonable Accommodation
for Persons with Disabilities BMC Chapter 17.760
Wireless Facilities BMC Chapters 17.790 and
17.795
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Table 6.6: Public Facility Development Standards
The development standards included in this table are intended to support the development of a fire station, government and public agency offices and facilities, parks and public utility facilities.
Development
Standard Measurement
Lot Coverage
Common Open Space 20% max.
Lot Dimensions
Area 20,000 sf. min.
Width 100 ft. min.
Setbacks
Front Yard 10 ft. min.
Side Yard 0-10 ft.1
Street Side Yard 10 ft. min.
Rear Yard, General 0-10 ft.1
Rear Yard, Alley 0-10 ft.1
Building Separation
Front-to-Front 20 ft. min.
Side-to-Side with Openings 20 ft. min.
Side-to-Side without
Openings 15 ft. min.
Front-to-Side 20 ft. min.
Height
Building 2 stories, 40 ft. max.
Façade Configuration
Horizontal Distance Between
Change in Façade Planes 50 ft. max.
Projections
Towers, Turrets, and Other
Roof Forms Above Fascia 10 ft. max.
Development
Standard Measurement
Encroachments
Building Entries 5 ft. max. into setback
All Other Encroachment
Standards BMC Chapter 17.660
Off-Street Parking and Loading Standards
Automobile Parking 1 space per employee
Bicycle Parking
5 percent of the total
vehicle parking spaces,
and no fewer than four
spaces.
All Other Parking and
Loading Standards BMC Chapter 17.620
Additional Development Regulations
Landscaping and Screening BMC Chapter 17.630
Signs BMC Chapters 17.640 and
17.645
Accessory and Service Uses BMC Chapter 17.650
Reasonable Accommodation
for Persons with Disabilities BMC Chapter 17.760
Wireless Facilities BMC Chapters 17.790 and
17.795
Additional Regulation:
1. Where residentially zoned property is abutting the Public Facility designation, the minimum side or rear yard setback shall be twenty feet. If a public alleyway is separating the two zones, the width of the alleyway may be included as part of the minimum rear yard setback, however, in no case shall the rear yard be less than ten feet.
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6.2: DESIGN GUIDELINES
In conjunction with the development standards listed in Section
6.1, the following design guidelines are intended to support the Specific Plan area’s development as a vibrant, mixed-use, transitoriented development and employment center. The guidelines apply to all private development that occurs in the project area, addressing the design of both new projects and renovations to existing development. The guidelines are organized into several categories that specify how buildings should be located and oriented on a site as well as describe how architectural elements should be incorporated into building designs to create quality architecture throughout the project area. The guidelines also provide direction on street layout, open space and landscaping, parking, and lighting design, and encourage sustainable practices, such as stormwater management and water efficiency measures.
The guidelines shall be interpreted as directed in Section 1.8 (“Interpreting the Specific Plan”).
COMMUNITY DESIGN
The layout of streets within undeveloped areas shall be based upon a “modified grid” circulation network that incorporates the following principles:
1. Arterial and collector streets should be aligned at or near right angles, extending from the overall grid pattern of the City as illustrated on the Conceptual Street Layout Map in Chapter 5.
2. Local streets shall interconnect with the arterial/collector system and other local streets in a logical and efficient manner. The layout of streets should utilize “X” and “T” intersections aligned at or near right angles wherever
possible, but may also incorporate curvilinear alignments and cul-de-sacs, subject to Community Design guideline 4 below.
3. The roadway network shall overlap with and provide
connections to on- and off-street pedestrian and bicycle routes that link the transit station, the transit village, employment areas, retail and service areas, neighborhoods, and open spaces together.
4. The use of cul-de-sacs should be limited to addressing unique layout circumstances. Where cul-de-sacs are used, they shall
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provide pedestrian and bicycle connections to neighboring developments and/or nearby pedestrian and bicycle routes.
5. The circulation network shall provide safe spaces for pedestrians and bicycle users.
SITE LAYOUT
1. Buildings shall define, connect, and activate the pedestrianoriented public realm of streets, sidewalks, and active open spaces. Orient buildings so that primary façades, active ground floor spaces, and key pedestrian entries face major streets, open spaces, and pedestrian pathways.
2. Each project shall provide an internal circulation system that provides safe and clear connections for all modes of
transportation, both internally and to adjacent streets, pedestrian pathways, and open spaces. The system shall
provide safe and convenient access for pedestrians and
bicycle users. To facilitate through-block pedestrian and bicycle access, paseos, greenways, and similar facilities are encouraged.
3. Open spaces shall be located adjacent to and oriented to face primary building facades and pedestrian areas, such as
sidewalks, pathways, and primary building entries.
4. The location of surface parking lots and driveways in the front and street side yard areas and/or between streets and
primary building frontages is discouraged. Wherever possible, parking areas should be located within the interior of the lot behind, beneath, and/or beside buildings. Where parking is located adjacent to a street, it should be screened from view.
Screening should maintain a clear visual zone between 32 inches and 5 feet above grade.
5. Loading facilities should only be located at the rear and/or along the sides of buildings internal to the block, limiting their visibility from the adjacent streets and open spaces to the maximum extent possible. Wherever loading facilities are visible, they should be screened from view. Where
commercial buildings back up to residential properties, loading and delivery should be planned so that it will occur at the side of the building away from residences.
Incorporate landscaping that provides
screening and includes trees that are
consistent with the streetscape.
Orient buildings to face major streets, open
spaces, and pedestrian pathways. Locate
open spaces to face primary building facades
and pedestrian areas.
Wherever possible, parking areas should be
located within the interior of the lot behind
and/or beside buildings.
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6. Projects should incorporate landscaping that provides screening and includes additional trees that are consistent with the streetscape. Landscaping should be planned and scaled to complement the existing adjacent landscaping and building forms.
7. Project site designs should incorporate a singular design concept that extends to all buildings, open spaces, parking facilities, the circulation system, and signage. The concept should be clearly formed and identified, allowing all users to easily navigate within the project.
8. Buildings and/or public plazas shall be placed on street corners to acknowledge the prominence of the corner. To accentuate the presence of buildings at corners, incorporate special architectural and building design features, such as taller building elements, architectural detail, and special roof silhouettes. Wherever feasible, locate the main entrance of corner buildings at the corner.
9. Consider natural factors, such as solar orientation, passage of light and airflow, and prevailing wind patterns, when placing buildings, open spaces, parking areas, and the internal circulation system. Building orientation should consider topographic conditions and cardinal direction to contribute environmental quality by minimizing energy use and grading.
Open spaces should include areas that provide shade and sunlight during different times of the day, as well as areas protected from the wind, if necessary.
BUILDING DESIGN
Building Articulation and Massing
1. Large building mass and bulk shall be broken up by
modulating building exteriors. To establish a human scale along project frontages, building façades shall provide features that break up building massing consistent with each designation’s development standard, at recommended
intervals of 25 to 50 feet. The overall length of individual building volumes shall not exceed 500 feet in length unless the site is designed with a series of smaller buildings separated by pedestrian pathways. Under any circumstance, after 500 feet, developments shall provide either a new connection or a pedestrian route to break apart the buildings into smaller segments.
Buildings, incorporating special architectural
and building design features, shall be placed
on street corners to acknowledge the
prominence of the corner.
To establish a human scale along project
frontages, building façades shall provide
features that break up building massing at
intervals of 25 to 50 feet.
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2. Blank walls should be avoided, and largescale HVAC
ventilation ducts facing sidewalks or primary streets are discouraged.
3. The use of color and a variety of materials, projections, awnings, and canopies should be used to achieve variation and articulation in the building facade.
4. Projects built adjacent to existing lower-scale residential development shall respect the scale and privacy of the
adjacent properties. This can be accomplished by varying the massing within a project and varying sizes of elements to transition to smaller-scale buildings.
5. The scale of new infill developments shall complement existing structures, while providing a sense of human scale and proportion.
6. In residential buildings, changes in massing and architectural details should be used to differentiate individual units, such as window bays, balconies, porches, and recessed features.
7. Commercial developments should incorporate animating features, such as arcades, display windows, entry areas, or awnings, along at least 60% of the front facade and 50% of the side facades that face a public right-of-way.
8. Upper levels should be shaped to increase solar access, light, and air to adjacent lower structures, on- and off-site open spaces, and adjoining land uses.
9. Buildings should feature a clear distinction between their base (ground floor), middle, and top.
Building Height and Stepbacks
1. To create pedestrian scale development within the Specific Plan Area and prevent new development from overwhelming adjacent lower-scale residential development, upper story street-or residential-facing facades above three stories shall be stepped back. Balconies, roof gardens, outdoor dining, and similar outdoor spaces should be used to activate the
resulting stepback areas.
2. Building heights shall relate to adjacent sites to allow maximum sun and ventilation, as well as protection from prevailing winds, and to enhance public views and minimize obstruction of views from adjoining structures.
3. Corner towers and turrets and roof forms above fascia may project up to 10-feet above maximum height.
In residential buildings, changes in massing
and architectural details should be used to
differentiate individual units.
Commercial developments should
incorporate animating features, such as
arcades, display windows, and entry areas,
along front facades and side facades that
face a public right-of-way.
Upper story street- facing facades above
three stories shall be stepped back.
Balconies, roof gardens, outdoor dining, and
similar outdoor spaces should be used to
activate the resulting stepback areas.
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4. To reduce shadows, building heights on north side
developments should be minimized.
5. In order to facilitate an appropriate pedestrian-oriented urban scale within the Transit Village / Mixed Use-designated area, buildings should be constructed at a minimum of three stories (30 feet minimum) in height.
Building Setbacks
1. Commercial and mixed-use development should occur at the front edge of the property line unless outdoor dining or a recessed entry is proposed.
2. To provide adequate space for pedestrian movement and activity, building designs should utilize building setbacks and arcaded or galleried spaces as an extension of the sidewalk.
This space can be used for outdoor seating, street furniture, landscaping, and public art that can enliven the streetscape.
3. Development occurring nearby existing development,
especially in or adjacent to residential areas, should utilize setbacks that are similar in height and massing to the existing development.
Ground Floor Design
1. Transparent windows, storefronts, show windows, building entries, dwelling entries, and other active uses shall be placed along street and public open space frontages.
2. Doors or sliding windows should enable ground floor
restaurants and retail to expand into outdoor amenity areas along sidewalks.
3. High-quality materials, detailing, and intensity of color should be utilized adjacent to sidewalks. Particular attention should be given to enhancing building entries and other ground floor openings.
4. Designs should differentiate between the amount of the façade reserved for fenestration (i.e., windows and doors) for street-level storefronts and upper stories. Typically,
storefronts include a much greater area for fenestration (70 percent) than upper stories (40 percent).
Building Entrances
Commercial and mixed-use development
should occur at the front edge of the
property line unless outdoor dining or a
recessed entry is proposed.
Transparent windows, storefronts, show
windows, building entries, dwelling entries,
and other active uses shall be placed along
street and public open space frontages.
Designs should differentiate between the
amount of the façade reserved for
fenestration for the street-level and upper
stories.
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1. Buildings should be designed so that all entries are easy to find and are visible from public rights-of-way.
2. In mixed-use buildings, residential entries should be differentiated from commercial entries using different scales and architectural design.
3. Primary building entrances should include architectural features that give them prominence, such as recessed entry bays, tower elements, moldings, lighting, overhangs, or awnings.
4. When locating pedestrian seating and bicycle parking, areas near building entrances should be prioritized.
5. Provide multiple entrances into large buildings, such as those that occupy most of a city block. These entrances should be located and arranged to create a rhythm.
6. Along commercial frontages, entries to shops or lobbies should be a maximum of 50 feet apart from one another.
Windows
1. Upper story windows should be enhanced with architectural details, such as sills, molded surrounds, and lintels, or the use of recessed or projected windows.
2. Windows should be arranged and aligned to establish
rhythms across the façade. Recessed or projected windows could create patterns.
3. Street-level glazing should be clear. Transparent glazing at upper levels may be lightly tinted. Reflective glazing is strongly discouraged.
4. Non-reflective coatings, low-emissivity glass, and external shade devices should be used for heat and glare control.
5. South- and southwest-facing windows should be framed with protruding vertical or horizontal shading devices, such as lintels, sills, and awnings, to provide adequate protection from glare.
6. To maximize natural lighting on south-facing facades, light shelves should be provided on windows.
7. Adjustable exterior shades and shade screens should be used on east-, west-, and south-facing windows as flexible methods for blocking glare.
Primary building entrances should include
architectural features that give them
prominence.
Commercial developments should
incorporate animating features, such as
arcades, display windows, and entry areas,
along front facades and side facades that
face a public right-of-way.
To maximize natural lighting on south-facing
facades, light shelves should be provided on
windows.
PA-1 SPECIFIC PLAN | PRIVATE REALM DEVELOPMENT 6-15
8. Operable windows should be used wherever possible to allow passive ventilation, heating, and cooling; including accordion and rollup or pocket style window systems on
commercial/retail storefronts
Architectural Character
1. Designs should utilize architectural elements to enhance building facades. These include cornices, lintels, sills, balconies, awnings, porches, and stoops.
2. A building’s design details should have purpose rather than being applied or strictly decorative.
3. Contemporary and innovative designs are encouraged
provided that the design includes human-scaled proportions and engaging, pedestrian-oriented ground-floor features.
4. Franchise retail should adapt to the design character of the Plan Area.
Roofs
1. A variety of roof forms is encouraged. Roof types that are larger, simpler, visually quiet, and formally cohesive are preferred. Roof forms such as parapets, gable end, mansard, dormers, shed, hip, and barrel vaults are encouraged.
2. All rooftop building systems should be incorporated into the building form in a manner integral to the building
architecture.
3. All rooftop-mounted mechanical, electrical, and
telecommunication systems shall be screened from view of surrounding streets and structures.
4. Long horizontal rooflines on buildings with flat or low-pitched roofs should be broken up. This can be accomplished through the use of architectural elements, such as parapets, varying cornices, and rooflines.
5. All rooflines, regardless of pitch, should be broken at intervals of no greater than 50 feet. Appropriate approaches to
meeting this guideline include varying the roof’s height and/or form.
6. Radical roof pitches that create overly prominent or out-ofcharacter buildings, such as A-frames, geodesic domes, or chalet-style buildings, are not allowed.
Designs should utilize architectural elements
to enhance building facades. These include
cornices, lintels, sills, and balconies.
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7. Cornice lines of new buildings (horizontal rhythm element) should be aligned with buildings on adjacent properties to avoid clashes in building height and massing.
8. Rooftop patios are encouraged in multi-story residential and/or in the transit village / mixed use area.
9. Incorporate vegetated roofs, where possible, to maintain and help regulate internal temperatures.
10. Consider cool and/or green roofs to reduce the heat island effect and thereby reduce the heat transferred into the building below. Cool roofs consist of materials that effectively reflect the sun’s energy. Alternatively, green roofs achieve the same purpose and include vegetation to harvest rainwater for reuse and diminish runoff.
Materials
1. All building materials should be selected with the objectives of quality and durability as well as to produce a positive effect on the pedestrian environment through scale, color, and texture.
2. Architectural metals, cast-in-place concrete, brick, concrete masonry units, tile, glass, and glass block systems, among others, are acceptable materials when properly finished and detailed.
3. Building materials should be evaluated and selected based on the following characteristics:
⊲ Durability
⊲ Reparability
⊲ Low toxicity
⊲ Recycled content
⊲ Local sourcing
⊲ Ability to be recycled or reused
⊲ Ease of maintenance
4. Material for exterior walls will incorporate two aspects: color and texture. If the building’s exterior design is complicated, with many articulations, columns, and design features, the wall texture shall be simple and subdued. If the building design is relatively simple, a finely textured material, such as patterned masonry, shall be used to enrich the building’s overall character.
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VEHICULAR ACCESS AND OFF-STREET PARKING
AND LOADING
1. Access points and driveways for parking areas in new development should be discouraged from arterial streets and collector streets. Wherever possible, a project should be accessed from a local street and/or alley.
2. To reduce the number of access points and curb cuts to the maximum extent possible, common access driveways are
encouraged for adjacent lots.
3. Where a driveway crosses a sidewalk or pathway, clearly demarcate the sidewalk or pathway across the entire width of the driveway by using contrasting colored paving or enhanced materials, such as pavers or stamped concrete.
4. Identify vehicle entrances with special design treatments, such as entry signage or distinctive landscaping.
5. Off-street parking should be located behind, beside, within, or under buildings, or within separate structures. Off-street surface parking areas are not allowed between buildings and streets in the Transit Village / Mixed Use designation are discouraged elsewhere within the Specific Plan area. This will contribute to an attractive and active street frontage that is pleasant to walk along.
6. Wherever parking areas are visible from the public right-ofway, they should be screened by walls, fences, hedges, etc. to reduce visibility to the extent practical.
7. Loading docks and service areas shall be located at the rear of the development or inside parking structures for parcels deeper than 80 feet, separate from parking areas. For smaller parcels, loading docks and service area must be located on the side street, wherever possible. Loading zones should not disrupt the flow of traffic within a given project area.
8. For mixed-use projects, landowners are encouraged to enter into shared parking agreements that allow uses with different peak hours of operation to utilize off-street parking facilities provided by another building or use.
9. Reductions in on-site vehicle parking requirements may be allowed in cases where it can be clearly demonstrated that a reduced number of parking spaces would fully meet the
demands of a project. In cases where a parking reduction is requested, the project applicant shall fund the preparation of Where a driveway crosses a sidewalk or
pathway, clearly demarcate the sidewalk or
pathway by using contrasting colored paving
or enhanced materials, such as pavers or
stamped concrete.
Loading docks and service areas, and parking,
wherever possible, shall be located behind
buildings.
Wherever parking areas are visible from the
public right-of-way, they shall be screened.
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a parking demand analysis, which must be prepared by a
qualified traffic engineer approved by the City Engineer.
Approval of reduced parking standards may be granted at the discretion of the Planning Commission, provided a finding can be made that the project would fully meet onsite parking demand generated by the project.
10. Commercial and office development projects should
incorporate curbside drop off and pickup areas into their site design and circulation/parking areas to facilitate safe and convenient pickup and drop off options.
PARKING GARAGES
1. Parking garages shall be lined with active uses or residential entries, or designed with attractive building façades to screen structural elements of the garage. Above-ground parking garages should be designed to complement the overall
building design on project sites. They should be wrapped with attractive facades that either include active spaces or screen the garage in an attractive way.
2. Parking garage designs should incorporate open walls, windows, and other design features to allow natural light, and provide lighting so that structures are well lit during evening and nighttime hours. Openings should be designed to
resemble well-proportioned windows.
3. The design of entries to parking garages should not be more prominent on the building façade than the primary pedestrian entry. Entries should be placed to minimize pedestrians crossing the structure’s main vehicular flow route.
4. Emphasize stair towers and entries as distinctive architectural elements with open views to and from the structure.
5. Public art, such as wall murals, and landscaping are encouraged in the design of parking structures, especially to mask blank walls.
BICYCLE FACILITIES
1. Bicycle parking spaces shall be separated from automobile parking spaces by walls, fences, hedges, curbs, protective bollards, clearly demarcated and painted buffers, or other comparable means.
2. Development projects in the vicinity of the transit station shall design a consistent and recognizable wayfinding signage Above-ground parking garages should be
designed to complement the overall building
design on project sites. They should be
wrapped with attractive facades that either
include active spaces or screen the garage in
an attractive way.
Bicycle parking spaces shall be separated
from automobile parking spaces by hedges,
curbs, or other comparable means.
Bicycle parking should be located close to
building entrances.
PA-1 SPECIFIC PLAN | PRIVATE REALM DEVELOPMENT 6-19
package for bicycles along major wayfinding paths to the transit station.
3. Bicycle parking should be located close to building entrances and bicycle routes to help make bicycling more convenient.
Bicycle parking should be designed to accommodate a range of bicycle types, including standard bicycles and bicycles with trailers.
OPEN SPACE AND LANDSCAPING
Publicly Accessible Open Space
1. Publicly accessible open spaces shall be made visible and accessible to public streets either by their location or clear and direct signage that leads pedestrians from the street to the open space.
2. Buildings located to the south of a public open space should use step-backs to achieve maximum sunlight exposure.
3. Projects should contribute street-level open spaces where private property meets public rights-of-way, such as plazas, seating areas, courtyards, and landscaped setbacks.
4. Climatic factors, such as sun orientation and prevailing winds, shall be accounted for when locating open spaces.
5. For projects of 10 acres or more in size, developers shall design a comprehensive open space network that includes plazas, parks, and other open space elements to connect different project components.
6. For projects of less than 10 acres in size, small plazas, courtyards, pocket parks, and other small outdoor spaces should create a visual connection to public areas, as well as a physical transition zone between the building and the street.
7. Parks and playgrounds should be in proximity to residential areas with adequate visibility from streets, residences, and sidewalks for safety and security.
8. Open spaces, walkways, and alleys should be used to break up building mass, provide access through developments, and create visual breaks.
Common Open Space
1. Buildings should provide enclosure for common open spaces, and secondary building facades should be oriented toward the common open spaces.
Projects should contribute street-level open
spaces where private property meets public
rights-of-way.
For larger projects, developers shall design a
comprehensive open space network. The
resulting open spaces, walkways, and alleys
should be used to break up building mass,
provide access through developments, and
create visual breaks.
In multi-family residential developments,
dwelling units or amenity areas should be
sited adjacent to the common open space
areas that incorporate playgrounds and
parkland.
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2. Common open space should be accessible from all
surrounding buildings. In multi-family residential
developments, dwelling units or amenity areas should be sited adjacent to the common open space areas.
3. Some building windows should be oriented toward the
common open space areas for natural surveillance of these areas.
Open Space Amenities
1. Provide amenities that draw people into the space, such as water features, public art, gathering areas, shade, and drinking fountains.
2. Provide benches and/or other furnishingsfor sitting or leaning and design amenities, such as planters and walls, at a suitable height and depth to allow for comfortable sitting and leaning.
3. Provide shade trees or shade structures to protect from sun and rain.
4. Plazas should be well lit with pedestrian-scale fixtures.
5. Open spaces should provide both shaded and sunlit areas.
Shade can be provided by trees, shading structures, awnings, canopies, or umbrellas.
6. Plaza design should emphasize adequate areas of hardscape and seating to host a variety of activities and events.
Landscaped areas should not inhibit the plaza’s ability to serve as a venue for public events.
LANDSCAPING
1. Landscaping shall be used at the edges of paths, plazas, and seating areas as appropriate to help define the spatial organization of the site.
2. In the Transit Village / Mixed Use designation, landscape treatment should reflect an urban character with the strategic use of planting areas, street trees, planters, hanging baskets, and appropriate foundation plantings where practicable.
Hardscaped areas should be softened with the use of plants, shrubs, trees, and grassy areas.
3. For multi-family residential development, setback areas shall be landscaped to establish transition zones between the sidewalk and street-level residential units and entries.
4. Landscaped areas shall be regularly maintained to keep them aesthetically pleasing, and to remove dead and dying plants.
Provide amenities that draw people into the
space, such as water features, public art,
gathering areas, and shade.
Landscaping shall be used at the edges of
paths to help define the spatial organization
of the site.
In the Transit Village / Mixed Use
designation, landscape treatment should
reflect an urban character.
PA-1 SPECIFIC PLAN | PRIVATE REALM DEVELOPMENT 6-21
5. Gateway or entry points should be emphasized with
distinctive trees and plants.
6. Existing trees should be preserved and integrated into site designs to the extent feasible.
7. To reduce water usage, all development shall employ waterefficient irrigation techniques, including micro–irrigation, drip systems, and weather-based irrigation controllers, instead of conventional sprinklers. Provide gray water recycling as an additional source of irrigation water to the extent allowed by the California Plumbing Code (CPC) and other applicable Brentwood Municipal Code standards.
8. Native, drought-tolerant, or well-adapted tree and plant species appropriate for Brentwood’s climate should be used since they generally require less water and maintenance.
9. Seasonal and year-round flowering shrubs and trees should be located where they can be most appreciated by site users and passersby, such as adjacent to walks and open space areas, or as frames for building entrances and stairs.
10. Projects should minimize the amount of paved areas. Where feasible, paved areas should include “green” stormwater collection and treatment and employ Low Impact
Development (LID) features that minimize surface water
runoff. LID features may include bioretention systems,
swales, green roofs, and permeable pavers.
11. Stormwater retention features that minimize runoff into streets, parking lots, landscaped areas, and open spaces should be incorporated, whenever feasible. Stormwater
retention features include drainage swales, and rain gardens.
12. Where feasible, use permeable paving and materials for streets, sidewalks, parking lots, and driveways.
WALLS/FENCING/SCREENING
1. Construct fences and walls of durable materials. Preferred materials for walls are brick, concrete, masonry units, pourin-place concrete, tile, or stucco. Preferred materials for fencing are steel mesh, tubular steel/wrought iron, pre-cast concrete, and treated wood.
2. Discourage fencing and/or walls from blocking public views to open space and other public use areas. Encourage open
fencing with views to adjacent open space and other public areas.
Lighting should also be functional,
pedestrian-scale, compatible with the
building’s architectural style, and shielded
for Dark Sky compliance.
For multi-family residential development,
setback areas shall be landscaped to
establish transition zones between the
sidewalk and street-level residential units
and entries.
Seasonal and year-round flowering shrubs
and trees should be located where they can
be most appreciated by site users.
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3. Maintain and trim landscaping to maximize visibility.
4. Encourage landscaping or low, well-designed fences for residential uses that can be used to delineate between the public and private realms.
5. Walls and fences that face onto a street, park, or public area should be designed to have a landscape planting area
between the wall and/or fence and street or open space.
LIGHTING
1. Lighting should be designed to satisfy both functional and decorative needs.
2. All project exterior lighting, with the exception of lighting for public streets, should be consistent with the architectural style of the building. On each project site, all lighting fixtures should be from the same family of fixtures with respect to design, materials, color, fixture, and color of light.
3. Lighting fixtures and poles should be compatible with the building’s architectural style.
4. Designs should include pedestrian-scale lighting.
5. Lighting fixtures must be Dark Sky compliant.
6. Lighting sources should be shielded, diffused, or indirect to avoid glare to pedestrians and motorists. To minimize the total number of freestanding pedestrian-scale lighting
fixtures, decorative wall-mounted lights are encouraged.
7. Building entrances should be well lit with appropriately scaled light fixtures that complement the building’s architectural style.
8. Lighting fixtures shall not cast light directly into adjacent residential windows. It is recommended that fixtures employ a translucent or optical lens diffuser globe or shield.
9. Lighting solutions should balance the need to provide illumination and security in the following ways:
⊲ General lighting levels should use the minimum
brightness for the illumination of large areas. Brighter light may be used to punctuate and accent important
areas, such as building entries and special architectural features.
⊲ Building-mounted lighting should be used, particularly in pedestrian-oriented and high-visibility areas, and should Walls and fences that face onto a street
should be designed to have a landscape
planting area between the wall and/or fence
and street.
The use of decorative lighting is encouraged.
PA-1 SPECIFIC PLAN | PRIVATE REALM DEVELOPMENT 6-23
be designed and placed to accent the building’s
architectural details.
10. Architectural lighting should be used to enhance a building during twilight and nighttime hours
11. As a security device, lighting should be adequate, but not overly bright.
SIGNAGE
1. Signs should reflect a crafted, high-quality detailed design approach.
2. Sign shapes, type styles, and color combinations should complement building styles and reflect the business that they represent.
3. Each letter of text within façade signs should appear as an individual sign component, rather than applied to a single sign.
4. Pole-mounted, monument, and can signs are prohibited in the Transit Village / Mixed Use designation.
OUTDOOR DINING
1. Outdoor dining areas are encouraged in the Transit Village, Regional Commercial, and Employment Center/Light
Industrial designations.
2. The design, materials, and colors of all outdoor dining furnishings should complement the building housing the
associated restaurant.
3. If umbrellas are used, vinyl or plastic materials should be avoided. Umbrella stands should be cast aluminum, wrought iron, fabricated steel, wood, or similar materials.
4. Table layout is encouraged to be in rows, parallel to the building.
5. Any fencing or walls should be decorative in nature and should not be solid or opaque. Materials such as wrought iron, other metals, or wood are encouraged, except that wood
pickets are discouraged. Planter boxes or pots may be used.
Solid masonry walls that are outside of the public right-of-way may also be used. Fences/walls should not exceed 42 inches in height, and planter boxes and associated plant heights should not exceed 48 inches in height.
Signs should reflect a crafted, high-quality
detailed design approach. Sign shapes, type
styles, and color combinations should
complement building styles and reflect the
business that they represent. Lettered
façade signs are recommended.
Outdoor dining areas are encouraged in the
Transit Village / Mixed Use, Regional
Commercial, and Employment Center/Light
Industrial designations.
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6. Consider providing trash receptacles, with a lid, for outdoor spaces with mobile vending carts.
STORMWATER MANAGEMENT AND WATER
EFFICIENCY
1. Require Low Impact Development (LID) or sustainable
stormwater management techniques to infiltrate, store,
detain, evapotranspire, and/or biotreat stormwater runoff close to its source.
2. Encourage that landscaping be irrigated through a drip system and, where appropriate and available, using recycled water when possible.
3. Where feasible, minimize impervious surfaces such as concrete, asphalt, and other hardscaping. Utilize permeable joint or modular pavers, porous concrete and asphalt,
reinforced grass pavement (turfcrete or grasscrete),
cobblestone block pavement, and other similar materials that allow water to infiltrate.
4. Encourage the use of permeable pavers around tree wells instead of impervious materials to increase infiltration of stormwater runoff.
5. Use shared curb cuts, driveways and alleyways to reduce impervious surfaces. Ensure adequate tree canopies in the front setbacks of private development and in parking lots, greenways, parks, and plazas to slow and reduce the amount of rainfall that falls to the ground.
6. Reduce stormwater runoff by implementing features that promote groundwater infiltration (e.g., bioswales) and reuse of stormwater (e.g., rainwater harvesting with cisterns and rain barrels to capture water from the building for reuse) for non-potable uses to the extent feasible. Landscaping in bioswales can also help in reducing pollutants.
7. Install naturally drained, landscaped stormwater planters (contained vegetated area that collects and treats
stormwater by directing it into the planter strips to irrigate landscaping while filtering and reducing runoff) where
possible, including along sidewalks and in medians, bulbouts, parks and plazas, and traffic circles. Stormwater planters also provide opportunities for educational and interpretive
signage.
Install naturally drained, landscaped
stormwater planters including along
sidewalks. Install educational and
interpretive signage along the planters.
Reduce stormwater runoff by implementing
features that promote groundwater
infiltration, such as bioswales.
PA-1 SPECIFIC PLAN | PRIVATE REALM DEVELOPMENT 6-25
6.3: PRIVATE REALM DEVELOPMENT GOALS
AND POLICIES
Goal PR-1. Create a Vibrant, Mixed-Use, TransitOriented Development and Employment Center.
Policy PR-1.1 – Encourage employment-generating development to incorporate state-of-the-art design techniques that maximize space, flexibility, and functionality. Ensure the associated buildings are oriented towards public streets and/or open space.
Policy PR-1.2 – Require multiple story development, comprising active ground floor uses and upper story residences and/or commercial uses, in the Transit Village / Mixed Use designation.
Policy PR-1.3 – Require buildings located in the Transit Village / Mixed Use and Regional Commercial designations to be located at or near the corresponding street- and/or public right-of-wayfacing property lines, sidewalks, and/or open spaces and be designed to interact with the adjoining sidewalks and open spaces. This site configuration and building orientation approach is also strongly preferred for the Specific Plan’s other land use designations.
Policy PR-1.4 – Require that the Transit Station be designed to complement the Specific Plan’s character and provide
monumental open space connections to the surrounding
developments, emphasizing the visual and physical connection to the Transit Village / Mixed Use designation.
Policy PR-1.5 – Ensure that new development provides visual interest at the ground floor to provide pedestrian interest. Blank walls and non-transparent street frontages should be minimized.
Policy PR-1.6 – Create gateway features at important
intersections within the Specific Plan area to enhance the project area and Brentwood’s identity. Important intersections include, but are not necessarily limited to, entrances into the Specific Plan area and the Transit Village / Mixed Use-designated area, and intersections adjacent to the Transit Station. Gateway features include special architectural elements like corner towers, unique landscaping treatments, special intersection paving, signage, enhanced lighting, and corner development setbacks for open space. Ensure that new development buildings located at the intersections provide such features.
Policy PR-1.7 – Ensure parking structures are screened from pedestrian views and/or wrapped with active uses. Pay attention
6-26 PA-1 SPECIFIC PLAN | PRIVATE REALM DEVELOPMENT
to design of the upper portions of parking structures to ensure attractive architecture.
Goal PR-2. Achieve Design Compatibility Between
Projects Within the Specific Plan Area and with
Development in the Surrounding Areas.
Policy PR-2.1 – Ensure that new development adjacent to residential neighborhoods provides appropriate transitions and connections that respect the scale, character, circulation patterns of the adjacent residential neighborhoods.
Policy PR-2.2 – Ensure that new development adjacent to Lone Tree Plaza, Brentwood Station, The Streets of Brentwood, and any future commercial centers provides appropriate transitions and connections that respect their scale, character, and circulation patterns.
Policy PR-2.3 – Ensure new buildings that can be seen from SR 4 include a visually pleasing building envelope and signage.
Goal PR-3. Optimize the Interface between Open
Space and Buildings
Policy PR-3.1 – Require all projects to incorporate open space in a manner that is consistent with PA-1 Specific Plan and Brentwood Municipal Code requirements.
Policy PR-3.2 – Encourage open space designs that incorporate active and passive zones and include amenities and activities for all users.
Policy PR-3.3 – Require that new buildings orient toward public spaces with entries and frontages.
Policy PR-3.4 – Require all development projects to provide appropriate landscaping between the street and buildings to soften the hardscape and along the edges of open spaces to define the space.
Goal PR-4. Create a Pleasant Pedestrian Experience
by Providing Amenities and Furnishings in Open
Spaces.
Policy PR-4.1 – Provide pedestrian amenities with a consistent visual appearance within a project’s open spaces. To encourage the Specific Plan area’s cohesive identity, the amenities should appear similar to those selected for the project area’s public rightof-ways.
PA-1 SPECIFIC PLAN | PRIVATE REALM DEVELOPMENT 6-27
Policy PR-4.2 – Install streetscape furnishings, as identified in Chapter 7, along all privately-maintained sidewalks, trails, and streets.
Policy PR-4.3 – Provide appropriately scaled and designed lighting for all modes of travel. Privately-maintained pathways, streets and alleys, parking areas, and open spaces should be well-lighted for safety.
Policy PR-4.4 – Encourage the integration of public art into and along privately-maintained open spaces and pathways and streets, emphasizing the importance of such art within the Transit Station and Transit Village / Mixed Use designation.
Goal PR-5. Support the Use of High Quality Materials
and Incorporation of Sustainable Design Principles.
Policy PR-5.1 – Ensure that new buildings use high quality materials, visually interesting physical elements, and building modulation.
Policy PR-5.2 – Support the use of green or sustainable building materials, including recycled content materials that are consistent with the underlying architectural style and character of the building.
Policy PR-5.3 – Promote site and building design that improves energy efficiency by incorporating natural cooling and passive solar heating. This may include extended eaves, window
overhangs, awnings, and tree placement for natural cooling, and building and window orientation to take advantage of passive solar heating in the winter and natural cooling in the summer.
Policy PR-5.4 – Encourage green site design by utilizing native and/or drought-tolerant trees and plants where possible, incorporating permeable paving and designing resource-efficient landscapes and gardens.
CHAPTER 7:
Public Realm Development
This chapter contains street typology standards and design guidelines that govern public realm development in the Specific Plan area. The street typology standards comprise the dimensioned street sections that apply to public and private streets in the Specific Plan area. The design guidelines provide recommendations for how the Specific Plan area’s streets, sidewalks, trails, and public parks, open spaces, and parking areas should be designed to create a safe, functional, and attractive public realm for all users and modes of transportation. The standards and guidelines are intended to facilitate a cohesive, desirable identity for the Specific Plan area’s public realm that complements and provides suitable access to its transit-oriented development and employment center, as well as existing development within and adjacent to the Specific Plan area. The interpretation of the street typology standards and design guidelines will be at the discretion of the Director of Community Development and the Director of Public Works.
This chapter is organized into the following sections:
7.1. Street Typologies
7.2.Design Guidelines
7.3.Goals and Policies
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7.1: STREET TYPOLOGY STANDARDS
This section provides standards for the Specific Plan’s street typologies in the form of dimensioned street sections. For a description of the typologies and their respective locations in the Specific Plan area, refer to Chapter 5: Circulation Plan, sections
5.1: Circulation System and 5.2: Street Classifications. The Specific Plan introduces one new typology, Innovation Drive. The remainder of the typologies match or make minor deviations from their counterparts adopted for citywide use. All public and private streets in the Specific Plan area must conform to the associated typology’s development standards to the satisfaction of the Director of Public Works. Street sections identified in the Plan may be amended or modified, as needed, to accommodate Fire Code and related aerial apparatus.
The Specific Plan’s street typologies are as follows:
1. Arterial Street
2. Collector Street
3. Modified Collector Street – No Median
4. Modified Local Road
5. Modified Local Road Innovation Drive & Transit Village
PA-1 SPECIFIC PLAN | PUBLIC REALM DEVELOPMENT 7-3
Figure 7.3: Modified Collector- No Median
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Figure 7.4: Modified Local Road
Figure 7.5: Modified Local Road - Innovation Drive & Transit Village
PA-1 SPECIFIC PLAN | PUBLIC REALM DEVELOPMENT 7-5
7.2: DESIGN GUIDELINES
In conjunction with the street typology standards listed in section
6.1, the following design guidelines are intended to support the development of a safe, functional, and attractive public realm for all users and modes of transportation. The guidelines apply to all portions of the public realm located in the public right-of way, private streets, and other portions of privately-owned parcels that provide access to and/or interface with the adjoining public rightof-way(s). The guidelines are organized by the elements that comprise the public realm – roadways, crosswalks and bulbouts, sidewalks, parks and open space, parking, and pedestrian and bicycle facilities – and the elements that occupy streetscapes and open spaces and parks – street trees and landscaping, street furnishings and lighting, and public signage and wayfinding features.
Conformance with the guidelines is encouraged, but not
necessarily required. Alternative design solutions are permitted if the approving authority, the Community Development Director, or the Public Works Director determine that they meet the overall objectives of this document.
Street Design
1. To help ensure that the needs of all users are met, roadway improvements should incorporate “complete streets”
principles. Designs should make adequate provision for
walking, biking, driving, and parking.
2. Pedestrian crossings should be designed and built to enhance pedestrian safety. This can be accomplished by constructing bulbouts to shorten the crossing distance and distinguishing the crossing area from the surrounding pavement. For
specific guidelines pertaining to pedestrian crossings, please see the Crosswalks, and Bulbouts subsection.
3. The construction of well-designed traffic calming devices, consistent with City standards, is encouraged. These include, but are not limited to, traffic circles, bollards, and landscaped chicanes. This will help pedestrian and automobile traffic to better coexist with one another and provide space to
introduce additional landscaping into the streetscape.
4. To ensure safe and appealing pedestrian environments, a landscaped buffer and/or curbside parking should be
provided between pedestrian zones and vehicle driving zones Incorporate “complete streets” design
principles to provide for all modes of
transportation.
The construction of traffic calming devices,
including traffic circles, bollards, and
landscaped chicanes, is desired.
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as shown in the applicable street typologies. For specific guidelines pertaining to the landscaped buffer, please refer to the Sidewalks subsection.
Crosswalks and Bulbouts
1. Major intersections (e.g., controlled intersections or the intersection of key streets) shall feature clearly marked crosswalks that measure at least 10 feet wide.
2. All crosswalks shall employ ramps and warning strips that comply with ADA standards.
3. Design heavily used pedestrian areas, such as urban plazas, paseos, and private street crosswalks, to incorporate special paving materials (e.g., stamped asphalt), colors, and/or patterns to make pedestrian crossings appear more visible and to help foster a unique, desirable identity.
4. The use of bulbouts is strongly encouraged at intersections and where pedestrian crossings exist or are planned, unless they conflict with existing or planned bicycle facilities.
5. Bulbouts should maintain a cohesive appearance with the adjoining sidewalk by matching materials, colors, and
patterns.
6. Design bulbouts to serve as additional public space and resemble “pocket plazas” to the extent determined to be appropriate by the City, complete with seating, trash
receptacles, and bike racks, and/or contain landscaping.
Sidewalks
1. The sidewalk network on the periphery of and internal to the Specific Plan area should be continuous, with sidewalks provided on both sides of the streets.
2. A 4-foot-wide pedestrian zone, free of any and all
obstructions, must be maintained at all times.
3. Café seating is encouraged wherever sidewalks are wide enough to support these spaces. Seating areas should be located adjacent to the street where an appropriate buffer is provided, or in spaces created by building setbacks (e.g., maintain compliance with ADA requirements).
To make pedestrian crossings as safe as
possible, construct bulbouts and distinguish
the crossing area with differentiated
pavement.
Utilize café seating wherever sidewalks are
wide enough to support the spaces.
PA-1 SPECIFIC PLAN | PUBLIC REALM DEVELOPMENT 7-7
4. Consider creating a cohesive series of public art pieces either by theme, artist, style, or materials, and install throughout the plan area in medians, bulbouts, pocket plazas, and wide sidewalk spaces.
5. Parklets are encouraged where sidewalks are too narrow to provide gathering spaces.
Street Trees and Landscaping
1. Preserve existing trees if possible and protect in place. Refer to street tree maintenance requirements in the City’s Urban Forest Guidelines.
2. Implement the street tree list provided in the Urban Forest Guidelines.
3. Place trees and landscaping in a manner that does not block access to and views of building entrances, signage, motorists, ADA access, or pedestrian or bicycle circulation.
4. Incorporate drought-tolerant and native landscaping and tree species suitable for the Brentwood climate that require little irrigation and low maintenance.
5. Design street tree grates with a high aesthetic quality.
6. Encourage the use of planters to provide a flexible, inexpensive method to increase landscaping along the
streetscape. They are strongly encouraged along streets that lack and/or cannot accommodate street trees to delineate space. Planters and associated plant heights should not exceed 48 inches in height.
7. Mature trees shall maintain a minimum canopy clearance, consistent with the Brentwood Municipal Code. This height will accommodate emergency and service access, not
obstruct light penetration from pedestrian-scaled street lamps, and allow for visual connections between buildings, the sidewalk, signage, and the roadway.
8. Site street trees for ease of maintenance, to reduce sidewalk damage, and to provide a sufficiently large, wide canopy to shade the sidewalks.
9. Allow tree grates, wells, and planters to be used instead of planter strips in cases where parking or bicycle lanes are located next to sidewalks. Ensure that planters and tree wells are at least 4 feet wide to allow for healthy street trees.
10. Landscape planter strips with shade-providing trees and Utilize parklets where sidewalks are too
narrow to provide gathering spaces.
Incorporate drought tolerant and native
landscaping.
Use aesthetically appealing tree grates.
7-8 PA-1 SPECIFIC PLAN | PUBLIC REALM DEVELOPMENT
shrubs. For sidewalks, select tree species that do not obstruct pedestrian circulation.
Street Furnishings and Lighting
1. To provide the public realm with a cohesive identity, all street furnishings and lighting fixtures shall share a common
aesthetic.
2. Provide pedestrian-friendly streetscape amenities—including seating, recycling, waste, and dog waste receptacles, and public art—at key nodes along major corridors. Site
furnishings so that the public right-of-way remains
uncluttered and safe for pedestrian access maintaining a 4- foot-wide pedestrian zone at all times.
3. Design bicycle racks and sidewalk furnishings that are both functional and visually interesting.
4. Pedestrian- and automobile-oriented street lighting must have the following characteristics:
⊲ Design lighting sources to be Dark-Sky compliant and to shield, diff use, and avoid glare to pedestrians and
motorists.
⊲ Light parking lots, pedestrian walkways, bicycle paths, plazas, and paseos adequately.
⊲ High-efficiency light fixtures are required. Incorporate timers and sensors to prevent unnecessary lighting
conditions.
Public Signage and Gateway Features
1. Identify major entryways into the project area with special gateway treatments such as public art, architectural
elements such as towers, archways, and signage, or
enhanced landscaping to announce arrival into the project area.
2. Develop consistent thematically branded wayfinding and signage to maximize visual recognition and contribute to the character of the Specific Plan area.
3. Employ signage for vehicular, pedestrian, and bicyclist wayfinding to the Transit Village / Mixed Use designatedarea, Brentwood Station, Lone Tree Plaza, The Streets of Brentwood, the transit station, major bus stops, and key community amenities such as Sand Creek and the
Mokelumne Trail.
All street furnishings and lighting fixtures
shall share a common aesthetic.
Provide pedestrian-friendly streetscape
amenities, including public art, at key nodes
along major corridors.
Identify major entryways into the project
area with special gateway treatments, such
as archways.
PA-1 SPECIFIC PLAN | PUBLIC REALM DEVELOPMENT 7-9
4. Scale and place directional signage to be visible from both the roadway and along sidewalks/pedestrian areas. Ensure that letters and numbers are no less than 4 inches tall.
5. Explore opportunities for educational and interpretive signage along the Sand Creek corridor and other areas with important historic significance or unique design features.
6. Provide visually attractive, easy-to-read, and well-located signage to direct vehicles to parking areas.
7. Explore opportunities for artistic design of kiosks and other informational amenities.
8. Place route and wayfinding signage along bike routes and pathways to provide bicyclists with safe passage.
9. Place signs in a manner that does not impact visibility at corners and driveways.
Parks and Open Space
1. New parks and open spaces shall be sited in compliance with the Parks, Trails and Recreation Master Plan.
2. Café seating, pocket parks, and parklets are encouraged along streetscapes. Café seating and pocket parks shall be located on sidewalks and/or within bulbouts.
3. Plazas should be constructed from special paving materials, such as pavers, scored concrete, stone, or other accent materials.
4. To ensure that plazas exhibit character and relate to the human scale, designs shall maintain a balance between
hardscaped and landscaped areas.
5. Trees and landscaping should be planted throughout
hardscaped spaces to provide shade and visual relief.
6. Parks and open spaces should include a variety of seating options, thus accommodating large groups who wish to
socialize and individuals who are seeking out a place for quiet contemplation.
7. To ensure safety, all new and existing public spaces shall be designed and maintained to be highly visible from the
surrounding streets and private properties.
Develop consistent thematically branded
wayfinding and signage to maximize visual
recognition and contribute to the character
of the Specific Plan area.
Plazas should be constructed from special
paving materials and maintain a balance
between hardscaped and landscaped areas.
7-10 PA-1 SPECIFIC PLAN | PUBLIC REALM DEVELOPMENT
Sand Creek and Mokelumne Trail Interface
1. Orient buildings where practical to positively define the Sand Creek and Mokelumne Trail corridors – including adjacent public streets, and the surrounding open space network – with articulated façades aligned parallel to adjoining corridor, street and open space frontages.
2. Development along Sand Creek and the Mokelumne Trail shall incorporate materials that are complementary or similar to those along the corridors.
3. Step down building heights as they approach Sand Creek and the Mokelumne Coast to Crest Trail, or integrate stepbacks into drainage channel-fronting development to create a
human scale, to prevent “walling in” the corridors, and to protect solar access.
4. Define the boundaries of the Sand Creek and Mokelumne Trail corridors with buildings rather than parking areas.
5. Encourage mid-block breaks between buildings along the Sand Creek and Mokelumne Trail corridors. These breaks
should be occupied by pedestrian-oriented spaces such as plazas, paseos, or courtyards.
6. Encourage buildings and/or shops to provide direct
pedestrian access to paths along the Sand Creek and
Mokelumne Trail corridors where applicable.
7. Orient service areas so that they are not along the Sand Creek or Mokelumne Trail corridors.
8. Ensure uninterrupted access along Sand Creek that is inviting and clearly open to the public.
9. Include a wide variety of design elements and amenities to activate development along the Sand Creek and Mokelumne Trail corridors, such as parks and plazas, outdoor dining and a variety of other types of seating, and access to water and play areas. These elements and amenities should complement and where appropriate be integrated with the surrounding
development (e.g., locate a plaza along the Mokelumne Trail where it bisects the Transit Village / Mixed Use-designated area). These improvements shall comply with the
environmental protection standards and objectives contained in the General Plan, particularly the policies and actions in support of Goal COS 4.
Orient buildings to positively define the Sand
Creek and Mokelumne Trail corridors.
Encourage mid-block breaks between
buildings along the Sand Creek and
Mokelumne Trail corridors that are occupied
by pedestrian-oriented spaces.
Include a wide variety of design elements and
amenities to activate development along the
Sand Creek and Mokelumne Trail corridors.
PA-1 SPECIFIC PLAN | PUBLIC REALM DEVELOPMENT 7-11
Parking
1. All parking facilities shall provide safe pedestrian access.
Components of such access include clearly delineated
walkways through surface lots, convenient connections with the adjacent sidewalk network, visual access into lots, and ample lighting in and around lots.
2. Parking shall be as unobtrusive as possible and not detract from the project area’s pedestrian orientation.
3. Public parking should be strategically located where the demand is highest.
4. Parking areas should be easy to locate and access.
5. Landscaping should be planted along the perimeter of surface lots to buffer the adjoining public right-of-ways from the sight of parked cars and the parking areas.
6. Wherever possible, locate driveways along alleys or side streets instead of along primary streets.
7. Parking lots shall be located to the side or rear of buildings.
Lots may not be constructed within the front yard setback area.
8. Use shared curb cuts, driveways, and alleyways to reduce impervious surfaces.
Alleys and Service Access
1. Encourage shared alleys and service access for multiple properties to minimize curb cuts and space used for service and provide better flow and safety for pedestrian, bicycle, and automobile traffic.
2. Design private alleys to provide access for service and parking.
3. Incorporate loading areas within the building, where possible, to minimize adverse traffic impacts and street activities.
4. Ensure safety in alleys and service areas through adequate lighting.
5. Use special paving materials or patterns for alleys to indicate a shared-use zone that serves as both auto access and
pedestrian connections.
6. Include tree plantings and landscaped buffers along alleys to screen and mitigate the impact of multi-story buildings.
Provide safe pedestrian access to and
through parking facilities.
7-12 PA-1 SPECIFIC PLAN | PUBLIC REALM DEVELOPMENT
7. Install traffic-calming devices, where necessary, in alleys and service areas to reduce vehicular travel speed.
8. Provide transparent windows and balconies looking over alleys and service areas to provide visual connections from the building to the street to enhance visibility and safety.
9. Screen loading, waste storage, and other service areas from adjacent uses with vegetation, landscaping, and welldesigned screening structures. The design of screening structures should complement the architectural
design/character of the corresponding development and be designed from a solid material.
10. To minimize views of service areas from above, the areas should be screened by roofs or trellises.
11. Locate garbage service as far away as possible from pedestrian pathways and public gathering places. Views of, and offensive odors associated with, these services should be minimized.
12. Design alleys and other service access areas to provide recycling and garbage disposal providers and other service providers with sufficient access for safe maneuvering.
13. To minimize the traffic impacts and street activities associated with loading areas, locate these areas within the building footprint or within the associated private parcel.
Bicycle and Pedestrian Facilities
1. Provide pedestrians and bicyclists with a clear path of travel through parking lots and open spaces.
2. All transit station and parking structure entrances shall connect directly to a sidewalk, eliminating the need for pedestrians to walk through a parking area or a bus loading zone. Station and parking structure access points shall be located to shorten walking distances.
3. Secure and sheltered bicycle parking shall be provided throughout the Specific Plan area to provide reassurance that bicycles will not be stolen, vandalized, or exposed to the elements. Bicycle parking should comply with the following guidelines:
a. Class I bicycle lockers and Class II bicycle racks
should be provided at entrances to the transit
Provide secure and sheltered parking
throughout the Specific Plan area, including
at entrances to the transit station.
Provide pedestrians and bicyclists with a
clear path of travel through open spaces.
PA-1 SPECIFIC PLAN | PUBLIC REALM DEVELOPMENT 7-13
station to accommodate long-term commuter
parking and short-term trip parking.
b. All new developments in the Specific Plan area
are encouraged to construct bicycle lockers or
storage rooms at convenient locations within the
building for residents and/or employees.
c. Outdoor bicycle racks shall be provided near all
building entrances in compliance with CalGreen
requirements.
7.3 PUBLIC REALM DEVELOPMENT GOALS
AND POLICIES
Goal Pur-1. Incorporate an Ample Amount and
Variety of Parks and Open Space into The Specific
Plan Area.
Policy PUR-1.1 – Provide a variety of recreational amenities, pedestrian-oriented streetscapes, and gathering spaces to meet the needs of all users and consistent with the requirements of the Parks, Trails, & Recreation Master Plan.
Policy PUR-1.2 – Enhance the Sand Creek Corridor as a linear open space that supports various active and passive recreational uses and provides connectivity within the City and the region.
Policy PUR-1.3 – Incorporate a variety of open spaces along the Mokelumne Trail that complement the adjacent development.
Policy PUR-1.4 – Streetscape improvements should incorporate open spaces, such as linear parks, pocket parks in bulbouts, and parklets, to the extent feasible.
Policy PUR-1.5 – Require open spaces and parks to incorporate sustainability measures, such as including native plant species, drought tolerant plants that require minimal irrigation, permeable paving, solar-powered lighting, and other similar features.
Goal Pur-2. Utilize Trees and Landscaping, Street
Furnishings, And Lighting to Enhance the Identity
and Safety of The Public Realm.
Policy PUR-2.1 – Design all streets to provide an attractive pedestrian and visual environment, including by adding street trees and landscaping, street furnishings, and pedestrian and automobile-scale lighting.
7-14 PA-1 SPECIFIC PLAN | PUBLIC REALM DEVELOPMENT
Policy PUR-2.2 – Design multiuse pathways to include trees, landscaping, and sufficient pedestrian and bicycle-scale lighting along the length of each pathway. Benches, bicycle racks, and recycling, waste, and dog waste receptacles should be placed along pathways at key locations and intermittent nodes, where appropriate.
Policy PUR-2.3 – Design parks and open spaces to incorporate sufficient pedestrian-scale lighting to illuminate all sidewalks and pathways and activity areas. Benches, bicycle racks, and recycling, waste, and dog waste receptacles shall be placed in each activity area and intermittently along sidewalks and pathways.
Policy PUR-2.4 – Design parking facilities to incorporate sufficient pedestrian and automobile-scale lighting to illuminate the entire facility for security, while avoiding the spillover of light onto the surrounding properties.
Policy PUR-2.5. Use trees and greenstrips to create stormwater drainage systems that serve as a buffer for bicycle and pedestrian traffic from vehicular traffic.
Goal Pur-3. Provide Wayfinding Signage to Support
the Specific Plan Area’s Navigation by All Modes of
Transportation.
Policy PUR-3.1 – Require the development of new public streets, parks and open spaces, and parking facilities to incorporate wayfinding signage.
Policy PUR-3.2 – Require development projects to provide wayfinding signage along streets and sidewalks, multiuse pathways, and designated bicycle routes, and at major
intersections.
Policy PUR-3.3 – Install gateway features at the key entrances into the Specific Plan area, the Transit Village / Mixed Use-designated area, and the transit station.
CHAPTER 8:
Infrastructure and Public Services
This chapter describes the infrastructure systems and public services that will support the private development and public improvements described in the previous chapters, and how the systems and services will be provided. The infrastructure systems include water, wastewater, stormwater, gas, electricity, and telecommunications. The public services include recreation and parks, police and fire, and public educational facilities.
This chapter is organized into the following sections:
8.1.Utilities
8.2.Recreation and Parks
8.3.Public Safety
8.4.Public Educational Facilities
8.5. Infrastructure and Public Services Goals and Policies
8-2 PA-1 SPECIFIC PLAN | INFRASTRUCTURE AND PUBLIC SERVICES
8.1: UTILITIES
Water and Wastewater Supply
The City of Brentwood provides potable and non-potable water supplies and distribution to customers within the Specific Plan area. The City also provides wastewater collection, treatment, and disposal services for residents and businesses located in the Specific Plan area.
Water demands for the Specific Plan will be served using the City’s existing and future portfolio of water supplies. The analysis of water demands generated by the Specific Plan is contained in the Water Supply Assessment prepared for this project, which is attached as Appendix C.
Wastewater generated by future development within the Specific Plan area would be conveyed to the City of Brentwood
Wastewater Treatment Plant.
There is currently limited water and wastewater infrastructure located within the interior portions of the Specific Plan area. As such, water supply and wastewater conveyance infrastructure will need to be extended throughout the currently unserved portions of the Specific Plan area. The majority of the primary water supply and wastewater conveyance infrastructure will be constructed in conjunction with the Primary and Conceptual Circulation Networks, as shown on Figures 5.1 and 5.2, respectively. Water supply and wastewater conveyance infrastructure will be located underground, within the right-of-way footprint of future roadways in the Specific Plan area, and must be constructed to meet the requirements contained in the City of Brentwood Standard Plans and Specifications.
The majority of the water supply infrastructure will consist of 12” water mains and 8” non-potable water lines. The majority of the wastewater conveyance infrastructure will consist of 12” and 10” sewer mains. Additional details regarding the water and wastewater infrastructure needed within each Primary
Circulation Network, as well as cost estimates, are provided in Appendix D: PA-1 Roadway and Utility Engineer’s Estimate.
Stormwater Conveyance
The City provides storm drainage collection within the Specific Plan area, and is responsible for maintenance of the collection system. The Contra Costa County Flood Control and Water Conservation District is responsible for constructing and
PA-1 SPECIFIC PLAN | INFRASTRUCTURE AND PUBLIC SERVICES 8-3 maintaining regional flood control basins, channels, and creeks throughout the county, including the City of Brentwood.
All municipalities within Contra Costa County (and the County itself) are required to develop and implement restrictive surface water control standards for new development projects as part of the renewal of the Countywide NPDES permit. Known as the “C.3 Standards,” new development and redevelopment projects that create or replace a specified amount of impervious surface area must contain and treat stormwater runoff from the site. Future development projects within the Specific Plan area would be C.3 regulated projects, and are required to include appropriate site design measures, source controls, and hydraulically-sized stormwater treatment measures.
Solid Waste
The Solid Waste Division of the City of Brentwood Public Works Department provides municipal solid waste (MSW) collection services, including garbage, yardwaste, and recycling, to residents and businesses within the Specific Plan area. All of the MSW is hauled to the City’s Solid Waste Transfer Station, located at 2300 Elkins Way, approximately 3 miles east of the Specific Plan area.
At the transfer station, the MSW is checked for potentially hazardous waste material, and transferred onto larger trucks for ultimate disposal at a sanitary landfill or processed elsewhere. The City currently disposes and/or processes MSW (garbage,
recycling, and green waste) at the Keller Canyon County Landfill, operated by Allied Waste Systems Republic Services and located within the unincorporated area of Contra Costa County, near the City of Pittsburg.
The City maintains contractual agreements with the Delta Diablo Sanitary District to provide household hazardous waste collection and disposal services in the Specific Plan area. Household hazardous waste can be taken to the Delta Household Hazardous Waste Collection Facility, located at 2550 Pittsburg-Antioch Hwy, in Pittsburg, or dropped off at one of several community collection events that take place in various locations in the City and throughout eastern Contra Costa County throughout the year.
The Specific Plan anticipates that the City’s solid waste collection, disposal, and processing services can accommodate the increased waste associated with buildout of the Specific Plan area.
8-4 PA-1 SPECIFIC PLAN | INFRASTRUCTURE AND PUBLIC SERVICES Cable, Phone, Gas, and Electric
AT&T, Comcast, and Sonic currently provide telecommunication, cable television, and Internet services. This includes Sonic’s symmetric Gigabit Fiber Internet service that transfers data at the rate of 10 gigabits per second. Utility infrastructure in the project area is located both aboveground on utility poles and
belowground in public utility easements.
The Pacific Gas and Electric Company (PG&E) provides electric services in the project area. Electrical infrastructure in the project area is located aboveground on utility poles as well as belowground. PG&E also provides natural gas services in the project area. Natural gas pipelines are located belowground.
Infrastructure improvements will be required to adequately accommodate development projects in the Specific Plan area.
These improvements will be determined on a project-specific basis and required to be constructed by the applicant or utility provider. As such, no cost should be borne by the City.
In conjunction with development, existing overhead facilities should be undergrounded to improve the aesthetics and the reliability of the utilities. Where feasible, undergrounding of utilities shall be coordinated with any improvements to the rightof-way to save time and resources.
8.2: PARKS & RECREATION
The Specific Plan area is not currently served by any parks or open space, but is located within close proximity to several parks and other open spaces in the surrounding areas. This includes Appaloosa Park and Palomino Park in the Brighton Station neighborhood to the east and Heidorn Park in the neighborhood to the west (Antioch).
To accommodate the Specific Plan area’s residents, employees, and visitors’ recreation needs, new development will be required to provide parks and recreation facilities consistent with the Specific Plan’s Recreational Amenity (RA) land use designation and the Parks and Recreation Department’s standards. The Specific Plan identifies the importance of non-traditional parks in promoting wellness within a community. Features such as parks, trail corridors, and social spaces that enhance commercial and built environments will ensure that future projects are able to meet the General Plan public park requirements. As part of these improvements, the City encourages enhancements to existing corridors, such as the Mokelumne Trail and Sand Creek corridors,
PA-1 SPECIFIC PLAN | INFRASTRUCTURE AND PUBLIC SERVICES 8-5 and other potential corridors not currently identified, and the integration of these corridors into the Specific Plan’s open space network.
Goal PR-1: Provide Adequate Parks and Recreation
Facilities for Brentwood Residents.
Policy PR-1.1: Prioritize the building of both traditional and nontraditional parks in order to meet the diverse needs of workers and residents within PA-1 and the surrounding areas of
Brentwood.
Policy PR-1.2: Enhance and integrate existing trail corridors into both the PA-1 open space network and neighboring regional trail networks.
Policy PR-1.3: Use park in-lieu fees from PA-1 development to provide enhanced connections between open space amenities in PA-1 and the planned Sand Creek Regional Park facility to the east of PA-1.
Policy PR-1.4: Through collaboration with the local school districts, ensure that any future public school site within PA-1 includes parks and recreational facilities that would be available for use and enjoyment by Brentwood residents through the establishment of a specific joint-use agreement.
8-6 PA-1 SPECIFIC PLAN | INFRASTRUCTURE AND PUBLIC SERVICES
8.3: PUBLIC SAFETY
Public safety consists of police, fire protection, and emergency services. In the Specific Plan area, police services are provided by the Brentwood Police Department, and fire protection and emergency services are provided by the Contra Costa County Fire Protection District (CCCFPD), which has consolidated with the East Contra Costa Fire Protection District (ECCFPD). The Brentwood Police Department is located at 9100 Brentwood Boulevard, approximately 3 miles southeast of the Specific Plan area. The CCCFPD stations that would arrive first on site serving the Specific Plan area, are Station 92 (201 John Muir Parkway), Station 93 (530 O’Hara Ave.), and Station 88 (4288 Folsom Dr.), all located within a few miles of the Specific Plan area.
New development associated with the implementation of the Specific Plan, particularly the influx of additional residents and employees, will result in the increased demand for police, fire protection, and emergency services staff. The actual need for additional staff will be evaluated by the service providers as development occurs.
The Specific Plan envisions that police staffing increases will be accommodated by stations located outside of the Specific Plan area. To accommodate the ECCFPD’s expanded service in the area, the Specific Plan includes a 1-acre parcel designated Public Facilities, located at the northwest corner of Shady Willow Lane and the Mokelumne Trail, which may accommodate a future fire station.
The future construction of an BART station would also involve the introduction of BART Police services within the transit station area. The BART Police Department is funded through ridership fares and sales tax, which ensures adequate police services are provided to accommodate additional ridership.
8.4: PUBLIC EDUCATIONAL FACILITIES
The Specific Plan area is served by the Brentwood Union School District for kindergarten and grades 1 through 8 and the Liberty Union High School District for grades 9 through 12. New development associated with the implementation of the Specific Plan will result in an increased number of students residing in the Specific Plan area, and the associated demand for public school services. The Brentwood Union School District and City Council members have expressed the need for a new public-school site in Brentwood. In the event a local public school district determines
PA-1 SPECIFIC PLAN | INFRASTRUCTURE AND PUBLIC SERVICES 8-7 that PA-1 includes an acceptable site for a new public school, the City of Brentwood supports the establishment of a new public school within PA-1.
8.5: INFRASTRUCTURE AND PUBLIC SERVICES
GOALS AND POLICIES
Goal IF-1: Provide adequate infrastructure to support
the anticipated level of development intensity and
protect health and safety.
Policy IF-1.1: Provide utility upgrades as needed to support increased density and intensity in the Specific Plan area.
Policy IF-1.2: Require development and infrastructure projects to be consistent with all applicable City infrastructure plans, including the Water Master Plan, the Wastewater Master Plan, the Brentwood Standard Plans and Specifications, and the Capital Improvement Program.
Goal IF-2: Ensure adequate water supply is available
to serve existing and new development in the
Specific Plan area.
Policy IF-2.1: Ensure that water system infrastructure is in place prior to occupancy of new development in the Specific Plan area.
Policy IF-2.2: Use recycled water for landscaping irrigation within roadways, parks, and facilities to the greatest extent feasible.
Policy IF-2.3: Reduce water consumption through a program of water conservation measures.
Policy IF-2.4: Include construction of needed water system improvements in the City’s Capital Improvement Program as timing or conditions warrant.
Goal IF-3: Ensure adequate wastewater service
capacity is available to serve existing and new
development in the Specific Plan area.
Policy IF-3.1: Maintain existing levels of wastewater service and provide for new development by preserving and improving infrastructure in the Specific Plan area.
Policy IF-3.2: Ensure that wastewater system infrastructure is in place prior to occupancy of new development in the Specific Plan area.
8-8 PA-1 SPECIFIC PLAN | INFRASTRUCTURE AND PUBLIC SERVICES Policy IF-3.3: Include construction of needed wastewater system improvements in the City’s Capital Improvement Program as timing or conditions warrant.
Goal IF-4: Ensure that solid waste disposal needs for
existing and new development are met, while
providing opportunities for reduction, reuse, and
recycling.
Policy IF-4.1: Expand recycling efforts in the Specific Plan area, and encourage recycling by all residents and employees.
Policy IF-4.2: Comply with the City’s construction and demolition debris ordinance (Brentwood Municipal Code Chapter 8.40).
Policy IF-4.3: Encourage the use of recycled content building materials.
Goal IF-5: The City shall work with utility providers to ensure that the needs of existing and new
development in the Specific Plan area are
adequately met.
Policy IF-5.1: Provide adequate electrical and gas to support new development.
Policy IF-5.2: Incorporate energy conserving design and equipment into new development in order to promote energy conservation.
Policy IF-5.3: Allow co-generation systems utilizing all methods of alternative energy production where feasible.
Policy IF-5.4: Develop a plan to expand current fiber optic networks throughout the Plan Area to attract new high-tech businesses and provide new hotel development with a significant amenity to business travelers.
Policy IF-5.5: Require all new development projects to incorporate broadband infrastructure in their planning and construction. All development projectsshall install telecommunications conduits in all streets that are affected by the development.
Policy IF-5.6: Ensure street improvement projects incorporate the laying of fiber and conduit.
PA-1 SPECIFIC PLAN | INFRASTRUCTURE AND PUBLIC SERVICES 8-9 Goals IF-6: Manage, maintain, and improve
stormwater drainage and capacity in the Specific
Plan area.
Policy IF-6.1: Require all development projects to demonstrate how stormwater runoff will be detained or retained on-site and/or conveyed to the nearest drainage facility as part of the development review process and as required by the City’s NPDES Municipal Regional Permit. Project applicants shall address any drainage impacts as necessary.
Policy IF-6.2: Maintain drainage channels in a naturalized condition to the greatest extent feasible, subject to health and safety requirements and as otherwise described in the
Conservation and Open Space Element of the General Plan.
Policy IF-6.3: Incorporate sustainable stormwater management features in new development and public improvements, including low impact development (LID) features and swales, permeable pavers, and other similar features to manage stormwater runoff from public streets.
Policy IF-6.4: Incorporate recreational trails and parkway vegetation design in channel improvements, and explore utilizing detention basins for parks, ball fields, and equestrian areas.
Policy IF-6.5: Include construction of needed stormwater system improvements in the City’s Capital Improvement Program as timing or conditions warrant.
Goal IF-7: Provide police services, and work
collaboratively with fire and emergency service
providers, to ensure the safety of the Specific Plan
area.
Policy IF-7.1: Coordinate with the Contra Costa County Fire Protection District in planning for adequate fire and emergency service.
Policy IF-7.2: Require new development to comply with the Brentwood Police Department and the Contra Costa County Fire Protection District’s regulations pertaining to site and building design.
Policy IF-7.3: Design roundabouts in the Specific Plan area to ensure that all fire service vehicles can safely and efficiently navigate through the intersection without rolling over any curb.
8-10 PA-1 SPECIFIC PLAN | INFRASTRUCTURE AND PUBLIC SERVICES Goal IF-8: Coordinate with public education
providers on the planning of educational facilities to
meet the needs of students residing in the Specific
Plan area.
Policy IF-8.1: Work with the Brentwood Union School District and the Liberty Union High School District in planning for adequate public school facilities. Coordinate with affected school districts to consider the impacts of residential development on school facilities and services. Help facilitate the school districts and developers in determining school related needs that result from development, and in addressing increased need through the imposition of development fees and other measures to the extent permitted by law.
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CHAPTER 9:
Economic Development
This chapter provides economic development strategies, goals, and polices for the Priority Area 1 Specific Plan area (Specific Plan area). The strategies describe how development in the Specific Plan area can help Brentwood realize its broader economic development goals, what the development may entail, and the impact that a multimodal transit station may have on strengthening the Specific Plan area and the city’s economic connections within the region. The goals and policies describe the various approaches that the City may take to encourage economic development within the Specific Plan area.
This chapter is organized into the following sections:
9.1. Economic Development Strategies
9.2. Economic Development Goals and Policies
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9.1: ECONOMIC DEVELOPMENT STRATEGIES
The mission statement for economic development in the City of Brentwood’s Strategic Plan is to “maintain and enhance
Brentwood’s quality of life while developing an economy that is vibrant and diverse.” To fulfill that mission, the City must take steps to balance the significant residential growth it has experienced in recent years with economic growth. Ideally, this will include attracting, and in some cases expanding, a diverse set of businesses that will increase the variety and quality of local employment opportunities and grow the tax base. The Strategic Plan identifies the Specific Plan area, which includes a sizeable portion of the remaining overall developable land supply in Brentwood, as a focus area for economic growth as it presents an opportunity to develop the mix of uses that will be attractive to a wide range of businesses that can create job opportunities available to those with a range of skills.
A primary goal for citywide economic development, as outlined in the Strategic Plan, includes implementing an economic
development action plan. Much of what will be included in that action plan will be focused on the Specific Plan area, because the area contains the majority of remaining developable land, primarily in the form of concentrated greenfield sites, that will allow for sustainable economic development. This is especially true if BART, or another transit agency, ultimately builds a light rail station in the Specific Plan area. Even if the area being studied for a light rail station is ultimately developed as a transit center that does not include light rail, there will be significant opportunity for business development.
In the Specific Plan area, approximately 60 percent of the net developable acreage of land is available for regional commercial, general commercial, professional office, business park, and light industrial uses. The current consideration of locating a transit station in the Specific Plan area indicates long-term potential for regional transit connectivity. The area also has good highway access and is commuting distance to/from East Bay suburbs, the greater Bay Area regional market area, and Central Valley locations, including Stockton and Tracy. Convenient highway access to the area is provided via the I-680, I-580, and I-205 corridors. In addition, local population growth is translating into the need for additional retail and restaurants, both regional- and neighborhood-serving, as well as other services, such as education, medical, social services, and personal and household services.
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9.2: ECONOMIC DEVELOPMENT GOALS AND
POLICIES
The economic development goals and policies presented below are intended to serve as a guiding framework for decision-making regarding the Specific Plan area, relating to economic
development issues, and will assist the City in ensuring quality development that generates additional local employment
opportunities.
To maximize the potential of the Specific Plan area to strengthen the Brentwood economy through new business activity that will generate jobs in the area and expand the City’s tax base, the City intends to take specific actions. These actions are included under the associated policy description. As appropriate, actions are recommended for the short-term (0-5 years), medium-term (6-10 years), long-term (11 plus years), or ongoing.
Goal ED-1: Preserve the Specific Plan Area as a
Primary Employment Opportunity Area Within the
City of Brentwood.
This goal recognizes the area’s unique qualities that include freeway visibility and access; potential light rail station and/or transit center; and large tracts of developable land that can accommodate a range of business needs.
Policy ED-1.1: Focus high intensity employment and mixed-use residential development in the Transit Village / Mixed Use designated area. (Ongoing)
The City should direct higher intensity employment, such as offices, and higher density residential uses supportive of mixeduse development, such as apartments and condominiums, to the Transit Village / Mixed Use designation area, so that these uses can support and benefit from the future transit station and potential light rail station. These uses are most likely to generate pedestrian traffic and transit ridership, and thus will benefit the most from being located near the future transit facilities.
Policy ED-1.2: Focus employment generating uses in the
Employment Center Light Industrial designated areas. (Ongoing) The Employment Center Light Industrial designation is most appropriate for employment uses, such as businesses that occupy, Class A Office, research and development, light industrial - manufacturing and flex spaces. These uses may be more auto dependent (and also need access for trucks and equipment).
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These uses may also be those most likely to generate demand for space in the Specific Plan area in the short to medium-term, while demand from higher intensity employment generators may not materialize until later in the Specific Plan area’s development process.
Policy ED-1.3: Direct moderate and higher density residential to the High Density Residential and Multiple-Family Very High Density Residential designated areas. (Ongoing)
Moderate-density residential and stand-alone high density residential development should be directed to the High Density Residential and Multiple-Family Very High Density Residentialdesignated areas within the Specific Plan area. The City has imposed and will enforce minimum density development
standards in these areas, best ensuring that the City can achieve its housing goals.
Goal ED-2: Develop the Specific Plan Area as a High
Quality, Dynamic, Mixed-Use Environment for
Businesses.
While recognizing the employment focus of the Specific Plan area, the City will encourage mixed-use development. Housing and retail/services development will be ancillary to, and supportive of, the primary job-generating land uses. The Specific Plan includes land set aside for residential uses, with the intent of providing housing at residential densities high enough to help increase the supply of housing as job growth in Brentwood occurs, and diversify the City’s housing stock to provide increased alternatives to single-family housing oriented to homeowners. The City will not re-designate land in the Specific Plan area for low-density residential development, as these opportunities are provided elsewhere in the city.
Policy ED-2.1: Establish a next generation employment center. (Medium-Term)
With locational assets including good highway access and improving transit access, Brentwood, and particularly the Specific Plan area, is a good location for a flexible space employment center. This type of employment center is sometimes called “next generation” because it can accommodate flexible uses from office to light industrial, and is not strictly a corporate or industrial park.
Due to the city’s relative affordability for office and industrial space and for housing in the greater Bay Area, the city has the potential to attract new and expanding smaller companies to
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locate from within the region. The likely focus will be businesses focused on the east Contra Costa County market area. The Specific Plan could accommodate the development of a “nextgeneration” employment center, specifically in the areas designated for Employment Center LightIndustrial adjacent to the future transit station. The park could be a privately-owned development or involve limited City participation as a sponsor or investor to spur economic activity.
Policy ED-2.2: Expand neighborhood-serving retail and
restaurants. (Short- to Medium-Term)
With projected residential growth in the Specific Plan area, there will be additional demand for neighborhood-serving retail and restaurants. This will likely encompass convenience retail uses, such as small groceries, dry cleaners, specialty retail, and cafes and restaurants. These neighborhood-serving uses will be developed alongside the Transit Village high density residential development, but also be easily accessible via foot, bike, transit, and auto from other parts of the Specific Plan area. This area is anticipated to primarily serve the new residents and employees locating in the Specific Plan area with convenience retail and food and beverage outlets. If demand for housing continues, the need for this neighborhood-serving retail could occur in the near future.
Goal ED-3: Prioritize Specific Plan Infrastructure to
Develop Shovel Ready Employment Sites.
Brentwood can establish a competitive advantage to
accommodate growing local businesses and other businesses needing to relocate from other areas if the Specific Plan area can offer sites that are readily buildable and offer available infrastructure. This, along with the environmental clearance provided by an adopted Specific Plan and certified Environmental Impact Report, will position the City and its development partners to rapidly respond to businesses looking for a site in Brentwood.
The City will undertake infrastructure planning and prioritize use of available funds to stimulate infrastructure development in the employment-designated areas of the Specific Plan area. This will include roadways, and bicycle and pedestrian infrastructure, to provide for convenient and safe internal circulation, as well as connectivity to other parts of the City of Brentwood, in addition to regional transportation infrastructure.
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Policy ED-3.1: Establish an infrastructure financing program for the Specific Plan area. (Short-Term)
The City, in collaboration with landowners and developers, may develop and implement an infrastructure financing program for the Specific Plan area, such as the proposed Brentwood
Innovation Center Enhanced Infrastructure Financing District (EIFD). The Brentwood Innovation Center EIFD is anticipated to be established in Fiscal Year 2022-23. As appropriate, the City could utilize tools such as formation of a Mello-Roos Community Facilities District to help finance installation of circulation and infrastructure systems, formation of an enhanced financing district, and/or establishment of a plan area fee program to collect funds for various public improvements of area-wide benefit.
When selecting and developing a financing program, the City should strive to ensure that the program does not
disproportionately place financial burdens on property owners prior to development of their property.
Goal ED-4: Implement Economic Development
Programs to Stimulate Economic Growth in the
Specific Plan Area.
In addition to providing development sites, infrastructure, and a high-quality mixed-use environment in the Specific Plan area that will be attractive to businesses and their employees, the City will implement economic development programs to market available sites in the Specific Plan area and provide assistance to existing and new businesses. Additionally, the City may use its Economic Development Incentive Policy to attract new commercial and employment generating users to the Plan area.
Policy ED-4.1: Establish a City-wide Business Development Program. (Short-Term)
This program will be responsible for implementing the city-wide economic development action plan and implementation of
Economic Development functions of the PA-1 Specific Plan. The business development program, operating as the City’s economic development office, should include a business attraction and a business retention program. The business attraction program, which will involve marketing and outreach, should be developed in conjunction with the Contra Costa Economic Partnership, Northern Waterfront Initiative and the California Office of Business and Economic Development. These agencies can help craft Brentwood’s economic development message and target its resources, including matching City resources with resources from
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other agencies and organizations. Once Priority Area 1 targets are set, the new office should make promoting the Specific Plan area to business prospects a primary activity.
Policy ED-4.2: Identify health care services as a targeted employment growth sector. (Short- and Long-Term)
Short-Term: Brentwood is a growing community with increasing healthcare needs. The healthcare sector is the fourth largest industry sector in the city by number of jobs and there is a need for additional health care services in the short-term as the community continues to grow. The John Muir Health Outpatient Center is the largest healthcare facility in Brentwood, offering a range of services, including medical imaging, internal and family medicine, pediatric medicine, lab services, and urgent care. It is not a fully equipped hospital; however, and it does not have emergency services. One goal for the healthcare sector is the facilitation of continued expansion of health services in Brentwood as a whole, and the Specific Plan area in particular.
This could involve attracting new healthcare facilities to the Specific Plan area, in addition to a small expansion of the John Muir Health Outpatient Center at its existing Balfour Road site that is now being considered.
Long-Term: If population growth occurs at the projected level, it is reasonable to assume there would be demand for a full-service hospital within a few years. Projected population growth in the Specific Plan area could be a significant part of new demand for healthcare services, along with growing demand from continuing residential development elsewhere in the city and surrounding communities. The Specific Plan area, with available land, good highway access, and improved transit access for employees, would be an ideal location for a new hospital and should be considered for a potential full-service hospital site that serves the community, whether developed by John Muir Health or another regional healthcare organization.
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Policy ED-4.3: Establish a business development center with coworking space. (Medium-Term) To support new, small businesses, the City of Brentwood should encourage the establishment of a business development center with co-working space to enable start-up businesses to share costs and services with other similar businesses. There are options for program models, including incubators, accelerators, or hybrid facilities, but this facility should provide relatively lowcost space, shared services, and access to business assistance available in the city and Contra Costa County. This could include a privately operated facility, a local Small Business Development Center (a program of the U.S. Small Business Administration) or a college or university-affiliated program. The center could be part of the aforementioned next generation employment center.
CHAPTER 10:
Implementation and Administration
This chapter describes the Specific Plan’s implementation action plan, funding and financing strategy, and administration. The Specific Plan provides an exceptional opportunity for Brentwood to significantly expand its local job base and move towards a more balanced growth pattern that emphasizes local employment opportunities. In order to optimize and maximize the jobs-generating potential of the Specific Plan area, the City will need to work collaboratively with property owners and developers to foster the type of development envisioned by the Specific Plan.
New development will require a variety of improvements including those typically associated with site development, including infrastructure improvements needed to create sufficient capacity for the new development anticipated in the area as well as amenities that benefit the entire city. In order to achieve these improvements, a strategic, collaborative public/private approach to development will be required which builds on development opportunities to create value and enhance the potential for additional development and public investment. The City will undertake a number of programs and actions to implement the vision described in this Specific Plan.
This chapter is organized into the following sections:
10.1. Infrastructure Implementation Overview
10.2. Implementation Action Plan
10.3. Funding and Financing Strategies
10.4. Plan Administration
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10.1: INFRASTRUCTURE IMPLEMENTATION
OVERVIEW
Implementation of the Specific Plan will be a long-term project that will require collaboration between the City of Brentwood, property owners, and developers. Funding for required
infrastructure improvements will represent a key challenge.
There are three broad categories of infrastructure improvements that will need to be implemented within the Specific Plan area in order to support future development.
⊲ The Primary Circulation and Infrastructure Network,
which comprise the “Primary Classifications” streets
identified on Figure 5.1 and the associated utility
improvements constructed within the street rights-ofway. Some of these improvements may be included in the City’s Capital Improvement Program, and the City will assume the lead on construction of CIP improvements,
once funding and right-of-way are secured, in
collaboration with stakeholders.
⊲ The Conceptual Circulation and Infrastructure Network, which comprises the “Conceptual Classifications” streets identified on Figure 5.1 and the associated utility
improvements constructed within the street rights-ofway. These improvements include critical internal connections that will assist in ensuring that the entire plan area is developed as a cohesive and interconnected network of streets and utilities that facilitate multimodal transportation and utility services throughout the plan area. These improvements will be the responsibility of
individual property owners and developers to construct. ⊲ Project-specific infrastructure improvements will also be required in order to provide access, internal circulation, and utility connections to individual development
projects as they are constructed. These improvements
will be the responsibility of individual property owners and developers and will not be constructed with City
assistance.
The City will play a key role in the development of infrastructure to support buildout of the Specific Plan, by planning and designing infrastructure systems, providing a framework to allocate the burden for public improvements among various parties,
PA-1 SPECIFIC PLAN | IMPLEMENTATION AND ADMINISTRATION 10-3 leveraging private investments with available public funds, and providing tools to finance the necessary improvements.
Planned Public Improvements
The Specific Plan area currently consists of mostly vacant, undeveloped land. Buildout of the residential, commercial, and industrial uses planned for the area will require the development of a full complement of public improvements, including roadways and other traffic infrastructure, utilities, landscaping, bicycle and pedestrian facilities, parks, and a fire station.
The City of Brentwood may elect to update the Capital
Improvement Program (CIP) to support buildout of the Specific Plan area, as shown on Figure 5.1: Conceptual Circulation Network. The components added to the CIP would comprise the public improvements that create benefits for the whole specific plan area, and which will not be the responsibility of any individual property owner and/or developer. These future CIP projects in PA-1 may include arterial street improvements, collector streets within the Specific Plan area and associated curbs, gutters, and sidewalks; water and sewer lines, street lights, traffic signals, bicycle and pedestrian facilities, and roadway landscaping and irrigation.
In the future, as implementation proceeds, the City may make modifications to the public improvement program, to best support the successful buildout of the Specific Plan area.
10.2: IMPLEMENTATION ACTION PLAN
This section comprises the Implementation Action Plan table, which summarizes the actions, improvements, and projects needed to achieve the Specific Plan’s goals and policies. The timeframe in which each improvement should be addressed includes short-term (0-5 years), mid-term (6-10 years), long-term (11 plus years), and ongoing. The plan includes the following components:
⊲ Identification of recommended actions, improvements,
projects, policies, and programs
⊲ Cost estimates for the improvements associated with the primary circulation and infrastructure network
⊲ Prioritization and recommended timing of action items ⊲ Designation of lead City departments and outside
agencies for implementation of action items. The
departments and agencies are abbreviated as follows:
10-4 PA-1 SPECIFIC PLAN | IMPLEMENTATION AND ADMINISTRATION o City of Brentwood Departments
CD – Community Development
ED – Economic Development
P - Police
PW – Public Works
PR – Parks & Recreation
o Outside Agencies
BART – Bay Area Rapid Transit
TDT – Tri Delta Transit
EBRPD – East Bay Regional Park District
CCCFPD –Contra Costa County Fire
Protection District
CCTA – Contra Costa Transportation
Authority
PA-1 SPECIFIC PLAN | IMPLEMENTATION AND ADMINISTRATION 10-5 Table 10.1: Implementation Action Plan
Implementation Action Cost
Estimate Priority
Responsibility
Lead Support
Land Use Regulation or Policy (LU)
LU-1 Update General Plan for
consistency with the Specific
Plan.
- Short-term CD
LU-2 Update Zoning Code for
consistency with the Specific
Plan.
- Short-term CD
LU-3 Utilize Specific Plan design
guidelines. - Ongoing CD PW
LU-4 Outreach to business and
property owners about how to
use the Specific Plan.
- Ongoing ED CD
Circulation (C)
C-1 Coordinate with Tri Delta
Transit on the initial
construction of the transit
center, a bus hub transit station
and commuter parking and park
and ride facility.
- Short- to Midterm CD, PW TDT
C-2 Coordinate with BART and Tri
Delta Transit on the expansion
of the transit center to include a
BART light rail platform,
pedestrian facilities to access
the platform, and additional
commuter parking and park and
ride facilities.
- Long-term CD, PW BART, TDT
C-3 Update City street standards
with new street classifications
identified in Chapters 5 and 7.
- Short-term PW
C-4 Update the Brentwood CIP to
include roadway improvements
shown of Figure 5.1. The City
Engineer and City Council shall
determine which roadways are
appropriate for inclusion in the
CIP.
Short-term PW
C-5 Coordinate with property
owners on the construction of
streets that stub out from the
Primary Circulation Network
- Ongoing PW
C-6 Establish an enhanced
pedestrian crossing on Jeffery
Way at the Mokelumne Trail.
- Short-term PW EBRPD
C-7 Coordinate with EBRPD on the
improvement of the
Mokelumne Trail between State
Route 4 and Heidorn Ranch
Road.
- Short-term PW EBRPD
C-8 Coordinate with EBRPD on the
construction of the Mokelumne - Mid-term CCTA EBRPD, PW
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Estimate Priority
Responsibility
Lead Support
Trail overcrossing of State Route
4 C-9 Complete on-street pedestrian
and bicycle facility
improvements associated with
the primary circulation network
- Short- to Midterm, Ongoing PW
C-10 Coordinate with property
owners on the construction of
new off-street pedestrian and
bicycle path and trails
- Short- to Midterm, Ongoing PW
C-11 Coordinate with property
owners to obtain necessary
rights-of-way for modified
collector streets and Innovation
Drive.
Mid-term,
Ongoing CD PW
C-12 Coordinate with property and
business owners on the
provision of adequate bicycle
parking facilities
- Ongoing CD
C-13 Develop and implement a
wayfinding program for all
modes of transportation.
- Short-term,
Ongoing CD PW
Open Space (OS)
OS-1 Coordinate with property
owners on the enhancement of
Sand Creek as a linear open
space.
- Short- to Midterm
CD PR
OS-2 Coordinate with property
owners on the adequate
provision of open space
throughout the Specific Plan
area.
- Ongoing CD PR
OS-3 Explore public/private
partnerships for park
maintenance.
- Ongoing PR
Infrastructure (I)
I-1 Complete water supply system
improvements associated with
the primary circulation network.
- Short-term PW
I-2 Complete wastewater supply
system improvements
associated with the primary
circulation network.
- Short-term PW
I-3 Complete stormwater drainage
system improvements
associated with the primary
infrastructure system.
- Short-term CCC/PW
I-4 Monitor and make upgrades to
the water and wastewater
supply and stormwater drainage
systems to ensure adequate
service.
- Ongoing PW
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Estimate Priority
Responsibility
Lead Support
I-5 Coordinate with AT&T,
Comcast, PG&E, and other
utility providers on the
adequate provision of service.
- Ongoing Developers and Property
Owners PW
Public Services
PS-1 Construct a fire station in the
Specific Plan area - Mid-term CCCFPD CD
PS-2 Ensure the adequate provision
of solid waste service. - Ongoing PW
PS-3 Ensure the adequate provision
of police, fire protection, and
safety services.
- Ongoing CCCFPD, P CD
Economic Development (ED)
ED-1 Incorporate the Specific Plan’s
economic development goals
and policies into the
forthcoming City-wide
Economic Development Action
Plan.
- Short-term ED
ED-2 Establish a City-wide Business
Development Program. - Short-term ED
ED-3 Establish a business
development center with coworking space.-
Mid-term ED CD
ED-4 Establish a next generation
business park. - Short-term, Ongoing
ED CD
ED-5 Identify target businesses to
attract to the Specific Plan area. - Short-term, Ongoing ED
Funding (F)
F-1 Establish an infrastructure
financing program for the
Specific Plan area.
-
Short-term ED PW
F-2 Investigate feasibility of benefit
assessment district, community
facility district, enhanced
infrastructure financing district,
and other funding mechanisms.
-
Short-term ED PW
F-3 Apply for grants and secure
funding to implement projects - Ongoing CD, PW ED
F-4 Include Specific Plan projects in
the City’s Capital Improvement
Program
-
Ongoing PW CD
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10.3: FUNDING AND FINANCING STRATEGIES
Various funding sources will contribute towards the cost of public improvements in the Specific Plan area. For the types of primary network infrastructure improvements mentioned above, which provide general or areawide benefit, it is necessary for the City to identify funding sources and financing mechanisms. For other types of infrastructure that more narrowly benefit specific properties, such as in-tract subdivision improvements, the property owner will be expected to directly fund and provide the necessary improvements.
Funding for primary network infrastructure can accrue on either a one-time basis (e.g., grants and payments from developers) or an ongoing basis (e.g., annual property assessments). This Specific Plan recognizes that there may be a mismatch between the timing for availability of funds from certain revenue sources and when it will be necessary to pay certain costs, so that public improvements can be developed and ready when needed to serve new development. Often, it is necessary to “front load” development of public improvements, meaning that the
improvements must be built in advance of the development that will ultimately benefit from them and generate the revenues that will help to pay for them. To address this, municipalities employ various debt financing tools to obtain necessary funds early in the development process, with the debt to be paid off over time by the development that is served. The following sub-sections outline various funding sources and financing mechanisms that may be utilized within the Specific Plan area. Ultimately, the necessary funding and financing for these improvements will be determined in a way that assures the most responsible and efficient use of resources. The final financing program will most likely be a combination of various financing methods and funding sources, and determined through negotiations with the property owners and developers of affected properties.
The following is a detailed discussion regarding the types of funding sources and financing mechanisms needed to finance the Specific Plan area public improvements.
Funding Sources
Private Funding
The ultimate improvements for the planned new primary
circulation network roadways and infrastructure within the Specific Plan area may be partially installed and funded through
PA-1 SPECIFIC PLAN | IMPLEMENTATION AND ADMINISTRATION 10-9 developer payments or by them directly constructing and then dedicating the completed improvements. In the case of
developer improvements that provide area-wide benefits, they may be partially reimbursable or fee creditable to some extent through the City’s Development Fee Program (see Development Fee Program) and Brentwood Municipal Code Section 16.130.040.
For example, if developers are required to build a portion of an arterial or collector street, the portion of the cost associated with general benefits for the area could be eligible for reimbursement.
When it is determined that such reimbursement is due, a development reimbursement agreement may be executed
between the City and the developer. This agreement must be approved by the City Council before it goes into effect.
Infrastructure that is the developer’s responsibility, as dictated by the project’s conditions of approval, is not eligible for reimbursement.
Priorities for exclusively privately funded improvements have not been established. When private property owners and developers must construct improvements to support their projects, the City will encourage them to complete these improvements as soon as practical by tying milestones (e.g., grading permit issuance and building permit issuance) to completion of certain improvements.
Development Fee Program (also known as Facility Fees)
The City of Brentwood established a Development Fee Program in 1989. The program sets forth the relationship between
contemplated new development, facilities needed to serve new development (including, among other facilities, parks and trails), and the estimated costs of those improvements. The purpose of the fees, referred to as AB 1600 fees, is to finance municipal public facilities to mitigate the impacts caused by new development.
These capital improvement “facility fees” are adopted pursuant to California Government Code Section 66000, et. seq. The
Development Fee Program implements policies of the City’s General Plan, including the policy that “new development shall contribute its fair share of the cost of on-site and off-site public infrastructure and services. This shall include installation of public facilities, payment of impact fees, and participation in a Capital Improvement Financing Program (CIFP).”
The Development Fee Program is updated periodically and reviewed annually in conjunction with the development of the Capital Improvement Program (CIP) to ensure that required facilities are adequately funded and costs are apportioned to the
10-10 PA-1 SPECIFIC PLAN | IMPLEMENTATION AND ADMINISTRATION various types of new development. The updated Development Fee Program information is used to determine the amount of fees available for the funding of proposed CIP projects, and will be amended to include some of the primary network infrastructure improvements identified for the Specific Plan area (as shown on Figure 5.1).
Brentwood Municipal Code Section 16.130.040(A) sets forth the parameters for reimbursing developers for constructing facilities determined by the City to have supplemental size, length, or capacity over that needed for the impacts of the private development.
Development Agreements
Structured negotiations between cities and developers are often conducted to obtain desired improvements in exchange for development rights. The extent to which a new project can contribute to the provision of infrastructure depends on the project’s specific economics, including the relationship between development costs and the revenues that the developer would collect from either leasing or selling the completed development; the amount of funding to be provided through development agreements will have to be negotiated.
Grants and Other Funds
Grants are available from a variety of public agencies and private foundations. However, issues such as authorization of funds, eligibility, and requirements for matching contributions are highly variable and require ongoing research to determine applicability and availability. Grant programs addressing pedestrian/bicycle transportation, recreational trails, roadway construction, infrastructure, and livable communities will be monitored as a source of funding for the Specific Plan area. Community Development Block Grant (“CDBG”) funds may become available, either through application to the County or as Brentwood becomes an eligible entitlement city, and may be used for such expenses as infrastructure, acquisition of right-of- way, demolition, and clearance under certain circumstances.
Various federal, state, and regional grant programs distribute funds for public improvement projects. Because grant programs are typically competitive, grant funds are an unpredictable funding source. Grants and other potential sources include those described below.
PA-1 SPECIFIC PLAN | IMPLEMENTATION AND ADMINISTRATION 10-11 ⊲ Metropolitan Transportation Commission
The Metropolitan Transportation Commission (MTC) is
the transportation planning and financing agency for the Bay Area region. MTC updates the Bay Area’s Regional
Transportation Plan (RTP) every five years. Inclusion in the RTP is the way for transportation projects to be
eligible for state and federal transportation dollars,
including One Bay Area grants; however, this is typically for projects of regional significance and benefit.
⊲ State and Federal Funds
The City may pursue state and federal funding
opportunities as they become available. Grant programs
are typically very competitive, and this means that future grant funds are not a reliable funding source for Specific Plan implementation.
Financing Tools
Typically, financing involves borrowing against a stream of future revenues by issuing bonds or other forms of debt. When financing public improvements, the bonds are most often repaid by the proceeds from a dedicated, recurring annual stream of
assessment revenues or special taxes that are collected from property owners in the area that benefits from the new
improvements. The bonds are most often secured through liens placed on the properties within the district; hence, the terms land-based, or land-secured financing are often used when describing these types of financing tools. As described below, these revenues can come from either a portion of the basic one percent ad-valorem property taxes paid by all non-exempt property owners, or through establishment of new assessments or special taxes that property owners must pay in addition to their ad valorem property taxes. This section provides an overview of several commonly-used financing tools that could be considered for implementation in the Specific Plan area.
Benefit Assessment Districts
Property owners and/or businesses within a benefit assessment district agree to pay an additional property levy to fund improvements or services that specially benefit the property or business in the district. There is a range of authority for creating different types of benefit assessments, such as the Improvement Act of 1911, the Landscaping and Lighting Act of 1972, the Vehicle Parking District Law, Geological Hazard Abatement District, law and others. Depending on the authority used to establish the
10-12 PA-1 SPECIFIC PLAN | IMPLEMENTATION AND ADMINISTRATION benefit assessment district, they may be able to fund such expenditures as property acquisition, development, and
operation and maintenance costs for a wide range of facilities, such as streets, storm drains, sewers, streetlights, parks, open space, and landscaping. Assessment district formation is generally initiated either by petition signed by owners of the property proposed to be assessed or by passage of a resolution of the City Council. After initiation, an engineer must study the proposed improvements, estimate costs, diagram the proposed district boundaries, and calculate a fair allocation of the benefit assessments among the benefitted parcels in direct proportion to the amount of special benefit each receives. The city must use other sources of revenue to pay for the general benefit, meaning the overall benefit to society from the infrastructure and services to be provided. After the engineer’s report is prepared, a public meeting occurs and thereafter ballots are mailed to all affected property owners. Ballots are weighted by the amount each property owner must pay. If the ballots cast determine that the weighted majority of the voting property owners are in favor of the assessment then it may be imposed. Assessments are levied annually and appear on a property owner’s property tax bill. Local officials can repay bonds with benefit assessments. Accordingly, cities can pay for up-front construction of costly improvements using bond proceeds, which can be secured by assessments on property within the district and repaid by property owners over time.
In Brentwood, the Capital Improvement Financing Program (CIFP) utilizes benefit assessment districts as a mechanism to cooperate with the development community to fund and finance
construction community improvements including roads, and water, wastewater, and regional drainage facilities. Projects are typically financed using bonds backed by the annual assessments.
Unpaid assessments are secured by liens against the participating properties.
Community Facility Districts
State law (Mello-Roos Community Facility Act of 1982) enables local governments to establish community facilities districts in which a special tax is levied to generate money to pay for public improvements and services provided within the district. The district can also borrow money by issuing bonds or incurring other debt, which is secured with the annual special tax proceeds.
Mello-Roos Community Facility District (CFD) formation may be initiated by the City Council or by property owner petition.
PA-1 SPECIFIC PLAN | IMPLEMENTATION AND ADMINISTRATION 10-13 Because CFD levies are considered a special tax, district formation requires approval of either two-thirds of the qualified electors. If there are at least 12 registered voters living in the area, then the qualified electors are the registered voters (except in circumstances where the special tax will never be levied on residential property). Otherwise, the qualified electors are the owners of land within the district. As opposed to a special benefit assessment district, a special tax district does not have to allocate the burden of the levy among property owners strictly on the basis of proportional benefit, meaning there is greater flexibility to structure the levy to meet project funding needs.
Enhanced Infrastructure Financing Districts
The Enhanced Infrastructure Financing District (EIFD) is a funding mechanism that was signed into law to serve as a postRedevelopment tool, in September 2014. An EIFD is a separate governmental entity and its main purpose is to finance a wide array of public infrastructure projects and private facilities with “communitywide significance,” from parks and brownfield remediation to transit improvements and affordable housing.
Unlike a Community Revitalization and Investment Area (CRIA), another relatively new funding/financing tool approved by State law, an area designated for an EIFD does not have to meet stringent qualifying criteria. An EIFD can be created by a city, county, or Joint Powers Authority to fund specific infrastructure and economic development projects as outlined in the Financing Plan. EIFDs can also leverage multiple funding streams to achieve these goals — including tax increment, assessment revenues, increases in Property Tax In-Lieu of Vehicle License Fees (ILVLF), fees, and other sources such as state and federal grants. An EIFD can be established without voter approval, and does not require an affordable housing set-aside. EIFDs can issue bonds, but they may not issue debt without a 55 percent vote of the District’s registered voters, nor can revenues be used to fund ongoing maintenance and operations.
An important consideration in the formation of an EIFD is how much revenue could be generated, based on the portion of the property tax increment that the City controls, and how much of that increment could be dedicated to infrastructure funding versus the amount that is needed to fund increases in ongoing General Fund operations and maintenance costs for various City services that the Specific Plan area will also need.
Financing the Specific Plan Preparation
10-14 PA-1 SPECIFIC PLAN | IMPLEMENTATION AND ADMINISTRATION The cost to prepare the Specific Plan will be recovered by requiring new development to pay a General Plan Maintenance Fee, as outlined in the City’s Cost Allocation Plan and Schedule of City Fees. This fee will be paid upon application submittal.
Summary
The discussion above identifies improvements, costs, funding sources, and financing tools that could be utilized to develop primary network infrastructure to support buildout of the Specific Plan area. Implementation of the Specific Plan will also require on-site improvements to be developed or constructed by
developers or builders in conjunction with the improvements necessary to support their projects. Several funding mechanisms and tools have been identified that will assist in developing financing plans for the future improvements.
Factors that the City shall consider when prioritizing funding and selecting the techniques to fund and finance, and matching funding sources with individual improvements, include:
⊲ Potential for improvements to serve as catalysts and
facilitate development of a range of properties versus
improvement projects that have more limited benefits.
⊲ Required timing of improvements compared to location
and anticipated rate of development and absorption of
completed products.
⊲ The beneficiaries of the planned improvements and the targeted sources of funding, including available grants. ⊲ Feasibility of constructing improvements on a “pay as you go” basis versus the need for up-front funding and
construction of certain improvements.
⊲ Consistency with applicable standards and best practices for bond financing, including lien to value ratios, debt service coverage ratios, limitations on overall property owner tax burden, and diversification of the ownership
base of participating properties.
⊲ Integration of projects requiring public funding with overall citywide priorities.
⊲ Preferences of a developer or individual landowners will be balanced with the overall requirements for efficient and equitable implementation of the Specific Plan.
PA-1 SPECIFIC PLAN | IMPLEMENTATION AND ADMINISTRATION 10-15
10.4: PLAN ADMINISTRATION
The City of Brentwood Community Development Department is primarily responsible for the administration, implementation, and enforcement of this Specific Plan. This Specific Plan shall be reviewed, maintained, and implemented in a systematic and consistent manner.
Project Review
Future development projects proposed within Priority Area 1 shall be reviewed for consistency with the design and policy standards established by this Specific Plan. Future projects shall also be reviewed for consistency with the adopted Brentwood General Plan, as the General Plan includes numerous policies and actions to ensure that future development within Brentwood minimizes potential environmental impacts and contributes to the quality of life envisioned by the General Plan.
Innovation Center Master Plan Implementation
The Innovation Center Master Plan (ICMP) builds upon and further refines the PA-1 Specific Plan. The ICMP process has resulted in an enhanced vision for the PA-1 Specific Plan, which will serve to better implement the goals and policies of the Brentwood General Plan, and improve the ability of the City to meet its established economic development and housing
priorities. Following significant public input, recommendations from the Planning Commission and direction from the City Council, the ICMP was crafted to represent the City’s vision and economic development priorities for this jobs-generating area as an office, research and technology-based employment center.
The concept of an innovation center is a next-generation business park that acts as a highly flexible, multi-tenant hub for technology, office, healthcare, life sciences, advanced manufacturing and research focused end-users to co-exist, grow and expand.
Future development projects proposed within the PA-1 Plan Area shall be reviewed for consistency with the ICMP. Design and placemaking concepts and priorities articulated in the ICMP should be incorporated into new development projects in PA-1 to the greatest extent feasible in order to facilitate and implement the City’s economic development goals and priorities.
The PA-1 Specific Plan was updated in 2022 to incorporate the vision established by the Brentwood community through the ICMP process. The targeted updates to the PA-1 Specific Plan include a refined land use plan, enhanced circulation network
10-16 PA-1 SPECIFIC PLAN | IMPLEMENTATION AND ADMINISTRATION improvements to promote alternative transportation, minor policy revisions to reflect the City’s refined economic development priorities, and the incorporation of recreational and open space amenities throughout PA-1.
Environmental Review
A program-level environmental impact report (EIR) has been prepared to analyze the potential impacts associated with full buildout of the Specific Plan. The EIR identifies a range of performance-based mitigation measures, presented in the form of adopted General Plan policies and actions (and/or adopted Specific Plan policies and actions), that must be implemented by future development projects in order to reduce potential environmental impacts to the greatest degree feasible.
In 2022, as part of the process to update the PA-1 Specific Plan to incorporate the vision and priorities established by the ICMP, the City of Brentwood prepared and adopted an Addendum to the EIR prepared for the PA-1 Specific Plan Project (State Clearinghouse No. 2018042064), which was certified by the City of Brentwood on November 13, 2018 (Certified EIR). In accordance with the California Environmental Quality Act (CEQA), the Addendum analyzes the updates to the PA-1 Specific Plan Project approved in 2018, and demonstrates that all of the potential environmental impacts associated with the 2022 modifications would be within the envelope of impacts already evaluated in the Certified EIR.
As demonstrated by the analysis in the 2022 Addendum, the updates to the PA-1 Specific Plan would not result in any new additional significant impacts, nor would it substantially increase the severity of previously anticipated significant impacts. Rather, all of the impacts associated with the updated Specific Plan are within the envelope of impacts addressed in the previouslycertified EIR, and do not constitute a new or substantially increased significant impact. Based on this determination, the updated PA-1 Specific Plan does not meet the requirements for preparation of a Subsequent or Supplemental EIR pursuant to Section 15162 of the CEQA Guidelines.
When future development applications within the Specific Plan area are received by the City, these projects will be reviewed for consistency with this Specific Plan, and shall be subject to conditions of approval in order to ensure that all relevant General Plan and Specific Plan policies and actions are incorporated into the project or otherwise properly implemented. For projects that are found to be consistent with scope of activities analyzed in the
PA-1 SPECIFIC PLAN | IMPLEMENTATION AND ADMINISTRATION 10-17 EIR prepared for the Specific Plan, and which properly implement all relevant policies and actions contained in the General Plan, additional project-specific CEQA analysis is intended to be streamlined. Future projects within the Specific Plan area would be subject to other City procedures such as those related to design and site development review, and conditional use permits.
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PA-1 SPECIFIC PLAN | APPENDIX A - GLOSSARY A-1
USE DEFINITIONS
RESIDENTIAL USE LISTINGS
Dwelling – Accessory or “Accessory dwelling unit” or “ADU” means an attached or a detached residential dwelling unit that provides complete independent living facilities for one or more persons and is located on a parcel with a proposed or existing primary dwelling. It shall include permanent provisions for living, sleeping, eating, cooking, and sanitation on the same parcel as the single-family or multifamily dwelling is or will be situated. An accessory dwelling unit also includes the following:
a. An efficiency unit, as defined in Section 17958.1 of the California Health and Safety Code; and b. A manufactured home, as defined in Section 18007 of the California Health and Safety Code.
The definition of an accessory dwelling unit is established by Brentwood Municipal Code (BMC) Section
17.100.005. In the event that BMC Section 17.100.005 is updated or revised, that revised language shall govern and dictate the definition of accessory dwelling unit.
Dwelling – Multiple-Family means a building or portion thereof designed for and/or used exclusively for residence purposes by two or more households living independently of one another to include the terms duplex, triplex, fourplex, apartment, and condominium.
Dwelling – Single-Family means an attached or detached building designed for and/or used exclusively for residence purposes by one household.
Home Occupation means a commercial or other activity conducted in a home by the resident thereof which activity is clearly incidental and secondary to the use of the home as a residence and which exhibits no external evidence of the activity and will not change the residential character of the dwelling.
Live-Work Unit means a structure or portion of a structure:
1. That combines a commercial or small scale manufacturing activity allowed in the zone with a residential living space for the owner of the commercial or manufacturing business, or the owner’s employee, and that person’s household; and
2. Where the resident owner or employee of the business is responsible for the commercial or manufacturing activity performed; and
3. Where the commercial or manufacturing activity conducted takes place subject to a valid business license associated with the premises.
Supportive Housing means housing with no limit on length of stay, that is occupied by the target population, and that is linked to on-site or off-site services that assist the supportive housing resident in retaining the housing, improving their health status, and maximizing their ability to live and, when possible, work in the community. Supportive housing is considered a residential use and is subject only to the restrictions and standards that apply to other residential dwellings of the same type (e.g., single-family residence(s) or multifamily development) in the same designation. Examples of supportive housing include single site apartment buildings and/or townhouses owned by nonprofit landlords, subsidized units within market rate apartment complexes, and apartments leased from private landlords using a rental subsidy.
Transitional Housing means temporary housing for the certain segments of the homeless population, including working homeless making insufficient wages who have trouble affording long-term housing, and
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is set up to transition their residents into permanent, affordable housing. It is not in an emergency homeless shelter but usually a room or apartment in a residence with support services.
HUMAN SERVICES USE LISTINGS
Day Care Center, Adults means a facility of any capacity that provides care and other services in a group setting to adults during a portion of the day.
Day Care Center, Children means a facility of any capacity that provides care and other services in a group setting during a portion of the day for children and licensed as such by the state of California. When located in the Employment Center Light Industrial (ECLI) land use designation, such uses must be ancillary to a primary business use.
Helipad means a landing area or platform for helicopters and powered lift aircraft. While helicopters and powered lift aircraft are able to operate on a variety of relatively flat surfaces, a fabricated helipad provides a clearly marked hard surface away from obstacles where such aircraft can land safely.
Medical Services – Ambulance Service means emergency medical care and transportation.
Medical Services – Extended Care means residential facilities providing nursing and health-related care as a primary use with inpatient beds, such as board and care homes, convalescent and rest homes, extended care facilities, and skilled nursing facilities. Long-term personal care facilities that do not emphasize medical treatment are included under “Residential Care Facility, Large or Small.” Medical Services – General means facilities primarily engaged in providing outpatient medical, mental health, surgical, and other personal health services, but which are separate from hospitals, including medical and dental laboratories, medical, dental and psychiatric offices, outpatient care facilities, and other allied health services. Counseling services by other than medical doctors or psychiatrists are included under “Offices – Business or Professional.”
Medical Services – Hospitals means hospitals and similar facilities engaged primarily in providing diagnostic services and extensive medical treatment, including surgical and other hospital services. These establishments have an organized medical staff, inpatient beds, and equipment and facilities to provide complete health care. May include on-site accessory clinics and laboratories, accessory retail uses (see the separate definition of “Retail – Accessory”), and emergency heliports.
Residential Care Facility – Small, 6 or less beds, means, consistent with the definitions of state law, a home that provides 24-hour nonmedical care for six or fewer persons 18 years of age or older, or emancipated minors, with chronic, life-threatening illness in need of personal services, protection, supervision, assistance, guidance, or training essential for sustaining the activities of daily living or for the protection of the individual. This classification includes, but is not limited to, rest homes, residential care facilities for the elderly, adult residential facilities, wards of the juvenile court, and other facilities licensed by the state of California. Convalescent homes, nursing homes, and similar facilities providing medical care are included under the definition of “Medical services – Extended Care.”
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Residential Care Facility – Large means, consistent with the definitions of state law, a home that provides 24-hour nonmedical care for more than six persons 18 years of age or older, or emancipated minors, with chronic, life-threatening illness in need of personal services, protection, supervision, assistance, guidance, or training essential for sustaining the activities of daily living or for the protection of the individual. This classification includes, but is not limited to, rest homes, residential care facilities for the elderly, adult residential facilities, wards of the juvenile court, and other facilities licensed by the state of California.
Convalescent homes, nursing homes, and similar facilities providing medical care are included under the definition of “Medical Services – Extended Care.”
URBAN AGRICULTURE AND ANIMAL-RELATED USE LISTINGS
Community Garden means a site used for growing plants for food, fiber, herbs, or flowers, which is shared and maintained by city residents.
Domestic Animal Keeping - See BMC 17.670 et seq.
Kennel means a facility that provides boarding of animals as the primary use of the facility. May also include day-time boarding and activity for animals (e.g., “doggie day care”) and ancillary grooming facilities.
Market Garden means the cultivation of fruits, vegetables, flowers, fiber, nuts, seeds in an urban location (unlike traditional agricultural uses that occur in rural areas) that involves the sale or donation of its produce to the public, ancillary to a business, restaurant or related service use in ECLI and Transit Village/Mixed Use land use designations
Private Garden means a private food-producing garden located in the front, side, or rear yard, courtyard, balcony, fence, wall, window sill or basement that is accessory to the primary use of a site. This definition does not include incidental fruit and vegetable plants as part of an ornamental garden for individual, rather than resale, use.
Urban Agriculture Stand means a temporary produce stand that is accessory to a Market Garden.
Veterinary Clinic means a veterinary facility that is primarily enclosed, containing only enough cage arrangements as necessary to provide services for domestic and exotic animals requiring acute medical or surgical care with accessory outdoor use that provides long-term medical care. Grooming of animals is allowed only if accessory to the facility use.
INSTITUTIONAL USE LISTINGS
Churches and Religious Institutions means facilities operated by religious organizations for worship or the promotion of religious activities (e.g., churches, mosques, synagogues, temples) and accessory uses on the same site (e.g., living quarters for ministers and staff, child day care facilities which were authorized in conjunction with the primary use). Other establishments maintained by religious organizations, such as fulltime educational institutions, hospitals, and other potentially related operations (e.g., recreational camp), are classified according to their respective activities.
College Campus means any public or privately-owned college or university, including medical schools, law schools, and other institution of higher education, including dorms, offices, facility maintenance yards, and similar supportive functions pursuant to the California Education Code.
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Conference Center means an assembly facility within a structure which is devoted exclusively to public assembly for the purpose of meetings and conferences where such a facility can be subdivided into multi conference or meeting areas.
Cultural Institutions means public or quasi-public facilities including aquariums, arboretums, art exhibitions, botanical gardens, historic sites and exhibits, libraries, museums, and planetariums, which are generally noncommercial in nature.
Farmers’ Market means a periodic or weekly event where fresh produce, flowers, crafts, and other items are sold by independent vendors. Typically held outside.
Indoor Fitness and Sports Facility means predominantly participant sports and health activities conducted entirely within an enclosed building. Typical uses include ice/roller skating rinks, indoor racquetball courts, indoor climbing facilities, soccer areas, athletic clubs, and health clubs. This use does not include special studios not a part of an athletic or health club (e.g., karate studio, dance studio, etc.).
Indoor Recreational/Entertainment Facilities means establishments providing indoor amusement, entertainment, and recreation for a fee or admission charge (e.g., ball rooms and dance halls, billiard parlors, bowling alleys, and electronic game arcades).
Outdoor Recreation/Entertainment Facilities means facilities for various outdoor participant sports and types of recreation that charge a fee or admission charge (e.g., amphitheaters, amusement and theme parks, golf driving ranges, health and athletic clubs with outdoor facilities, miniature golf courses, skateboard parks, stadiums and coliseums, swim and tennis clubs, water slides).
Parks and Plazas means public parks including playgrounds and athletic fields/courts and public plazas and outdoor gathering places for community use. If privately owned and restricted to the public (e.g., require payment of fee), the same facilities are included under the definition of “Outdoor Recreation/Entertainment Facilities.”
Private Educational Facilities means any privately owned and operated elementary school, middle school, secondary school, high school, or other institution providing academic instruction for students from kindergarten through twelfth (12th) grade pursuant to the California Education Code.
Public School Facilities means any publicly owned and operated elementary school, middle school, secondary school, high school, or other institution providing academic instruction for students from kindergarten through twelfth (12th) grade pursuant to the California Education Code.
Public Safety Facilities, City means a facility operated by the City of Brentwood including law enforcement, public safety and related emergency response facilities, including interim incarceration facilities.
Public Safety Facilities, Other Agency means a facility operated by public agencies including fire stations, other fire prevention and firefighting facilities, and police and sheriff substations and headquarters, including interim incarceration facilities. Law enforcement and interim incarceration related facilities are limited to locating in the Transit Station (TS) Overlay land use designation.
Social, Fraternal, and Recreational Clubs means an establishment of a private not-for-profit organization, including fraternal organizations, which provides social, physical, recreational, educational or benevolent services. Such establishment shall not be operated for the purpose of carrying on a trade or business, and no part of the net earnings shall inure to the benefit of any member of such organization or any other individuals, although regular employees may be paid reasonable compensation for services rendered.
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Theaters and Auditoriums means indoor facilities for public assembly and group entertainment, other than sporting events (e.g., civic theaters, facilities for “live” theater and concerts, exhibition and convention halls, motion picture theaters, auditoriums). Does not include outdoor theaters, concert and similar entertainment facilities, and indoor and outdoor facilities for sporting events; see “Outdoor Recreation/Entertainment Facilities.”
UTILITY, TRANSPORTATION, AND COMMUNICATION USE LISTINGS Broadcasting and Recording Studio means commercial and public communications uses including radio and television broadcasting and receiving stations and studios, with facilities entirely within buildings. Does not include transmission and receiving apparatus such as antennas and towers, which are under the definition of “Telecommunication facility.”
Bus and Transit Shelter means a small structure designed for the protection and convenience of waiting transit passengers and that has a roof and usually two or three sides.
Park and Ride Facility means a designated area where a vehicle may be left in order to carpool with other commuters or to ride public transit.
Parking Facility means a parking lot or parking structure used for parking motor vehicles where the facility is the primary use of the site. Parking structures and lots that are developed in conjunction with another primary use of the site to satisfy the on-site parking requirements for the development are not included in this definition.
Transit Facility means transit centers and ticketing center, with accommodations for vehicles operated in a mass transportation system. Includes buses, taxis, railways, etc.
Utility Facilities and Infrastructure includes the following:
1. Fixed-base structures and facilities serving as junction points for transferring utility services from one transmission voltage to another or to local distribution and service voltages. These uses include any of the following facilities that are not exempted from land use permit requirements by Government Code Section 53091: electrical substations and switching stations, natural gas regulating and distribution facilities, public water system wells, treatment plants and storage, telephone switching facilities, wastewater treatment plants, settling ponds and disposal fields.
These uses do not include office or customer service centers (classified in “Offices - Accessory”) or equipment and material storage yards.
2. Pipelines for potable water, reclaimed water, natural gas, and sewage collection and disposal, and facilities for the transmission of electrical energy for sale, including transmission lines for a public utility company. Also includes telephone, telegraph, cable television, and other communications transmission facilities utilizing direct physical conduits.
Wireless Telecommunication Facility means the site, structures, equipment and appurtenances used to transmit, receive, distribute, provide, or offer wireless telecommunications services. This includes but is not limited to antennas, poles, towers, cables, wires, conduits, ducts, pedestals, vaults, buildings, electronics and switching equipment.
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COMMERCIAL USE LISTINGS
Adult Oriented Business means any business establishment or concern which, as a regular and substantial course of conduct, operates as an adult arcade, adult bookstore, adult cabaret, adult dance studio, adult hotel/motel, adult modeling studio, adult theater; any business establishment or concern which, as a regular and substantial course of conduct, sells or distributes or offers for sale or distribution sexually oriented merchandise or sexually oriented material; or any other business establishment or concern which, as a regular and substantial course of conduct, offers to its patrons products, merchandise, services, or entertainment characterized by an emphasis on matters depicting, describing, or relating to specified sexual activities or specified anatomical areas. “Adult-oriented business” does not include those uses or activities, the regulation of which is preempted by state law.
Animal Sales and Grooming means retail sales of domestic and exotic animals, bathing and trimming services, and boarding of said animals for a maximum period of 72 hours, conducted entirely within an enclosed building with no outdoor use.
Business Support Services means establishments primarily within buildings, providing other businesses with services such as maintenance, repair and service, testing, rental, etc. Support services include, but are not limited to:
1. Equipment repair services (except vehicle repair; see “Vehicle services”);
2. Commercial art and design (production);
3. Computer-related services (rental, repair);
4. Copying, quick printing, and blueprinting services (other than those defined as “Printing and publishing”);
5. Equipment rental businesses within buildings (rental yards are “storage yards”);
6. Film processing laboratories;
7. Heavy equipment repair services where repair occurs on the client site;
8. Janitorial services;
9. Mail advertising services (reproduction and shipping);
10. Mailbox services;
11. Outdoor advertising services; and
12. Photocopying and photofinishing.
Call Center means an office equipped to handle a large volume of calls, especially for taking orders or servicing customers.
Card and Gaming Room means a gambling establishment that offer card games for play by the public.
Check Cashing Business means an establishment that, for compensation, engages in the business of cashing checks, warrants, drafts, money orders, title cashing, or other commercial paper serving a similar purpose.
Also includes establishments primarily engaged in cashing payroll or personal checks for a fee or advancing funds on future checks. This classification does not include a state or federally chartered bank, savings association, credit union or similar financial institution (see “Financial Institutions”).
Commercial Lodging – Hotels and Conference Center means facilities with guest rooms or suites, provided with or without kitchen facilities, rented to the general public for transient lodging (less than 30 days).
Hotels provide access to most guest rooms from an interior walkway and typically include a variety of services in addition to lodging; for example, restaurants, meeting facilities, personal services, etc.
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Conference centers means facilities that include a large building or group of buildings designed for conventions, trade shows, and similar, having large unobstructed exhibit areas and often including conference rooms, hotel accommodations, restaurants, and other guest and visitor facilities. Such joint hotel and conference center facilities are encouraged to co-locate on approximately 45 acres within commercial land use designation areas.
Commercial Lodging – Hotels, Boutique means facilities with guest rooms or suites, provided without kitchen facilities, rented to the general public for transient lodging (less than 30 days). Boutique hotels are differentiated from hotels, as the former will be of smaller intimate size, contains a unique theme or distinct character, design focus or aesthetic, and is integrated into an urban, mixed use or related business center environment. A boutique hotel will provide access to most guest rooms from an interior walkway and typically include a variety of services in addition to lodging; for example, restaurants, lounge, bar, meeting facilities, personal services, etc.
Commercial Lodging – Short-Term Rentals means any lodging unit that is occupied or intended or designed to be occupied on a short-term basis other than a hotel, motel, or bed-and-breakfast inn.
Drive-In and Drive-Thru Facilities means facilities where food or other products may be purchased by motorists without leaving their vehicles. These facilities include fast-food restaurants, drive-through coffee, dairy products, photo stores, etc.
Eating and Drinking Establishments – Bars and Nightclubs means any bar, cocktail lounge, discotheque, or similar establishment, which may also provide live entertainment (e.g., music and/or dancing, comedy) in conjunction with alcoholic beverage sales. These facilities do not include bars that are part of a larger restaurant. Includes bars, taverns, pubs, and similar establishments where any food service is subordinate to the sale of alcoholic beverages. Bars and nightclubs may include outdoor food and beverage areas.
Eating and Drinking Establishments – Restaurant means a retail business selling food and beverages prepared and/or served on the site, for on- or off-premises consumption. Includes eating establishments where customers are served from a walk-up ordering counter for either on- or off-premises consumption and establishments where most customers are served food at tables for on-premises consumption, but may include providing food for take-out. May include the subordinate sale of alcoholic beverages for onpremises consumption. Also includes coffee houses and accessory cafeterias as part of office and industrial uses.
Eating and Drinking Establishments – Off-Site Tasting Room means a facility allowing beer, wine, or spirits tasting with on-site and off-site retail sales directly to the public (or shipped). The tasting room facility must be directly affiliated with a minimum of one brewery, winery, or distillery, meeting all applicable requirements of state and federal licensure. The tasting room may be operated as a standalone retail use.
Food preparation is not permitted. Pre-packaged foods may be sold on premises. Patrons may carry food on site for personal consumption. Tasting rooms must comply with the retail hours of operation of 10:00 a.m. to 10:00 p.m. On-site tasting rooms are included as an accessory use in “Artisanal and specialty manufacture, display and sales” or “Brewery, Distillery, Winery.” Any facilities not operating with these standards are considered “Eat and Drinking Establishments – Bars and Nightclubs.” Financial Institutions means banks, savings and loans, and similar businesses which offer a wide range of services including the deposit and withdrawal of money, loans, and other financial transactions. Check
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cashing services, pawnshops, automatic teller machines and other similar uses which conduct limited types of financial transactions are not defined as financial institutions.
Food and Beverage Stores – Convenience Store means easy-access retail stores of 5,000 square feet or less in gross floor area, which carry a range of merchandise oriented to convenience and travelers’ shopping needs. These stores may be part of a service station or an independent facility. Also see “Food and Beverage Stores – Neighborhood Market” and “Food and Beverage Stores – Grocery Store” for larger stores or stores oriented toward the daily shopping needs of residents.
Food and Beverage Stores – Grocery Store means a retail business of more than 15,000 square feet in size, where the majority of the floor area open to the public is occupied by food products packaged for preparation and consumption away from the site of the store. These full-service businesses do not typically have limited hours of operation. See separate but related listings for “Food and Beverage Store – Neighborhood market” and “Food and Beverage – Convenience store.” Food and Beverage Stores – Liquor Store means a retail establishment which has fifty (50%) percent or more of the shelving or gross floor area devoted to the public display and sale of alcoholic beverages for off-site consumption.
Food and Beverage Stores – Specialty Food & Wine means a retail store characterized by a limited number of high quality specialty food items and/or beverages typically including premium wine and beer.
Food and Beverage Stores – Neighborhood Market means a pedestrian-oriented grocery/specialty market store offering food products packaged for preparation and consumption away from the site of the store and oriented to the daily shopping needs of surrounding residential areas. Neighborhood markets are more than 5,000 square feet and less than 15,000 square feet in size and operate less than 18 hours per day. For larger stores, see “Food and Beverage Store – Grocery Store.” Neighborhood markets may include deli or beverage tasting facilities that are ancillary to the market/grocery portion of the use.
Garden Centers and Retail/Wholesale Nurseries means establishments providing for the cultivation and sale of ornamental trees, shrubs, and plants, including the sale of garden and landscape materials (packaged and/or bulk sale of unpackaged materials) and equipment.
Mortuaries and Funeral Homes means funeral homes and parlors, where the deceased are prepared for burial or cremation and funeral services may be conducted.
Offices - Accessory means offices that are incidental and accessory to another business or sales activity that is the primary use (part of the same tenant space or integrated development). The qualification criteria for this definition is that the floor area of the accessory office use shall not exceed 50 percent of the total net habitable or leasable floor area of the tenant space for a single-use development or the combined floor area of an integrated development for a mixed-use project. This use includes a leasing office for rental housing.
Offices - Building Trade Contractors means the business offices of a contractor whose principal business is in connection with any structure built, being built, or to be built (general contractors, etc.).
Offices - Business and Professional means offices of administrative businesses providing direct services to consumers (e.g., insurance companies, utility companies), government agency and service facilities (e.g., post office, civic center), professional offices (e.g., accounting, attorneys, employment, public relations), and offices engaged in the production of intellectual property (e.g., advertising, architectural, computer
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programming, photography studios). This use does not include medical offices (see “Medical Services – General”) or offices that are incidental and accessory to another business or sales activity that is the primary use (see “Offices – Accessory”). Outdoor storage of materials is prohibited.
Personal Services means establishments providing nonmedical services as a primary use, including, but not limited to, barber and beauty shops, clothing rental, dry cleaning pick-up stores with limited equipment, home electronics and small appliance repair, laundromats (self-service laundries), shoe repair shops, and tailors. These uses may also include accessory retail sales of products related to the services provided, spas and hot tubs for rent, and tanning salons.
Retail – Accessory means the retail sales of various products (including food service) in a store or similar facility that is located within a health care, hotel, office, or industrial complex. These uses include but are not limited to pharmacies, gift shops, and food service establishments within hospitals, and convenience stores and food service establishments within hotel, office, and industrial complexes. This use category also includes retail associated with industrial uses for the products sold, distributed, or manufactured on site.
Retail – General means stores and shops selling multiple lines of merchandise. These stores and lines of merchandise include but are not limited to art galleries, bakeries (all production in support of on-site sales), clothing and accessories, collectibles, department stores, drug and discount stores, dry goods, fabrics and sewing supplies, florists and houseplant stores (indoor sales only; outdoor sales are plant nurseries and included in the definition of “Garden Centers and Retail/Wholesale Nurseries”), furniture, home furnishings and equipment, general stores, gift shops, hardware, hobby materials, musical instruments, parts and accessories, newsstands, pet supplies, specialty shops, sporting goods and equipment, stationery, and variety stores.
Retail – General, Large Format means stores that are one hundred fifty thousand (150,000) square feet or larger with less than ten (10%) percent of the total sales floor area dedicated to nontaxable goods.
Specialized Retail – Artisan Shop means retail stores selling art, glass, ceramics, jewelry, and other handcrafted items, where the facility includes an area for the crafting of the items being sold.
Specialized Retail – Building Material Stores and Yards means retail establishments selling lumber and other large building materials, where most display and sales occur indoors. Includes stores selling to the general public, even if contractor sales account for a major proportion of total sales. Includes incidental retail readymix concrete operations, except where excluded by a specific zoning district. Establishments primarily selling electrical, plumbing, heating, and air conditioning equipment and supplies are classified in “Wholesale and Distribution.” Hardware stores are listed in the definition of “Retail – General,” even if they sell some building materials. Also see “Home improvement supplies” for smaller specialty stores.
Specialized Retail – Consignment Store means an exclusively indoor retail establishment whose primary service is to receive a new or used retail product from a second party who entrusts the establishment to reimburse the second party, or trustee, upon the sale of the consigned retail product.
Specialized Retail – Equipment Sales and Rentals means service establishments with outdoor storage/rental yards, which may offer a wide variety of materials and equipment for rental (e.g., construction equipment).
Specialized Retail – Furniture, Furnishings, and Appliance Stores means stores engaged primarily in selling the following products and related services, including incidental repair services: draperies, floor coverings, furniture, glass and chinaware, home appliances, home furnishings, home sound systems, interior decorating materials and services, large musical instruments, lawn furniture, moveable spas and hot tubs,
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office furniture, other household electrical and gas appliances, outdoor furniture, refrigerators, stoves, and televisions.
Specialized Retail – Pawn Shop means any room, store, building, or other place in which the business of pawn brokering, or the business of lending money upon personal property, pawns or pledges, or the business of purchasing articles from vendors or their assignees at prices agreed upon at or before the time of such purchase, is engaged in, carried on, or conducted.
Specialized Retail – Smoke Shop means an establishment selling smoking, drug, and/or traditional or electronic tobacco paraphernalia or products where 15 percent or more of the total floor or shelf area is devoted to selling tobacco products. Limited sales of tobacco products that commonly occur within convenience stores or service stations are not included in this definition. Smoking shall be prohibited within all smoke shops, unless the establishment has been formally permitted to operate a private smokers’ lounge under applicable state and local laws.
Specialized Retail – Thrift Store means a retail establishment selling secondhand goods donated by members of the public.
Tattoo Parlor means an establishment that engages in the business of tattooing and/or branding human beings.
AUTOMOBILE-RELATED USE LISTINGS
Auto and Vehicle Sales Showroom means retail establishments offering auto and vehicle showroom services in an indoor setting of 10,000 square feet or less. May also include minor repair shops and the sales of parts and accessories, incidental to vehicle showrooms. It does not include the sale of auto parts/accessories separate from a vehicle dealership (see “Auto Parts Sales”), bicycle and moped sales (see “Retail – General”), tire recapping establishments (see “Vehicle Services – Major”), or “Service Station,” all of which are separately defined. Only two (2) of such establishments are allowed in Employment Center Light Industrial (ECLI).
Auto Parts Sales means stores that sell new automobile parts, tires, and accessories. May also include minor parts installation (see “Vehicle services – Minor”). Does not include tire recapping establishments, which are found under “Vehicle services – major” or businesses dealing exclusively in used parts.
Car Washing and Detailing means permanent, drive-through, self-service, and/or attended car washing establishments, including fully mechanized facilities. May include detailing services. Temporary car washes (e.g., fundraising activities generally conducted at a service station or other automotive-related business, where volunteers wash vehicles by hand, and the duration of the event is limited to one day) are not part of this use classification.
Ride Share Services means a company or service that, via websites and mobile apps, matches passengers with drivers of private vehicles for hire that, unlike taxicabs, cannot legally be hailed from the street. This may also be referred to as a transportation network company (TNC) or ride-hailing service. Common examples include, but are not limited to, Uber and Lyft.
Service Station- Stand Alone means a retail business selling gasoline or other motor vehicle fuels as the primary onsite activity, and not attached to or otherwise part of a large-format retail establishment. Vehicle services which are incidental to fuel services are included under “Vehicle services – Minor.”
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Service Station- Accessory to General - Large Format Retailer means a retail business selling gasoline or other motor vehicle fuels as a secondary operation at a business whose primary operations include large format retail sales. For the purposes of this definition, Large Format Retail means stores that are one hundred fifty thousand (150,000) square feet or larger.
Vehicle Services – Major means the repair, alteration, restoration, towing, painting, cleaning (e.g., selfservice and attended car washes), or finishing of automobiles, trucks, recreational vehicles, boats, and other vehicles as a primary use, including the incidental wholesale and retail sale of vehicle parts as an accessory use. This use includes major repair and body work repair facilities dealing with entire vehicles; such establishments typically provide towing, collision repair, other body work, and painting services and may also include tire recapping establishments.
Vehicle Services – Minor means minor facilities that specialize in limited aspects of repair and maintenance (e.g., muffler and radiator shops, quick-lube, smog check). Does not include repair shops that are part of a vehicle dealership on the same site or automobile dismantling yards.
INDUSTRIAL, MANUFACTURING, AND PROCESSING USE LISTINGS
Agricultural Products Processing means the act of changing an agricultural crop, subsequent to its harvest, from its natural state to the initial stage of processing of that crop in order to prepare it for market or further processing at an off-site location. Examples of this processing include nut hulling and shelling, bean cleaning, corn shelling and sorting, grape sorting and crushing, primary processing of fruits to juice and initial storage of the juice, without fermentation, cleaning and packing of fruits.
Artisanal and Specialty Manufacture, Display, and Sales means the manufacture, display, and sales of specialty food and goods requiring the transformation of raw materials into products that may be edible, useful, or decorative. Outdoor display, sales and consumption on premises may be included subject to zoning and accessibility requirements, and any other state or local regulations such as, but not limited to, the California Uniform Food Facilities Law (CURFFL). This listing includes craft breweries, small scale winery production facilities, and craft distilleries. Such facilities manufacture alcoholic beverages with an annual production of less than 15,000 barrels of beer or 15,000 gallons of wine or spirits respectively. Incidental to the manufacturing process, a tasting area not to exceed 50 percent of the floor area is allowed. Tasting rooms must comply with retail hours of operation from 10:00 a.m. to 10:00 p.m. Tasting shall follow all guidelines established and enforced by Alcoholic Beverage Control (ABC). All manufacturing activities occur within a completely enclosed building or in an outdoor work area screened from view. Off-site sales of alcoholic beverages are allowed at this facility consistent with regulations of ABC licensure. Prior to occupancy, all craft breweries, wineries, or distilleries shall provide evidence of acquisition of all required state and federal permits. See also “Tasting room, off-site.” Breweries, Distilleries, and Wineries means a facility where specific alcoholic beverages are manufactured, with an annual production of 15,000 barrels or more of beer or 15,000 gallons or more of wine or spirits.
Incidental to the manufacturing process, a tasting area not to exceed 50 percent of the floor area is allowed.
Tasting rooms must comply with retail hours of operation from 10:00 a.m. to 10:00 p.m. Tasting shall follow all guidelines established and enforced by Alcoholic Beverage Control. All manufacturing activities occur within a completely enclosed building or in an outdoor work area screened from view. Off-site sales of alcoholic beverages are allowed at this facility consistent with regulations of ABC licensure. Prior to occupancy, all breweries, wineries, or distilleries shall provide evidence of acquisition of all required state and federal permits.
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Freight Yard/Truck Terminal means transportation establishments furnishing services incidental to air, motor freight, and rail transportation including freight forwarding services, freight terminal facilities, joint terminal and service facilities, packing, crating, inspection, and weighing services, postal service bulk mailing distribution centers, transportation arrangement services, truck repair, truck terminals, and trucking facilities including transfer and storage.
Manufacturing – Major means manufacturing, fabrication, processing, and assembly of materials in a raw form. Uses in this category typically create greater than usual amounts of smoke, gas, odor, dust, sound, or other objectionable influences that might be obnoxious to persons on an adjacent site. Uses include but are not limited to batch plants, rendering plants, aggregate processing facilities, plastics and rubber products manufacturing, chemical product manufacturing, lumber and wood product manufacturing, petroleum refining, and pulp and pulp product industries.
Manufacturing – Minor means manufacturing, fabrication, processing, and assembly of materials from parts that are already in processed form and that, in their maintenance, assembly, manufacture, or plant operation, do not create excessive amounts of smoke, gas, odor, dust, sound, or other objectionable influences that might be obnoxious to persons conducting business on-site or on an adjacent site. Uses include but are not limited to cabinetry and furniture manufacturing, food and beverage manufacturing, machinery assembly, paper product manufacturing, product assembly and distribution, and vehicle and boat assembly.
Manufacturing – Small Scale means establishments manufacturing and/or assembling small products primarily by hand, including but not limited to jewelry, pottery and other ceramics, as well as small glass and metal art and craft products.
Printing and Publishing means establishments engaged in printing by letterpress, lithography, gravure, screen, offset, or electrostatic (xerographic) copying; and other establishments serving the printing trade including bookbinding, typesetting, engraving, photoengraving, and electrotyping. This use also includes establishments that publish newspapers, books and periodicals; establishments manufacturing business forms and binding devices. Does not include “quick printing” services or desktop publishing which are included in “Business Support Services.”
Recycling Facility – Collection means a recycling facility used for the acceptance by donation, redemption, or purchase of recyclable materials from the public that does not occupy more than 500 square feet. This classification may include a mobile unit, kiosk-type units that may include permanent structures, and unattended containers placed for the donation of recyclable materials. This also includes so-called “reverse vending machines,” an automated mechanical device that accepts one or more types of empty beverage containers including, but not limited to, aluminum cans, glass bottles and plastic bottles, and issues a cash refund or a redeemable credit slip with value of not less than the container’s redemption value as determined by the state.
Research and Development means indoor facilities for scientific research, and the design, development, and testing of electrical, electronic, magnetic, optical, and mechanical components in advance of product manufacturing, that are not associated with a manufacturing facility on the same site. Includes but is not limited to chemical and biotechnology research and development. Does not include computer software companies (see “Offices – Business and Professional”), soils and other materials testing laboratories (see “Business Support Services”), or medical laboratories (see “Medical Services – General”). Does not include medical or recreational marijuana (cannabis) research facilities.
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Storage – Warehouse means a facility for the storage of furniture, household goods, or other commercial goods of any nature. Includes cold storage. Does not include warehouse, storage, or mini-storage facilities offered for rent or lease to the general public (see “Storage, Self-Service (Personal)”) or warehouse facilities in which the primary purpose of storage is for wholesaling and distribution (see “Wholesale and Distribution”).
Storage – Yard means the storage of various materials outside of a structure other than fencing, either as an accessory or principal use.
Wholesale and Distribution means a building or premises in which the primary purpose is to store, receive, ship, or wholesale goods, merchandise or equipment for eventual distribution and may include office and maintenance areas. A warehouse or distribution center includes 3 or more loading bays, or is expected to have more than 150 truck trips per day. For the purpose of these Guidelines, a warehouse and distribution center is not intended to include warehouse stores that sell retail goods, merchandise or equipment, or storage and mini-storage facilities that are offered for rent or lease to the general public. Wholesale and distribution may also be known as “Fulfillment and/or Logistics.”
GENERAL DEFINITIONS
Bike Box refers to a designated area at the head of a traffic lane at a signalized intersection that provides bicyclists with a safe and visible way to get ahead of queuing traffic during the red signal phase.
Bike Share Program refers to a service that provides users with the ability to pick up a bicycle at any selfserve bike-station, typically for a rental fee, and return it to any other bike station located within the system's service area. Bike share programs differ from traditional bicycle rental services in that they are typically used for short, spontaneous trips that are often combined with other transportation modes (e.g. transit).
Bollard refers to a sturdy, short, vertical post that is installed, typically in combination with other bollards, to define pedestrian spaces and control road traffic.
Bulbout refers to a raised curb extension that narrow the travel lane at intersections or midblock locations and reduces the curb radii at intersections. The device increases pedestrian safety and comfort by reducing the street crossing distance and vehicle speeds, and by making pedestrians approaching street crossing more visible to drivers.
Building Frontage refers to the requirement that some portion of a project’s primary building’s (or buildings’) front and street side yard facades be placed along the corresponding property lines to ensure that the building(s) frame the adjoining street and/or pedestrian spaces, creating a pedestrian-scaled urban form.
Building Separation refers to the separation of multiple buildings on a single parcel to achieve pedestrianscaled streets (paseos) and public spaces on larger parcels that feature consolidated development.
Building Height is measured as the vertical distance from the natural grade of the site to an imaginary plane located at the allowed number of feet above and parallel to the grade. Building heights convey the intensity and scale of structures and impact the feeling of enclosure within the streetscape.
Chicanes refers to a series of curb extensions, typically landscaped, that alternate from one side of the street to the other, forming S-shaped curves that require vehicles to slow down.
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Circulation System, Conceptual refers to the roadways that will be constructed by private development to provide motorists, bicyclists, and pedestrians with access from the primary circulation system’s roadways and the existing roadways that boarder the Specific Plan area to individual parcels and sites. It is anticipated that the system will be constructed incrementally overtime as development occurs.
Circulation System, Primary refers to the arterial- and collector-level roadways that will be constructed by the City to provide motorists, bicyclists, and pedestrians with access into greenfield portions of the Specific Plan area.
Dark Sky is the practice of limiting night-time lighting, or light pollution, to make stars more visible at night, reduce the effects of unnatural lighting on the environment, and cut down on energy usage.
Density refers to the intensity of residential development. It is obtained by dividing the number of dwelling units on a parcel or within a project by the gross acreage.
Encroachment is where a portion of a building extends beyond the required setbacks. Encroachments can occur within and in some cases in the public right-of-way beyond a parcel’s property lines.
Energy Dissipater refers to a device that is designed to protect downstream areas from erosion by reducing the velocity of flow to acceptable limits.
Fenestration refers to the arrangement of openings, comprising of doors and windows, on the walls of a building.
Floor Area Ratio (FAR) refers to the intensity of non-residential development. FAR expresses the relationship between the amount of useable floor area permitted in a building (or buildings) and the area of the lot on which the building stands. It is obtained by dividing the gross floor area of a building by the total area of the lot. FAR is usually expressed as a decimal fraction (for example, 0.5 or 2.0).
Ground Floor Façade Transparency refers to the arrangement of fenestration on ground floor building elevations facing streets and public spaces, expressed as a percentage of the elevation’s area, to achieve a “storefront” design that provides visual access through the building and activates the surrounding streetscape.
Ground Floor Tenant Depth refers to the tenant space depth required to achieve desirable retail, restaurant, and commercial spaces that support vertical mixed-use development. The standard is measured as the horizontal distance from the front of the space, usually coinciding with an elevation that faces a street or public space, to the rear of the space.
Infrastructure System, Conceptual refers to the utility infrastructure, including water and wastewater pipes, stormwater facilities, and gas lines, that will be installed within the conceptual circulation system’s roadway rights-of-way.
Infrastructure System, Primary refers to the utility infrastructure, including water and wastewater pipes, stormwater facilities, and gas lines, that will be installed within the primary circulation system’s roadway rights-of-way.
Intelligent Transportation System (ITS) refers to an advanced application which, without embodying intelligence as such, aims to provide innovative services relating to different modes of transport and traffic management and enable various users to be better informed and make safer, more coordinated, and 'smarter' use of transport networks.
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Low Impact Development refers to site planning and design that manages stormwater runoff as part of green infrastructure.
Modified Grid System: A layout of streets that are curved slightly to produce the illusion of varied setbacks while maintaining the integrated grid pattern. This form of street layout also narrows the line-of-sight for drivers and encourages them to slow down.
Parklet refers to a sidewalk extension that provides more space and amenities for people using the street.
Usually parklets are installed on parking lanes and use several parking spaces. Parklets typically extend out from the sidewalk at the level of the sidewalk to the width of the adjacent parking space.
Passive Ventilation is a natural ventilation system that makes use of natural forces, such as wind and thermal buoyancy, to circulate air to and from indoor spaces Pedestrian Scale refers to the use of human proportioned architectural features and site design elements clearly oriented to pedestrian activity. Such elements are typically smaller in scale and more proportional to the human body, rather than monumental or large scale, and include surface texture and patterns, lighting, colors, materials, and architectural details.
Projections refer to portion of a building that may extend above the maximum building height.
Setback refer to the mandatory distance from the property line that the wall of a building must be constructed. Setbacks directly impact the character and activity along the adjacent sidewalk. A consistent front setback is desirable in pedestrian-oriented environments. Rear and side setbacks vary according to land use district.
Solar Orientation refers to siting and orientation of a building and the positioning of its windows, rooflines, and other architectural elements to take advantage of passive and active solar strategies. Passive solar strategies use energy from the sun to heat and illuminate buildings. Building orientation and building materials also facilitate temperature moderation and natural daylighting. Active solar systems use solar collectors and additional electricity to power pumps or fans to distribute the sun's energy.
Stepback refers to the receding of a building’s upper story facades from its lower story facades. The concept reduces the perceived height of multiple story buildings, creating a more intimate, pedestrian-scaled development pattern, provides opportunities for balconies, and limits the presence of wind corridors.
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