Media District
Specific Plan
CITY OF BURBANK
April 2024
Administrative Draft
Administrative Draft - June 2024
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ACKNOWLEDGEMENTS
CITY OF BURBANK CITY COUNCIL
Nick Schultz, Mayor
Nikki Perez, Vice Mayor
Konstantine Anthony, Councilmember
Tamala Takahashi, Councilmember
Zizette Mullins, Councilmember
CITY OF BURBANK PLANNING COMMISSION
Jason Bennet
Narek Mkrtoumian
Robert Monaco
Christopher Rizzotti
Samantha Wick
CITY OF BURBANK STAFF
Patrick Prescott, AICP, Community Development Director
Fred Ramirez, Assistant Community Development Director of Planning David Kriske, Assistant Community Development Director of Transportation Scott Plambaeck, AICP Planning Manager
Amanda Landry, AICP Principal Planner
Marcos Fuentes, Senior Transportation Planner
David Kim, Senior Planner
Joseph Pangilinan, Associate Planner
Robert Keatinge, Associate Planner
SOUTHERN CALIFORNIA ASSOCIATION OF GOVERNMENTS
Grieg Asher
Edith Avila
Nashia Lalani
WSP USA
David Suls, AICP
Jorge Emilio Nozot
Megan Thorne, AICP (Former Staff)
Juan Alberto Bonilla, AICP
Jennie Noble
Reed Alvarado
Tara Lake
PERKINS AND WILL
Martin Leitner
Jovanni Carter-Davis
ARELLANO ASSOCIATES
Jessica Harleaux
Stephanie Espinoza
RINCON CONSULTANTS
Susanne Huerta
Katherine Fikan
KOSMONT
Wil Soholt
Funding
This report is funded in part through the Southern California Association of Governments (SCAG) by a Regional Early Action Planning (REAP) grant from the State of California Department of Housing and Community Development (HCD).
This report was prepared for the City of Burbank, California. “Working together for a
safe, beautiful and thriving
community”
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CONTENTS
EXECUTIVE SUMMARY 7
1.1 Organization of this Document ......................................................................................................................... 10
1.2 How to Use this Document ...................................................................................................................................12 INTRODUCTION 13
2.1 Purpose and Use .................................................................................................................................................... 14
2.2 Vision and Goals ..................................................................................................................................................... 14
2.3 Past Planning Efforts ............................................................................................................................................ 16
2.4 Authority to Prepare ............................................................................................................................................. 16 COMMUNITY ENGAGEMENT 19
3.1 Community Engagement Overview ............................................................................................................... 20
3.2 Community Engagement Strategies ...............................................................................................................21
3.3 Outreach Tools and Materials .............................................................................................................................21
3.4 Community Events ............................................................................................................................................... 24
3.5 Stakeholder Briefings ......................................................................................................................................... 29
3.6 Summary ..................................................................................................................................................................30 MEDIA DISTRICT PROFILE 31
4.1 Profile Overview .......................................................................................................................................................32
4.2 Regional Context ....................................................................................................................................................32
4.3 Media District Profile .............................................................................................................................................33
4.4 Description of the Planning Area .................................................................................................................... 34
4.5 Demographic Profile ............................................................................................................................................ 36
4.6 Market Conditions .................................................................................................................................................37
4.7 Relevant City Adopted Plans and Policies ...................................................................................................37 1 2
3 4
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CONTENTS (CONT.)
LAND USE AND URBAN FORM 43
5.1 Land Use and Urban Form Overview ............................................................................................................44
5.2 Land Use Goals and Policies .............................................................................................................................44
5.3 Existing Land Use .................................................................................................................................................. 46
5.4 Burbank2035 Land Use and Zoning Designations .................................................................................. 46
5.5 Permitted Uses .........................................................................................................................................................53
5.6 Objective Development Standards and Guidelines ................................................................................. 66
5.7 Transfer of Development Rights .......................................................................................................................97
5.8 Lot Consolidation Incentives ............................................................................................................................ 98 MOBILITY 99
6.1 Mobility Overview ................................................................................................................................................ 100
6.2 Mobility Goals and Policies ................................................................................................................................101
6.3 Mobility Infrastructure ..........................................................................................................................................101
6.4 Transportation Demand Management ........................................................................................................... 121
6.5 Parking ..................................................................................................................................................................... 122 INFRASTRUCTURE 129
7.1 Infrastructure Overview ................................................................................................................................130
7.2 Infrastructure Policies .........................................................................................................................................130
7.3 Water ..........................................................................................................................................................................130
7.4 Recycled Water Sy
stem ...................................................................................................................................... 130
7.5 Sewer ...........................................................................................................................................................................131
7.6 Stormwater ...............................................................................................................................................................131
7.7 Energy ........................................................................................................................................................................132
7.8 Traffic Signals ..........................................................................................................................................................132
7.9 Telecommunications .............................................................................................................................................133 IMPLEMENTATION 135
8.1 Implementation Overview ..................................................................................................................................136
8.2 Approvals .................................................................................................................................................................136
8.3 Implementation Actions and Programs .......................................................................................................136
8.4 Funding and Financing Sources and Mechanisms ..................................................................................143 APPENDICES A-1
Appendix A: Goals and Policies of Relevant Plans ........................................................................................... A-3 Appendix B: Real Estate Market Study ................................................................................................................. A-5 Appendix C: Traffic Study ............................................................................................................................................A-7 Appendix D: Parking Study ........................................................................................................................................ A-9 Appendix E: Proposed Bicycle Facilities Cr
oss Sections ...............................................................................A-11 Appendix F: Sidewalk Design Standards .............................................................................................................A-13 5 6
7 8
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FIGURES
Figure 3-1: Burbank MDSPU Outreach Process ............................................................................................................... 20 Figure 4-1: Burbank Regional Context .................................................................................................................................32 Figure 4-2: Media District Planning Area ...........................................................................................................................35 Figure 5-1: Land Use Map ......................................................................................................................................................... 48 Figure 5-2: Zoning Map ............................................................................................................................................................ 49 Figure 5-3: Density Map ........................................................................................................................................................... 50 Figure 5-4: FAR Map ....................................................................................................................................................................51 Figure 5-5: Height Map ..............................................................................................................................................................52 Figure 5-6: Height Exceptions: Roof and Archit
ectural Features .............................................................................69 Figure 5-7: Media District Ground-Floor Frontage Type Map .....................................................................................71 Figure 5-8: Required Step-Back
s Diagram ........................................................................................................................72 Figure 5-9: Massing Breaks Diagr
am ....................................................................................................................................73 Figure 5-10: Bulk Reduction Requirements Diagr
am .....................................................................................................74 Figure 5-11: Upper-Level Mas
sing and Articulation .........................................................................................................75 Figure 5-12: Required Frontage Oc
cupancy ......................................................................................................................76 Figure 5-13: Required Gr
ound-Floor Dimensions Diagram ..........................................................................................77 Figure 5-14: Required Façade T
ransparency Diagram...................................................................................................78 Figure 5-15: Active Frontage Type Diagram ..................................................................................................................... 80 Figure 5-16: General Frontage T
ype Diagram ....................................................................................................................81 Figure 5-17: Residential or Live/Work Fr
ontage Type Diagram ................................................................................82 Figure 5-18: Parking Garage Frontage T
ype Diagram ...................................................................................................83 Figure 5-19: Landscape Frontage Type Diagram ........................................................................................................... 84 Figure 5-20: Studio Lot Frontage Type Diagr
am ............................................................................................................85 Figure 5-21: TDR Diagram .........................................................................................................................................................97 Figure 6-1: Street Clas
sifications ..........................................................................................................................................103 Figure 6-2: Pedestrian Impr
ovements at a Signalized Arterial/Local Intersections ........................................105 Figure 6-3: Pedestrianscape Zones ....................................................................................................................................105 Figure 6-4: Olive Avenue and Riv
erside Drive Pedestrian Improvements ..........................................................107 Figure 6-5: Alameda Avenue and Buena Vis
ta Street Pedestrian Improvements ............................................109 Figure 6-6: Existing Bicycle Network .................................................................................................................................. 112 Figure 6-7: Proposed Bicycle Netw
ork ............................................................................................................................... 113 Figure 6-8: Existing Cross Section on V
erdugo Avenue from Pass Avenue to N Hollywood Way ............114 Figure 6-9: Phase 2 Cross Section on Verdugo A
venue from Pass Avenue to N Hollywood Way ............114 Figure 6-10: Existing and Planned Transit R
outes and Stops .................................................................................... 117 Figure 6-11: Example Bus Stop Shelt
er Elements and Amenities ............................................................................. 118 Figure 6-12: Minimum Travel Lane W
idths ........................................................................................................................ 119 Figure 6-13: Example Intersection-lev
el Green Infrastructure Strategies ............................................................. 121 Figure 6-14: Example Curb Use ............................................................................................................................................. 121 Figure 6-15: AB 2097 Map ..................................................................................................................................................... 123 Note: The figures listed above were developed for the Burbank Media District Specific Plan Update unless otherwise noted within this document.
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TABLES
Table 4-1: Ethnicity and Race (2020) ...................................................................................................................................36 Table 5-1: Land Use Area .......................................................................................................................................................... 46 Table 5-2: Permitted Uses .........................................................................................................................................................55 Table 5-3: Development Standar
ds Summary Table ......................................................................................................67 Table 5-4: Required Setbacks .................................................................................................................................................70 Table 5-5: Required St
ep-Backs .............................................................................................................................................72 Table 5-6: Required Massing Break
s .....................................................................................................................................73 Table 5-7: Bulk Reduction Requir
ements ...........................................................................................................................74 Table 5-8: Required Frontage Oc
cupancy ....................................................................................................................76 Table 5-9: Allowable Building Frontage T
ypes .................................................................................................................77 Table 5-10: Building Frontage Type Standar
ds ................................................................................................................79 Table 5-11: Required Publicly A
ccessible Open Space ...................................................................................................93 Table 5-12: Required Permeable Sit
e Area .........................................................................................................................93 Table 5-13: Required P
arking Spaces ................................................................................................................................... 94 Table 5-14: Required L
ong-Term Bicycle Parking Spaces ............................................................................................ 94 Table 5-15: Allowable Number Of Curb Cuts .....................................................................................................................95 Table 6-1: Proposed Bicycle F
acilities .................................................................................................................................. 111 Table 6-2: Key Consider
ations for Choosing Bicycle Facility Types ....................................................................... 115 Table 8-1: Implementation Plan ............................................................................................................................................. 137 Administrative Draft - June 2024
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Executive
Summary
CHAPTER 1
IN THIS CHAPTER:
1.1 Organization of this Document
1.2 How to Use this Document
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8 Administrative Draft - June 2024
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9 CHAPTER 1 | Executive Summary
“Working together for a safe, beautiful, and thriving
community”
The Media District Specific Plan Update (Specific Plan) provides the policy framework for the future development and public improvements for the 544-acre district within the City of Burbank (City). The Specific Plan has been developed from the input of Burbank community members, Boards/Commissions/Committees, elected officials, and City staff, and is in accordance with the California Environmental Quality Act (CEQA),
California Planning Law, and City planning documents. The Specific Plan provides a comprehensive land use, mobility/streetscape, and infrastructure plan along with development standards and guidelines that support the Specific Plan’s goals and policies. In addition, the Specific Plan includes a strategy for its implementation to ensure that development will be coordinated and will meet the intent of the Specific Plan.
The existing Media District Specific Plan, adopted by City ordinance in 1991, established goals, guidelines, programs, and direction for the growth of the Media District. The existing Media District Specific Plan was primarily developed in response to the communities’ concerns about the impacts of development on existing neighborhoods. The existing plan aimed to preserve the character of single- family residential neighborhoods by minimizing the impact of developments adjacent to these neighborhoods while allowing for sufficient opportunities for media and medical services. This Specific Plan aims to update and expand on the strategies of the existing Media District Specific Plan.
An assessment of existing conditions was conducted in the early phase of developing the Specific Plan.
The assessment included a literature review of all existing planning documents and policies that relate to the Specific Plan. The City’s General Plan, Burbank2035, was one of the primary documents reviewed.
Burbank2035’s Land Use, Housing, and Mobility Elements provide the primary guidance and are the main catalysts of the Specific Plan. Numerous studies were conducted as part of developing the Specific Plan including a market and feasibility study, greenhouse gas emissions study, noise study, parking study, traffic impact analysis, a water supply assessment and associated public infrastructure studies.
These analyses and assessments were conducted by technical professionals in coordination with City staff.
Public engagement was of the core of the planning effort to develop the Specific Plan.
Public engagement activities were held throughout the development of the Specific Plan which included community workshops, stakeholder meetings, neighborhood walking tours, and listening sessions. The public engagement activities allowed community members opportunities to engage with the planning process and provide valuable input that has guided the development of this significant planning effort.
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10 1.1 ORGANIZATION OF THIS DOCUMENT
This section explains the organization of the Burbank Media District Specific Plan and how to understand it and access the information presented in it.
1. EXECUTIVE SUMMARY
The executive summary offers a comprehensive overview of the Specific Plan and outlines the existing conditions, studies, and primary documents used as guiding frameworks for the Specific Plan’s development.
2. INTRODUCTION
This introduction chapter describes the purpose of the Specific Plan and provides the overall vision for the Media District, including its key concepts, as well as the authority to prepare and its relationship with the General Plan and the environmental review process. It presents three goals: Emphasize Contextual Development, Align Growth with Transit Opportunities, and Facilitate Streamlined Housing Production. These are the overarching goals that align with the City's General Plan and guide the goals and policies found in the individual chapters of this plan.
3. COMMUNITY ENGAGEMENT
The community engagement chapter describes the purpose and process of the community outreach conducted to create the Specific Plan. This chapter highlights the key goals of the community involvement efforts and incorporates and summarizes the community’s voices, aspirations, and concerns for the Media District.
4. MEDIA DISTRICT PROFILE & CHARACTERISTICS
The Media District profile and characteristics chapter explains the context of the Media District in relation to the City of Burbank and Los Angeles County and the existing conditions and demographic
profile. This chapter also highlights relevant planning documents and policies applicable to the planning area.
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11 CHAPTER 1 | Executive Summary
11 5. LAND USE AND URBAN FORM
The land use and urban form chapter articulates the land use plan goals for the Media District. This chapter explains the land use designations, zoning, permitted and conditionally permitted uses, and transfer of development rights (TDR). The chapter also includes a full set of objective development standards and design guidelines.
6. MOBILITY
The mobility chapter explains the strategies and supportive policies for a safe and efficient multi-modal transportation system for the future development of the Media District. Public transportation, transportation demand management (TDM), and parking are also contained within this chapter.
7. INFRASTRUCTURE
The infrastructure chapter addresses utilities and infrastructure through a discussion of public facilities, water supply, energy, and sewage systems. It includes an analysis of existing capacity and potential improvements necessary to City infrastructure to meet future demands of envisioned growth under the Specific Plan.
8. IMPLEMENTATION
The implementation chapter includes a summary of action steps to implement the Specific Plan, including regulatory actions, programs, and improvement projects. This chapter provides insight into potential funding through financing strategies and sources to ensure equitable and sustainable development in the Media District and explains the entitlement process.
9. APPENDICES
This section includes documents that contributed to the development of the Specific Plan.
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12 1.2 HOW TO USE THIS DOCUMENT
IF YOU ARE A COMMUNITY MEMBER
For community members who are interested in learning about this Specific Plan, Chapter 1 and 2 provides an overview and the vision for the future of
the Media District. Chapter 3. Community Engagement describes the community engagement process and how the input gathered shaped this Specific Plan and ultimately the Media District. Chapters 4, 5, 6, and 7 have more detailed information about land uses, development and design standards, mobility improvements, and infrastructure improvements that are planned to be applied to the Media District.
IF YOU ARE A PROPERTY OWNER OR
DEVELOPER
Property owners or developers who are interested in developing within the Media District should understand the Specific Plan’s overall vision, goals, and planning framework as entailed in this chapter. Chapter 5, Land Use and Urban
Form, explains the land use designations
and development standards and design guidelines that are directly applicable to proposed projects. Chapter 6 also provides relevant guidance on mobility and design standards for the public right-of-way. Chapter 8, Implementation, details the entitlement process, providing guidance for property owners and developers.
IF YOU WORK FOR THE CITY
City staff is tasked with guiding residents, property owners or developers in their development decisions and applications and evaluate applications to ensure consistency with this Specific
Plan. Any
future public infrastructure, mobility, housing, and public realm investments should be consistent with the Media District Specific Plan.
The City shall continuously monitor the progress and implementation of the Media District Specific Plan.
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Introduction
CHAPTER 2
IN THIS CHAPTER:
2.1 Purpose and Use
2.2 Vision and Goals
2.3 Past Planning Efforts
2.4 Authority to Prepare
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14 City of Burbank MEDIA DISTRICT SPECIFIC PLAN
2.1 PURPOSE AND USE
The purpose of updating the Media
District Specific Plan (MDSP) is to expand on its goals, guidelines, policies, programs, and direction to reflect current needs. Additionally, this update will ensure a set of objective development standards and design guidelines are in place. This Media District Specific Plan Update (Specific Plan) looks to preserve the original intent of the MDSP to encourage compatible design with the community’s character, while addressing current issues facing the Media District such as housing supply and affordability, non-vehicular transportation infrastructure, and increased safety. The Specific Plan addresses these issues by encouraging contextual transit-oriented development within the center of the Media District and around existing and future transit opportunities. Focusing on facilitating contextually compatible development that is sensitive to the intensity and scale of existing development in these areas of the Media District will also ensure non-vehicular transportation infrastructure is developed for pedestrian, cyclists, and transit-riders to safely provide access to and from destinations.
The Specific Plan also represents the implementation of the Burbank2035 General Plan’s goals and policies for the Media District and helps accomplish Program LU-3: Specific Plans, of the Burbank2035 General Plan Realization Plan. Additionally, the Specific P lan Update r epresents i mplementation o f the c ommunity v ision for future development of the Media District. In conjunction with the City’s General Plan and Zoning Code, the Specific Plan provides a framework for existing and proposed development consistent with the vision and policies outlined in this document. The Specific Plan was developed in conjunction with a programmatic Environmental Impact Review (EIR) that evaluated existing conditions and the potential environmental impacts of the plan. The Specific Plan is intended to guide land use and development decisions but does not replace or augment existing safety codes or other non-planning related codes for the Specific Plan Area. The Specific Plan is used to ensure conformance in the review of permit applications for new construction, as well as for substantial modifications to existing buildings and land use changes. Future development in the Media District must comply with the objective standards and regulations described in this Plan.
2.2 VISION AND GOALS
The existing Media District Specific
Plan from 1991 served as a growth-control plan and was intended to preserve and protect the Media District’s surrounding residential neighborhoods; ensure that sure that adequate infrastructure and public services were provided as a result of new development, and reasonable development opportunities were available to property owners. This Specific Plan aims to continue to preserve and protect surrounding residential neighborhoods, while providing sufficient opportunities to integrate land use and mobility strategies to facilitate the long-term sustainability and growth of businesses, bolster the employment base, and create new opportunity for affordable and workforce housing for all economic segments of the community. The Media District has grown as a regional employment center over the past 30 years and will continue to be an important and thriving jobs center for Burbank by supporting its primary employment sectors of media and medical and enabling enhanced opportunities for additional job sectors. It will continue to evolve into a vibrant district with a mix of residential and commercial buildings and neighborhood-serving retail. Based on community feedback, the Specific Plan is developed to focus higher density developments near the center of the district, primarily along Alameda Avenue and Olive Avenue, close to existing and future transit stations and mobility centers. The Specific Plan's envisioned streetscape will be pedestrian-oriented, to help foster a safe and healthy community.
The Specific Plan includes goals that will help achieve the vision for the Media District. The goals will help establish residential
and commercial development along major transit corridors and surrounding transit stations with development intensities mindful of residential neighborhoods for enabling transit-focused residential and commercial growth while
respecting the original plan’s goal of ensuring that growth in the district is planned in context with the surrounding low and medium density residential neighborhoods. The goals detailed in the following chapters fit within the primary goals listed here and help achieve the vision for the Media District.
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15 CHAPTER 2 | Introduction
The primary goals of the plan are:
EMPHASIZE CONTEXTUAL DEVELOPMENT
» Develop people-focused streetscapes and buildings that are sensitive to the surrounding intensity and scale of surrounding development and existing neighborhoods. » Allow sufficient and balanced development opportunities for media, medical, and other commercial establishments within the Media District.
» Protect existing neighborhoods by encouraging higher development intensity in the center of the Media District and transition building height as it approaches existing low- and medium-scale residential areas.
TRANSIT ORIENTED GROWTH
» Align and encourage residential and commercial growth along major transportation resources, including new transit stops, corridors, and with major mobility centers. » Ensure that non-vehicular infrastructure and public service improvements are designed to accommodate the needs of all existing and future development.
» Encourage more pedestrian and bicycle use through added infrastructure.
FACILITATE STREAMLINED HOUSING PRODUCTION
» Establish policies that will facilitate the streamlined development of a diversity of housing in the center of the Media District.
» Encourage affordable and workforce housing development in the center of the Media District. » Establish practical and objective development and design standards based on community feedback and best practices to ensure neighborhood compatibility and development.
OVERARCHING GOALS OF THE PLAN
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2.3 PAST PLANNING EFFORTS
In 1991, the City adopted the first Media District Specific Plan (MDSP), to serve as a growth-control plan with the intent on preserving the character and
quality of the residential neighborhoods, while allowing sufficient opportunities and infrastructure support in the Media District. The 1991 MDSP was created through a series of plan presentations, public hearings, and committee meetings. The committee was tasked with reviewing the plan through the planning phases and was comprised of mostly residents and Chamber of Commerce representatives. Through the recommendations of staff, committee members, and the Planning Board the plan was fi
nalized. The 1991 MDSP, established goals, guidelines, and programs.
The goals of the 1991 MDSP include: preserving residential neighborhoods quality of life by implementing development restrictions, supporting development opportunities for media and medical uses, ensuring
infrastructure and public services are provided to accommodate existing and future development, and ensuring long-term development opportunities for all property owners. The 1991 MDSP proved beneficial to
the community as it was successful in accomplishing these goals and protecting surrounding residential neighborhoods while also accommodating for growth in the media and medical industries within the Media District.
The
1991 MDSP also tied allowable densities to the anticipated traffic generated by a particular use. Uses that generate higher amounts of traffic were confined to lower densities in hopes of minimizing vehicle congestion.
While this was an appropriate and
successful approach at the time, because of an increase in jobs and commuters to the Media District, additional traffic calming measures were not considered.
Due to the planning and land use practices common at the time, and the economic setting, the 1991 MDSP does not include many objective development standards that would provide clearer expectations for development in the neighborhood that may have inhibited residential development. The Specific Plan seeks to expand upon the original goals laid out in the 1991 MDSP as well as provide objective development and design standards to encourage compatible design for the area while addressing the issue of housing supply.
2.4 AUTHORITY TO PREPARE
Burbank2035’s Land Use and Realization Plan
Elements determined that a specific plan is the
appropriate planning mechanism to guide the long-range development and preservation of unique neighborhoods such as the Media District. A specific plan is a regulatory tool that local governments use to implement their general plan and to guide development in a specified area. While the general plan is the primary guide for growth and development in a community, a specific plan can focus on the unique characteristics of a specific area by tailoring the planning process and land use regulations for that area.
By law, specific plans are intended to implement a city or county’s general plan through the development of goals, policies, programs, and regulations that provide an intermediate level of detail between the general plan and individual development projects within the plan area. As vehicles for the implementation of a city's general plan goals and policies, State law stipulates that a specific plan can be adopted or amended only if they are consistent with the jurisdiction’s adopted general plan.
The Specific Plan is enacted under California Government Code Sections 65450 through 65457, which authorizes local governments with certified general plans to prepare and adopt specific plans. The Specific Plan and associated General Plan Amendments are adopted by the City Council by resolution and codified into the Burbank Municipal Code by ordinance.
The Specific Plan will guide land
use and development decision-making processes for the City of Burbank’s Media District. All applications for new construction, substantial modification to existing buildings, and changes in land use shall be reviewed for conformance with this Specific Plan and subject to the approval process discussed in Chapter 8 of this plan.
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17 CHAPTER 2 | Introduction
APPLICABLE GENERAL
PLAN POLICIES
Land Use Goals and Policies
» Goal 1 Quality of Life
✓ Policy 1.1
✓ Policy 1.2
✓ Policy 1.3
✓ Policy 1.4
✓ Policy 1.7
✓ Policy 1.8
» Goal 3 Community Design and Character
✓
Policy 3.1
✓ Policy 3.2
✓ Policy 3.3
✓ Policy 3.4
✓ Policy 3.5
» Goal 4 Public Spaces and Complete Streets
✓
Policy 4.1
» Goal 5 Housing
✓
Policy 5.1
✓ Policy 5.2
✓ Policy 5.5
» Goal 6 Economic Vitality and Diversity
✓
Policy 6.3
» Goal 7 Community Participation
✓
Policy 7.1
✓ Policy 7.2
✓ Policy 7.3
✓ Policy 7.4
✓ Policy 7.5
Mobility Goals and Policies
» Goal 1 Balance
✓
Policy 1.4
» Goal 2 Sustainability
✓
Policy 2.1
✓ Policy 2.3
» Goal 4 Transit
✓
Policy 4.3
✓ Policy 4.8
» Goal 7 Parking
✓
Policy 7.1
» Goal 8 Transportation Demand Management
✓
Policy 8.1
✓ Policy 8.3
2.4.1 RELATIONSHIP TO THE
GENERAL PLAN
In 2013, the City of Burbank updated its General
Plan, titled “Burbank2035”, which serves as the
City’s blueprint for future growth and development.
The
Burbank2035 Realization Plan Program LU-3
calls on the City to review its existing specific plans through a public process to determine whether
the vision, goals, and policies established by the
plans remain applicable and appropriate and to
revise the plans as necessary to ensure that they
re
flect current community desires and can be used
effectively to facilitate appropriate development.
This Specific Plan contributes to the implementation
of the General Plan’s Elements, particularly the Land
Use, Housing and Mobility Elements. The Land Use
Element provides guidance on how to create a
balance in the community and manage future growth
while protecting Burbank’s neighborhoods and
quality of life
. The goals of the Mobility Element aim
to improve Burbank’s transportation network
by providing safe access for all members of the
community regardless of mode of transportation.
A comprehensive review of the goals and policies
set forth in the General Plan was conducted as a
part
of this Specific Plan. While the General Plan
does not provide comprehensive guidance for the
entire Media District, it does include policies and
programs that
apply and guided the update process
of the Specific Plan.
The highlighted goals and policies highlighted
were considered as most relevant to the Specific
Plan
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18 2.4.2 ENVIRONMENTAL REVIEW
The Burbank2035 R ealization Plan Program LU-7 requires all projects, including the adoption of specific
plans to be analyzed to determine whether they have the potential to cause significant environmental impacts.
The environmental review is currently in process, and a summary of its findings will be written by the environmental team following the preparation of the
draft PEIR.
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Community
Engagement
CHAPTER 3
IN THIS CHAPTER:
3.1 Community Engagement Overview
3.2 Community Engagement Strategies
3.3 Outreach Tools and Materials
3.4 Community Events
3.5 Stakeholder Briefings
3.6 Summary
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20 3.1 COMMUNITY ENG AGEMENT OVERVIEW
The Media District Specific Plan community engagement process was conducted with a dedication to receiving and incorporating into the plan development feedback
from community members and stakeholders throughout
the entire course of the Plan’s development. The initial community engagement rounds were divided into three separate engagement activities to
reach specific audiences and discuss the project: a study session to reach the Planning Commission and other City departments, a public workshop to reach the general public, and a stakeholder briefing to reach key stakeholders. This initial stage was intended to provide information, introduce the project, and receive high-level feedback on visioning and priorities.
The entire community engagement process was in alignment with the Burbank2035 General Plan Realization Plan Program LU-5 Public Participation that states the critical need for public involvement in the planning process and calls for organized public outreach that provides the public information and opportunities for meaningful input on planning matters. Continued community contributions were crucial throughout the Specific Plan's development and have helped to identify existing challenges and barriers, opportunities for future development, improvement of public transportation accessibility, and preservation of the neighborhood’s character.
The public engagement process included, but was not limited to, the following participants: Burbank residents, City Council, City staff, planning staff from the County and City of Los Angeles, developers, advocacy groups, businesses, and the Southern California Association of Governments (SCAG). The public engagement process also included the following boards and committee’s: Youth Board, BWP Board, Board of Library Trustees, Parks and Recreation Board, Chamber of Commerce Board, Community Development Goals Committee, Burbank Advisory Council on Disabilities, Senior Board, Heritage Commission, Burbank Cultural Arts Commission, Art in Public Places, Sustainable Burbank Commission, Infrastructure Oversight Board, and Transportation Commission., The City also organized walking tours around the Media District and used digital engagement tools to interact with a broad spectrum of stakeholders and receive more input.
There were eight rounds of stakeholder engagement.
FIGURE 3-1: Burbank MDSPU Outreach Process
ROUND 1
September
2022
ROUND 2
October
2022
ROUND 3
November
2022
ROUND 4
February
2023
ROUND 5
November
2023
ROUND 6
March
2024
ROUND 7
June 2024
ROUND 8
July-August
2024
EIR Scoping
Meeting
November
2023
Project
Introduction
Multimodal
Transportation
Options
Draft Plan
Potential
Development
Standards and
Regulations
Mobility Second
Review of
Draft Plan
Draft Land
Use ConceptsLand Use
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21 CHAPTER 3 | Community Engagement
3.2 COMMUNITY ENGAGEMENT STRATEGIES
The primary community engagement strategies that were utilized for the Specific Plan update included:
» Community workshops
» Walking tours
» Stakeholder briefings
» Study sessions
» Project Webpage and Digital Engagement T ools
» Direct outreach by request through emails, calls and meetings » Multimedia communications
3.3 OUTREACH TOOLS AND M ATERIALS
The Media District Specific Plan team, in response to early feedback and experiences with the constituents in and near the Media District, recognized that people engage with information in different ways, and set about developing a robust and varied outreach plan with a variety of modes. The following tools were used to engage the community and
stakeholders to allow
them to provide meaningful input throughout the Specific Plans development.
3.3.1 PROJECT WEBSITE AND
DIGITAL ENGAGEMENT TOOLS
The project website served as an approach for
stakeholders and members of the public to access
information and updates on milestones for the
Specific Plan as they occur
. The website included a
general project introduction, listed key milestones,
and included presentation materials from each of
the rounds of outreach, The website also linked
stakeholders to the digital engagement tool Social
Pinpoint that provided in-depth detail regarding
project information using interactive tools.
Social Pinpoint
functioned as the
main source of
information through- out the project and was used
to collect feedback and help build consensus from
the public. Providing an accessible location one-
stop shop for participants to understand the project,
this
tool allowed those interested parties in the
project to receive information on public workshops
and
provide immediate feedback using surveys and
interactive tools. The tool was regularly updated
and reviewed, especially during feedback gathering
phases of the first three rounds of the project. The
tool was utilized in order to
get solicit stakeholder
feedback on housing typologies, housing
challenges, and safety and mobility challenges and
opportunities.
Social Pinpoint MDSPU project website
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ATTACHMENT 1 - 21
22 3.3.2 SOCIAL MEDIA
Social media was an essential tool to notify the
public regarding the project and opportunities for
feedback. This project utilized the following social
media platforms for public notification:
» Facebook, 15,000 followers
» Instagram, 14,100 followers
» X (formerly Twitter), 17,500 followers
To provide a more inclusive and representative
engagement process, targeted digital notifications
were sent in English, Spanish, and Armenian.
3.3.3 PHONE OUTREACH
Targeted calls to key stakeholders and organizations
were conducted prior to stakeholder briefings. Calls
encouraged meeting participation and attendance.
Stakeholders were offered digital outreach toolkits
to share information with their audiences (see
section 3.3.7 for additional details). Outreach calls
were conducted one week prior to stakeholder
briefings.
3.3.4 DOOR TO DOOR FLYER
Door-to-door flyers were distributed to approximately
680 residences within and around the Media District.
3.3.5 POSTCARDS
Postcards were created and mailed to Burbank
residents with information about the project,
including links to the project website, upcoming
webinars, and walking tours.
3.3.6 EXTENDED OUTREACH
STAKEHOLDER TOOLKIT
Toolkits with project information were provided
to key stakeholders before the public workshop
to share with their constituencies and members.
Toolkits give key stakeholders the ability to easily
distribute the information to their networks and
maintain consistency in the information shared.
3.3.7 BUS SHELTER
ADVERTISEMENTS
Bus shelter advertisements were also used to
get the word out about the plan and outreach
activities, Shelter ads featured a QR code, which
Extended outreach stakeholder kit
X (formerly Twitter) MDSPU Workshop #6 post
MDSPU Postcards
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ATTACHMENT 1 - 22
23 CHAPTER 3 | Community Engagement
linked residents to the project website and details
on an upcoming workshop. The posters in the
shelters also had general information to encourage
community participation in the project. The shelter
advertisements were displayed from January 30,
2023, until February 27, 2023, with approximately
4 million impressions based on estimates from the
advertising vendor.
Shelter ads were located along key corridors such as:
» Magnolia Blvd & N Hollywood Way
» W Riverside Dr
» W Riverside Dr & N Rose St
» W Alameda Ave & W Olive Ave
» W Olive Ave & Victory Blvd
» W Olive Ave
» E Magnolia Blvd & N Glenoaks Blvd
» E Olive Ave & S First St
3.3.8 BUSINESS OUTREACH
DROP OFF
On February 10,
2023, project team
members visited 40
businesses in the Media
District. The team provided the businesses with a
brief overview of the project and distributed ten
posters to promote the upcoming workshop and
one promotional poster to each business to post in
high-traffic locations in their business.
3.3.9 PARK BANNERS
Project banners were posted in various park
s
throughout the city to promote the project and
upcoming workshops. The banners were up from
December 13, 2022, until February 24, 2023, and
were located at the following locations:
» McCambridge Park
» Johnny Carson Park
» Lincoln Park
» George Izay Park
» Verdugo Park
Bus shelter advertisement
Business outreach drop off
Park banner
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ATTACHMENT 1 - 23
24 3.4 COMMUNITY EVENTS
3.4.1 BURBANK FARMER’S MARKET
As an opportunity to connect
with residents in person, the project team attended the Burbank Farmer’s Market on November 12, 2022. Additionally, the 3rd community workshop was advertised at this time.
3.4.2 WALKING TOURS
In early outreach efforts, the project team heard that residents wanted more opportunities to collaborate with staff in identifying issues and opportunities in the neighborhood. To build an agreed upon understanding of the Media District among stakeholders, the project team organized three (3) neighborhood walking tours.
3.4.2.1 W
alking Tour #1
The first neighborhood walking tour was held on November 9, 2022. The tour was an opportunity for community members to meet with the project team and study the southwestern portion of the Media District, along Riverside Drive.
3.4.2.2 Walking Tour #2
The second walking tour took place on January 19, 2023. This walking tour involved 10 community members and approximately
20 additional student stakeholders
interested in the planning effort. The
community stakeholder group was led by City staff members David Kim, and Joseph Pangilinan, City of Burbank. The second group of UCLA students was led by City staff member Amanda Landry.
3.4.2.3 Walking Tour #3
The third walking tour
took place on April 29, 2023, and involved a comprehensive three-mile journey with three segments. Participants were encouraged to attend the segments that most interested them or stay for the entire duration.
Walking tour #2
Burbank Farmer’s Market engagement
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25 CHAPTER 3 | Community Engagement
3.4.3 LISTENING SESSION
A virtual listening session was held on the topic of Land Use to engage with community stakeholders and receive their feedback on the project. Project Team members Joseph P angilinan and David Kim hosted the
first listening session on November 9, 2022, and encouraged attendees to provide feedback, opinions, and concerns on the Specific Plan Update.
3.4.4 NEIGHBORHOOD MEETINGS
A neighborhood meeting was held as an informal way to engage with residents and receive their feedback on the project. Project Team members Amanda Landry, Fred Ramirez, and Scott Plambaeck attended the neighborhood meeting.
3.4.5 COMMUNITY WORKSHOPS
A total of eight community workshops were conducted throughout the planning process. Residents and various stakeholders were engaged in open discussions regarding their vision for the Media District.
To ensure that all in-person and virtual community workshops were accessible to all residents and to maximize participation, translated materials and simultaneous Spanish and Armenian interpretation services were provided.
3.4.5.1 Community Workshop #1
The first
community workshop was
held in person at the Community Services Building (150 N. Third St.) on September 28, 2022. The workshop provided attendees with information regarding the Specific Plan update process and the Media District itself, including potential opportunities, existing public transportation infrastructure, recreational and natural resources. The project team asked attendees about what types of businesses and amenities that residents
would like to see in the plan area. Workshop attendees were encouraged to visit the information stations to provide feedback through a series of maps and vision boards.
Approximately 50 percent of participants agreed
that the potential opportunities within the Media
District should aim to protect and preserve the
character of the existing neighborhoods within
and adjacent to the district, while 20 percent
expressed concerns over impact of zoning changes
on existing residential neighborhoods. Attendees
were also concerned about mobility safety with
70 percent of attendees citing issues related to
speeding vehicles, lack of access through studios,
and dangerous curb extensions. Regarding future
mobility improvements, 30 percent of participants
noted that the BRT should be sharing lanes with
bicycles. Green space maintenance and the lack of
amenities were also noted by the participants with 25
percent calling for large companies to take a more
collaborative role with the community, including
helping maintain green spaces around their facilities
and whenever possible, opening their campuses
for community use. Lastly, most participants (85
percent) emphasized the importance of supporting
small businesses in the Media District.
Community workshop #1
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ATTACHMENT 1 - 25
26 3.4.5.2 Community Workshop #2
The second community workshop was held virtually via Zoom on October 19, 2022. A total of 33 attendants were provided with a more in-depth overview of the Media District Specific Plan update process. The topics discussed included building types
and the compatibility of new development with
the existing community characteristics. The workshop format included a presentation with interactive polls followed by a question-and-answer session. The stakeholder feedback was received through polls, chat logs, interactive mapping tools, and comments via an online survey.
According to the poll results, 64 percent of participants indicated that the building types analysis was consistent with their understanding of the plan area however, other attendees stated that mor e specific information was necessary.
When asked about specific t ype o f
b usinesses a nd s ervices r egularly a ccessed o utside t he M edia D istrict, m ost respondents said that they travel outside the district to go to restaurants (80 percent), grocery stores (72 percent), and entertainment (69 percent). Other services accessed outside the Media District include retail, gas stations, health and wellness, and professional business services. Concerns over the availability of parking were also expressed and there was consensus that Riverside Drive is an example of how the Media District should look and feel.
3.4.5.3 Community Workshop #3
The third community workshop was held on November 16, 2022, virtually via Zoom and there were 15 people in attendance. The workshop focused on multimodal transportation options, including planned bicycle facilities, parking, Metro Micro, and the proposed BRT line along Olive Avenue. The workshop format consisted of a brief presentation with interactive polls using the Mentimeter platform, followed by an open question-and-answer session.
Stakeholder input was documented through chat logs and feedback received from the Mentimeter questions.
According to the poll results regarding mobility improvements within the Media District, 44 percent of respondents supported a flexible office parking arrangement to allow public and private parking facilities to be shared to help serve retail and recreational uses, 33 percent wanted “Guaranteed Ride Home” programs, 17 percent wanted secure bicycle parking, and six percent supported the creation of an easy access short-
term car rental program. When asked about the modes of transportation that they would use if they were safer, more accessible, and efficient, 50 percent indicated biking, 37 percent mentioned that they would use Metro Micro, and 13 percent stated that they would walk. Additionally, 67 percent of participants indicated that convenient and frequent bus or trolley service would help mak e them switch to transit.
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27 CHAPTER 3 | Community Engagement
3.4.5.4 Community Workshop #4
Community workshop #4 was held in person at the Buena Vista Public Library on February 22, 2023. The purpose of this workshop was to share information and seek public input on potential development standards and regulations that may be included in the Specific Plan. Community members had the opportunity to examine the analysis the team has conducted, see how community feedback has helped inform potential alternatives and learn the next steps for the Specific Plan Update. This in-person workshop format consisted of a brief overview presentation followed by an open house session to allow the community to ask questions and interact with display boards located at six stations. Attendees were able to visit each station, where their feedback was documented on the display boards with post-it notes, flip charts, and comment cards. A total of 42 attendees participated in this workshop and provided valuable feedback on potential development sites, traffic improvements, height and massing, and design standards. Participants also expressed their concern about affordability for residents and employees and underscored the importance of preserving the community’s character and protecting existing residential areas from more intense development.
3.4.5.5 Community Workshop #5
Community workshop #5 was held in person at Buena Vista Public Library on November 15, 2023. The purpose of this workshop was to share updates on proposed development standards and design guidelines and the Build Out Analysis, seek public input, and inform community members on the next steps for the Specific Plan. Community members had the opportunity to examine the Build Out Analysis and an overview of the proposed development standards, informed by the community feedback from previous community engagements. This in-person workshop format consisted of a presentation followed by an open house session to allow the community to ask questions to project staff and interact with display boards located at six stations.
Attendees were able to visit each station, where their feedback was documented on the display boards with post-it notes, flip charts, and comment cards. A total of 31 community members participated in this workshop and provided valuable feedback on potential development sites, traffic improvements, height and massing, and design standards. Participants expressed concerns about the height of new development adjacent to neighborhoods and had overall positive comments on how the proposed standards and guidelines can enhance the neighborhood while maintaining many of the existing community characteristics.
Workshop #4 Workshop #5
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ATTACHMENT 1 - 27
28 3.4.5.6 Community Workshop #6
Community workshop #6 was held virtually on
March 14, 2024. The purpose of this workshop
was to provide information and receive feedback
on mobility and Neighborhood Protection Plans
(NPP) in the Media District. This virtual workshop
consisted of a presentation followed by a Q&A
period where a total of 33 participants logged on
and staff answered 36 live questions. The mobility
discussion covered topics that have been brought in
public comments during the outreach process and
included pedestrians, cycling, automobile,
transit, and parking. The
workshop included
discussion on potential policies and strategies
that could be implemented to address concerns
and result in mobility improvements. Background
and details on the existing NPP’s were
presented followed by a discussion on potential
strategies to further improve them.
3.4.5.7 Community Workshop #7
(PLACEHOLDER)
Community workshop #7 was held in-person on
June 5, 2024, at the Burbank Public Library.
3.4.5.8 Community Workshop #8
(PLACEHOLDER)Community work
shop #8 was
held virtually on July X, 2024.
Workshop #6
Workshop #7
Workshop #8
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ATTACHMENT 1 - 28
29 CHAPTER 3 | Community Engagement
3.4.5.9 City Council Meeting #1
A City Council informational session was held on January 10, 2023, that included a report on the Media District Specific Plan Update. The report to City Council consisted of a summary of the Specific Plan, a status update, and next steps. The primary item of the report was the community engagement effort and a summary of the comments received. The summary of input included the three rounds of community engagement to date and provided a preview of the following rounds of community engagement. All City Council members were present as well as the City Manager and City Attorney.
3.4.5.10 City Council Meeting #2
A second City Council informational session was held on November 7, 2023, and included a report on the Media District Specific Plan, Consideration of the Development Potential, and Associated General Plan Amendment. Two members of the public were in attendance and provided comments on the agenda item.
The report to City Council consisted of a summary of the Specific Plan, a status update, and next steps. The primary item of the report was a summary on the buildout analysis and the comparison of three alternative growth scenarios. The comparison of the three alternative growth scenarios included residential units and non-residential square footage estimates, as well as their study for the program environmental review. All City Council members were present as well as the City Manager and City Attorney.
3.4.5.11 City Council Meeting #3 (PLACEHOLDER)
[Admin Draft Note: A complete summary to be inserted after event]
3.5 STAKEHOLDER BRIEFINGS
Stakeholder briefings were another key component of the community engagement process. A total of three stakeholder briefings were held to provide insights about community sentiments to help inform the content and activities of community workshops. S
takeholders contacted included a variety of businesses, developers, schools, faith- based organizations, production studios, and local non-profits, as well as staff from the cities of Burbank and Los Angeles, Los Angeles County, and SCA
G.
3.5.1 S TAKEHOLDER BRIEFING #1
The first Stakeholder briefing was held virtually via Zoom on September 21, 2022. In total, there were 26 attendees. Stakeholders emphasized the desire to maintain community character and voiced concerns over the environment. There was interest in seeing the integration of the Greenhouse Gas Reduction Plan’s (GGRP)
vision. There were also discussions over the inclusion of early childhood care and education within the Burbank Uni
fied School District. As for development, there was a general interest in mixed-use housing, concerns over the building heights for new developments, and understanding how the Specific P l an i s c o ordinated w i th neighboring community plans.
3.5.2 STAKEHOLDER BRIEFING #2
On October 13, 2022, the second Stakeholder briefing was held via Zoom. There were 22 attendees. Key stakeholders represented were Hollywood Burbank Airport, Burbank Unified School District, NBC Universal, and Warner Bros. Discovery. The main discussions were centered around concerns over the development of large multi-story buildings, locations
of mixed- use housing, and parking requirements in relation to development. There were concerns over how long-term residents and renters may be displaced by new developments. Meanwhile, there was support for affordable and workforce housing and to seek other opportunities for development along Olive Avenue and Ventura Freeway SR-134. Requests included a workshop on preserving neighborhood characteristics and more research on the location of density within the Media District.
ATTACHMENT 1 - 29
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30 3.5.3 STAKEHOLDER BRIEFING #3
The third Stakeholder briefing was held on November 9, 2022, with 15 attendees present, virtually via Zoom.
The key stakeholders represented were the Hollywood Burbank Airport, two developer groups Cusumano Real Estate Group and Toledo Homes, Walt Disney Studios, NBC Universal, and two residents. Other agencies in attendance included planning staff from the County of Los Angeles, the City of L os Angeles and SCAG. The
key themes surrounding mobility were in the limitation of destinations and connectivity of public transportation to the greater Los Angeles vicinity. There were concerns over project impacts on residents. Stakeholders requested a
website with current state housing legislation to provide context for relevant laws impacting the Media District. Poll questions included identifying destinations within the Media District, how many days these stakeholders require for their employees to work in the office, and what type of improvements can be made to encourage others to walk or bike to restaurants during lunchtime.
3.6 SUMMARY
The Media District Specific Plan was developed as part of a collaborative public engagement process
that included using the input collected through workshops, listening sessions, briefings, study/ informational sessions, and digital engagement tools described in this chapter. The community’s efforts throughout the process and their contributing opinions, knowledge, and expertise have been essential in the development of the plan. Through the wide spectrum of ideas and interests that the community identified, these topics most frequently stood out as top priorities:
» Maintaining community characteristics
» Appropriate height and massing of buildings, especially nearer to existing residential neighborhoods » Supporting additional housing, especially affordable and workforce housing, and mixed-use developments » Supporting small businesses
» Improving Pedestrian and traffic safety
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Media District
Profile
CHAPTER 4
IN THIS CHAPTER:
4.1 Profile Overview
4.2 Regional Context
4.3 Media District Profile
4.4 Description of the Planning Area
4.5 Demographic Profile
4.6 Market Conditions
4.7 Relevant City Adopted Plans and
Policies
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ATTACHMENT 1 - 31
32 4.1 PROFILE OVERVIEW
This chapter includes sections on demographics, land use, and existing local policies and documents that were developed by the community and help guide the development of this plan. Each section provides valuable information that contributes to the comprehensive understanding of the planning area.
4.2 REGIONAL CONTEXT
The City of Burbank was founded in 1887 and incorporated in 1911 and it has a total area of 17.3 square miles.
According to the 2020 U.S. Census, the City has a population of 107,337 . The City of Burbank is located within
the San Fernando
Valley northeast area
of Los Angeles County, and it neighbors the City of Los Angeles to the north, south, and west and the City of Glendale to the east (see Figure 4-1). Burbank is home to the Hollywood Burbank Airport, world- renowned movie and television studios, cultural institutions, and nature hiking trails.
The City is also adjacent to the Universal Studios Theme Park and Griffith Park, which is the second largest city park in California.
Burbank has automobile and public transit access through a variety of transportation options, including freeways, buses, and rail service. Interstate 5 crosses the city from north to south and State R oute 134
traverses the southern edge of
the city. Bus service is available throughout the City via Metro and Burbank Bus, providing regional and local routes. Rail service is also available in the City via Metro, Metrolink and Amtrak and provides access to Burbank’s Downtown and the airport stations. Additionally, the Hollywood Burbank Airport provides domestic and international air travel.
Burbank is built-out with a mix of low-, medium- and high-density residential neighborhoods, commercial and industrial districts, and open spaces. The city also hosts major movie and television studios, which are important to the region’s economy. Some of the biggest employers in the city include the Walt Disney Company, Warner Bros. Discovery
, ABC Television, Nickelodeon and Cartoon Network, the Providence Saint Joseph’s Medical Center, Hollywood Burbank Airport, the City of Burbank, and the Burbank Unified School District.
FIGURE 4-1: Burbank Regional Context
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33 CHAPTER 4 | Media District Profile
4.3 MEDIA DISTRICT
PROFILE
The Media District is located on the southwestern
edge of the city and features several major
employers and accessible amenities, as shown in
Figure 4-2 on page 35. The 0.85-square mile district
is home to numerous media and
entertainment
companies, including The Walt Disney Company,
Warner Bros. Discovery, and the Burbank Studios.
The Media District also encompasses a mix of
commercial, office, and residential uses, as well as
medical, educational, and open space. The Media
District is accessible by the Ventura Freeway (SR-
134), surface streets, and public transit. The Media
District is near local and regional assets
and
destinations, such as the Hollywood Burbank
Airport, Universal City, Hollywood, and
Downtown Los Angeles.
The Media District is compact and highly developed
with pedestrian-friendly sections of Riverside Drive
and areas north of Alameda Avenue featuring
a walkable street network with shorter blocks,
narrower streets lined with trees, and more human-
scale buildings. The majority of the residential
uses within this district are also located north of
Alameda Avenue, between SR-134 and the former
Warner Bros. Ranch Facilities. In contrast, most
of the parcels located south of Alameda Avenue
are
dedicated to commercial and office uses.
Many neighborhood-serving businesses, such as
convenience stores, restaurants, barber shops, and
gas
stations, among others, are also located along
Olive Avenue, the Media District’s main commercial
corridor.
Entertainment companies and offices
are also found along this thoroughfare, including
some of the tallest buildings within the district.
Additionally, Planned Developments adjacent to
these commercial areas are currently occupied by
large television and film studios campuses. Due to
the nature of these uses, most of the large studio
campuses are restricted and therefore do not allow
access to the public unless part of an authorized
studio tours.
Healthcare,
recreation, and educational facilities can
also be found within the Media District and serve
the needs of the local community. The Providence
Saint Joseph Medical Center, located on the west
end of the Media District, provides medical care and
The Burbank Studios
Alameda Avenue
Burbank Hollywood Airport
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ATTACHMENT 1 - 33
34 support services. As of 2023, the Medical Center
has expanded by adding 44 emergency department
beds and 23 urgent care beds to ensure adequate
continued care for the community. Likewise,
Providence High School, located immediately south
of the medical center, attracts students and families,
increasing business and boosting the local economy
.
Similarly important is Johnny Carson Park, which
provides open space and recreational activities and
serves as a gathering place for the area, including
the adjacent commercial establishments, the film
studios, the medical center, and the high school.
Private developers have taken note of the Media
District as a major employment and transit center
with
various amenities, and as of this Specific Plan
Update, the City has approved several applications
for
large development projects helping to offset
the State’s housing crisis and provide amenities
to visitors. One of these projects is a mixed-
use development at 3201 West Olive Avenue, a
commercial and residential building expected to
add 144 residential rental units. This
project, as
well as other mixed-use projects approved
over the past few years in the Plan Area
indicate development interest, present
opportunities to increase the housing
supply, promote a higher mix of uses, advance
the image of the area, and increase the appeal
of the Media District and Burbank for residents
and visitors.
4.4 DESCRIPTION OF
THE PLANNING AREA
For the purposes of this Specific Plan, the Burbank
Media District is defined as the area roughly
bounded by Clybourn Avenue, Keystone Street,
Oak Street,
and the Los Angeles River (see Figure
4-2). The majority of the district is bisected by two
major thoroughfares, SR-134 and Olive Avenue. A
total of five bus routes serve the planning area,
which run along Olive Avenue, Buena Vista
Street, Alameda Avenue, Riverside Avenue, and
North Hollywood Way.
Proposed mixed-use development at 3201 West Olive Avenue Proposed mixed-use development at 3700 Riverside Drive
Johnny Carson Park
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35 CHAPTER 4 | Media District Profile
FIGURE 4-2: Media District Planning Area
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ATTACHMENT 1 - 35
36 4.5 DEMOGRAPHIC PROFILE
An extensive demographic analysis for the City of Burbank and for the Media District was conducted for the purposes of this Specific Plan. The data utilized for the demographic analysis was collected using several sources. This data can be found in the market analysis, located in Appendix B. » The Media District is home to approximately 4,500 residents or about 4% of Burbank’s total population. The district has approximately 2,500 housing units.
» The median age for residents in the Media
District is 39.5 years old in comparison to the rest of the city at
41.3 years old.
» The median household income in the Media District clusters in the $100,00 to $149,000 range and are prevalent across most age groups.
» Educational attainment is slightly higher in the Media District than in the rest of the City; approximately 41% of residents have a bachelor’s degree or higher compared to the city’s 32%. » The racial and ethnic makeup can be seen in Table 4-1, where more White, Black, and Asian residents reside in the Media District than in comparison to the rest of the city. » The Media District is a large employment center
with 31% of all jobs in Burbank
located in the District.
Additionally, 67,000 people commute to the Media District to work. Of these jobs, 80% are in the media sector.
The findings in the demographic analysis are a vital component of the planning effort for this Specific Plan.
The identified trends and features of the analysis provides insight for the Specific Plan team and will be used to inform outreach strategies, and ultimately recommendations.
Media
District
City of
Burbank
ETHNICITY
Hispanic or Latino 15.7% 24.2%
Not Hispanic or Latino: 84.3% 75.8%
RACE
Population of one race: 88.5% 71.2%
White alone 65.0% 56.2%
Black or African American
alone 5.2% 2.7%
American Indian and Alaska
Native alone 0.8% 0.2%
Asian alone 11.6% 11.4%
Native Hawaiian and Other
Pacific Islander alone 0.1% 0.1%
Some Other Race alone 5.8% 0.6%
Population of two or more
races: 11.2% 4.6%
T
ABLE 4-1: Ethnicity and
Race (2020)
Source: U.S. Census, American Community Survey, 2020; Real Estate Market Analysis, 2024
4,500
Population
2,500
Housing Units
39.5 Median Age
31%
of all jobs in Burbank
THE MEDIA DISTRICT AT A GLANCE
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37 CHAPTER 4 | Media District Profile
4.6 MARKET CONDITIONS
As part of the Media District Specific Plan Update, a real estate market analysis for multifamily housing, lodging, retail, industrial, and office, was conducted to reveal market conditions and projections within the Media District. The full market analysis is in Appendix B.
Residential development is expected to be the primary driver in the growth of the Media District. There is a demand for increases in both residential sales and leases. In order to facilitate significant residential development, it would be required to consolidate smaller lots or redevelopment of larger properties.
Occupancy rates in the lodging sector were generally strong following the 2008 Great Recession but have yet to
recover from the 2019 COVID-19 Pandemic as of
2023. The market analysis shows support for
additional lodging inventory in the future despite limited site availability for redevelopment.
There are a variety of offerings and choices for consumers within and proximate to the Media District.
General Retail and Neighborhood Retail comprise approximately 70% of the retail inventory in the Media District. The market analysis suggests that there is currently sufficient supply of retail inventory, but future growth will bring about the need for additional General and Neighborhood retail; in particular, convenience- related retail such as food and drug stores.
Office demand within the Media District is heavily influenced by the movie production studios. Office vacancy rates have risen substantially following the 2019 COVID-19 Pandemic. It is unclear how much office demand may be reduced long term, but reductions in demand are expected due to persistent trends in remote work.
4.7 RELEVANT CITY ADOPTED PLANS AND POLICIES
Updating the existing Media District Specific Plan includes updating policies and programs to remove
barriers to housing production, streamlining the permitting process and introducing objective development and design standards for new development. These actions will facilitate the advancement of the City Council’s goals to build 12,000 units by 2035 and reduce the more than 3-to-1 jobs to housing imbalance.
The actions further the 6th Cycle Housing Element and help make inroads toward achieving the citywide GHG reduction strategies, such as reducing vehicle miles traveled (VMT) through transit-oriented projects, increasing access to alternate modes of transportation to the single occupancy vehicle and supporting bike friendly walkable communities.
This section summarizes key findings from the background document and literature review, which are included relevant City documents and plans, as well as SCAG’s Connect SoCal plan.
4.7.1 GENERAL PLAN
The Burbank 2035 General Plan is
the primary citywide
comprehensive plan that guides future growth. The
General Plan contains goals, policies, and programs that guide decisions and preserve the quality of life within Burbank.
4.7.1.1 2021- 2029 Housing Element
The 2021-2029 Housing Element (6th Planning Cycle) Housing Element of the City General Plan establishes the goals, policies and programs that will enable the City to provide opportunities for housing development at a range of de nsities and housing types to accommodate current and future needs of all economic segments of the community, including those of lower and moderate income and special needs households. The City must accommodate 8,772 housing units in the in the 6th Cycle. The goals and policies presented in the 6th Cycle (i.e.,2021-2029 period) Housing Element address Burbank’s identified housing needs and are implemented through a series of housing
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ATTACHMENT 1 - 37
38 programs. The Housing Element aims to incentivize
opportunities for development on identified housing
opportunity sites through the activities and programs
o
utlined in the Housing Elements Housing Plan.
4.7.1.2 Land Use Element
The Land Use Element identifies
a vision for future
growth and development in the city to strengthen
the local economy and preserve Burbank’
s
neighborhoods and quality of life. This Element
intends to achieve a balance in the community where
“small-town characte r, economic prosperity, and
sustainability do not have to come at the expense
of one another.
” T
o achieve this vision, the Land Use
Element sets citywide goals and policies to preserve
this balance and guide future land use decisions.
Key policies relate to maintaining the quality of life
by balancing the needs of residents, businesses,
and visitors through the accommodation of a mix of
uses and sustainable and equitable development.
The City also aims to preserve a healthy
balance
between urban and suburban settings by having
well-designed neighborhoods, buildings, streets,
and open spaces, among other development
patterns to create a cohesive feel while keeping
neighborhoods
’ unique features and characteristics.
Additionally, the policies seek
to ensure the success
of Burbank’s regional commercial centers, including
the Media District, through enhanced access to
transit, improved pedestrian and bicycle circulation,
high-quality design and landscaping, and housing.
4.7.1.3 Mobility Element
The Mobility Element
defines the transportation
network and describes how people move
throughout the City, including the streets, railways,
transit routes, bike paths, and sidewalks. The goals
and policies of this element aim to ensure that the
planned transportation system that is aligned with
the future growth of the City while providing a high
level of service can ad equately serve the future
land us es and foster live, work, and play
communities. The Mobility Element envisions a new
transit center in the Media District and advocates
for providing connectivity between local transit and
major land uses (employment centers, shopping
districts, residential uses, etc.). Connection
enhancements include near by c ommunities
such as D owntown Los Angeles, Hollywood,
West San Fernando Valley, and th e Westside. A
planned bus rapid transit (BRT) line from North
Hollywood to Pasadena aligns with this goal. The
Mobility Element also identifies the Media
District as a Transportation Management
District meant to optimize the transportation system’s
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39 CHAPTER 4 | Media District Profile
performance. Mobility Element policies encourage local, regional, and state collaboration to improve air quality and limit GHG emissions. The City has made it a priority to reduce vehicle miles traveled (VMT) by implementing the City’s Transportation Guidelines in accordance with SB 743. Additionally, the eastern edge of the Media District contains the Rancho Neighborhood Protection Plan, which discourages cut-through traffic.
4.7.1.4 Open Space and Conservation Element
The Open Space and Conservation Element describes the conservation, development, and use of natural resources and addresses Burbank’s park
s and recreation opportunities. The element also addresses preservation of renewable and non-renewable natural resources; managed production of resources, such as energy and groundwater; outdoor recreation; and trail-oriented recreation. This element contains many key policies related to community sustainability and provides recreation opportunities to further
enhance community health. The Element’s policies aim to serve its communities by working towards having a minimum of 3 acres per 1,000 persons so that all residents live within a 1/2 mile of a community/neighborhood park. The City continues its efforts to identify areas currently underserved for park expansion and open space acquisition and requires new development projects providing public access to adjacent open space through public transit system connections and a comprehensive multi- functional path and trail system. Additionally, the policies advocate for more pedestrian infrastructure by requiring new development or projects to provide land that accommodates active transportation. Johnny Carson Park, a 17.62-acre community park, is the only City park within the Media District boundaries, and open spaces are adjacent to the project area.
4.7.1.5 Plan Realization Element
The Plan Realization Element outlines the implementation, monitoring, and funding strategies set forth in Burbank2035. The Element serves as a guide for City elected officials, commission and committee members, staff, and the public on how to carry out the vision and goals set out in the General Plan. The Element details implementation strategies as well as responsible agencies or departments and emphasizes the importance of collaboration between the responsible parties. The Element then sets out monitoring and reporting details to track the effectiveness of the plan and evaluate based on performance indicators, as well as a general timeframe. Lastly, the Element identifies funding mechanisms such as general funds, grants, bonds, and fees.
4.7.2 ZONING REGULATIONS
The City of Burbank Zoning Regulations (Title 10
of the Burbank Municipal Code) is one of the planning
tools that the City uses to implement the goals, policies and programs of the Burbank2035 General Plan and the Media District Specific Plan. The Zoning Code and Zoning Map, codified in Title 10 of the Burbank Municipal Code (BMC), designates districts and control the uses of the land, the use and design of structures, open spaces, parking,
and population density to ensure public health, safety, and general welfare.
With the adoption of the existing Media District Specific Plan, the City established Article 21: Media District Overlay Zone within Title 10 of the BMC. The land use regulations and development standards of the overlay zone augment the land use regulations and development standards of the BMC.
4.7.3 GREENHOUSE GAS REDUCTION PLAN UPDATE
The Greenhouse Gas Reduction Plan (GGRP) Update was
adopted by City Council on May 3, 2022.
GGRP is a long-range planning document that builds off the 2013 GGRP and guides the City towards long-term greenhouse gas emissions reductions and establishes emissions reduction targets that align with California's long-term goals.
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40 Other strategies encourage implementation and
integration of policies contained in related documents, such as the Mobility Plan Element and the Complete
Our Streets Plan. One strategy specific to the Media
District includes parking management principles to
price all public parking (streets and structures) and
update zoning rules to allow flexibility of off-street
parking requirements for new developments.
4.7.4 COMPLETE OUR STREETS
PLAN
The Complete Our Streets Plan was adopted by
City Council on June 16, 2020. The adopted Plan
creates an implementation plan for transportation-
related goals and policies in Burbank’s General
Plan. It serves as a guidebook for Burbank to ensure
that projects in the public right-of-way are consistent with City expectations for urban design, multi-modal
mobility, and placemaking. The Plan establishes
Priority Streets for pedestrians, transit, bicycles, and motorists, and identifies Focus Areas for prioritizing
improvements. The goals of the Plan go beyond
providing access to diverse and safe transportation
options; improvements to user experience, such as
increasing shade and shelter, are also considered.
Comprehensive policy recommendations are
provided for each of the modes identified in the
Priority Streets network, as well as equestrian, and
supportive assets including green infrastructure and
smart technology. Modal recommendations include
goals and guidelines, such as applicability, sample
improvement typologies, design elements, and
infrastructure opportunities, as well as Focus Areas
in which to implement them, to be used during the
planning stages of projects. Performance measures
and priority projects are also included. The Plan’s
main focus is non-motorist modes of transportation,
and guidelines for motorist improvements center on
reducing conflicts and enhancing safety for modes
that may interact with motorists, such as pedestrians
and bicycles. In this way, the Plan intends to
increase the safety and utility of transit and active
transportation throughout the city and considers
how improvements to other modes may benefit
these key modes.
4.7.5 BICYCLE MASTER PLAN
The 2009 Bicycle Master Plan (BMP) seeks to
create sustainable transportation alternatives by
supporting bicycle infrastructure to reduce traffic
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41 CHAPTER 4 | Media District Profile
congestion and improve safety. The BMP intends to provide connections to transit centers, employment, retail, and residential areas to develop a comprehensive roadway planning network and make that five percent of all trips are made on bicycles by 2035. Additionally, the BMP incorporates the “Complete Streets” concept to improve walkability and bikeability in the city to ensure the safety of all users regardless of age and abilities. The BMP identifies three
existing bicycle facilities including, Class II bike lanes along Riverside Drive, and two Class III bike routes along California Street and Keystone Street. In addition, the BMP recommends several bicycle facilities within the Media District, including two Class II bike lanes along Verdugo Avenue and Riverside
Drive, three Class III Bike Routes along Olive Avenue, Alameda Avenue, and Riverside Drive, and three Class III Bicycle Boulevards along California Street, Keystone Street, and Pass Avenue. These recommended bicycle facilities provide continuity from existing bicycle facilities, such as on Riverside Drive, and connection to existing bicycle facilities, such as to Main Street. Other recommendations to further improve bicycle safety are speed reduction, auto traffic reduction, and street signage and markings. The BMP also e
xamines funding opportunities and lists ongoing bikeway projects. According to the BM P, the only bicycle amenities currently found within the Media District are bicycle racks along Olive Avenue and Riverside Drive provided by BurbankBus.
4 .7.6 CONNECT SOCAL
In 2020, SCAG adopted Connect SoCal, a sustainable Long Range Transportation Plan for the region. Connect SoCal identifies
the importance of Transit Priority Areas (TPAs), which are areas located within one-half mile of existing or major transit stops in the region, as a form of Priority Growth Areas (PGAs), which include the Media District. TPAs are where Transit- Oriented Development (TOD) can be realized by allowing higher density development with easy access to a multitude of safe and convenient transportation alternatives. Connect SoCal notes that focusing on regional growth in areas with planned or existing transit stops is key to achieving equity, economic and environmental goals, and ensuring access to high-quality transportation.
Several regulations and standards contained in the documents reviewed align with Connect SoCal’s vision of
achieving a more sustainable growth pattern, including encouraging the development of diverse housing types in areas that are supported by multiple transportation options and support equitable and adaptable communities. A summary of relevant Connect SoCal policies is contained in Appendix A.
4.7.7 VISIONING BRT
In
November 2020, the Los Angeles County Transportation Authority adopted the Bus Rapid Transit Vision & Principles Study.
The purpose of the
study is to expand and improve Bus Rapid Transit (BRT) services in Los Angeles County reliably and equitably. The study establishes a cohesive set of guidelines and standards to direct Metro investment in on-street BRT projects. The adoption of new BRT guidelines and standards are intended to ensure a high-quality customer experience for transit riders while clarifying the types of street improvements required to deliver a
BRT project. The study further identifies and prioritizes strong BRT candidate corridors based on indicators of service demand, equity and capacity for BRT supportive elements.
4.7.8 CITY OF BURBANK FIVE YEAR ECONOMIC DEVELOPMENT
STRATEGIC PLAN 2024-2028
In 2024, the City of Burbank finalized the City of Burbank Five Year Economic Development Strategic Plan 2024-2028. The main goal of the plan is to streamline permitting, with the aim to create a strong job market, bring in new companies, and help small businesses. The plan establishes clear goals, objectives, and intended results. When successfully enacted the goals will deliver the diversification of Burbank’s economy while maintaining high-paying jobs and an entrepreneurial ecosystem. The plan also establishes a timeline for implementation inclusive of staffing needs and funding sources to successfully achieve the goals and objectives set forth. The plan will function as a guide for the five-year period in the development of the City’s economic priorities.
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Land Use and
Urban Form
CHAPTER 5
IN THIS CHAPTER:
5.1 Land Use and Urban Form Overview
5.2 Land Use Goals and Policies
5.3 Existing Land Use
5.4 Burbank2035 Land Use and Zoning
Designations
5.5 Permitted Uses
5.6 Objective Development Standards
and Guidelines
5.7 Transfer of Development Rights
5.8 Lot Consolidation Incentives
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44 5.1 LAND USE AND URBAN FORM OVERVIEW
The intent of th e L and U se and Urban Form chapter is to guide development in the Media District in a way that is appropriate with pre-existing land uses and neighborhoods and enhance the built environment through well designed buildings. The zoning designations and development standards provided in this chapter will facilitate infill development, transit use, tourism, and the revitalization of the Media District while enhancing the commercial corridors that traverse this area. The Specific Plan promotes a mix of uses and appropriate residential densities to allow people to live near work, transit, businesses, and entertainment options, as well as school and health facilities located within the District. This allows residents and employees of the Media District to be within walking distance of all these amenities and reduce the reliance on the automobile, decrease GHG emissions, increase the quality of life, and transform the area into a destination.
This chapter includes information on the allowable land uses, zoning,
objective development standards and
guidelines, and land use policies that intend to accommodate future transit-oriented growth and preserve the integrity of the surrounding residential neighborhoods.
5.2 LAND USE GOALS AND
POLICIES
The Media District Specific Plan helps accomplish the
goals and policies of the General Plan. The General
Plan's seven citywide land use goals are listed below.
The policies that are key to enabling the Media District's vision are included under each goal. This vision,
provided in more detail in Chapter 2, is to enable
the neighborhood to continue to be a thriving jobs center and evolve into a vibrant mixed-use district with residential and commercial transit-oriented development. Building and density intensities will be highest near transit at the center of the district and then scale down towards the district edges to protect and preserve surrounding residential neighborhoods. Additionally, these seven land use goals align with the Specific Plan’s three overarching goals of contextual development, transit-oriented growth, and streamlined housing production.
Goals and Policies from the Burbank2035 General Plan Land Use Element:
Goal 1 Quality of Life: Burbank maintains a high quality of life by carefully balancing the needs of residents, businesses, and visitors.
» Policy 1.1: Accommodate a mix of residential and non-residential land uses in appropriate locations that support the diverse needs of Burbank residents, businesses, and visitors. Provide opportunities for living, commerce, employment, recreation, education, culture, entertainment, civic engagement, and socializing. » Policy 1.3: Maintain and protect Burbank’s residential neighborhoods by avoiding encroachment of incompatible land uses and public facilities.
» Policy 1.7: Ensure that building height and intensity near single-family residential neighborhoods is compatible with that permitted in the neighborhood. Use graduated height limits to allow increased height as distance from single- family properties increases.
» Policy 1.8: Ensure that development in Burbank is consistent with the land use designations presented in the Land Use Plan and shown on the Land Use Diagram, including individual policies applicable to each land use designation.
OVERARCHING GOALS OF THE PLAN
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45 CHAPTER 5 | Land Use and Urban Form
Goal 2 Sustainability: Burbank is committed to building and maintain a community that meets today’s needs while providing a high quality of life for future generations. Development in Burbank respects the environment and conserves natural resources.
» Policy 2.1: Consider sustainability when making discretionary land use and transportation decisions, policies, regulations, and projects.
» Policy 2.7: Make and enforce land use policy in an equitable fashion to protect all people equally from adverse environmental effects.
Goal 3 Community Design and Character: Burbank’s well-designed neighborhoods and buildings and enhanced streets and public spaces contribute to a strong sense of place and “small town” feeling reflective of the past.
» Policy 3.1: Recognize neighborhoods and districts as the building blocks of the community. » Policy 3.2: Preserve unique neighborhoods and use specific plans to distinguish neighborhoods and districts by character and appearance and address physical and visual distinction, architecture, edge and entry treatment, landscape, streetscape, and other elements. » Policy 3.3: Maintain a healthy balance between Burbank’s urban setting and its suburban roots by avoiding urban-scale residential densities and intensities in inappropriate locations and recognizing advantages of denser development at appropriate locations.
» Policy 3.4: Avoid abrupt changes in density, intensity, scale, and height and provide gradual transitions between different development types.
» Policy 3.5: Ensure that architecture and site design are high quality, creative, complementary to Burbank’s character, and compatible with surrounding development and public spaces.
Goal 4 Public Spaces and Complete Streets: Burbank has attractive and inviting public spaces and complete streets that enhance the image and character of the community. » Policy 4.1: Develop complete streets that create functional places meeting the needs of pedestrians, bicyclists, wheelchair users, equestrians, and motorists.
Goal 5 Housing: Burbank provides housing options for people and families with diverse needs and resources.
» Policy 5.1: Provide for a variety of residential neighborhoods with varying densities and housing types. » Policy 5.2: Encourage areas of mixed-density and mixed-housing types in commercial corridors to allow people with diverse housing needs to live and interact in the same neighborhood. » Policy 5.5: Provide options for more people to live near work and public transit by allowing higher residential densities in employment centers such as Downtown Burbank and the Media District.
Goal 6 Economic Vitality and Diversity: Burbank has a healthy and diverse economy and provides for a full range of retail, commercial, office, and industrial uses. Businesses contribute to community character and economic vitality by supporting neighborhood, community, and regional needs and providing diverse employment options.
» Policy 6.3: Recognize and maintain the Media District as the heart of the media industry in the city. Facilitate continued expansion of the media industry into Downtown, the Golden State area, and other parts of the city.
Goal 7 Community Participation: Burbank encourages community engagement and provides a wide range of opportunities to participate in the planning process. » Policy 7.1 Ensure that Burbank2035 remains relevant by involving the public in planning decisions and by closely monitoring implementation of the plan.
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46 » Policy 7.2 Provide clear, easily understandable, and accessible information to promote community involvement in the planning process.
» Policy 7.3 Consistently seek direct public involvement in the planning process for new projects and plans, as well as for everyday planning matters.
» Policy 7.4 Hold community meetings, workshops, charrettes, etc., and provide other opportunities for input on different days and times and at various locations throughout the city to maximize opportunity for public input. » Policy 7.5 Continually expand the use of technology to disseminate planning information and solicit input from the public. Use technology and other methods to provide opportunities for the planning process to become less formal and more inclusive.
5.3 EXISTING LAND USE
The Media District is home to media and
entertainment company studios, including The Walt
Disney Company
, Warner Bros. Discovery, and
the Burbank Studios. These studios are
located on parcels zoned as Planned
Development (PD) and comprise 50.5% of the
land area in the Media District not including public
right-of-way. The City added the PD process to
the Zoning Ordinance in 1985. PDs allow
flexibility in zoning regulations and require
additional review and approvals. Planned
Developments also require a D
evelopment
Agreement with the City that guarantee the terms,
conditions, and regulations of the development
including uses, provisions for dedication and
improvement of public lands, and regulations
governing property development standards and
public improvement standards.
Providence High School and the Providence Saint Joseph Medical Center buildings are on Institutional land that makes up 7.6% of the Media District’s land area.
The remaining 41.9% of land area in the Media District is composed mainly of multifamily, office, retail and parking uses. The updated development standards and guidelines in this chapter, including allowable height, density, and floor area ratio (FAR), were guided in-part by the location and potential of this land area for future development opportunities. Additionally, while few vacant parcels remain in the Media District given that this area is almost completely built out, these parcels provide good potential for infill development due to the Media District’s density of offices, retail, and surrounding residential areas.
5.4 BURBANK2035 LAND USE AND ZONING
DESIGNATIONS
5.4.1 LAND USE DESIGNA TIONS
The
land use designations of the General Plan
identify the planned distribution and intensity of land uses citywide. There are six land use designations in the Media District. These are Medium Density Residential, High Density Residential, Corridor Commercial, Media District Commercial, Open Space, and Institutional. As part of updating the Media District Specific Plan, the community developed a vision for the Media District with three overarching goals: increased housing production, transit-oriented growth, and contextual development.
LAND USE BUILDING
AREA LAND AREA
Single Family 0.5% 1.3%
Condo 3.1% 1.9%
Multifamily 15.5% 12.5%
Office 43.1% 11.3%
Retail 3.4% 6.1%
Hotel 1.2% 0.5%
Studio 17.6% 50.5%
Institutional 6.4% 7.6%
Flex 0.7% 0.8%
Parking 8.4% 5.2%
Vacant Land 0.0% 2.2%
TABLE 5-1: Land Use Area
Source: LA County Assessor, Kosmont (2023)
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47 CHAPTER 5 | Land Use and Urban Form
To meet these goals, this Specific Plan amends the associated density and development intensities of the General Plan Land Use designations with finer calibrated figures that allow higher density and intensity in the transit-oriented center of the Media District that is scaled down to lower intensities for areas closer to established residential neighborhoods.
The intensities are defined in three maps in the General Plan and also shown in this chapter: Figure 5-3:
Density Map, Figure 5-4: FAR Map, and Figure 5-5: Height Map .
5.4.2 ZONING DESIGN A
TIONS
The existing Media District Specific Plan, adopted on January 8, 1991, established Article 21: Media District Overlay Zone within Zoning: Chapter 10 (formerly Chapter 31) of Burbank’s Municipal Code. This update to the specific plan amends this article with the content of this chapter while retaining the names of these zones and the overall intent. The permitted uses are updated
and listed in Section 5.5. The development standards
and design guidelines are also updated and detailed in Section 5.6.
Following are the intent and general description for each of the zoning designations.
5.4.2.1 Commercial Limited Business (C-2)
The Commercial Limited Business (C-2) zone is intended for the development of retail centers serving the shopping and personal service needs of the surrounding residential areas.
5.4.2.2 Media District Limited Commercial (MDC-2)
The Media District Limited Commercial (MDC-2) zone is intended to serve the retail and service needs of the Media District business community and the adjacent residential neighborhoods.
5.4.2.3 Media District General Busines
s (MDC-3)
The Media District General Business (MDC-3) zone is intended for general business establishments and other commercial uses.
5.4.2.4 Media District Commercial/Media Production (MDC-4) The Media District Commercial/Media Production (MDC-4) zone is intended for general business establishments, other commercial uses, and certain restricted media production activities.
5.4.2.5 Media District Industrial (MDM-1)
The Media District Industrial (MDM-1) zone is intended for motion picture, television, recording production, other media-related activities, hospitals and medical-related uses and other restricted commercial/industrial uses compatible with these uses.
5.4.2.6 Media District Medium Density (MDR-3)
The Media District Medium Density (MDR-3) zone is intended for medium density multifamily development, including rental and ownership options. This zone can act to buffer single family residential neighborhoods from higher density multifamily development. With limited exceptions as allowed through the Conditional Use Permit process, non-residential uses are generally not appropriate in the MDR-3 Zone.
5.4.2.7 Media District High Density (MDR-4)
The Media District High Density Residential (MDR- 4) zone is intended for higher density multifamily development, including rental and ownership options. The zone is intended to accommodate a higher intensity of multifamily development. With limited e
xceptions as allowed through the Conditional Use Permit process, non-residential uses are generally not appropriate in the MDR-4 zone.
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48 FIGURE 5-1: Land Use Map
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49 CHAPTER 5 | Land Use and Urban Form
FIGURE 5-2: Zoning Map
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50 FIGURE 5-3: Density Map
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51 CHAPTER 5 | Land Use and Urban Form
FIGURE 5-4: FAR Map
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52 FIGURE 5-5: Height Map
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53 CHAPTER 5 | Land Use and Urban Form
5.4.2.8 Open Space (OS)
The Open Space (OS) zone is intended to preserve land for public open space, to provide a variety of outdoor recreational opportunities within the Media District. The purpose of the OS zone is to provide for land conservation, watershed areas, and recreational activities. The provision for additional open space for outdoor recreational opportunities through the dual use of existing facilities, such as land fill areas, water supply facilities, reservoirs, and utility easements, is also an open space land use objective. Unless specifically exempted by Section, no structure shall be erected on parcel in an OS zone.
5.5 PERMITTED USES
[Admin Draft Note: This section is undergoing additional revision to further respond to public
comments and ensure consistency with other ongoing Specific Plan efforts] The permitted uses of the Media District are intended to allow a mix of uses that foster a healthy and vibrant mixed-use neighborhood. As part of the Specific Plan Update process, the team engaged with the public and other stakeholders to learn more about what uses were desired. Based on existing uses and the feedback received that included desire for more neighborhood-serving retail, recreational uses, and an overall active mixed-use neighborhood, the following updated definitions and table for permitted and conditionally permitted uses was developed:
5 .5.1 MDSP LAND USE DEFINITIONS
The following definitions apply to the Media District Specific Plan; otherwise, the definitions found in Burbank Municipal Code Section 10-1-203 (Definitions) would apply.
Catering Services: A commercial cooking facility used
primarily for the preparation and delivery of
food and beverages for offsite consumption. Service includes delivery of the prepared food and beverages via commercial vans or similar vehicles of the catering business. There is no consumption on- site and no on-site pickup, except when a primary restaurant use provides incidental catering services. This use primarily caters to events and parties where a large quantity of food is ordered.
Ghost Kitchen: A commercial cooking facility used primarily for the preparation of food and delivery for offsite consumption that can be delivered
by noncommercial private passenger vehicles or ordered as a pickup.
This type of business is typically operated by a digital order platform. There is no seating on-site.
Media Support Facility: A media service facility that provides both administrative and technical media- related production support, including administrative and production offices, small-scale broadcasting and recording suited to an office environment, post-production facilities (editing and sound recording studios, foley stages, or similar), special effects and optical effects units, media duplication and storage, media equipment/sets storage and other similar media-related services. No Place of Assembly, or outdoor sets allowed. Media Support Facility can be ancillary with a primary media production use.
Parcel Delivery: Establishment primarily providing delivery services of packages consisting of physical item(s) or product(s) from a sender to a recipient transaction.
Editing – film or sound: a media post-production service providing film and/or sound editing.
Film storage/vault – audio or video: a media use that specializes in providing film storage and vault services.
Foley stage (see also Sound effects – same use restrictions): a technical media-related production support service, where sounds are re-created for the purpose
of adding it the media effect in films, videos and
other media content.
Motion picture studio: a media production studio where video/film or similar types of media are primarily created onsite. This use includes digital media studios. The media use primarily occurs in-door and may out-door, where permitted, with ancillary studio tours and employee/visitor rideshare services allowed.
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54 Sound mixing (film/TV): a media post-production service providing sound mixing for film and TV related content. This service is provided in-door.
Sound stage: a media use that provides primarily the recording services of live sounds in films, television, and other media content. This service is provided in-door.
Studio – art and graphic arts: a media use that provides primarily the creation of art and graphic arts media content, including any post-editing of the created art. This service is provided in-door.
Studio – broadcasting or recording: a media use that provides primarily the live recording of video and/ or sound content. Broadcasting studio may have a live audience component as needed to produce media
content. Recording studio includes music recording studios.
Studio- rehearsal: a media use that provides primarily a facility for the purpose of practicing and rehearsing live performances related to media content. This use includes dance rehearsal studio for musicals, plays and concerts.
T
his service is provided in-door and does not include any recording of the rehearsal and no live audience.
Place of Assembly: A building or a portion of a building used for groups of ten or more people to gather for an event or regularly scheduled program. Places of public assembly include but are not limited to support facilities, sound stages, studios, religious
institutions, lecture
halls, banquet facilities, dance floors, conference
rooms, exhibit rooms, or lounges.
Take-out Business: Establishment where food is primarily ordered by telephone or online. Food or beverage is prepared on the premise with no seating onsite and no
other area is provided on the premise for consumption.
Primary service is for pickup onsite with option of delivery.
Wholesale business: Establishment engaged in the selling of merchandises/products to other commercial businesses for their own services. These businesses have an administrative office component where orders are primarily processed via online or telephone. Wholesale business is not open to the public. [Alternative definition] Wholesale Business: An establishment or place of business primarily engaged in selling and/or distributing merchandise to retailers; to industrial, commercial, institutional, or professional business users, or to other wholesalers; or acting as agents or brokers and buying merchandise for
, or selling
merchandise to, such individuals or companies.
EXISTING DEFINITIONS
Transportation Demand Management (’TDM’): Means measures designed to reduce peak-hour vehicular trip including ridesharing, carpooling, work hour changes, and use of public transportation.
Transfer of Development Rights (’TDR’): Means the ability of a property owner to transfer development rights from one parcel ("donor parcel") to another parcel ("receiving parcel") within a designated overlay area via the City’s review and approval through the Conditional Use Permit process. » TDR allows for the transfer at a rate of one dwelling unit (du) from the donor site to the receiving site (the transfer of the one to one du is after the application of any density bonus calculation on the receiving parcel). Once the density is
transferred, it becomes a part of the allowable units of the receiving site.
The donor parcel would have a base density/allowable number of units that is lower by the number of units donated. Any
development rights transferred will be deducted from the donor parcel's development
potential; this reduction will be officially recorded with the deed to the property and noted on appropriate City and County records.
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5.5.2 MDSP LAND USE TABLE
[Admin Draft Note: This section
is undergoing additional revision to further respond to public comments and ensure consistency with the City General Plan and other long range planning efforts] For the purposes of evaluating what uses are allowed in MDSP zones, the regulations as noted in the following land use
table apply. The following land use table provides a summary of the different land use categories in the City's Media District Specific Plan area. Under each land use category are specific types of uses. In each of the MDSP zoning MDM-1, (Media District Industrial) MDC-2, (Media District Limited Commercial) MDC-3, (Media District General Business), and MDC-4 (Media District Commercial/Media Production), a specific land use is either allowed (P), not allowed (blank), or requires a discretionary land use permit to be obtained such as a Conditional Use Permit (CUP) or Administrative Use Permit (AUP). With respect to certain housing developments, in recent years, the State of California has passed several housing laws that require local jurisdiction to require a ministerial review process for certain State mandated land uses including housing development, and/or mixed-use developments. As a result, this means that a city could not process these qualified land uses (i.e., housing development and mixed-use development projects through a discretionary land use permit review. Therefore these state mandated land uses are noted as “S” in the use table.TABLE 5-2: Permitted Uses P = Permitted CUP = Conditional Use Permit required
AUP = Administrative Use Permit required
(blank) = prohibited
[CUP] = CUP required if residentially adjacent as defined in 10-1-203 [AUP] = AUP required if residentially adjacent as defined in 10-1-203 [PRH] = prohibited if residentially adjacent as defined in 10-1-203 S = When required by State preemption law
LAND USE MDM-1 MDC-2 MDC-3 MDC-4
Residential and Lodging
Accessory dwelling unit and Junior accessory dwelling
units S S S S
Convalescent home CUP CUP CUP
Emergency Shelter
Hotel - including incidental commercial uses CUP CUP P
[CUP]
P
[CUP]
Motel CUP CUP P
[CUP]
P
[CUP]
Multifamily Residential with nonresidential use, including live/work S P/ S
P/
S
P/
S
Multifamily Residential-only S P/S P/S P/S
Single Room Occupancy Hotel (SRO)
Sober Living Facility
Supportive Housing13, 14,15 P/
CUP
P/
CUP
P/
CUP
Transitional Housing12, 13 CUP CUP CUP
Public and Semi-Public Facilities
Cemetery and related uses, structures, buildings, including on-site business signs1
Municipal Fire station P
[CUP]
P
[CUP]
P
[CUP]
P
[CUP]
Administrative Draft - June 2024
ATTACHMENT 1 - 55
56 TABLE 5-2: Permitted Uses (Cont.)
P = Permitted
CUP = Conditional Use Permit required
AUP = Administrative Use Permit required
(blank) = prohibited
[CUP] = CUP required if residentially adjacent as defined in 10-1-203 [AUP] = AUP required if residentially adjacent as defined in 10-1-203 [PRH] = prohibited if residentially adjacent as defined in 10-1-203 S = When required by State preemption law
LAND USE MDM-1 MDC-2 MDC-3 MDC-4
Library - municipal P P P
Park & recreational facility -municipal P P P P
Police Station - private or municipal, including dispatch/ administration
P
[CUP]
P
[CUP]
P
[CUP]
Post office P P P
Public facility
Public utility facility P P P
Temporary Aid Center CUP CUP CUP
Wildlife preserve and sanctuaries
Recreation, Education, and Assembly
Amusement enterprise CUP P
[CUP]
P
[CUP]
Amusement enterprise - in c.e.b. P P P
Arcade - pursuant to 10-1-1115
Archery range CUP CUP
Archery range - in c.e.b. AUP AUP AUP
Art gallery P P P
Auditorium, labor union meeting hall, lodge hall P
[CUP]
P
[CUP]
P
[CUP]
Automobile maneuvering event - auto & cycle racing
Batting cages
Billiard parlor AUP AUP AUP
Bowling alley AUP AUP
Boxing arena - in c.e.b.
Carnival or circus
Church or other place of worship and associated school P P P Club - nonprofit P P P
Dance hall - in c.e.b. CUP CUP CUP
Equestrian show
Golf course/driving range
Golf course - miniature
Gymnasium - c.e.b. P P P
Handball courts AUP AUP AUP
Administrative Draft - June 2024
ATTACHMENT 1 - 56
57 CHAPTER 5 | Land Use and Urban Form
TABLE 5-2: Permitted Uses (Cont.)
P = Permitted
CUP = Conditional Use Permit required
AUP = Administrative Use Permit required
(blank) = prohibited
[CUP] = CUP required if residentially adjacent as defined in 10-1-203 [AUP] = AUP required if residentially adjacent as defined in 10-1-203 [PRH] = prohibited if residentially adjacent as defined in 10-1-203 S = When required by State preemption law
LAND USE MDM-1 MDC-2 MDC-3 MDC-4
Library P P P
Museum P P P
Nightclub, pursuant to 10-1-1116 CUP CUP CUP CUP
Personal or Physical Arts Studios P P P P
Racquetball courts AUP AUP AUP
Recreation related commercial
Riding academy
Schools - public or private P
[AUP]
P
[AUP]
P
[AUP]
School - public or private (existing before Jan. 1, 1991) P Shooting gallery/range
Shooting gallery/range - c.e.b.
Skating rink - ice or roller CUP CUP CUP
Skating rink - ice or roller - in c.e.b. AUP AUP AUP
Sports Arena/athletic field
Sports Court c.e.b. AUP AUP AUP
Swimming pool - commercial CUP CUP CUP
Tennis court
Theater - drive-in
Theater - not drive-in AUP P P
Theater, outdoor CUP CUP CUP
Retail Sales and Dining
Adult business - pursuant to Section 10-1-1120 and Title 3, Chapter 3, Article 9
Alcoholic beverages - Sale and consumption on or off
premises pursuant to Section 10-1-1116 CUP CUP CUP CUP
Antique shop P P P
Appliance store P P P
Appliance store - limited to 15,000 sq. ft.
Art shop P P P
Awning shop
Bakery P P P
Bakery - wholesale
Beauty supply store P P P
Administrative Draft - June 2024
ATTACHMENT 1 - 57
58 TABLE 5-2: Permitted Uses (Cont.)
P = Permitted
CUP = Conditional Use Permit required
AUP = Administrative Use Permit required
(blank) = prohibited
[CUP] = CUP required if residentially adjacent as defined in 10-1-203 [AUP] = AUP required if residentially adjacent as defined in 10-1-203 [PRH] = prohibited if residentially adjacent as defined in 10-1-203 S = When required by State preemption law
LAND USE MDM-1 MDC-2 MDC-3 MDC-4
Bicycle and mini-bike sales/incidental repair P P P
Boat dealer
Book store P P P
Building material sales
Building material sales - in c.e.b.
Burglar alarm sales or service (not incl. automobile alarm systems)
Butcher shop - no slaughtering P P P
Camera shop - incidental film developing P P P
Clothing store P P P
Cocktail lounge/bar pursuant to 10-1-1116 CUP CUP CUP CUP Department store P P P
Drapery shop P P P
Drugstore P P P
Feed store
Fish market - wholesale
Florist shop P P P
Food specialty store P P P
Hardware store P P P
Ghost Kitchen CUP CUP CUP
Home Center
Ice machine CUP P P
Market, convenience P P P
Market, neighborhood P P P
Market, super P P P
Newsstand P
[CUP]
P
[CUP]
P
[CUP]
Newsstand in c.e.b. P P P
Nursery - plant
Pet shop - including grooming P P P
Pet shop - sales only
Pawn shop CUP CUP
Picture frame store P P P
Playlot, outdoor - in conjunction with eating establishment Administrative Draft - June 2024
ATTACHMENT 1 - 58
59 CHAPTER 5 | Land Use and Urban Form
TABLE 5-2: Permitted Uses (Cont.)
P = Permitted
CUP = Conditional Use Permit required
AUP = Administrative Use Permit required
(blank) = prohibited
[CUP] = CUP required if residentially adjacent as defined in 10-1-203 [AUP] = AUP required if residentially adjacent as defined in 10-1-203 [PRH] = prohibited if residentially adjacent as defined in 10-1-203 S = When required by State preemption law
LAND USE MDM-1 MDC-2 MDC-3 MDC-4
Restaurant, Full Service P P P P
Restaurant, Fast Service P P P P
Restaurant, Take-out P P P P
Restaurant, Downtown pursuant to Section 10-1-1407.1
Restaurant / Drinking Establishment (Section 10-1-1116) CUP CUP CUP CUP Restaurant with incidental alcohol (Section 10-1-1116) P [AUP]
P
[AUP]
P
[AUP]
P
[AUP]
Restaurant with drive-through (Section 10-1-1609) CUP [PRH] CUP [PRH] CUP [PRH] Retail store/sales P P P
Secondhand store AUP P P
Shopping center P P P
Thrift Store
Wholesale business
Wholesale business - no warehousing
Wholesale business - incidental to retail sales P P P
Professional Offices and Services
Animal grooming P P P
Animal hospital P [AUP] P [AUP]
Animal hospital - overnight care, no boarding P [AUP] P [AUP] Appliance repair - incidental sales P P P
Auction - in c.e.b.
Automated teller machine (Freestanding) P
[AUP]
P
[AUP]
P
[AUP]
P
[AUP]
Bail bond broker
Bank P P P
Barber shop P P P
Beauty salon P P P
Blacksmith shop
Blacksmith - horse shoeing only
Blueprinting AUP P P
Bookbinding AUP AUP AUP
Catering services P [AUP] P [AUP] P
Catering services – Incidental to restaurant P P P
Administrative Draft - June 2024
ATTACHMENT 1 - 59
60 TABLE 5-2: Permitted Uses (Cont.)
P = Permitted
CUP = Conditional Use Permit required
AUP = Administrative Use Permit required
(blank) = prohibited
[CUP] = CUP required if residentially adjacent as defined in 10-1-203 [AUP] = AUP required if residentially adjacent as defined in 10-1-203 [PRH] = prohibited if residentially adjacent as defined in 10-1-203 S = When required by State preemption law
LAND USE MDM-1 MDC-2 MDC-3 MDC-4
Child day care facility P
[AUP]
P
[AUP]
P
[AUP]
P
[AUP]
Computer service center P P P
Dressmaking shop P P P
Dry cleaning agency - no on-site dry cleaning
Dry cleaners P
[CUP]
P
[CUP]
P
[CUP]
Dry cleaning plant CUP CUP
Electric or electronic equipment or appliances repair - incidental sales P P P
Employment agency P P P
Engraver CUP P P
Equipment rental - light, no trucks - in c.e.b.
Fix-it shop CUP P P
Fortune telling
Frozen food locker rental
Funeral home
Heating, ventilation and air conditioning equipment sales or service
Janitorial service P[AUP] P P
Kennel - including housing for caretakers on premises
Laboratory - experimental or research CUP CUP
Laboratory - film CUP P
[CUP]
Laboratory - testing, physical or chemical CUP P
[CUP]
Laundromat AUP AUP AUP
Laundry CUP CUP
Laundry agency -no washing P P P
Massage parlor
Messenger service P
[CUP]
P
[CUP]
P
[CUP]
Offices - business, professional, or medical P P P P
Parcel delivery service CUP CUP CUP
Payroll check cashing service AUP AUP AUP
Pest Control
Administrative Draft - June 2024
ATTACHMENT 1 - 60
61 CHAPTER 5 | Land Use and Urban Form
TABLE 5-2: Permitted Uses (Cont.)
P = Permitted
CUP = Conditional Use Permit required
AUP = Administrative Use Permit required
(blank) = prohibited
[CUP] = CUP required if residentially adjacent as defined in 10-1-203 [AUP] = AUP required if residentially adjacent as defined in 10-1-203 [PRH] = prohibited if residentially adjacent as defined in 10-1-203 S = When required by State preemption law
LAND USE MDM-1 MDC-2 MDC-3 MDC-4
Photocopy service, with incidental printing P P P
Photographer P P P
Plumbing Service P P P
Print shop
Print shop except newspaper printing P [AUP] P [AUP] P [AUP] Refrigeration installation & service - incidental sales Sexual encounter establishment
Shoe repair shop P P P
Shoe shine shop AUP AUP AUP
Sign painting shop - in c.e.b. AUP AUP AUP
Stable, commercial - including housing for caretakers on premises
Taxidermist
Ticket agency - incidental use only
Upholstery shop
Wedding Chapel P P P
Welding service - c.e.b.
Media Services
Editing - film or sound (see also Sound mixing (film/TV) - no seating area - same use restrictions)
P
[AUP]7
[CUP]
8 P
[AUP]7
[CUP]8
P
[AUP]7
[CUP]8
Film duplication - audio or video
P
[AUP]7
[CUP]8
P
[AUP]7
[CUP]8
P
[AUP]7
[CUP]8
Film storage/vault - audio or video
P
[AUP]7
[CUP]8
P
[AUP]7
[CUP]8
P
[AUP]7
[CUP]8
Foley stage (see also Sound effects - same use
restrictions)
P
[AUP]
7 [CUP]8
P
[AUP]7
[CUP]8
P
[AUP]7
[CUP]8
Media Support Facility
P
[AUP]7
[CUP]8
P
[AUP]7
[CUP]8
P
[AUP]7
[CUP]8
Motion picture studio
P
[AUP]7
[CUP]8
Administrative Draft - June 2024
ATTACHMENT 1 - 61
62 TABLE 5-2: Permitted Uses (Cont.)
P = Permitted
CUP = Conditional Use Permit required
AUP = Administrative Use Permit required
(blank) = prohibited
[CUP] = CUP required if residentially adjacent as defined in 10-1-203 [AUP] = AUP required if residentially adjacent as defined in 10-1-203 [PRH] = prohibited if residentially adjacent as defined in 10-1-203 S = When required by State preemption law
LAND USE MDM-1 MDC-2 MDC-3 MDC-4
Motion picture studio - no outdoor sets CUP P P
Sound effects (see also Foley stage - same use
restrictions)
P
[AUP]7
[CUP]8
P
[AUP]7
[CUP]8
P
[AUP]7
[CUP]8
Sound mixing (film/TV) - no seating area (see also Editing - film or sound - same use restrictions)
P
[AUP]
7 [CUP]8
P
[AUP]7
[CUP]8
P
[AUP]7
[CUP]8
Sound stage CUP
[PRH]
CUP
[PRH]
CUP
[PRH]
Studio - art and graphic arts
P
[AUP]7
[CUP]8
P
[AUP]7
[CUP]8
P
[AUP]7
[CUP]8
Studio - broadcasting or recording
P
[AUP]7
[CUP]8
P
[AUP]7
[CUP]8
P
[AUP]7
[CUP]8
Studio - rehearsal - no recording equipment
P
[AUP]7
[CUP]8
P
[AUP]7
[CUP]8
P
[AUP]7
[CUP]8
Medical and Care
Ambulance service CUP P
[CUP]
P
[CUP]
Clinic - dental CUP P P P
Clinic - medical CUP P P P
Clinic – In-support of Hospital P P P P
Health facilities for inpatients & outpatients- psychiatric care treatment CUP CUP CUP CUP
Hospital (in existence before Jan. 1, 1991) P
Hospital - except animal; with incidental interior
commercial uses CUP CUP CUP CUP
Laboratory - dental or medical CUP P P P
Laboratory - X-ray, treatment, or clinic CUP P P
Laboratory – In-support of Hospital P P P P
Aircraft fabrication, testing, servicing
Aircraft factory - incl. missile or related manufacturing Animal Processing
Custom Manufacturing
Electronic home detention program/facility (in accordance with Section 10-1-810)
Administrative Draft - June 2024
ATTACHMENT 1 - 62
63 CHAPTER 5 | Land Use and Urban Form
TABLE 5-2: Permitted Uses (Cont.)
P = Permitted
CUP = Conditional Use Permit required
AUP = Administrative Use Permit required
(blank) = prohibited
[CUP] = CUP required if residentially adjacent as defined in 10-1-203 [AUP] = AUP required if residentially adjacent as defined in 10-1-203 [PRH] = prohibited if residentially adjacent as defined in 10-1-203 S = When required by State preemption law
LAND USE MDM-1 MDC-2 MDC-3 MDC-4
Hazardous waste facility - eligible off or on site
Heavy equipment rental
Heavy Industrial Manufacturing
Junkyard
Light Industrial Manufacturing
Moving van & storage yard
Newspaper printing
Paint spray booth
Storage facility (public)
Warehousing & Storage
Transportation and Communication
Advertising signs & structures - Billboards
Aircraft landing fields, for aircraft, helicopters, runways, control towers, etc.
Air passenger facilities
Public Bus Transit Station with Incidental Support Services P[AUP] P[AUP] P[AUP] Bus terminal
Freight terminal or yard
Helistop CUP
[PRH]
CUP
[PRH]
CUP
[PRH]
CUP
[PRH]
Wireless T elecommunications Facilities pursuant to 10-1- 1118 11 11 11 11
Railroad uses including freight yards, depot, control towers Trucking yard or terminal
Vehicle Related
Automobile body or fender repair - in c.e.b.
Automobile dealer - new and used
Automobile dealer - new car sales only (used car sales, automobile repair, retail, & restaurants serving dealership only - incidental thereto)
Automobile detailing
Automobile detailing - in c.e.b.
Automobile painting - in c.e.b.
Automobile parts and accessories - in c.e.b. (incl. audio/ alarm systems installation)
Administrative Draft - June 2024
ATTACHMENT 1 - 63
64 TABLE 5-2: Permitted Uses (Cont.)
P = Permitted
CUP = Conditional Use Permit required
AUP = Administrative Use Permit required
(blank) = prohibited
[CUP] = CUP required if residentially adjacent as defined in 10-1-203 [AUP] = AUP required if residentially adjacent as defined in 10-1-203 [PRH] = prohibited if residentially adjacent as defined in 10-1-203 S = When required by State preemption law
LAND USE MDM-1 MDC-2 MDC-3 MDC-4
Automobile rental CUP CUP P
[CUP]
Automobile repair garage - in c.e.b.
Automobile storage yard
Automobile top shop/upholstery - in c.e.b.
Automobile towing
Automobile wrecking yard
Automobile service station CUP CUP CUP
Car wash CUP CUP
Drive-through establishments, in conjunction with a
permitted land use10 CUP CUP CUP
Mobile home dealer - new and used
Moped or motor scooter dealer - including service, repair & testing in c.e.b.
Motorcycle dealer - including repair or testing
Off-street parking lot or structure AUP AUP AUP
Recreational vehicle dealer - new and used
Trailer sales
Truck dealer - new
Truck dealer - used
Truck rental - except tractor and trailer
Truck rental - including tractor and trailer
Cannabis Uses
Cannabis Delivery
Commercial Cannabis Activities
Cultivation
Retailer
Administrative Draft - June 2024
ATTACHMENT 1 - 64
65 CHAPTER 5 | Land Use and Urban Form
Notes
1 Permitted in Cemetery Zone Only
2 Pursuant to section 10-1-1120
3 Prohibited in Public Airport Facility
4 Not to exceed 8,000 square feet
5 AUP required if within 150 feet of residentially zoned property and less than 3.3 parking spaces per 1,000 square feet of adjusted gross floor area
6 Permitted on upper floors only if along San Fernando Blvd frontage 7 AUP required if within 150 feet of residentially zoned property and less than 3.3 parking spaces per 1,000 square feet of adjusted gross floor area
8 CUP required if a "place of assembly" as defined in section [insert definition section no.] is included 9 AUP required if within 150 feet of residentially zoned property and less than 3.3 parking spaces per 1,000 square feet of adjusted gross floor area
10 CUP required if a "place of assembly" as defined in Section 10-1-203 is included 11 Refer to Section 10-1-1118
12 Refer to Section 10-1-1608
13 Supportive housing that meet specific criteria specified in Article 11 (commencing with Section 65650), with in
Chapter 3 of Division 1 of Ttitle 7 of the Government Code are allowed by right. All other supportive housing not meeting the criteria specified in Government Code Article 11 Section 65650 are subject to a CUP 14 SUPPORTIVE HOUSING AND TRANSITIONAL HOUSING SHALL BE SUBJECT TO THOSE RESTRICTIONS THAT APPLY TO OTHER RESIDENTIAL DWELLINGS OF THE SAME TYPE IN THE SAME ZONE. FOR EXAMPLE, SUCH HOUSING
STRUCTURED AS UPPER FLOOR RESIDENTIAL WOULD REQUIRE A CUP IN THE ZONES WHERE RESIDENTIAL USE IS PERMITTED ABOVE COMMERCIAL USE WITH AN APPROVAL OF A CUP. 15 Supportive housing and transitional housing will be subject to requirements outlined in Burbank Center Plan Administrative Draft - June 2024
ATTACHMENT 1 - 65
66 5.6 OBJECTIVE
DEVELOPMENT
STANDARDS AND
GUIDELINES
This section provides regulations, standards, and
guidelines for developments including building massing, heights, setbacks, and other building features. The
development standards were crafted with the feedback
that the team received in public outreach activities held throughout the process for developing the Specific Plan.
Throughout this outreach community members and
stakeholders generally held a dual interest in enabling continued investment in the Media District while also
protecting the character of the surrounding residential neighborhoods.
These standards take inspiration from the District’s existing zoning regulations, which were evaluated, and strategically modified in response to community input and the overall goals of the Specific Plan.
Community members asked for limiting changes in allowable bulk and height for buildings adjacent to low density residential areas. The following development standards include transitioning development intensities.
As
shown in Figure 5-5: Height Map, allowable heights are highest in the center of the Media District and along major arterials. Height transitions and height buffers, apply to developments adjoining R-1, R-1H, and R-2 zones to protect surrounding residential areas. Additionally, the massing standards described in section
5.6.3.5 were developed to address concerns over the potential bulk and mass of buildings. These standards include step-backs and massing breaks and are designed to reduce the scale of buildings.
5.6.1 APPLICABILITY
The development standards and guidelines of the Media District Specific Plan (Development Standards) are applicable to all properties within the Media District except properties zoned Planned Development (PD) and where otherwise expressly stated within this chapter. Whenever the Development Standards conflict with the provisions of the Burbank Municipal Code Title 10 Zoning Regulations or whenever the provisions reflect an internal conflict, the Specific Plan’s Development Standards shall supersede those of the Burbank Zoning Regulations. When an issue, condition or situation occurs, which is not covered or provided for in
the Development Standards, the Burbank Zoning Regulations that are determined by the city planners most applicable shall apply.
5 .6.2 DEFINITIONS
[Admin Draft Note: This section is undergoing additional revision to further respond to public comments and ensure consistency with other ongoing Specific Plan efforts] For the purposes of implementing this Section, the following definitions supersede the definitions provided in BMC 20-1-203, generally.
Ground-floor frontage: The street-fronting portion of a building or structure and consisting of yards located
between the property line and the ground-floor facade, the ground-floor façade, and the interior uses adjoining the ground-floor façade.
COMMENTS FROM THE
COMMUNITY
“Step down design should be used to protect
resident’s privacy.”
“Open space should be available and functional
to all and include shade with trees”
“Combined residential and commercial works
great with emphasis on landscape with outdoor
gathering areas.”
ATTACHMENT 1 - 66
Administrative Draft - June 2024
67 CHAPTER 5 | Land Use and Urban Form
DEVELOPMENT STANDARD MEDIA DISTRICT OR
GROUND-FLOOR FRONTAGE TYPE DESIGNATION SECTION
Density and Floor Area
Residential density max. Per density map Figure 5-3
Floor area ratio max. Per FAR map Figure 5-4
Structure height
Allowable height max. Per height map Figure 5-5
Required setbacks Main St A Main St B Neigh. A Neigh. B 5.6.3.4 Front and street-facing setbacks min. 8 ft 8 ft 5 ft 15 ft max. 15 ft 15 ft 10 ft None
Interior side setbacks min. None *
Rear setbacks min. None *
Required step-backs Main St A Main St B Neigh. A Neigh. B 5.6.3.4 A.
Height before step-back in feet max. 50 ft 50 ft 45 ft 35 ft Height before step-back in stories max. 4 stories 4 stories 3 stories 3 stories Stepback depth min. 6 ft 6 ft 6 ft 12 ft
Major massing break Main St A Main St B Neigh. A Neigh. B 5.6.3.4 B.
Façade length before major break max. 150 ft 150 ft 100 ft 75 ft Length of major break min. 25 ft 25 ft 25 ft 25 ft
Depth of major break min. 15 ft 15 ft 15 ft 25 ft
Ground floor: The first habitable floor of a building closest to sidewalk elevation.
Massing break: A vertical break in the façade plane of a specified minimum length and depth extending from the adjoining ground to the top of the building, measured from the plane of the façade.
On-site vehicular drop-off: A covered vehicular driveway and drop-off typically located at the entrance of a building or at another designated area.
Step-back:
The horizontal distance by which an upper building level or feature is required to set back. To ensure that the step-back results in a plane break, the step-back shall be measured from the building level below.
Street frontage: The horizontal distance along the
street, measured at grade , between property lines (or
sidewalk line where applicable) that are perpendicular to the adjacent street or alley.
5.6.3 DEVELOPMENT ST
ANDARDS
[Admin Dr aft No te: Th is section is un dergoing additional r evision to further respond to pu blic comments and ensure co nsistency with other ongoing Specific Plan ef forts] The Development Standards of this Section guide development in the Media District, and ensure a cohesive, functional, and pedestrian-oriented environment. The standards aim to streamline the development process. The goal
of these standards is to facilitate an orderly and high-quality development process, protect and enhance public and private investment in the area, provide certainty for both applicants and community members, and protect existing residential neighborhoods by implementing objective design standards. All land
uses and structures, and alterations to existing land uses and structures must be designed, constructed, and established consistent with this Section and all other applicable provisions of this Chapter, unless otherwise modified by State law. The following table summarizes key development standards for the Media District.
TABLE 5-3: Development Standards Summary Table
Administrative Draft - June 2024
ATTACHMENT 1 - 67
68 TABLE 5-3: Development Standards Summary Table (Cont.)
DEVELOPMENT STANDARD MEDIA DISTRICT OR
GROUND-FLOOR FRONTAGE TYPE DESIGNATION SECTION
Minor massing break Main St A Main St B Neigh. A Neigh. B 5.6.3.4 B.
Façade length before minor break max. 75 ft 75 ft 50 ft 40 ft Length of minor break min. 15 ft 15 ft 10 ft 10 ft
Depth of minor break min. 6 ft 6 ft 6 ft 12 ft
Upper-level massing and articulation for buildings over 85 feet in height 5.6.3.5 Plan diagonal max. 185 ft
Unbroken façade length max. 165 ft
Massing separation min. 60 ft
Building frontage location Main St A Main St B Neigh. A Neigh. B 5.6.3.6 Frontage occupancy for street-
facing facades min. 60% 60% 50% 35%
Number of curb cuts max. 0 ** 0 ** 2 1
Primary building access Req. n/a n/a n/a
Building frontage types Main St A Main St B Neigh. A Neigh. B 5.6.3.6 Active P P P NP
General NP NP P P
Residential NP P P P
Live/work NP P P P
Parking garage NP P P P
Landscape NP NP P P
Studio lot P P P P
P – Permitted, NP – Not permitted
* Parcels adjoining R-1, R-1H, or R-2 zones are subject to height transition standards. ** On Main Street A and B designations, curb cuts are only permitted if access from other street or alleyway frontages is not available.
5.6.3.1 Density
Maximum Allowable Density. The maximum density of a residential building shall be subject to the established density limits of the Media District Density Map (see Figure 5-3: Density Map on page 50), unless otherwise preempted by state law and/or through Transfer of Development Rights
5.6.3.2 Floor Area Ratio (FAR)
Maximum Allowable FAR.
The maximum FAR of a non-residential building shall be subject to the established FAR limits of the Media District FAR Map. (see Figure 5-4: FAR Map on page 51) unless otherwise preempted by state law and/or through Transfer of Development Rights .
5.6.3.3 Structure Height
Throughout the outreach process,
community members
expressed a strong support for maintaining the existing height stepping down to residential neighborhoods contained in the existing Specific Plan. The proposed height limits reflect this approach but seek simplify it and to align transitions in allowable heigh more closely with property boundaries.
Maximum Allowable Height. The maximum height of a building or structure shall be subject to the established height limits of the Media District Height Map (see Figure 5-5: Height Map on page 52). Height is measured from the average grade of the lot. Grade is determined as defined in BMC Section 10- 1-203. The building or structure height is the vertical distance measured from Grade to the ceiling of the highest room permitted for ATTACHMENT 1 - 68
Administrative Draft - June 2024
69 CHAPTER 5 | Land Use and Urban Form
Multiple Maximum Heights. On lots that extend across multiple height limit areas per the Media District Height Map, the portion of a building or structure located within a height limit area shall meet the respective height limit of said height limit area.
Height Exceptions
Roof and architectural features, including, but not limited to ornamental towers, spires, steeples, belfries and cupolas, and appurtenances such as rooftop equipment, skylights, fire and parapet walls, chimneys, ventilating fans, antennas, tanks, flagpoles, penthouses
or roof structures for housing elevator lofts, stairways, air conditioning, or similar equipment, and other appurtenances usually required to be placed above a building to operate and maintain it, may e
xceed the maximum height, up to 15 additional feet, if a 45-degree angle as depicted in Diagram No. 1 is maintained. This 45-degree angle shall be drawn inwards from the setbacks required Subsection B of this Section and maximum height allowed.
Except when used as enclosure of rooftop open space areas, parapets may not exceed six feet in height above the intersection of the roof surface and the wall.
Fully subterranean garages and fully subterranean basement floors are not counted towards the building height. For the purpose of this Subsection, fully subterranean means below the average grade. Above-grade garages as defined in Subsection J BMC of Section 10-1-624. Shall be counted towards building height.
Maximum height limits also apply to free-standing structures other than buildings including antennas, satellite dishes, and flagpoles when such features are not located on top of a building.
Height Transitions and Height Buffers
When abutting or adjacent to single-family zoned lots, development shall comply with Step-Backs and Buffer Area requirements of Subsection B(4) of Section 10-1-920.
FIGURE 5-6: Height Exceptions: Roof and Architectural Features Administrative Draft - June 2024
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70 SETBACK LOCATION
GROUND-FLOOR FRONTAGE TYPE DESIGNATION
MAIN STREET A OR B* NEIGHBORHOOD
STREET A
NEIGHBORHOOD
STREET B
Front and street-facing
setback
8 ft min.
15 ft max.
5 ft min.
10 ft max.
15 ft min.
None
Interior side setback None required, see Height Transition and Height Buffer Rear setaback None required, see Height Transition and Height Buffer
5.6.3.4 Required Setbacks
Setbacks create additional space (yards) between public sidewalks and buildings to accommodate landscaping. On busy streets, these areas can provide additional space for pedestrians, areas for permitted setback encroachments, and on neighborhood streets these areas can provide landscaped buffers to sensitive ground-floor uses.
Setbacks
Setbacks establish both minimum and maximum distances between the property line and the building or structure. Setbacks shall be measured horizontally at a right angle from the property line to the nearest point of the building or structure.
Minimum setbacks shall apply to all stories of a building or structure. Setbacks less than the minimum setback are prohibited.
Front and Street-Facing Setbacks. The
minimum and maximum setback distances for front and street- facing setbacks shall be subject to the applicable
street frontage type designation established by Figure 5-7:
Media District Ground-Floor Frontage Type Map. This map is based on analysis of existing streets and sidewalks in the District. It also reflects the fact that many of the District’s streets transition into adjoining R-1, R-1H, and R-2 neighborhoods.
The required setbacks shall be as follows:
TABLE 5-4: Required Setbacks
*The distinction between Main Street A and Main Street B ground-floor frontage type designations only applies when a lot fronts two different main streets. In this case, the respective development standards apply to each of the two designations.
Reversed Corner Lots. The following requirements apply to any reversed corner lot that abuts a key lot when the key lot is located in any R-1, R-1-H, or R-2 Zone:
» The minimum required street-facing side yard setback for the rear 20 feet of the reversed corner lot is equal to the minimum required front yard setback of the key lot.
5.6.3.5 Building Massing
General Purpose and Intent. The Media District includes buildings of various sizes. Often large buildings are sited next to smaller buildings that reflect the original parcel structure of the district. Building designs that articulate the building massing, relate to the scale of adjacent buildings, and are human scaled at the lower levels contribute to a cohesive district and provide appropriate transitions between new and existing development.
Community members expressed a desire for more activity and interesting building features at the ground level of taller buildings. Community members also advocated for new development to be more contextually compatible with the existing context. The following standards respond to these priorities.
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71 CHAPTER 5 | Land Use and Urban Form
FIGURE 5-7: Media District Ground-Floor Frontage Type Map Administrative Draft - June 2024
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72 TABLE 5-5: Required Step-Backs
REQUIRED STEPBACKS
GROUND-FLOOR FRONTAGE TYPE DESIGNATION
MAIN STREET A MAIN STREET B NEIGHBORHOOD
STREET A
NEIGHBORHOOD
STREET B
Maximum height before
step-back in feet 50 ft 50 ft 45 ft 35 ft
Maximum height before
step-back in stories 4 stories 4 stories 3 stories 3 stories Minimum step-back depth 6 ft 6 ft 6 ft 12 ft
FIGURE 5-8: Required Step-Backs Diagram
A. Required Step-Backs. Buildings and structures shall provide step-backs if their street- fronting facades exceed the maximum height before step-back in feet or stories, whichever is less. For the purposes of this section, only above- grade stories shall be counted. The step-back depth shall be measured horizontally from the face of the primary façade below the step-back. Step-backs are only required for street-fronting facades. Parapets and required guardrails may ex
ceed the maximum step-back height by up 48 inches,
measured vertically from the finished floor above the required step-back.
B. Required Massing Breaks. Buildings and structures shall provide major and minor massing breaks as required below. For the purposes of horizontal façade articulation, the façade length and length of required massing breaks shall be measured horizontally and parallel to the façade. The depth of required massing breaks shall be
measured horizontally and perpendicular to the facade. Massing breaks shall be open to the sky. Portions of buildings or structures located above required step-backs are exempt from horizontal façade articulation requirements.
» Major Massing Break. Each street-facing façade exceeding the maximum façade length before major massing break shall provide a major massing break.
» Minor Massing Break. Each street-facing façade exceeding the maximum façade length before minor massing break shall provide a minor massing break. Where a major massing break is provided, the maximum façade length before a minor massing break shall be measured from the edge of the major massing break. » Exception. The ground floor of grocery stores is exempt from minor massing breaks.
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73 CHAPTER 5 | Land Use and Urban Form
EXAMPLE
A 200-foot-long façade fronting a Main Street A would require at least one major massing break to break the façade into segments not more than 150 feet in length. In addition, resulting façade segments that exceed 75 feet in length would require minor massing breaks that break the façade into segments not more than 75 feet in length.
A 120-foot-long façade fronting a Main Street A would need to provide at least one minor massing break and no major massing breaks.
REQUIRED MASSING BREAK
GROUND-FLOOR FRONTAGE TYPE DESIGNATION
MAIN STREET A MAIN STREET B NEIGHBORHOOD
STREET A
NEIGHBORHOOD
STREET B
Major massing break
Maximum façade length
before major massing break 150 ft 150 ft 100 ft 75 ft
Minimum length of major
massing break 25 ft 25 ft 25 ft 25 ft
Minimum depth of major
massing break 15 ft 15 ft 15 ft 25 ft
Minor massing break
Maximum façade length
before minor massing break 75 ft 75 ft 50 ft 40 ft
Minimum length of minor
massing break 15 ft 15 ft 10 ft 10 ft
Minimum depth of minor
massing break 6 ft 6 ft 6 ft 12 ft
T
ABLE 5-6: Required Massing Breaks
FIGURE 5-9: Massing Breaks Diagram
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74 Bulk Reduction Requirements. To reduce the visual impact of taller buildings, portions of buildings or structures located above required step-backs shall be limited by the maximum allowable footprint requirement. The maximum allowable footprint above the step-back requirement is determined by the lot size.
Calculation. The maximum allowable footprint is calculated as a percentage of the total combined floor areas of the level immediately below the step-back.
Location. The maximum allowable footprint applies to all levels of a building or structure located above the required step-back. Where a building or structure has two or more different step-back requirements, the maximum allowable footprint applies to levels above the highest required step-back.
Multiple Buildings on One Lot. To ensure that the bulk reduction standards achieve the intended outcomes, the maximum allowable footprint shall be determined for each individual building.
FIGURE 5-10: Bulk Reduction Requirements Diagram
LOT AREA MAXIMUM ALLOWABLE FOOTPRINT ABOVE THE
STEP-BACK
Less than 20,000 sq. ft. None
20,000 sq. ft. to less than 40,000 sq. ft. 80%
40,000 sq. ft. or more 60%
TABLE 5-7: Bulk Reduction Requirements
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75 CHAPTER 5 | Land Use and Urban Form
Upper-Level Massing and Articulation. Upper- level massing and articulation requirements apply to all buildings and structures that exceed 85 feet in height, except for allowed height exceptions. Portions of buildings or structures located above 85 feet in height shall meet the following requirements:
» Plan Diagonal. Floor levels shall have a maximum plan diagonal that does not exceed 185 feet. The maximum plan diagonal is measured as the horizontal line between the two furthest points of the building or structure. – Exceptions.
Balconies, rooftop decks, and similar features both covered and uncovered shall not count toward the maximum plan diagonal, as long as any roof above is cantilevered and the space is not
enclosed columns, walls, or other structural members that span from floor to ceiling. » Unbroken Façade Length. No façade face shall exceed a maximum unbroken façade length of 165 feet.
The maximum unbroken façade length shall be measured as the straight horizontal line between the furthest points of
the façade face. Longer facades shall be broken into
two or more façade faces that are
offset at least ten feet measured perpendicular to the façade. – Curved Facades. For curved facades the maximum unbroken façade length shall be measured as the
straight line between the two furthest points of the façade face. Any portion of the curved façade that is located more than ten horizontal feet from said line shall be considered a separate façade face. » Massing Separation. Where two or more buildings or portions of buildings or structures are located on the same lot, there shall be a minimum horizontal separation of 40 feet between them. The minimum horizontal separation shall be measured as the straight horizontal line between the two nearest points of the buildings or structures.
FIGURE 5-11: Upper-Level Massing and Articulation
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76 5.6.3.6 Building Frontages
General Purpose and Intent. The building frontage standards aim to foster a vibrant, adaptable, and accessible pedestrian environment through high- quality design that encourages a diverse range of
uses and enhances the street experience. New buildings within the Media District area have ground-floor frontages that are human-scaled, provide visual interest, and access to ground-floor uses where feasible.
Applicability. The building frontage standards of this Subsection apply to the following elements of a building or structure:
» The design of street-facing yards in addition to any other yard standards; » The design of all ground-floor façade faces fronting a street-facing yard or open space; and » Uses immediately adjoining the ground-floor façade.
Building Frontage Location. The ground-floor façade fronting a street-facing yard shall be located at or between the minimum and maximum setback. This location requirement applies for at least the minimum required frontage occupancy for a minimum height of 35 feet or the top of the building, whichever is less.
The minimum required frontage occupancy shall be measured for each street frontage along the length of the street-fronting property line but after applying all adjoining minimum setback distances. Where there is no maximum setback, the ground-floor façade shall be located at or not more than 18 inches behind the minimum setback for the minimum required frontage occupancy.
» Indoor-Outdoor Spaces. Patios, outdoor dining areas, and similar habitable spaces shall count toward meeting the minimum required frontage occupancy if they are enclosed by building walls on three sides and are covered by a permanent roof structure and meet all requirements of the applicable frontage type. » Residential Porches and Stoops. Recessed portions of residential stoop entries and inset balconies shall count toward meeting the minimum required frontage occupancy.
FRONTAGE OCCUPANCY
GROUND-FLOOR FRONTAGE TYPE DESIGNATION
MAIN STREET A MAIN STREET B NEIGHBORHOOD
STREET A
NEIGHBORHOOD
STREET B
Minimum required frontage
occupancy for street-facing
facades
60% 60% 50% 35%
TABLE 5-8: Required Frontage Occupancy
FIGURE 5-12: Required Frontage Occupancy
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77 CHAPTER 5 | Land Use and Urban Form
Building Frontage Types. Each segment of a street-fronting lot line, adjoining yard, and ground-floor facade shall be designated as one of the following frontage types. These segments shall meet the appropriate frontage standards. Where an at-grade open space is located at a street-fronting lot line, the adjoining building frontages up to a depth of 50 feet shall similarly designate an allowed building frontage type and comply with the appropriate standards. The ground-floor frontage type names do not prescribe specific uses and uses are regulated by the allowed uses of the District. Instead, they provide design standards that guide how the ground floor engages the public realm. The applicant must clearly identify the applicable frontage type or types for the entire length of each street-facing lot line. Multiple frontage types may be used along the length of a lot line.
BUILDING FRONTAGE TYPE
GROUND-FLOOR FRONTAGE TYPE DESIGNATION
MAIN STREET A MAIN STREET B NEIGHBORHOOD
STREET A
NEIGHBORHOOD
STREET B
Active P P P NP
General NP NP P P
Residential NP P P P
Live/work NP P P P
Parking garage NP P P P
Landscape NP NP P P
Studio lot P P P P
TABLE 5-9: Allowable Building Frontage Types
P – Permitted, NP – Not Permitted
Frontage Dimension Measurement. Required interior depths shall be measured at the ground-floor level from the exterior wall to the interior wall.
FIGURE 5-13: Required Ground-Floor Dimensions Diagram
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78 Habitable Space Requirement. Building frontages shall provide ground-floor habitable spaces that can be occupied by regular occupants of the building. Habitable spaces shall comply with the standards of the applicable building frontage type. Corridors, hallways, storage, utility, and similar spaces shall not count towards meeting the habitable space requirements.
Frontage Occupancy Percentage. A minimum of the required percentage of the frontage length shall be occupied by habitable uses.
Average and Minimum Interior Depth. Habitable spaces shall have at least the required average and minimum depths. Average depths shall be calculated using the actual frontage length of the habitable space.
Floor Elevation. The finished floor elevation of required habitable spaces shall be located no more than the maximum floor elevation and no less than the minimum floor elevation above the adjoining sidewalk or open space.
Building Entrance Frequency. A pedestrian building entrance shall be provided as required by the applicable building frontage type standard. The maximum distance between entrances shall be measured from the center of each entrance or to the edge of the façade. No less than one entrance shall be provided per frontage.
Façade Transparency. At least minimum percentage of the façade area of the ground floor shall be glazed with clear glass.
Façade Transparency Measurement. Required ground-floor façade transparency shall be measured from the finished ground-floor elevation to a height of 12 feet. » Blank Wall Length. No stretch of blank wall facing the street shall exceed the maximum allowed length in feet, and the cumulative length of all blank walls shall not exceed the maximum allowed percentage of the total length of any designated frontage segment.
FIGURE 5-14: Required Façade Transparency Diagram
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79 CHAPTER 5 | Land Use and Urban Form
Setback Areas. The area between the building façade and the property line shall paved and landscaped.
Paving and landscape areas shall not exceed the maximum paved and landscaped area percentages.
BUILDING FRONTAGE
TYPE STANDARD ACTIVE GENERAL RESID. OR
L/W
PARKING
GARAGE LANDSCAPE STUDIO LOT
Habitable space dimensions
Frontage occupancy
percentage 60% 60% 60% - - -
Avg. interior depth 35 ft 25 ft 20 ft - - -
Minimum depth 25 ft 15 ft 12 ft - - -
Maximum floor elevation 12 in 24 in 30 in - - -
Minimum floor elevation - - 6 in - - -
Building entrance frequency
Maximum distance 100 ft * 50 ft - - -
Façade transparency
Minimum transparency 60% 35% 20% 35% ** - -
Blank wall limits
Maximum length 20 ft 20 ft 20 ft 20 ft - -
Frontage percentage 20% 30% 30% 30% - -
Setback area landscaping
Maximum area 20% 85% 85% 100% 100% 100%
Setback area paving
Maximum area 100% 50% 35% 25% 25% 35%
- Not applicable
* At least one main entry door per frontage
** For parking garages openings without window glass may be considered for the calculation of façade transparency TABLE 5-10: Building Frontage Type Standards
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80 Active Frontage Type. The active frontage is suitable for commercial uses, common spaces, building amenities, and similar uses.
» Other Requirements.
– Multi-family residential entrances and lobbies shall occupy no more than 30 percent of any frontage. – Building entries shall be oriented toward the adjoining sidewalk or at-grade open space. – Outdoor seating is allowed in required yards with an encroachment permit. – Outdoor product displays are permitted in yards adjoining ground-floor non-residential uses, indoor amenity spaces, and leasing offices.
– Fences and walls are prohibited, except as required for ABC licenses.
FIGURE 5-15: Active Frontage Type Diagram
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81 CHAPTER 5 | Land Use and Urban Form
General Frontage Type. The general frontage is suitable for ground-floor commercial and residential uses without direct access to the sidewalk and limited façade transparency. » Other Requirements.
– Building entries shall be oriented toward the adjoining sidewalk or at-grade open space. – Fences and walls enclosing required yards are prohibited except as required for ABC licenses.
FIGURE 5-16: General Frontage Type Diagram
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82 Residential or Live/Work Frontage Type. Residential or live/work frontage is suitable for ground-floor residential units with a stoop.
» Other Requirements.
– Multi-family residential entrances to units other than those located at the ground floor and lobbies shall meet the general frontage type requirements.
– The interior height shall be at least nine feet measured from the finished floor to the bottom of the ceiling of the ground floor in living and bedrooms.
» Stoop Entries.
– Individual entries to ground-floor units shall be provided via stoops located immediately adjoining the unit. Stoops shall provide a minimum of 20 square feet of usable area and may be enclosed for security purposes. A small gate of the same height as the enclosure shall be provided. A planter shall be provided between the stoop and the sidewalk. For entries to live/work units, stoops are not required. Instead, paved terrace areas may be located at grade an need not be separated from the sidewalk. – Individual unit entries shall be provided at least every 50 feet. At least one entry shall be provided per frontage. – Residential entries shall be oriented toward the adjoining sidewalk or open space. » For live/work frontages, not more than 50 percent of the yard area shall be paved. – Stoops and yard areas associated with an adjoining residential unit may be secured with a fence or railing of not more than 42 inches in height.
FIGURE 5-17: Residential or Live/Work Frontage Type Diagram Administrative Draft - June 2024
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83 CHAPTER 5 | Land Use and Urban Form
Parking Garage Frontage Type. This frontage type is used to line parking structures located next to the public right of way.
» Other Requirements. Parking garage frontages shall be located between property lines and parking structures visible from a street.
» Parking garage frontages shall be landscaped for the entire horizontal area except for walks and drives providing access to the parking structure.
» A 36-inch box tree shall be planted in the setback area for at least every 40 feet on center, measured parallel to the street-fronting lot line.
– Fences and walls are not permitted.
– The frontage length on any street frontage shall be limited to 125 feet. – Parking structures shall not be located at the intersection of two streets.
FIGURE 5-18: Parking Garage Frontage Type Diagram
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84 Landscape Frontage Type. This frontage type is used to line surface parking areas. » Other Requirements. Landscape frontages shall be located between property lines and surface parking lots.
» Landscape frontages shall be landscaped for the entire horizontal area except for walks providing access to the parking lot.
– Fences and walls not more than 48 inches in height may be located at the rear of the frontage.
FIGURE 5-19: Landscape Frontage Type Diagram
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85 CHAPTER 5 | Land Use and Urban Form
Studio Lot Frontage Type. The studio lot frontage is used to enclose studio lots where open areas, such as staging, parking, and similar areas abut a public street. » Other Requirements. Studio lot frontages shall be located between property lines and studio lots. » Studio lot frontages shall be landscaped for the entire horizontal area except for walks providing access to the lot.
– Fences and Walls. Fences and walls not more than 84 inches in height may be located at the rear of the frontage. Plantings may exceed the height of the fence or wall by not more than 36 inches. – Fences and walls shall be planted with evergreen hedges that at maturity measure at least 65 percent of the height of the fence. Hedges shall be maintained at a height not less than 65 and not more than 100 percent of the height of the fence. Walls may be planted with wall-covering plants. – Pilasters or similar vertical accents shall be placed at corners and at a minimum of 30 feet on center measured horizontally and parallel to the face of the fence or wall. – Materials. Fences shall be wrought-iron, steel, or of a similar durable material. Walls shall be coated with a consistent finish, such as stucco.
FIGURE 5-20: Studio Lot Frontage Type Diagram
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86 Required Open Spaces. Notwithstanding the above, required open spaces adjoining any frontage type and utilizing yards as part of the open space as permitted by Subsection G.5. (iii) may utilize the open space landscape and hardscape standards of Subsection G in lieu of the frontage type-specific yard area standards.
5.6.3.7 Building Design
General Purpose and Intent. The Media District is a mixed-use environment providing a mix of housing, work, and commercial uses near each other. Building designs that are human scaled, provide interest at the ground floor, and provide easy access from the sidewalk encourage walkability and activate the district’s public realm.
Community members expressed a strong desire for high-quality, well-designed buildings that enrich the District. In addition, community members sought a connection between the District and the adjoining residential neighborhoods.
The following standards seek to address these priorities, with a particular focus on the spaces between buildings that strongly shape the experience of the public realm but are often not given much thought.
Minimum Ground-Floor Height. All buildings shall have a minimum ground-floor height of 15 feet, measured from the closest sidewalk elevation to the primary entrance up to the second story floor, or up to the roof for one-story buildings.
» Exception. Ground-floor residential units and live/work units are exempt from meeting the minimum ground- floor height requirement.
Primary Building Entrance.
» Required. Each building or structure shall provide at least one primary entrance on the primary street frontage. For buildings or structures fronting multiple streets, the primary building entrance shall be located on the street of highest priority available, with Main Street A designated as the highest priority, followed by Main Street B, Neighborhood Street A, and subsequently Neighborhood Steet B. » Multiple Primary Uses. Buildings or structures with multiple primary uses shall provide one primary building entrance for each use and each ground-floor commercial space of 2,000 square feet or more. At least one primary building entrance shall be located on the street of highest priority available. » Residential Entrances. Buildings or structures containing more than four residential units shall provide a residential lobby at the primary building entrance. A stair or elevator serving the majority of residential floors shall be located no more than 30 feet from the nearest point in the lobby. Ground-floor flats and townhome units with individual ground-floor entries are exempt. » Design.
– The primary building entrance shall be visible from the nearest public street or sidewalk. It shall be located no more than 35 feet from the street-fronting property line. – The primary building entrance shall be accessible via a paved walkway. The walkway shall not be located within a parking area.
– A canopy, awning, or similar building feature located over the primary building entrance shall provide shade and rain protection.
– The primary building entrance may be located in an at-grade public open space or within a required massing break.
– The door or gate at the primary building entrance shall provide at least 50 percent transparency. » Exceptions. Hospitals and parking structures are exempt from the primary building entrance requirement.
An alternate main
entrance configuration shall be approved by the Community Development Director (Director) or their designee.
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87 CHAPTER 5 | Land Use and Urban Form
General Building Entrances.
» Entrance Setback. Each building entrance shall be set back at least 30 inches from the street- fronting property line or alley right-of-way line.
Ground-Floor Treatment. The lowermost nine feet of exterior walls and doors, measured from grade, shall incorporate and maintain a graffiti-resistant finish. Acceptable finishes include hard, smooth, impermeable surfaces such as ceramic tile or baked enamel, renewable coatings of anti-graffiti material, or a combination thereof.
» Exception. Alternative graffiti removal solutions may be approved by the Director or their designee.
Transparency. Where transparency is required, darkly tinted or highly reflective glass is prohibited. » General Glass Characteristics.
– Glass shall have a visible light reflected out value of 15 percent or less. – Glass Shall have a visible transmittance value of 0.50 or more. » Glass at ground floor through third levels.
– Glass shall have a visible light reflected out value of 12 percent or less and a visible transmittance value of 0.65 or more.
– Clear glass or low-iron glass are preferred.
» Glass Surfaces.
– At the ground floor through third level glass surfaces with a visible light reflected value greater than 15 percent shall not exceed 20 percent of the required transparent area. – Above the third level reflective surfaces shall be limited to 10 percent of the total façade area. – When calculating the surface area of reflective surfaces, each facade should be considered separately.
Blank Walls. The facades of a building or structure that are visible from street or open space shall meet the following façade design requirements:
» At any level of a building or structure, the length of blank walls shall not exceed 20 feet, measured horizontally along the façade.
– Exception. At any level of a hospital, the length of blank walls shall not exceed 35 feet. » At least three of the following building features shall be employed:
– Doors, windows, or other building openings;
– Required massing breaks;
– A variation of the façade plane by at least six inches, measured perpendicular to the façade; – Non-fabric awnings or canopies over a window, door, or arcade; – A living plant wall, not exceeding 35 feet in length to be maintained to the Director’s satisfaction; or – Public art attached to the building wall, approved through the Art in Public Places Committee, to fulfill a public art requirement.
» The following design features shall not be used to satisfy the blank walls requirements:
– Variation in building color;
– Plants or vegetation not affixed to a building wall;
– Signage;
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88 – Mechanical appurtenances such as water heaters, vents, utility meters, and mechanical equipment; or – Gutters or downspouts.
Façade Material or Color Changes.
» Where changes in façade material or color occur, they shall occur at the inside corner of plane changes. » Freeway-Adjacent Residential Uses. Buildings and structures with residential uses located near freeways shall meet the following requirements:
» Balconies. Within a 100-foot radius from the nearest freeway right-of-way line, measured horizontally, the installation of balconies, outdoor decks, roof patios, and similar structures is prohibited. » Air Filtration. Buildings or structures located on lots directly abutting a freeway right-of-way shall be install, operate, and maintain an HVAC system equipped with high-efficiency filters, having a Minimum Efficiency Reporting Value (MERV) of at least 13 for all residential units. Alternatively, an applicant may submit an air quality engineering study, which must be peer-reviewed by a third party, and incorporate its recommendations into the project.
Building Equipment and Exhaust Vents. Building equipment and exhaust vents shall meet the following requirements:
» Location. Building equipment and exhaust vents shall not be located within 15 feet of the sidewalk or open space, measured horizontally.
– Exceptions. Exhaust vents located 40 feet or more above grade. » All building equipment shall be screened from view using architectural screening using materials that are consistent with materials, colors, and finishes that are used elsewhere on the building. » Rooftop building equipment shall be screened from view from streets and sidewalk.
Additional Development Guidelines. Projects should, demonstrate compliance with the following guidelines:
» Massing.
– Building massing should be simple with clear building lines. – Buildings should be composed of one or more discernable masses. Layered facades and façade treatments and elements that appear “tacked on” (e.g. serve no apparent purpose other than being decorative) are discouraged.
Massing breaks and step-backs should be emphasized with material or color changes. » Ground-Floor Design.
– Ground-floor facades should be of high-quality and durable materials, including untreated wood, low- grade stucco or plaster, vinyl, laminate, thin- set brick veneer are discouraged. – Wherever possible, habitable spaces that put “eyes on the street” should be located at the street- fronting ground-floor façade.
» Indoor-Outdoor Spaces.
– Developments are encouraged to provide convenient ground-floor access to semi- public spaces in buildings. Accessed areas can include but are not limited to lobbies, retail spaces, courtyards, outdoor dining areas, pedestrian passageways, and activity or recreational spaces. – Given Southern California’s temperate climate, open, shaded ground-floor spaces that capture prevailing breezes are encouraged.
– Diverse uses serving the general public are encouraged at indoor-outdoor spaces.
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89 CHAPTER 5 | Land Use and Urban Form
5.6.3.8 Site Design
General Purpose and Intent. Site design should provide a high-quality environment that contributes to the overall quality of development. Outdoor areas should be people-oriented, avoid unsightly views of back of house and utility areas, provide high-quality treatment of all lot areas not occupied by buildings or structures, and contribute to a safe urban environment.
Site design encompasses the arrangement of paving, landscape, fencing, and various other items typically found in surface areas around a building. The thoughtful location and arrangement of these items can increase the function and aesthetic appeal of these areas. The following standard provide for a clear delineation of of public and private space and provide direction for increasing permeable and landscaped areas for improved human comfort in the public realm.
Off-Site Improvements. Off-site improvements shall comply with Chapter 6 of this document and the City’s Complete Streets Objective Development Standards and Green Streets Policy.
Landscape Requirements.
» Landscape. Landscaped areas shall be planted with ground over, shrubs, trees, or a combination thereof.
Artificial lawn, turf, and synthetic ground cover areas are not allowed for the required landscape areas.
Corner Cutoffs for Landscaping. All landscaping shall comply with the corner cutoff provisions of BMC 10-1- 1303.
» Landscape Coverage. At maturity, plantings shall comprise a minimum of 75 percent of the total landscape area. All landscape areas not occupied by turf or ground cover shall be covered with mulch to reduce water evaporation and consumption and weed growth.
» Turf. No more than 35 percent of the total landscape area of the lot shall be occupied by turf or lawn. » Soil depth. All landscape areas shall provide minimum soil depths as follows:
– 12 inches for areas planted with turf or ground cover. – 18 inches for planters and areas planted with shrubs and similar vegetation. – Four feet for planters or areas planted with trees.
» Minimum Dimensions.
Each planter and landscape area shall have a minimum dimension of three feet in any direction, except that landscape areas located between street-fronting property lines and allowed walls, fences, and retaining walls shall have a minimum dimension of 24 inches in any direction. » Irrigation Required. All landscape areas shall include a permanent fully automatic irrigation system.
Irrigation systems shall utilize water conservation design concepts including but not limited to low-flow sprinkler heads and bubblers, drip systems, zone separation, microclimate considerations, and moisture sensors. Where available, irrigation shall use recycled water. Irrigation system installation and operations shall follow the current City of Burbank Rules and Regulations Governing Utility Services. » Hardscape areas. Hardscape areas that abut the public sidewalk and provide access to ground- floor active uses shall be paved in a manner consistent with the design of the adjacent public sidewalk. » Street-Fronting
Yards. Landscape plantings in street-fronting yards shall be maintained at not more than
36 inches in height, except that trees and plants on trellises are exempt from this requirement. » Amenities. The provision of outdoor amenities and decorative hardscape, such as outdoor seating areas with benches permanently affixed to
the ground or hardscaped areas enriched with decorative materials, which are under a tree canopy, shall be credited toward up to 50 percent of the required landscaping in all yards. Vehicular access areas shall not be considered as decorative hardscape.
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90 » Landscape Plans. Landscape plans demonstrating compliance with the landscape requirements shall be prepared by a registered landscape architect. Final species selection and placement of all trees and vegetation shall be approved by the Director or their designee and shall incorporate drought tolerant landscaping that ensures long term survival in the climate region and associated increased drought conditions resulting in climate change.
Walls, Fences, and Retaining Walls in Street- Facing Setbacks and Open Spaces. » Height. Where permitted, walls and fences in street-facing yards shall not exceed 42 inches in height, measured from the adjacent grade or sidewalk, whichever is closer. Retaining walls shall not exceed 30 inches in height. Where retaining walls in excess of 30 inches are required, multiple retaining walls each not exceeding 30 inches in height shall be provided and spaced at least 36 inches apart, measured horizontally.
Fences or walls placed on top of retaining walls shall not exceed a height of 48 inches, measured from the bottom of the retaining wall.
» Setback. Walls, fences, and retaining walls shall be set back not less than 24 inches from a street- fronting property line.
» Transparency. Fences and walls shall be at a minimum 50 percent open. » Materials. Concrete block, vinyl, wire mesh, and chain link walls and fences are prohibited. Textured and patterned concrete block consistent with the overall material finishes of the project buildings and site design can be approved by the Director or their designee. Wire types including razor wire, barbed wire, or electric wire are prohibited.
» Ornamentation. Ornamentation on top of fences, walls, and hedges in the front yard may exceed the actual height of the fence, wall, or hedge. All ornamentation features shall be spaced a minimum of four feet apart, as measured on center.
» Guardrails. Guardrails and handrails may exceed the maximum wall and fence height up to the extent required by the Building Code. The guardrail shall be of a clear transparent material or be at a minimum 75 percent open.
» Gates. Gates are subject to the same requirements as fences and walls. » Corner Cutoffs. All fences, walls, and hedges shall comply with the corner cutoff provisions of BMC Section 10-1-1303.
Landscape Planters.
» Height. Planters, including stormwater filtration planters, located in street-fronting yards and open spaces shall not exceed a height of 30 inches measured from the adjoining ww woo landscape area, except that planters shall not exceed a height of 48 inches where they provide seating. » Materials. All planters shall be constructed of permanent masonry or concrete construction. » Drainage. All planters shall provide drainage directly into a drainage system.
Site Lighting. Site lighting shall be “Dark Sky Approved” by the Dark Sky Association or similar as approved by the Director or their designee.
Transformers and Utility Meters.
» Above-ground utility meters, valves, and backflow prevention devices shall not be located within 30 feet of the intersection of two property lines. When located in a required setback, such devices shall be located at least five feet from the property line measured perpendicular to the property line of the lot. » Transformers and transformer pads shall be located behind the minimum setback and be screened with landscape materials or screening materials at least six feet in height and at least 30 feet from the intersection of two property lines unless otherwise determined to be technically infeasible by Burbank Water and Power.
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91 CHAPTER 5 | Land Use and Urban Form
» Transformers and utility meter shall be screened from view using architectural screening using materials that are consistent with materials, colors, and finishes that are used elsewhere on the building and site, unless determined technically infeasible or in conflict with BWP Rules and Regulations.
Refuse and Recycling Areas.
» Refuse storage and collection areas shall be provided. For mixed-use buildings, residential and non- residential uses shall maintain separate refuse storage and collection areas. Each refuse storage and collection area shall be clearly marked for separate uses. » All collection areas shall be covered with a solid roof and enclosed on three sides by a masonry wall no less than six feet tall and have solid permanent metal doors. Doors and gates of trash enclosures cannot swing out into any public right-of-way or required vehicle aisle or maneuvering area.
Additional Guidelines. Projects shall, comply with the following guidelines:
» Frontage Areas.
– Curb cuts should be located away from high volume pedestrian areas, prominent building frontages, and open spaces.
– In high-volume pedestrian areas consider installing bollards to guide vehicles across public sidewalks. – Vehicular entry points should be consolidated such that one curb cut serves multiple purposes. » Landscape Areas.
– Projects should use natural features and plantings to provide shade, soft areas that dampen noise, and provide humidity. Landscape can provide a counterpoint to urban density. – For safety reasons, lower plantings of 24” in height or less should be used in areas accessible to the public.
– Landscaped areas should be designed to discourage trespassing. Expansive dirt or mulched areas without plant coverage should be avoided. Gaps between plantings should not exceed 48 inches, measured horizontally.
» Landscape Planters. Limit concrete in and around landscape areas. Planted areas should be simple without surrounding concrete curbs.
» Site Lighting. Place pedestrian-level lighting at public and common spaces and along major walks. Place additional lighting near entrances to buildings and lobbies to visually emphasize them. Pedestrian-level lighting should be located at a height of not more than 12 feet above the adjoining grade.
5.6.3.9 Open Spaces
General Purpose and Intent. Provide people- oriented, interactive, landscaped open spaces to offset the high-density urban ambience. Open spaces are intended to serve a variety of objectives including providing visual relief, pedestrian orientation, social interaction, and to promote outdoor activities.
Open Space Required. All projects shall provide the minimum area of open space. The calculation of residential and non-residential open space requirements shall be separate. The requirements for publicly accessible open space must be calculated for all combined uses. Areas designated for parking, loading, or storage shall not count towards meeting minimum open space requirements.
Community members voiced dissatisfaction with the extensive paving found in the site design of buildings in the District. Instead, more landscape and “green” is desired, especially at the ground level. The following standards seek to address this priority.
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92 » Residential Open Space. Projects containing more than four units shall provide, at a minimum, the following usable open space per unit: 125 square feet for each unit with fewer than two bedrooms and 150 square feet for each unit with two bedrooms or more.
Residential Open Space.
» Private Residential Open Space.
– No more than 40 percent of the required open space shall be designated as private open space. – Each private open space shall have a minimum area of 40 square feet and a minimum dimension of five feet in each direction.
– All private open spaces shall be outdoors and located outside the interior living space of a structure. – Private open spaces may be located within a required yard or on a rooftop area. – Each private open space shall be contiguous to the unit it serves, allowing direct access without traversing a common area.
– The slope of private open space areas shall not exceed five percent, although these spaces can be situated on multiple levels.
– When situated on multiple levels, each level of private open space must independently meet the minimum dimensional requirements.
» Common Residential Open Space.
– A minimum of 60 percent of the required open space for the residential portion of a project shall be common open space shared among tenants.
– Common open space shall be a minimum area of 400 square feet with a minimum dimension of 15 feet in each direction.
– All portions of all common open space areas shall be useable for recreational purposes and accessible by all residential tenants.
– Common open spaces may be accessible to the general public. – Rooftop areas, including the top of above-grade garages, may be utilized to satisfy required common open space requirements. No more than 50 percent of the rooftop may be utilized for common open space. – A minimum of 60 percent of common open space shall be outdoors, and a minimum of 80 percent of outdoor common open space shall be open to the sky. If located on the rooftop, the minimum is 50 percent. » Common Residential Open Space Design.
– A maximum of 40 percent of common open space may be indoors. Indoor common open space shall not include spaces used primarily for circulation.
– A maximum of 25 percent of outdoor common open space may be paved in standard concrete. – A minimum of 25 percent of outdoor common open space shall be planted area with a minimum dimension of 30 inches in length, width, and depth. Landscaping shall otherwise comply with Subsection F of this Section.
– A minimum of one 36-inch box tree per project or one for every 1,500 square feet of outdoor common open space, whichever is greater, shall be planted within the common open pace. For projects with two or more trees, a minimum of 50 percent of trees planted shall be shade trees. At the ground-floor level, trees planted in pots shall not be counted towards the tree requirement. – A maximum of five percent of the required common open space shall be fountains, reflecting pools, or other decorative water features that are served by non-potable water sources or recycled water. – Swimming pools are not considered water features for the purposes of this standard.
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93 CHAPTER 5 | Land Use and Urban Form
» Non-Residential Open Space. Projects encompassing more than 40,000 square feet of floor area shall designate a minimum of five percent of the total gross floor area as usable open space. This shall be used as common open space accessible to occupants of the non-residential portions of the project. » Publicly Accessible Open Space. Any project on a lot that exceeds 20,000 square feet shall provide, at a minimum, the required publicly accessible open space.
LOT AREA REQUIRED PUBLICL Y ACCESSIBLE OPEN SPACE
Less than 10,000 sq. ft. None
10,000 to less than 20,000 sq. ft. 2%
20,000 to less than 30,000 sq. ft. 3%
30,000 to less than 40,000 sq. ft. 4%
40,000 sq. ft. or more 5%
TABLE 5-11: Required Publicly Accessible Open Space
Publicly Accessible Open Space.
» Public Access. At a minimum, publicly accessible open spaces shall be open to the general public from 8 am to 8 pm. They shall always be accessible to tenants. » At Sidewalk Elevation. A minimum of 3,000 square feet of publicly accessible open space shall be at the sidewalk elevation. If less square footage is required, then the entire required publicly accessible open space shall be at sidewalk elevation.
» Minimum Dimensions. No portion of a publicly accessible open space shall be less than 400 square feet in area, with a minimum dimension of 20 feet in each direction. Publicly accessible open spaces may be contiguous or non- contiguous. Y
ards adjoining publicly accessible open spaces may be included in the calculation of minimum areas and horizontal dimensions. » Fencing. Publicly accessible open spaces may be enclosed with fences and gates. Gates shall be left open and unlocked during the time it is open to the public as noted on posted signs. Fences shall comply with Section F.3. of this Subsection.
Permeable Site Area. Project shall provide at a minimum the required permeable site area. Permeable site area shall be located at grade and landscaped. Driveways, areas above basements or decks, and utility pads shall not count towards meeting the
required permeable site area. Grasscrete, decomposed, and other similar materials may compose up to 50 percent of the required permeable site area.
LOT AREA REQUIRED PERMEABLE SITE AREA
Less than 0.25 acres None
0.25 acres to less than 1.0 acres 500 sq ft
Lots 1.0 acres or more 3% of the lot area
TABLE 5-12: Required Permeable Site Area
Additional Guidelines. Projects shall, comply with the following guidelines:
» Publicly Accessible Open Space Design.
– Open spaces should be lined with active ground-floor uses and significant lengths of blank walls without windows or doors should be avoided.
– Open spaces should be located at the ground floor level and visible and accessible from the public right of way.
– Open spaces should be usable and programmed for a variety of activities at different times of the day.
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94 – Landscaping and other shading devices help to create a hospitable environment. – Building edges should bound open spaces to avoid excessively large open or otherwise undefined spaces.
– Open spaces located at street corners often lack spatial definition. These spaces should typically be small or avoided altogether unless they are visually and experientially connected with the intersection itself such that they create a larger spatial experience.
5.6.3.10 Parking and Loading
General Purpose. The design of parking facilities should minimize visual impacts and prioritize pedestrian access and multi-modal activity through strategic regulation of parking supply and location. By allowing for parking reductions and shared parking, these regulations facilitate the adaptation and change of use of existing buildings, which in turn, encourages shared parking among different uses within a project. Additionally, the design standards for parking structures are elevated to ensure the presence of habitable floor area and adequate screening between parking areas and street frontage.
Community members expressed concerns about the availability and accessibility of parking. The following standards strive to balance the provision of parking with the detrimental impacts of large parking structures and lots.
Parking General. Parking lots and structures and associated vehicular access shall meet the requirements of BMC Chapter 10 Articles 14 and 16, except as modified by this Subsection. Where parking lots and structures abut the public right of way, they shall also meet the requirements of Section D.8. (Parking Frontage) and D.9. (Landscape Frontage) of this Subsection.
» Parking Required. The following off-street parking spaces shall be provided:
TABLE 5-13: Required Parking Spaces
USE MINIMUM REQUIRED PARKING SPACES
Residential Uses One space for each dwelling unit
Hotels One space for every two guest rooms
Non-Residential Two spaces for every 1,000 sq ft of floor area Medical Office Two spaces for every 1,000 sq ft of floor area Hospital 2.5 spaces for every licensed bed, exceptions based on a parking demand study may be approved by the Director or their designee
» Long-Term Bicycle Parking Required. The following bicycle parking spaces shall be provided:
– For residential uses, up to 50 percent of required long-term stalls may be located within residential units. – At least 25 percent of required long-term bicycle parking shall be accommodated in fully enclosed ground-floor bicycle rooms. Bicycle rooms shall be located indoors not more than 30 feet of travel from a primary building entrance. Access to bicycle rooms shall be from the interior of the project; they shall not be directly accessible from the public realm. Access to the public sidewalk shall not be through a vehicular driveway.
TABLE 5-14: Required Long-Term Bicycle Parking Spaces
USE REQUIRED LONG-TERM BICYCLE PARKING SPACES
Residential Uses One space for every two dwelling units Business, Commercial, or Industrial Uses One space for every ten required vehicular stalls Medical Office One space for every ten required vehicular stalls Administrative Draft - June 2024
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95 CHAPTER 5 | Land Use and Urban Form
Parking Design.
» Obstructions. Stall widths shall be increased by ten inches for vertical obstructions, including walls, columns, and other similar obstructions.
» End Stalls. Where parking stalls are located at a dead end, the drive aisle shall extend at least three feet beyond the end of the parking stall.
» Streets and Alleys. The parking shall be arranged so that it shall not be necessary to back into a street or alley to exit from the parking area. Alleys shall not be utilized as maneuvering spaces for individual parking stalls. Individual parking stalls shall be accessed from an on-site driveway.
Curb Cuts.
» Number of Curb Cuts. The number of vehicular curb cuts shall not exceed the maximum allowed number for each street frontage. No more than one curb cut is permitted for each 100 feet of street-facing lot frontage, except that lots with less than 100 feet of frontage may provide one curb cut. The Director of Public Works or their designee may approve additional curb cuts where they are required for access to on- site utilities or Fire Department access.
» Lots with Two or More Street Frontages. The number of vehicular curb cuts shall be determined for each individual frontage.
» Lots Fronting on Main Street A or Main Street B Street Frontages. Lots fronting exclusively on main streets shall be permitted one curb cut. For lots fronting on both a Main Street A and a Main Street B, the curb cut shall be located on the Main Street B frontage. » Alleys. On alleys, no vehicular ingress and egress into the property access is permitted within 35 feet of a street-fronting property line.
» Exception. Curb cuts providing Fire Department access may be approved by the Director of Public Works or their designee.
TABLE 5-15: Allowable Number Of Curb Cuts
FRONTAGE TYPE
STREET FRONTAGE TYPE DESIGNATION
MAIN STREET A MAIN STREET B NEIGHBORHOOD
STREET A
NEIGHBORHOOD
STREET B
Maximum number of curb cuts
for each street frontage 0* 0* 2 1
* On main streets, curb cuts are only permitted if access from other street frontages is not available.
Driveways.
» Width. Driveways shall be no less than ten feet wide and no more than 22 feet wide, unless approved by the Director of Public Works or their designee to alleviate a clear safety hazard.
Parking in Yards Prohibited. Vehicular parking and loading is prohibited in all street-fronting yards.
Vehicular Drop-offs.
» On-Site Vehicular Drop-Off. When provided, on-site vehicular drop-off areas shall be located on- site and either entirely within a parking structure or enclosed within a yard area and not visible from the street.
On-site vehicular drop-offs shall not be in required yards or open spaces visible from the street or sidewalk.
» Turnarounds. Vehicular drop-off areas shall provide
sufficient on-site turn
areas for vehicles. The outside
turn radius shall not be less than 24 feet.
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96 » Exceptions. Hospital drop-offs may be located within required open spaces visible from the street with the approval of the Director or their designee, with the provision with designated pedestrian walkways to the street and a queuing analysis.
Loading Spaces. On-site commercial loading and residential move-in loading spaces shall be provided as follows:
» Required.
– Developments with a total of 10,000 square feet or more of non-residential space shall provide at least one loading space.
– Developments with a total of ten or more residential units shall provide at least one loading space. » Location. Loading spaces may be located adjacent to alleys and may be accessed directly from the alley. Where alleys are not present, loading spaces shall be placed within the building and provisions for access shall be made. » Dimensions. Required loading spaces shall have a minimum dimension of 30 feet long and 12 feet wide, unless otherwise approved by the Director or their designee. » Shared-Use Loading Areas. Required commercial loading spaces may be in parking areas serving the same use with the approval of the Director or their designee.
Parking Structures.
» Height Limit. Above-grade parking structures shall be limited to the ground floor and two levels above grade. – For the purposes of determining the number of above-grade parking levels, rooftop parking shall be considered a level.
– Exception. Where required to meet the required parking, hospitals may provide above-grade parking structures limited to the ground floor and four levels above grade with the approval of the Director or their designee. Parking structures shall meet the requirements of Section D.8. of this Subsection. Parking garage facades should be designed consistent with the design of the buildings they serve.
Additional Guidelines. Projects shall, to the satisfaction of the Director or their designee, demonstrate compliance with the following guidelines:
» Bicycle Room Design and Operations.
– Provide secure bike racks or lockers that are made of sturdy materials and are difficult to break. – Position bicycle rooms in well-lit and visible areas, such as near entrances or in areas with high foot traffic. – Install CCTV cameras in and at the entrance to bicycle rooms. – Provide residents the option to register their bikes with building management, including make, model, serial number, and color to help recover stolen bikes or identify owners. – Create and maintain an educational program for building occupants how to property secure bikes. – Provide a bike fix-it station with bike pump and repair stand in each bicycle room. – In multi-family residential buildings spaces shall be assigned and bicycle room keys or access cards only issued to tenants with an assigned space.
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97 CHAPTER 5 | Land Use and Urban Form
5.7 TRANSFER OF DEVELOPMENT RIGHTS
[Admin Draft Note: This section is undergoing additional revision to further respond to public comments and ensure consistency with other ongoing Specific Plan efforts] The e xisting M DSP all ows the transfer of development rights (TDR). While most stakeholders were not aware of this existing option, the idea of TDR was supported in the public workshops during the development of this Specific Plan update. T he City w ill continue t o make this option available and encourage i
ts u
se by updating the TDR program to clarify the process for the development of a voluntary transfer of development rights (TDR) program that allows landowners to sell development rights in the form of site density and allowable floor area from one parcel to a developer or other interested parties who can then use them on another parcel within a designated area to increase the density and intensity of development consistent with the envisioned development within the Specific Plan.
Proposed development using TDR must still
conform to the City’s codes and policies, including the Municipal Code, General Plan, Specific Plan, and CEQA. The TDR process will require the review and approval of a Conditional Use Permit by the City's Planning Commission. It is advised to meet with City planning staff before embarking on a TDR process.
5.7.1 TDR SITES
Based on feedback received in public workshops, parcels within the Media District will be identified as suitable sending, receiving, or sending/receiving sites to minimize impacts on the adjacent residential neighborhoods referencing underlying land use and zoning
designations, allowable uses, potential for development, and surrounding uses. A property owner may transfer development rights from one identified parcel (sending site) under its ownership to any other identified parcel (receiving site) in the Media District with the City’s approval through the conditional use permit process. FIGURE 5-21: TDR Diagram Administrative Draft - June 2024
ATTACHMENT 1 - 97
98 » Sending site: A site that has been designated as one from which it is appropriate to transfer development rights. Any development opportunity transferred will be deducted from the sending parcel’s development opportunity; this reduction will be officially recorded with the deed to the property and noted on appropriate City and County records.
» Receiving site: A site that has been designated as one on which the transferred development rights are applied, allowing it to be development beyond its base density and intensity. » Sending/receiving site: A site that has been identified as having the potential to send or receive development rights to and from other identified sites within the Media District.
During the TDR application, the City will seek to determine whether the development will promote the goals of the Media District Specific Plan, and will be at a scale which is consistent with the land use/urban design goals of the plan and compatible with surrounding land uses.
The City must ensure that the project proposed at the receiving site is appropriate, but also that the transfer is not detrimental to the sending site before approving a TDR. Any development opportunity transferred will be deducted from the donor parcel’s development opportunity, which will be officially recorded with the deed to the property and noted on appropriate City and County records.
In the event a site transfers all of its development potential, the remaining area shall be permanently landscaped, as dictated through the discretionary review process.
5.7.2 TDR FEES
Upon approval of a TDR by
the City, a TDR mitigation fee will be charged on a per-square-foot basis (as established by a fee resolution) to cover any necessary additional mitigation needed as a result of increased development density and/or intensity on the receiving site. The City, as part of the conditional use permit (CUP) process, will determine how the fee should be applied and may include infrastructure or amenities improvements, such as public art, streetscape treatments, landscaping, or other public improvements which are not funded by impact fees. This fee shall not be deducted from the fees and improvements that would otherwise be required of the project without a TDR. The value of the fee shall be updated periodically, along with the impact fees, by a City Council fee resolution.
5.8 LOT CONSOLIDATION INCENTIVES
[Admin Draft Note: This section is
undergoing additional revision to further respond to public comments and ensure consistency with other ongoing Specific Plan efforts] Small shallow lots in the Media District overall have not redeveloped over the past 30 years and, based on market conditions and construction types not shifting radically, the small size and dimensions of these lots can continue to be an impediment for redevelopment. In response, the City should pursue the development of a Lot Consolidation Program that will encourage the assemblage of smaller existing lots into larger lots by providing a selection of incentives. These incentives should be developed following analysis and outreach to property owners and other stakeholders and may include:
1. Increase in allowed base FAR and residential density.
2. Flexible development standards: setbacks, lot coverage, heights, parking, and landscaped open space.
3. Streamlined permit processing through administrative staff review.
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Mobility
CHAPTER 6
IN THIS CHAPTER:
6.1 Mobility Overview
6.2 Mobility Goals and Policies
6.3 Mobility Infrastructure
6.4 Transportation Demand Management
6.5 Parking
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100
6.1 MOBILITY OVERVIEW
The Mobility chapter provides a summary of the
City’s transportation vision and goals to support
the Media District Specific P lan
a rea. T he vision
and goals were formed in part by the feedback
provided during community engagement, outlined
in Chapter 4 of this Plan. It addresses the need for a
safe and interconnected multimodal transportation
network that accommodates all modes of travel
and addresses the topics of improving transit
accessibility, vehicular congestion, and bicycle
connectivity for all residents, workers, and visitors
in
the Media District. It also addresses the need for
updated curb and parking management strategies,
a
topic the community identified as necessary for
improving mobility in the Media District.
One of the goals of the Specific Plan is to accommodate the production of new housing developments
that
meet the affordable and workforce housing needs
of our community while continuing to provide
opportunities for improving the public realm
experiences of residents, businesses and visitors
in the Media District area.
To achieve this goal, this Specific Plan seeks to
build upon the existing mobility network that has
played a crucial role in making the Media District
one of the largest employment centers in the
region and a thriving community for residents and
visitors alike, by laying out tailored mobility
goals, policies, and strategies that are aligned
with and implement the City’s Burbank2035
General Land Use and Mobility elements, and
including but not limited to our Complete Our
Streets Plan and Bicycle Master Plan as well as
addressing public comments received during the
updated Specific Plan’s formulation.
The Specific Plan also acknowledges the
importance of multimodal mobility to transform the
planning area into a portion of the city with an
active, engaged, human-oriented streetscape,
where the private automobile is not viewed as
the only mode of travel for people who live, work,
shop, and play here, while supporting future
development that incorporates mixed-use,
transit-oriented development and increased
residential densities to create greater access
to alternate modes of transportation and
therefore reduce reliance on personal vehicles by
making walking or rolling, biking, and public transit
more accessible, comfortable, safe, and convenient.
Human-oriented streetscape
ADA-compliant curb ramps
BurbankBus
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101
CHAPTER 6 | Mobility
6.2 MOBILITY GOALS AND
POLICIES
The Vision and Goals introduced in Chapter 2 of this
Plan serve to guide the Media District into the future
by supporting its primary employment sectors and
evolving into a vibrant district with a mix of residential and commercial buildings and neighborhood serving retail.
The Vision also calls for higher density developments to be located near the center and major transit stops within the district as well as a human-oriented streetscape that fosters a safe and healthy community. Mobility is a key element of this Vision. The major objective of this chap
ter is to identify improvements that address deficiencies in the mobility network and provide a pathway for a more multimodal, connected Media District. The mobility goals in this chapter build upon goals and policies fr
om existing plans in Burbank including the Burbank2035 General Plan’s Land Use and Mobility Elements, the Complete Our Streets Plan, the Bicycle Master Plan, and the Greenhouse Gas Reduction Plan Update. A complete list o f t hese goals and policies can be found in Appendix A. This Specific Plan recognizes the importance of these goals and policies and carries them forward as a foundation for mobility in the Media District.
The Mobility Goals for the Media District are:
» Create a multimodal, active, engaged, human- oriented streetscape network, where the private automobile is not viewed as the only mode of travel.
» Support future development that creates greater access to alternate modes of transportation and therefore reduce reliance on personal vehicles by making walking or rolling, biking, and public transit more accessible, comfortable, safe, and convenient.
» Improve safety for all modes of transportation with an emphasis on the most vulnerable modes. » Ensure efficient parking management in the Media District by implementing policies to regulate curb space effectively, protect on-street parking in residential neighborhoods, and explore strategies to maximize under utilized off-street parking.
Section 6.3 describes the major mobility modes in the Media District and the policies and strategies to meet these goals.
6.3 MOBILITY INFRASTRUCTURE
Streetscape design is an important multi-modal transportation element that can transform underutilized pass- through places into effective
and inviting spaces for people to spend time in. Street improvements and the installation of additional facilities can create a comfortable and enjoyable environment by improving the safety of pedestrians, cyclists, transit users, and drivers.
Burbank has committed to multi-modal, effective, and integrated streetscape design choices through the adoption of the Complete Our Streets Plan and more recently the City’s Complete Streets Objective Development Standards (CSODS). The Media District Specific Plan recognizes that these design choices should flow consistently throughout the City. As such, streetscape design choices in the Media District should be made based on guidelines and policies in the Complete Our Streets Plan and ensuring that new development is compliant with the City’s CSODS.
The Media District’s mobility network provides vital access to jobs, services, housing, and other important destinations. The existing circulation network in the Media District is comprised of five primary functional street classifications, which are consistent with the Burbank2035 General Plan: freeway & ramp, major arterials,
OVERARCHING GOALS OF THE PLAN
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102
secondary arterials, neighborhood collectors, and local streets. The street classification established in the Mobility Element provides the right-of-way required for streets to accommodate traffic movement, including pedestrians, cyclists, transit, and vehicles. A street’s design guidance, requirements, and priorities are determined based on its classification.
These classifications are defined in the Complete Our Streets Manual as follows:
» Major arterials: Regional transportation corridors bounded by commercial and multi-family development that provide access to all transit modes with a focus on regional transit and auto traffic. They accommodate the highest traffic volumes in the City, serve as regional commuter corridors, and provide access to the regional freeway network. In general, these are high-speed and high-volume streets that provide access to major destinations. » Secondary arterials: Streets that serve local cross-town traffic, may serve regional traffic, and provide access to local transit. Secondary arterials provide pedestrian connections designed to encourage multi-purpose trips. » Neighborhood collectors: Residential streets that provide access between local streets and arterials, or that provide arterial street crossings for bicycles, pedestrians, and equestrians. » Local streets: Residential or commercial streets that provide direct access to abutting land uses. These are low-speed, low-volume streets that provide final access to residential uses. » Freeway & Ramp: A freeway is an expressway with fully controlled access. Ramps provide controlled access onto and off of a freeway. These provide interconnectivity between the Plan Are and the broader region.
Figure 6-1 identifies the locations of these street classifications within the Media District Specific Plan area.
Most of the arterial and collector roads travel through the Media District and are not interrupted by State Route 134, which bisects the district from
north to south. The local streets primarily service the residential neighborhoods, businesses, and studios, many ending in cul-de-sacs near the highway and busier roads, such as Olive Avenue and Pass Avenue.
The proposed mobility network for the Media District is designed to serve all transportation modes and will consist of roadways and dedicated facilities that serve pedestrians, cyclists, transit, and private vehicles. The network has been developed in accordance with the City’s General Plan, projects identified in the Bicycle Master Plan, recommendations from the Greenhouse Gas Reduction Plan and the Complete Our Streets Plan, and input from community members.
The mobility policies and supportive strategies in this section are based on the Media District’s mobility goals
that support reducing reliance on personal vehicles and increasing safety, access, comfort, and convenience
for all modes of transportation.
6.3.1 PEDESTRIAN INFRASTRUCTURE
6.3.1.1 Existing Pedestrian Infrastructure
Everyone uses sidewalks at some point in their journey. A goal for the Media District is to make walking enjoyable for all. Walkability, the ability to safely walk to services and amenities within a reasonable distance, within the Media District is influenced by a street pattern of primarily large blocks containing Planned Developments interspersed with pockets of other land uses that include residential and commercial. Most of the area’s other land uses are focused west of Olive Avenue and north of Alameda Avenue and feature a more traditional grid of streets with sidewalks and shorter blocks enabling safe and convenient access for pedestrians.
Other existing walkable areas of the Media District include Riverside Drive from the Burbank City border to Olive Avenue, Pass Avenue between Olive A
venue and the 134 Freeway, and Bob Hope Drive between
Alameda Avenue and Riverside Drive. These segments demonstrate examples of pedestrian-friendly streets, and also have the potential to be more walkable given the opportunity to street level retail and landscaping.
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FIGURE 6-1: Street Classifications
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On the contrary, the large street blocks located
in the southern and eastern areas of the Media
District are inconvenient for pedestrians and are
not conducive to an inviting and vibrant experience.
The lack of safe mid- block or intersection crossings
between controlled intersections constrains
walkability. Additionally, there are existing Planned
Developments with television and film media studios
that restrict public access, impeding pedestrian
circulation in some parts of the district.
6.3.1.2 Proposed Pedestrian Infrastructure
The Media District’s pedestrian infrastructure
policies are:
» Increase access for people walking in the
neighborhood.
» Provide attractive and comfortable infrastructure
for people walking in the neighborhood.
» Maximize pedestrian safety while ensuring safe
interaction between all modes of transportation.
Pedestrian infrastructure strategies to address
these policies include:
» Intersections. Intersections are the starting point
for improving pedestrian safety in a built- out urban
neighborhood. Ensure high visibility crosswalks
are marked and re-apply thermoplastic striping
Attractive and comfortable pedestrian infrastructure
Rectangular rapid flashing beacon (RRFB) example
where needed. Identify opportunities for installing bulb-outs that reduce crossing distances and make pedestrians more visible to motorists. Intersections shall be designed per Complete Our Streets Plan, see Figure 6-2.
» Curb Ramps. Assess the City’s inventory of curb ramps within the Media District to ensure they are up-to- date with current ADA standards and install updated ramps where needed.
COMMUNITY INPUT FROM PUBLIC WORKSHOPS
“Olive and Alameda is an unsafe intersection.” “Yes, wider sidewalks, wider bike lanes and less lanes for traffic.”
“There is an existing conflict regarding who has priority on City sidewalks. Pedestrians take their lives in their hands in the City of Burbank as sidewalks are currently shared between all modes of transportation, i.e. pedestrian, bicycles, scooters, etc.”
“As I have said before, the traffic lights— especially at Olive/Alameda, but elsewhere as well are not conducive to pedestrian traffic. If you make so it takes forever to cross streets, people won’t walk.” “I’ve found that most drivers do not stop for pedestrians unless cross walks are painted and do not understand that all intersections painted or not are pedestrian cross walks.” Administrative Draft - June 2024
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FIGURE 6-2: Pedestrian Improvements at a Signalized
Arterial/Local Intersections
Source: City of Burbank Complete Our Streets 2020
» Signage. Consider additional signage such as
Pedestrian Crossing Signs to increase awareness
of pedestrians for other roadway users. Consider
signage for neurodivergent populations. The
community identified the need for signage
regarding scooters on sidewalks; consider
signage for scooters and other micromobility
users to emphasize that pedestrians are given the
priority on sidewalks. Additionally, Rectangular
Rapid Flashing Beacons (RRFBs), shown on the
previous page, should be utilized where possible.
» Bridges. The bridges that cross the 134 Freeway
are used by pedestrians often, to access Bob
Hope Park for example, and have been identified
by the community as unsafe for pedestrians.
Consider implementing additional safety
measures to ensure these bridges are more
pedestrian-friendly.
» Lighting. Consider installing lighting that is
pedestrian-oriented and pedestrian-scaled along
blocks with high pedestrian activity like around
transit stops.
Comprehensive improvements along the street
can also improve the pedestrian experience along
entire segments rather than at single locations.
The proposed bicycle, transit,
and motor vehicle network
improvements, described in the
following sections, work together
to create these comprehensive
improvements.
Understanding the distinct
zones of the pedestria n
spac
e and making thoughtful
design choices for each zone
can create a sense of place
while organizing pedestrian
activity and enhancing safety.
Figure 6-3 shows an
example of these zones
along streets with different land
uses.
Sidewalk design needs to be
consistent with the sidewalk
standards included in the Mobility
Element. These standards provide
standard and minimum sidewalk
widths based on General Plan
Designations, and are found in
Appendix F.
FIGURE 6-3: Pedestrianscape Zones
Source: City of Burbank Complete Our Streets 2020
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PEDESTRIAN INTERSECTION IMPROVEMENTS
The proposed changes to the intersection of Olive
Avenue and Riverside Drive illustrate some of the
interventions that can also be made elsewhere in
the Media District and the City to improve pedestrian
safety at intersections. Updating crosswalks, curb
ramps, and pedestrian signals not only improves
safety, but also accessibility.
ADA-compliant curb ramp
High visibility crosswalk
Olive Avenue and Hollywood Way
OLIVE AVENUE AND RIVERSIDE DRIVE
High Visibility Crosswalk
Traffic Signal Pedestrian Accommodations
ADA-Compliant Curb Ramp
Pedestrian Lighting
Curb extensions or sharper radii
Landscaping and Shading
BRT Station
LEGEND: PEDESTRIAN IMPROVEMENTS
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FIGURE 6-4: Olive Avenue and Riverside Drive Pedestrian Improvements Administrative Draft - June 2024
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PEDESTRIAN INTERSECTION IMPROVEMENTS
Traffic signal pedestrian accommodations
Pedestrian lighting
Alameda Avenue and Buena Vista Street
ALAMEDA AVENUE AND BUENA VISTA STREET
High Visibility Crosswalk
Traffic Signal Pedestrian Accommodations
Pedestrian Lighting
Curb extensions or sharper radii
Landscaping and Shading
BRT Station
LEGEND: PEDESTRIAN IMPROVEMENTS
Like the example on the previous page, the
proposed changes to the intersection of Alameda
Avenue and Buena Vista Street illustrate some of
the interventions that can also be made elsewhere
in the Media District and the City to improve
pedestrian safety at intersections. Curb extensions
and tightening intersection corners helps reduce
crossing distances for people, slows down turning
cars, and improves drivers’ visibility of people.
Pedestrian-oriented lighting, landscaping, and
shade improves the experience and comfort for
pedestrians.
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FIGURE 6-5: Alameda Avenue and Buena Vista Street Pedestrian Improvements Administrative Draft - June 2024
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6.3.2 BICYCLE INFRASTRUCTURE
6.3.2.1 Existing Bicycle Infrastructure
The existing bicycle network consists of bicycle facilities located mostly outside of the Media District with few connections to the rest of the City. There are also a few portions of bicycle lanes along the perimeter of the Media District including the 0.27 miles of Class II Bike Lanes along Riverside Drive between Buena Vista Street and Keystone Street and a 0.55-mile Class III bike route along Keystone Street. Community members expressed support of expanding the bicycle network, particularly advocating for its extension along Riverside Drive. Expanding the bicycle network within the Media District will enhance connectivity and accessibility to key destinations, including job centers, retail hubs, and other opportunity areas within the Media District. This expansion of the bicycle network will foster a more efficient mode of transportation to these key destinations, while reducing traffic congestion.
In the Media District, Pass Avenue, California Street, and Keystone Street provide north-south Class III Bike Boulevards, that connect that planning area to Magnolia Park and beyond. The Media District’s 0.85 miles of existing bikeways are shown in Figure 6-6: Existing Bicycle Network.
Additionally, low-stress streets in the Media District, specifically in residential neighborhoods, can make cycling without a dedicated bicycle facility possible in these areas by allowing for shared travel with pedestrians and motor vehicles.
6.3.2.2 Proposed Bicycle Infrastructure
The Media District’s bicycle infrastructure policies are:
» Provide a bicycle network that connects major destinations including commercial areas, employment centers, and residential neighborhoods.
» Eliminate first-mile/last-mile mobility gaps and barriers. » Maximize bicycle safety including providing separation between bicyclists and motorists whenever tecnically feasible.
These policies will be addressed through the planning and implementation of a bicycle network throughout the Media District. The network is
based on existing plans, community input, street classifications, connectivity, and future transit and land use development.
Since existing facilities are concentrated around the borders of the Media District, the proposed bicycle network will provide connections and access throughout
the rest of the neighborhood. The proposed network
will provide both north/south and east/west connections by extending existing bike facilities and routes, creating a comprehensive network that will help cyclists travel more efficiently and comfortably. The proposed bicycle network also serves as the blueprint for other proposed pedestrian and motor vehicle improvements described in this chapter, as these proposed improvements will update street segments.
The proposed network integrates projects from the Burbank2035 General Plan’s Route, the Complete Our Streets Plan Bicycle Priority Locations, the Bicycle Master Plan’s Proposed Bicycle Facilities, and feedback from stakeholder and public engagement. The proposed bicycle network includes:
» Class IV protected and raised bicycle facility on Riverside Drive from Alameda Avenue to Bob Hope Drive » Class IV bicycle facility on Pass Avenue from Olive Avenue to 134 Freeway » Class IV protected and raised bicycle facility on Pass Avenue from Heffron Drive to Toluca Park Drive » Class IV protected and raised bicycle facility on Pass Avenue from Toluca Park Drive to Verdugo Avenue » Class IV protected and raised bicycle facility on Verdugo Avenue form Pass Avenue to North Hollywood Way » Class IV protected and raised bicycle facility on California Street from Riverside Drive to Olive Avenue » Class IV protected and raised bicycle Olive Avenue from the Los Angeles River to North Hollywood Way Administrative Draft - June 2024
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The proposed North Hollywood to Pasadena Bus Rapid Transit (BRT) that will traverse the Media District offers another opportunity to further expand
the bicycle network. Sections of the NoHo to Pasadena BRT proposed route will create opportunities to also permit and prioritize bicycles.
Example cross sections of existing and proposed bicycle facilities are shown in Figure 6-8 and 6-9. The complete set of existing and proposed bicycle facilities cross sections is in Appendix E.
Incorporating bicycle facilities that meet volume needs and user safety expectations ensures that bicycles are effectively integrated into the
multi- modal mobility network and complement, rather than conflict with, other modes. A street segment’s land use context, roadway characteristics, and anticipated bicycle user types influence which types of facilities will best suit it. In addition to installing the appropriate facility type, incorporating design choices specifically tailored to the segment’s context, characteristics, and users are essential for ensuring bicycle facilities are meaningful elements of the streetscape . Facilities should be wide
enough for their intended use, adequately striped or otherwise separated from adjacent uses, located on a part of
the street that aligns with their intended use
and streetscape context, and should interface well with driveways, alleys, intersections, bus stops, and parking to maximize safety and encourage ridership. Expansion of
the proposed bicycle network will provide better connection and accessibility to key destinations, job and retail hubs, and areas with potential in the Media District. These include proposed bikeways along Riverside Drive's commercial areas,
to existing residential neighborhoods and potential transit oriented developments.
The proposed bicycle facility along Olive Avenue will offer new bicycle connections to travel to and from major job centers like Warner Brothers' Studios and office centers.
This
Specific Plan builds upon key considerations outlined in the City’s Complete Our Streets Plan for choosing which facility type may be appropriate for a given street segment by striving to maximize bicycle safety and encourage ridership (Table 6-2: Key Considerations for Choosing Bicycle Facility Types).
TABLE 6-
1: Proposed Bicycle Facilities
Street Extent Extent Facility Type Phase Term
Riverside Drive Alameda Avenue Bob Hope Drive In-Street Class IV Phase 1 Medium-term Riverside Drive Alameda Avenue Bob Hope Drive Raised Class IV Phase 2 Long-term Pass Avenue Olive Avenue 134 Freeway In-Street Class IV Phase 1 Medium-term Pass Avenue Olive Avenue 134 Freeway Raised Class IV Phase 2 Long-term Pass Avenue Heffron Drive Toluca Park Drive In-Street Class IV Phase 1 Medium-term Pass Avenue Heffron Drive Toluca Park Drive Raised Class IV Phase 2 Long-term Pass Avenue Toluca Park Drive Verdugo Avenue In-Street Class IV Phase 1 Medium-term Pass Avenue Toluca Park Drive Verdugo Avenue Raised Class IV Phase 2 Long-term Verdugo Avenue Pass Avenue N Hollywood Way Raised Class IV Phase 2 Long-term California Street Riverside Drive Olive Avenue In-Street Class IV Phase 1 Medium-term California Street Riverside Drive Olive Avenue Raised Class IV Phase 2 Long-term Olive Avenue Los Angeles River N Hollywood Way In-Street Class IV Phase 1 Medium-term Olive Avenue Los Angeles River N Hollywood Way Raised Class IV Phase 2 Long-term Administrative Draft - June 2024
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FIGURE 6-6: Existing Bicycle Network
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FIGURE 6-7: Proposed Bicycle Network
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FIGURE 6-8: Existing Cross Section on Verdugo Avenue from Pass Avenue to N Hollywood Way FIGURE 6-9: Phase 2 Cross Section on Verdugo Avenue from Pass A venue to N Hollywood Way
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» Enhance safety, accessibility, and cleanliness at transit stops and on routes. » Improve transit connections with nearby communities and major regional destinations. » Ensure local transit is reliable and provides high quality service to major local destinations.
TABLE 6-2: Key Considerations for Choosing Bicycle Facility Types Source: City of Burbank Complete Our Streets Plan
6.3.3 TRANSIT INFRASTRUCTURE
6.3.3.1 Existing Tr
ansit Infrastructure
The Media District is currently served by a variety of existing local and regional transit systems. The provision of adequate transit service is a key component of creating the desirable pedestrian and urban environment envisioned for the Specific Plan. The 1991 MDSP emphasized public transportation strategies to minimize tra
ffic congestion. These strategies include various modes of transportation such as e x press buses and shuttle services connecting the Media District with commuter rail stops and Burbank’s other major commercial centers.
Transit service in the Media District is currently provided by Metro and Burbank Bus. There are a total of four bus
routes within the Media District, as shown in Figure 6-10 on page 117. These bus services include regional and local routes that connect the Media District with the rest of Burbank and the wider region, including the cities of Los Angeles, Glendale, and Pasadena. Metro, the public transit agency for Los Angeles County, provides bus service within the district through Routes 155, 222, and 501. Routes 155 and 222 provide service along Buena Vista Street, Alameda A
venue, Olive Avenue, and Riverside Drive. Route 501 provides service along Buena Vista Street, Alameda Avenue,
Riverside Drive, and State Route 134. The Media District is also served by the Burbank Bus’ Pink Route, which provides a vital west-east link between the Specific Plan Area and the City’s Downtown Metrolink station and the North Hollywood, LA Metro Universal/ Studio City Redline Station.
The community identified traffic congestion and parking supply as majors issues that need to be addressed within the Media District. The proposed transit infrastructure in the following section seeks to reduce these impacts by providing alternative forms of transportation that are accessible and efficient.
6.3.3.2 Proposed Transit Infrastructure
The Media District’s transit infrastructure policies are:
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Transit infrastructure strategies to address these policies include:
» Bus Rapid Transit (BRT).
BRT is a rapid mode of transportation that is designed to provide the quality of rail transit with the flexibility of buses. In addition to its standard bus routes in the district, Metro is planning the North Hollywood to Pasadena Transit Corridor project as part of its plan to enhance transit, reduce traffic, and improve air quality.
This project plans a bus rapid transit (BRT) route connecting the cities of Los Angeles, Burbank, Glendale, and Pasadena. BRT is a bus service configuration wherein one or more vehicle lanes is designated for BRT use with striping, bollards, curbs, or other similar infrastructure. BRT also often gives buses priority at intersections. BRT serves as a transit system with many of the benefits of rail service but the lower impacts and lower cost of bus service. Within the Media District, BRT service is proposed to run on a combination of fully dedicated bus lanes and mixed-flow traffic along Olive Avenue, Riverside Drive, Alameda Avenue, and Buena Vista Street, with two stations proposed, providing faster, more reliable bus service, and increase ridership. In addition to improving the level of service and experience for transit riders, the two new BRT stations in the specific plan area will introduce an opportunity to realize the City's vision for a regional transit hub in the Media District that will further enhance intercity and regional connectivity. Metro is also considering modifications to other routes to increase frequency, benefiting those who travel in and out of the Media District.
» Circulator.
A circulator is a short-distance, fixed-route transit mode that takes riders around a specific area with major destinations. With future increased housing development allowing people to live, work, and play all within
the Media District, there will be an increased number of trips that both originate and end within the district.
Community feedback received during the Specific Plan
development process underscored that since
traditional bus routes often prioritize corridor-wide and inter- area travel, a local transit service like a transit circulator that travels along a set loop route or an on-demand transit service basis could offer a more convenient and flexible way for current and future residents and visitors to travel between the Media District and other key locations in the Media District, like the various studios, commercial areas, and other transit services, and beyond to the City’s Downtown or the Magnolia Park neighborhood. A transit circulator will not only improve connectivity and direct access to key destinations throughout the Media District and the rest of the City, but would provide a convenient alternative mode of travel that will decrease the use private automobiles. Implementation of a circulator in the Media District could be achieved by rerouting existing transit services that would otherwise overlap the proposed BRT route, like the Pink Route or a local serving Metro bus line. Another implementation option could involve exploring a service funded through Transportation Demand Management Program fees and revenues managed by the Burbank Transportation Management Organization. Private circulators, such as those run by studios within the Media District, have been transportation options at times and have been popular amongst residents, workers, and visitors. » Transit Stop Amenities.
The primary mode of public transit in the Media District are bus routes. Therefore, bus stop elements and amenities are key factors for ensuring effective streetscape design for transit. Careful consideration should be given to bus stop placement, type, spacing, accessibility, and public information as well as the loading area necessary for different types of buses that may serve the stop, so that bus stops effectively meet mobility needs. Design considerations of bus stop shelters, seating, and lighting help make them pleasant places for the public to use. BRT facilities and new transit stops provide the opportunity to incorporate specific, targeted design elements that support high ridership volume while maintaining effective use of the sidewalk for other users. Figure 6-11 on page 118 shows key elements of effective bus stops.
In addition to transit-related sidewalk design, the way that buses move on roadways are important aspects of multi-modal streetscape design. Roadways should be designed to accommodate a variety of bus lengths and types. Elements such as vehicle lane width, bus-only lane striping, and proximity to on-street bicycle facilities can facilitate the efficient and safe movement of buses while providing co-benefits to other modes.
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FIGURE 6-10: Existing and Planned Transit Routes and Stops Administrative Draft - June 2024
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6.3.4 MOTOR VEHICLE INFRASTRUCTURE
6.3.4.1 Existing Motor Vehicle Infrastructure
While there is existing and proposed infrastructure for other modes of transportation, motor vehicle transportation still dominates the Media District. State Route 134 traverses the Media District with exits onto Pass Avenue, Alameda Avenue, and Bob Hope Drive and entrances on Alameda Avenue, Riverside Drive, and Buena Vista Street. The three major arterials are Hollywood Way, Alameda Avenue, and Olive Avenue, which can range from 5-7 lane roadways. Riverside Drive and Buena Vista Street are the only Secondary Arterials in the Media District, the rest of the roadways include numerous Collectors and Local roadways that mostly serve the residential areas.
6.3.4.2 Proposed Motor Vehicle Infrastructure
The Media District’s motor vehicle infrastructure policies are:
» Focus improvements within the City’s existing right-of-way. » Ensure safe interaction between all modes of travel.
FIGURE 6-11: Example Bus Stop Shelter Elements and Amenities Source: City of Burbank Complete Our Streets Plan
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» Enhance access to destinations and availability of curb space and avoid diverting traffic to adjacent neighborhoods.
Motor vehicle infrastructure strategies to address these policies include:
» Vehicle Travel Lane Design. The Media District will follow the lane width recommendations of the Complete Our Streets Plan. Figure 6-28 highlights some of the many types of roadway lanes and the different widths that are appropriate for them; this figure is an example of the variability of motorist needs and roadway use FIGURE 6-12: Minimum Travel Lane Widths
» Roadway Design. Roadway design that meets the needs of all roadway users creates a safe and efficient mobility network. Design considerations that allow motorists to effectively share facilities with other users can help improve everyone’s mobility experiences. In addition to reconfigured lane widths, street improvements such as curb radii that allow vehicles to interact safely with other intersection users, driveway and alley corner cutoffs, and 90-degree intersections can calm traffic and enhance safety for all. Signs, signals, and pavement markings should be well placed and clear and should smoothly channel motorists through the roadway.
» Neighborhood Protection Plan. The Neighborhood Protection Plans (NPP) established in Burbank are intended to protect local residential streets from non-residential traffic through certain measures. The NPP’s established in the Media District Specific Plan (1992) are Rancho, Alameda North, and Toluca Lake.
These NPP’s have gone through updates since their establishment in 1992, and should be evaluated for further updates based on the additional allowable growth set in this Specific Plan to continue ensuring the protection of residential neighborhoods from cut-through-traffic. Therefore, future updates to NPPs should consider community feedback received through the development of this Plan and target redrawing boundaries of existing plans to include adjacent or near residential areas that may be otherwise impacted but excluded, where appropriate, create new NPPs for specific residential neighborhoods based on identified impacts and needs, and explore new traffic calming treatments to meet the ever-changing impacts posed to residential areas. Some of the measures used in existing NPPs are:
– Permit Parking Programs
– Speed Humps
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– Temporary or Permanent Street Closures
– Landscaped Medians
– Decorative or Improved Visibility Crosswalks
– Two-Way and All-Way Stops
– Curb Extensions
Curb Space Management. The curb space in many locations within the Media District can be an essential asset for residents, visitors, and businesses. While parking strategies are discussed in more detail later in this chapter, curb spaces are also used for passenger pick- up/drop-off and loading, and other uses that may be identified in
the near future. In accordance with the Burbank2035 General Plan Mobility Goal 7:
Parking, the City will analyze high impact areas of the Media District to determine curb space demand and use through data collection and stakeholder outreach and determine what parking management measures to implement, such as changes in curb space designations, pricing, technology, and enforcement to improve efficiency and better meet the needs of stakeholders. Additional information on curb space management can be found in Section 6.3.6.
6.3.4.3 Riverside Drive
One key corridor within the Media District with strong opportunity for connectivity is Riverside Drive. As the City of Los Angeles has planned a streetscape design project for the portion of this corridor within its boundary in the Burbank Toluca Lake Neighborhood, Burbank should evaluate the technical feasibility of maintaining continuity on the street by installing similar design elements on the portion within its own boundary. Riverside Drive is a diverse street and as it advances towards the Burbank Rancho Neighborhood Area and it will require additional design consideration to be sensitive to equestrian design and needs.
These improvements should pave the way for multi- modal mobility and should not compromise the proposed future bicycle facility. Further review is needed as a next step to ensure safe and seamless connectivity throughout the planning process.
6.3.5 GREEN INFRASTRUCTURE
6.3.5.1 Green Streets Policy
The City of Burbank has adopted a
Green Streets policy that promotes green infrastructure. Green Streets is defined by the City as, “Improvements within the public and private transportation corridors that provide source control of storm water, limit its transport and pollutant conveyance to the collection system, restore predevelopment hydrology to the extent possible, and provide environmentally enhanced roads by incorporating a wide variety of design elements including but not limited to, street trees, sustainable pavements, bioretention, and swales, and are designed to reduce greenhouse gases (GHG), energy consumption during construction, and promote recycling of natural resources.” (Municipal Code Section 7-3-102). The Green Streets Policy shall apply to new streets and road construction of 10,000 square feet or more of impervious surface area, and street and road redevelopment that results in the creation, addition, or replacement of 5,000 square feet or more of impervious surface area on an already developed site.
6.3.6 SMART TECHNOLOGY DESIGN
Recent technological developments present strong opportunities to enhance the streetscape and
improve user safety, comfort, and utility. Examples of information communications technology infrastructure that can improve how we use our streetscapes and dynamically respond to changing situations include traffic cameras and sensors, multi-space parking meters, and digital display or status information boards. Recognizing that the curb is just as much a part of the streetscape as the street itself and need not only have one use is the foundation of curbside management strategies that aim to optimize use of the curb. Curbs may be used for mobility needs, passenger loading, on-street parking, commerce, landscaping, and placemaking. These uses can be applied dynamically and should aim to serve many different user types. Figure 6-14 shows one example of a curb use that integrates a traditional use (on-street ATTACHMENT 1 - 120
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FIGURE 6-13: Example Intersection-level Green Infrastructure Strategies Source: City of Burbank Complete Our Streets Plan
FIGURE 6-14: Example Curb Use
Source: City of Burbank Complete Our Streets Plan
6.4 TRANSPORTATION
DEMAND MANAGEMENT
Transportation demand management (TDM) consists
of programs, policies, and strategies designed
to reduce roadway congestion and enhance
mobility for all, with a particular focus on peak-hour
transportation that is primarily attributed topeak-hour congestion due to reliance on private automobiles
for commuting. TDM a is used to addresses
congestion by developing and implementing
tailored programs thathelpmake alternative modes
of transportation more viable, thereby reducing the
use of private automobiles and alleviating volume
pressures on roadways that are near, at, or above
capacity.
The City of Burbank has long recognized that adding vehicle lanes and expanding roadways is not a sustainable, realistic, or effective way to solve these volume pressures in the long term. As such, the City has defined TDM goals and policies that have been adopted through its General Plan, are codified in the City’s Municipal Code, and are further reaffirmed by the City’s Greenhouse Gas Reduction Plan Update. These initiatives represent Burbank’s successful and continued efforts to make the City and the Media District more sustainable.
TDM has benefits beyond reducing peak-hour commute times. Congestion contributes to higher levels of GHG and particulate matter emissions: vehicles spend more time simply being used and they operate at lower speeds than ideal for maximum fuel efficiency on roadways that are intended for high speeds such as highways. By reducing congestion, TDM can reduce GHG emissions. Furthermore, by reducing the number of private automobiles on the road during peak-hour times, TDM can contribute to reduced impacts on ambient noise levels, reduced Vehicle Miles Traveled (VMT), and reduced response times for emergency vehicles.
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There are many different types of TDM strategies and policies. Jurisdictions and agencies across the region, state, nation, and world have been implementing TDM as they seek to address peak- hour congestion challenges. TDM strategies and policies are tailored to each area’s unique challenges, opportunities, and needs. Some e
xample TDM strategies are carpooling/vanpooling programs, rideshare incentives, public transit use, and shifts in employee work schedules and hours.
The primary TDM strategy in use in the Media District is a Transportation Management Organization (TMO).
The TMO is a private sector, non- profit organization whose mission is to reduce peak-hour congestion and help address mobility challenges by providing commute-related services directly to its members and their employees. The City’s existing TMO requires that employers in Downtown Burbank or the Burbank Media District with 25 or more employees reduce the number of employee automobile trips their businesses generate, join the TMO, and pay membership fees. The TMO’s governing/operating board is made up of representatives from large employers in the area. While Burbank’s municipal code requires eligible employers to join the TMO and pay membership fees, the City does not currently manage the TMO or those fees and instead has more of a membership role in the organization.
Through this Specific Plan, the City has the opportunity to reshape the way its TDM goals and policies are managed and implemented. The City's
GGRP Update outlined specific action items requiring the City to update the Burbank Municipal Code to establish TMO fees through the city's fee schedule rather than relying on TMO- established fees, implement a tiered fee structure tied to achieving a specific Average Vehicle Ridership (AVR) target, and adjusting fees based on the number of employers meeting the AVR target. Additionally, through this planning effort, the City would have the opportunity to align transportation management requirements with best practices by reassessing which
businesses are subject to TMO regulations, defining membership criteria and fees, evaluating available TDM strategies, specifying reporting and performance measurement standards, and determining funding needs. Importantly, these updates would be informed by insights gained from the COVID-19 pandemic, including shifts in transportation habits, impacts on transit systems, and associated challenges and opportunities.
6.5 PARKING
This section outlines the Specific Plan’s strategy for accommodating and managing parking supply and demand within the Media District. The Media District has several different types of public, private, on-, and off-street parking facilities.
Community engagement
throughout the planning process
identified parking as a key issue. Parking will remain
a top priority in the Media District and this section proposes strategies aimed at achieving sufficient parking for Media District residents, employees, and visitors. It also outlines parking management methods intended to maintain adequate parking supply, thereby minimizing the need for new parking facilities and preventing parking overflow into surrounding residential neighborhoods. 6 .5.1 EXISTING PARKING CONDITIONS
The Media District includes both on- and off-street parking. There are approximately 2,000 standard on-street parking spaces within the Media District. Standard on-street parking is defined as 20 ft of curb space available for parking. This excludes any red curbs, no parking zones, driveways, and clearances for driveways and corners.
The Plan Area includes both “No Parking Except by Permit” and “Time Limited Except by Permit” zones. These are parking management strategies utilized by the NPPs and have been effective in reducing single-occupant vehicle use and increasing transit ridership as they reduce non-local traffic. Residents have been vocal in protecting these streets from parking overcrowding as they are local streets that predominately serve residential uses.
The Media District also includes several off-street parking structures. These are private or public parking lots or garages. The parking strategies outlines in section 6.5.3 outline opportunities for transforming off-street parking, including with shared parking agreements and unbundled parking.
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Recent State law AB 2097 (CA Govt Code Section 65863.2) prohibits a public agency from imposing or enforcing minimum parking requirements on development projects located withing a ½ mile of a major transit stop. Major transit stops are defined as existing rapid transit stations, ferry terminals served by bus or rail, the intersection of two or more major bus routes with a frequency service of 15 minutes or less during peak commute times, and transit stops that are included in applicable regional transportation plans. With this definition, the two proposed BRT stops described in Section 6.3.3.2 of this plan are counted as major transit stops, as they are included in Connect SoCal 2024 Southern California Association of Governments (SCAG) Regional Transportation Plan (RTP). A 1/2 radius around these BRT stops includes most of the Media District, as shown in Figure 6-15. This means developments within the radius have the option to not include parking as the City cannot impose or enforce parking requirements. There are exceptions to AB 2097. A City may submit written findings that include a “preponderance of evidence” that demonstrate that not imposing a parking minimum will have a substantial negative impact on the following:
» The City’s ability to meet the regional housing needs for low and very low-income households; » The City’s ability to meet any special housing needs for the elderly or persons with disabilities; and » Existing residential or commercial parking within ½ mile of the housing development project FIGURE 6-15: AB 2097 Map
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6.5.2 PARKING OBJECTIVES
As the Media District continues to evolve into a vibrant district with a mix of residential and commercial buildings and neighborhood-serving retail, existing parking programs and strategies need to evolve as well to serve this growing neighborhood. The parking strategies outlined in section 6.5.3 are based in the following parking objectives:
» Optimize and manage the current parking inventory and resources. » Implement new parking strategies and adapt existing ones to promote a pedestrian-friendly environment.
While maintaining consistency with existing NPP’s in and adjacent to Specific Plan. » Ensure parking in the Media District is accessible and easy to find. » Protect neighboring residential areas by preventing the overflow of parking into these areas. » Maximize efficiency of curb space in commercial areas.
These objectives build off existing City documents and the parking goals and strategies included. Burbank2035 Mobility Element includes a parking goal and related policies:
Goal 7: Parking
» Policy 7.1: Effectively manage citywide parking to improve convenience while maximizing use at all times of the day.
» Policy 7.2: Design commercial and residential parking standards to limit new vehicle trips, incentivize transit use, and promote non- motorized transportation.
» Policy 7.3: Reconfigure or remove underutilized street parking when needed to accommodate safer bicycle travel, increase walkability, improve transit operation, or improve vehicle safety.
Additionally, Burbank City Council adopted Citywide Parking Management Principles in 2019. The six principles are:
1. Protect single family parking
2. Increase parking availability
3. Leverage underused private parking
4. Regulate street and public parking with pricing
5. Reinvest parking revenue
6. Tailor implementation to neighborhoods
6.5.3 PARKING STRATEGIES
The Media District is a thriving economic center in Burbank where many people work, live, and visit. While other modes of transportation should be prioritized, such as walking, cycling, and public transit, adequate parking supply should be available for those who need to park in the Media District. It is crucial to provide enough parking without reaching an oversupply, as parking lots and garages use valuable space and create an unfriendly pedestrian environment. The Media District already employs a number of parking strategies to help achieve its parking goals such as time limit parking and permit- parking on residential streets. The remainder of this section will detail parking programs and strategies to help the Media District meet its parking objectives.
6.5.3.1 On-Street Parking Programs
1)
Permit Parking:
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allow vehicles registered to their home address to park on the street beyond the posted restrictions.
Permits are available on a yearly basis and are renewed on an annual cycle. In addition, permits for visitors and for Large Non- Commercial Vehicles (LNCV’s) are also available. Further analysis of supply and demand for on-street parking on local streets within the Media District will be conducted. Currently, the Media District utilizes both “No Parking Except by Permit” streets as well as “Time Limited Except by Permit” streets. However, these are not utilized on all local street within the Media District. It will be important to comprehensively analyze parking needs and permit requirements on these streets to prepare for future growth in the area. Moreover, the community expressed concern that the effectiveness of this strategy was directly associated with the frequency of parking enforcement on any current or future permit parking program.
2) Priced Parking:
Priced parking, for example metered parking, has been implemented to maximize use of existing parking supply and increase parking availability by decreasing the likelihood that drivers prolong their parking for extended periods of time. In addition to physical parking meters, technological advances have changed the way in which paid parking can be managed. Nowadays, street parking can be paid for in a variety of ways including by phone or smart app options. Additionally, technology can be implemented to monitor parking levels and adjust pricing based on demand. The City will conduct a utilization assessment to determine where parking demand exceeds supply in the Media District. The City will further analyze utilization and turnover of street parking and add/adjust time limits and pricing that ensures maintaining occupancy no higher than 80 to 90 percent at all times. Specifically, this assessment should be conducted in the areas with the highest allowable densities, identified in Figure 5-3: Density Map on page 50. Streets segments that should be assessed include:
» West Alameda Avenue between Pass Avenue and Buena Vista Street (where street parking is permitted). » West Olive Avenue between Pass Avenue and Buena Vista Street (where street parking is permitted). » Riverside Drive between Pass Avenue and Warner Boulevard (where street parking is permitted). 3) Parking Benefit District:
A Parking Benefit District (PBD) is a geographic area where revenue generated from on- and off-street parking facilities within the district is returned to a district organization to finance local improvements. Implementation of a PBD is therefore dependent on a city pricing its parking assets, for example with metered parking as described above
. The goal of a PBD is to effectively manage an area’s parking supply and demand so that parking is consistently available and convenient to access. Returning revenue generated from parking pricing to the same area improves community support by creating a tangible connection between parking payments and local public improvements within the PBD.
The City of Burbank should evaluate adopting an ordinance creating a PBD, including the establishment of an “enterprise” fund into which all parking revenue generated within the PBD must be captured, and from which only appropriate district improvement s may be funded. The City’s Parking Authority, along with community stakeholder participation and involvement, could play a pivotal role in the development, implementation, and management of a PBD.Potential reinvestments that can be financed through PBD programs include:
» Additional parking enforcement.
» Maintenance and improvement of parking facilities.
» Provision of new parking.
» Transit, pedestrian, and bicycle infrastructure and amenities. » Purchase, installation, and ongoing costs of parking meters. » Streetscape and landscaping improvements.
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The establishment of a PBD will be most beneficial in the Media District as it would compliment a future implementation of a paid parking program (for example, where new metered parking is added, as recommended above). Additionally, a PBD will be most beneficial in the in areas with higher allowable densities, as identified in the Media District Density Map.
6.5.3.2 Off-Street Parking Programs
1)
Unbundled Parking:
Unbundled parking programs or policies involve separating the cost of parking from the cost of housing or commercial space. Instead of including parking in the overall price of a property or lease, it is offered as an optional add-on, typically at an additional cost. This approach aims to give individuals more choice and flexibility in whether or not they need parking, encouraging alternatives like public transit, cycling, or walking, while also potentially reducing the overall environmental impact of car usage. AB 1317 (CA Govt Code Section 1947.
1) is a recently passed State law pilot program that requires that parking be separately leased to tenants in ten counties, including Los Angeles County. Residential rental properties with 16 or more units for which a Certificate of Occupancy was issued after January 1, 2025, and are in one of ten specified counties must “unbundle” parking from rent. Unbundling parking means that the parking will be leased under a separate contract (e.g., rental agreement addendum or separate rental agreement), and the cost of parking will not be included in the price of rent. Tenants have the right of first refusal for parking spaces and spaces that are not claimed by the tenants can be leased to other on-site users or off-site residential uses on a month to-month basis.
Benefits of Unbundled Parking:
» Increases flexibility for individuals based on their needs and lifestyle. » Encourages other forms of transportation.
» Optimizes land use, potentially reducing the amount of space dedicated to parking. » Saves costs for individual who do not own a car or who use other means of transportation.
The City of Burbank currently does have an unbundled parking ordinance (BMC 10-1-624) that includes these provisions for “new residential units”. The City should consider updating the ordinance by January 1, 2025 to include any residential rental property with 16 or more units. 2)
Shared Parking:
Shared parking typically allows 20-40% more users than individually assigned spaces. Parking users are
usually not all present at the same time, so spaces can be maximized when business or uses with different peak hours share parking spaces. Even greater reductions are possible with mixed land uses because various activities have different peak demand times. Shared parking can significantly improve the economics of constructing new parking by providing greater turnover in the facility — rather than one user per day, a facility may service multiple users. Shared parking also minimizes new development impacts on existing on-street parking availability and supports infill development in dense urban areas with constrained space. Allowing for shared parking arrangements significantly reduces the amount of land devoted to parking. Shared parking is most impactful when it reduces the systemic oversupply of parking spaces. AB 894 (CA Govt Code Section 65863.2) is a recently passed State law that requires cities to allow shared parking plans in certain cases, for example when 20% of a development’s parking spaces are not occupied during the period in which shared parking is proposed.
Benefits of Shared Parking:
» Unlocks underutilized parking assets by incentivising owners offering pay for parking opportunities. » Increases access to parking supply without building costly parking facilities.
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» Reduces barriers to infill development, change-of-use projects, and other economic development that can be challenged by parking requirements.
» Improves walkable design of large projects.
In order to most effectively implement shared parking, a number of steps should be taken. The first step is to identify land uses that have different peak hours and can benefit the most from shared parking. Next, determine the maximum distance that a shared parking facility can be located away from a given building. Parking facilities should either be located on-site or within an acceptable walking distance of each use (industry standard of 2,000 feet). Finally, set standards for the contents of a shared parking agreement and the review procedure.
Key features of a shared parking agreements between property owners should include:
» Detailed information about responsible parties.
» Map of the parking facility.
» Dedicated shared parking spaces.
» Explicit information about pricing and management.
» Contract/agreement terms and duration of terms.
» Specific liability language.
» Provision of agreement renewals.
» Maintenance plan.
» Non-competing parking demand peak hours between the uses. Institutional uses such as banks, schools, offices, medical clinics have weekday peaks whereas retail and entertainment uses such as auditoriums, bars, restaurants and theaters have evening and weekend peaks.
The existing parking structures that would benefit the most from a shared parking agreement are those that currently service office building uses and are located near residential. This is because the peak hours will be different for the different uses: during the daytime the garage will mainly serve people who have commuted to work in the office building. In the evening and overnight the garage will serve people who live nearby and need to park their car overnight, or are visiting nearby restaurants, shops, gyms, etcetera Additionally, shared parking would be the most beneficial in the places that will experience the most growth. Furthermore, any new development and/or redevelopment of existing parcels into mixed-use development projects should utilize shared parking.
The City should consider updating its shared parking ordinance (BMC 10-1-1415) to provide additional clarity and objectivity in requirements and review, and to bring it into compliance with new State laws. The ordinance should include the following provisions:
» Use Requirements: When at least 20 percent of a development’s parking spaces are not occupied during the period in which shared parking is proposed, the owner may propose entering into a shared parking agreement to satisfy the parking requirements on another site. » Location Requirements: The parcels sharing the parking are on the same, or contiguous parcels, separated by no more than 2,000 feet of travel by the shortest walking route; or if there is a plan for shuttles or other means to move people between the parking lor and the serviced site. » Shared Parking Study Requirements: The study shall demonstrate that adequate off-street parking will be provided for the proposed use. The study shall demonstrate that significant environmental impacts will not be caused by the parking reduction. The study shall demonstrate that traffic safety and pedestrian safety will be enhanced by the reduction of parking.
» Sign Requirements: Shared parking facilities shall provide signs on the premises indicating the availability of the facility for patrons of the participating uses.
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Infrastructure
CHAPTER 7
IN THIS CHAPTER:
7.1 Introduction
7.2 Infrastructure Policies
7.3 Water
7.4 Recycled Wat
er System
7.5 Sewer
7.6 Stormwa
ter
7.7 Energy
7.8 Traffic Signals
7.9 Telecommunications
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7.1 INFRASTRUCTURE OVERVIEW
The Media District’s utility infrastructure network that services existing development is described in
this chapter. This chapter reviews the Media District’s existing infrastructure for potable wate r, recycled water, sewer, stormwater, energy, traffic signals, and fiber optic communications. The City will regularly communicate with service providers to update their inventory of infrastructure in the Media District and estimated pipeline.
7.2 INFRASTRUCTURE POLICIES
The following policies are based on the goal of providing high quality infrastructure to accommodate the growth allowed by this Specific Plan.
Policy 1:
Ensure that any new development in the Media District has adequate water, sewer, and drainage, in accordance with capacity and conveyance requirements the City's Burbank Water and Power and the Public Works Department.
Policy 2:
Incorporate sustainable stormwater management features in new development and public improvements, including
bio-swales, permeable pavers, rainwater collection systems, and other features to manage stormwater runoff.
Policy 3:
Ensure that new development utilizes recycled water for landscaping.
Policy 4:
Require new development to coordinate with the appropriate agency to provide electric, water and gas service to the proposed site consistent with local, state and federal regulations.
7. 3 WATER
7.3.1 POTABLE WATER SYSTEM
Burbank’s potable water is
supplied by a combination of water imported by the Metropolitan Water District of Southern California (Metropolitan) from the State Water Project and the Colorado River and groundwater from local wells. The groundwater is treated at two treatment plants to remove volatile organic chemicals. The Burbank water system consists of pipelines ranging from 1½ inches to 30 inches in diameter, booster pumps, reservoirs, wells, municipal water district connections, and over 26,000 service connections. The water distribution system consists of three major pressure zones and 10 smaller hillside zones. Burbank’s system has been designed to recognize the inherent variability of water demands. Large storage reservoirs are included in the system, and these reservoirs provide for hourly flow/demand variations throughout the distribution system. The storage capacity is also large enough to allow for short interruptions, 1 to 3 days, in the water supply. All the Media District’s pressure zones are open zones (gravity feed). Long term planning for the City's potable water system is based on the City's Urban Water Management Plan, which is updated every five years. As a result, it is anticipated that the long-term planning of the City's potable water infrastructure will have sufficient capacity in the form of updated collection and treatment infrastructure with associated development impact fees and developer built faciilties to support the projected growth within the Specifc Plan.
7. 4 RECYCLED WATER SYSTEM
The supply of fresh water is limited
and both the State of California and the City of Burbank’s demands for water are increasing. The issues of reliable service, sound environmental practices, and financial stewardship have led the City to develop a recycled water supply from the Burbank Water Reclamation Plant (BWRP). Using recycled water for landscape irrigation and industrial use will help reduce the need to purchase potable water and
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CHAPTER 7 | Infrastructure
allow the users to plant drought tolerate and climate appropriate landscapes with a reduced imprint on the potable water system. The current customer cost for recycled water is 85% of the potable water rate, which provides users of large amounts of irrigation water an incentive to use it. Recycled water produced by the BWRP meets the California Code of Regulations’ (Title 22, Division 4, Chapter 3) definition of Disinfected Tertiary Recycled Water. It is oxidized, coagulated, clarified, filtered, and disinfected.
It is approved for use by the California State Department of Health Services for use on parks,playgrounds, schoolyards, residential landscaping, golf courses, cemeteries, freeway landscaping, and food crops. This water can be used for all water uses except for drinking. The BWRP has a permitted treatment capacity of 9.0 million gallons of sewage per day (MGD) , and the B
WRP is operated by a contract operator under the supervision of the Public Works Department. The flow that is not treated (flow beyond the current permit) is sent downstream to the Hyperion Treatment Plant (HTP), which is owned and operated by the City of Los Angeles. Burbank Water and Power’s (BWP) recycled water system currently consists of approximately 10 miles of pipelines, four booster pump stations, four reservoirs (with a combined storage capacity of 1.93 million gallons), four pressure service zones, and
approximately 65 services with a demand
of approximately 1.86 MGD. BWP has
four operational power plants that also use recycled water. The largest power plant, the Magnolia Power Plant (MPP) (a Southern California Public Power
Authority project) went online for commercial power production in September 2005. The power plants use approximately 1.2 to 1.9 million gallons of recycled water per day.
The City is not only conserving fresh water supplies by supplying their power plants with recycled water, but these large water users generate large recycled water sales that are assisting the City to construct the capital improvements of reservoir, pipelines, and pumps needed to expand the recycled water system to additional areas of Burbank. The recycled water system is currently forecast to have a demand of at least 2.5 MGD in the year 2030 (at build out). That is a conservation of approximately 880 million gallons per year of potable water.
Additionally, the
Burbank Operable Unit (BOU) Remediation System Upgrades project has been proposed. This proposed project includes the construction and operation of one new extraction well, two replacement extraction wells, and conveyance pipelines connecting the new and replacement extraction wells to the existing BOU Treatment Plant, piezometers associated with the new and replacement extraction wells, an intertie pipeline connecting the Burbank Water and Power potable water distribution system and the Los Angeles Department of Water and Power New River Supply Conduit, installation of additional treatment units in the existing BOU Treatment Plant, and minor modifications and upgrades to eight existing BOU remediation system. Long term planning of the City's recycled water infrastructure anticipates the City will have sufficient capacity to support the projected growth within the Specific Plan.
7.5 SEWER
7.5.1 W ASTEWATER COLLECTION AND TREATMENT
Burbank’s existing wastewater system consists of three
types of facilities: gravity collection system pipelines, wastewater pump stations, and a water reclamation plant. The collection system consists of approximately 230 miles of underground pipelines. The majority of the wastewater that flows within the City ends up at the Burbank Wastewater Reclamation Plant (BWRP), from which sludge is transported out of the City in the North Outfall Sewer (NOS). A small number of flows go directly to the NOS. Flow that exceeds what is current permitted is sent downstream to the Hyperion Treatment Plant (HTP), which is owned and operated by the City of Los Angeles. Although the City has not experienced sewage spills associated with hydraulic capacity deficiencies, a Sanitary Sewer Management Plan (SSMP) was prepared and updated in July 2020 as an assessment of the reliability and system conditions and includes a Sanitary Sewer Overflow Emergency Plan.
As necessary and proportional to impact, individual developers may need to pay development fees and/or implement improvements to local wastewater capacity and conveyance infrastructure. As a result, it is anticipated that the long term planning of the City’s stormwater infrastructure will have sufficient capacity in the form of updated wastewater collection and treatment infrastructure with associated development impact fees and developer built facilities to support the projected growth within the Specific Plan.
7.6 STORMWATER
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A good degree of protection against flooding is provided by the City's drainage system. This system consists of open channels, underground conduits, and streets. Hillside areas subject to periodic fire and flood cycles may encounter occasional problems with flooding; these instances are addressed on a case- by-case basis.
The standard level of protection to be provided against flooding in Los Angeles County requires that during an "urban design storm" (i.e., a storm with a probability of occurring once in 25 years, based on rainfall records) the surface of a street may be flooded no higher than the street's right-of-way lines.
No
deficiencies are expected within the drainage system because Burbank is built out. Moreove r, proposed land use changes will primarily involve the re-use and/or intensification of developed areas. Drainage system elements, however, are subject to ongoing repair, replacement, or modification efforts based on maintenance records, complaints, and field observations. Major developments that affect the capacities of downstream lines are required to upgrade adjacent system components at their sole expense. The City is in the process of developing a Stormwater Master Plan. In this plan, the City promotes a low impact development (LID) approach to balance the needs of land development and stormwater management. This is especially important in areas in near
sensitive habitats, which may potentially
be polluted by runoff from developed areas. LID uses
various stormwater best management practices such as vegetated swales, biofilters, and constructed wetlands. Typically, the first flush after a storm event flows over polluted land and carries the pollution to the City’s drainage system. LID measures ensure that the first flush gets cleaned by a natural process of vegetation filters, or at least delays the runoff using retention and infiltration methods before it runs into the City’s drainage systems.It is anticipated that the long term planning of the City’s stormwater infrastructure will have sufficient capacity in the form of updated stormwater infrastructure with associated development impact fees and developer built facilities to support the projected growth within the Specific Plan.
7.7 ENERGY
BWP provides energy service in the City
and has sufficient generation, transmission, and distribution system capacity to meet its current needs. BWP’s ongoing Capital Improvement Program (CIP) will continue to improve its electric system to meet its future needs. BWP will fund most of its major backbone transmission and distribution system. BWP and customers/developers will share their proportionate costs to capture on-site and related off-site improvements per applicable rules and regulations.
BWP is currently in the planning and designing phase of the Willow Substation Rebuild. The Willow Substation will be an electrical substation that helps manage the flow of electricity in the Media District zone.
The project includes the demolition of the existing substation and construction of a new substation with increased power capacity. The scope of the project includes the construction of the new substation, transmission circuits, and distribution circuits. The new substation will include 69kV Gas-Insulated Switchgear, Power Transformers, and 12kV Air-Insulated Switchgear, with most of the equipment housed inside of two newly constructed CMU enclosures. The proposed Project is located in the Media District at 228 S Naomi Street. Another important service BWP provides is public electric vehicle charging stations.
As electric vehicles become more popular, the City must adapt to meet the needs of residents, visitors, and workers. The City currently has 73 public EV charging ports at 17 sites, with plans to install more throughout the City.
7.8 TRAFFIC SIGNALS
The City of Burbank Traffic Signal Network
consists of approximately 200 signalized traffic signals and approximately 600 close circuit televisions cameras. The system manages multiple modes of mobility (auto, pedestrian, bicycle, transit, and equestrian) throughout the City and helps manage the dynamic daily population of commuters, businesses, and residents. The backbone of the traffic signal network are the signal controllers and supporting systems. Signal controllers, cabinets, and battery back-up systems will need to be installed or upgrade, where applicable, to the current City specifications to meet future mobility demands.
The system also includes a citywide Intelligent Transportation System (ITS) fiber network. This system is located within city rights-of-way and provides connectivity to traffic signals, cameras, variable message signs, and
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vehicle loop detection equipment along the City’s various major and secondary arterial streets. The purpose of this system is to provide communication to the City’s traffic control devices to enable signal synchronization, citywide signal timing plans that can adapt to changing traffic conditions, and incident management. This fiber network is located along most arterial streets and major nodes such as the Traffic Management Center.
This system is also interconnected with the traffic management systems for L os Angeles City and County, the Cities of Glendale and Pasadena, and the California Department of Transportation. This network has been expanded by two major ITS projects in the Media District and along the Interstate 5/San Fernando corridor.
Future expansions are implemented
as part of larger street reconstruction projects or through grant opportunities with the Los Angeles County Metropolitan Transportation Authority (Metro) and federal sources.As a result, it is anticipated that the long term planning of the City’s traffic signal infrastructure will have sufficient capacity in the form of updated network and infrastructure with associated development impact fees and developer funded/built? facilities to support the projected growth within the Specific Plan.
7.9 TELECOMMUNICATIONS
As BWP modernized its water and
electric utilities, it made increasing use of overhead and underground fiber optic cables as a secure means of telemetry and control. BWP was able to lease its unused fiber strands (“dark fiber”) to customers who needed additional, secure access to the internet and who had their own means of obtaining switched services.
As BWP developed more
sophisticated communications
networks, including Ethernet, it developed
the capacity to do optical switching. As with dark fiber, BWP had capacity that it could provide to generate revenue from interested customers and assist in at least partially offsetting costs of establishing the Ethernet network, which have been borne by the operation of electric and water systems.
ONE Burbank (Optical Network Enterprise Burbank) is best viewed as a means of obtaining revenue from otherwise underutilized capacity from BWP’s Smart Grid communications network, while at the same time fulfilling customer needs for high-speed secure data communications. This program promotes economic development by providing customers very high-speed communications and Internet access at competitive prices, thus promoting business in our community. ONE Burbank’s competitors are generally unregulated and hence can price products dynamically. They are prepared to offer a variety of customized services. To compete effectively in this arena, BWP must proceed on a similar basis and act within a world of dynamic pricing just like the utility’s wholesale power and natural gas model.
A second fiber optic communication system
is the citywide Intelligent Transportation System (ITS) fiber network. This system is located within city rights-of-way and provides connectivity to traffic signals, cameras, variable message signs, and vehicle loop detection equipment along the City’s various major and secondary arterial streets. The purpose of this system is to provide communication to the City’s traffic control devices to enable signal synchronization, citywide signal timing plans that can adapt to changing traffic conditions, and incident management. This fiber network is located along most arterial streets and major nodes such as the Traffic Management Center. This system is also interconnected with the traffic management systems for Los Angeles City and County, the Cities of Glendale and Pasadena, and the California Department of Transportation. This network has been expanded by two major ITS projects in the Media District and along the Interstate 5/San Fernando corridor. Future expansions are implemented as part of larger street reconstruction projects or through grant opportunities with the Los Angeles County Metropolitan Transportation Authority (MTA) and federal sources.
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Implementation
CHAPTER 8
IN THIS CHAPTER:
8.1 Implementation Overview
8.2 Approvals
8.3 Implementation Actions and
Programs
8.4 Funding and Financing Sources
and Mechanisms
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8.1 IMPLEMENTATION
OVERVIEW
This chapter addresses the actions and information
necessary to effectively implement the vision and
goals presented in this
Specific Plan. This includes
facilitating streamlined housing production and
contextual development through a permit process
allowing by-right developments.
The chapter also includes an Implementation Plan that provides a summary of major programs, projects, responsible parties, and possible funding mechanisms that will effectively assist in the implementation of the Specific Plan. In this way, the community benefits accruing from changes to the Media District will be institutionalized as a part of the ongoing operation of the City.
8.2 APPROV
ALS
[Admin Draft Note: This section is undergoing additional revision to further respond to public comments and ensure consistency with the City General Plan and other ongoing long range planning efforts] The overarching goals of the Specific Plan align with the goals, objectives, policies and programs of the Burbank2035 General Plan and the Burbank 2021-2029 Housing Element’s goal to remove constraints to the maintenance, improvement, and development of housing. This Specific Plan aims to create greater certainty for development and streamline the development review and permitting approval process. Development projects shall be reviewed by the City for compliance with the development and design standards of the Specific Plan. If a development project is in compliance with the Specific Plan, it shall be considered by-right if it is one of the following:
» A housing project consistent with the base density and intensity, including applicable state-density bonus laws. » A housing project that meets the state requirements for streamlined ministerial review. » A housing project located on a property within the Specific Plan-designated area of maximum density of 87 dwelling units per acre.
» A commercial project and listed as a Permitted Use.
Following an approved plan check review by the Planning Division, by-right development projects shall proceed to the appropriate Building Division application process. All other development projects shall be considered as discretionary projects. A discretionary project must undergo the Development Review process as identified in BMC 10-1-1909.
A Conditional Use Permit (CUP) will be required for projects that include a hotel component or request any of
the following: a Transit Oriented Development (TOD) Density Bonus, a TDR, a lot consolidation incentives, or an Exceptional Project Designation and Density Bonus.
8.3 IMPLEMENTATION A
CTIONS AND PROGRAMS
The Implementation Plan shown in Table 8-1 is
intended to identify the actions proposed to be taken
to achieve the program or project, the length of
time to complete the actions, the responsible department, and potential funding sources associated with the program. A more detailed description of the potential funding sources can be found in the next section. The actions, timing, responsibility, and funding sources are identified for evaluation and comparative purposes. Some of the projects, such as the bicycle facilities, are anticipated to occur in stages.
OVERARCHING GOALS OF THE PLAN
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CHAPTER 8 | Implementation
TABLE 8-1: Implementation Plan
ACTION RESPONSIBILITY TIMEFRAME FUNDING
SOURCE
Regulatory Actions
Implementation of the Specific Plan including General Plan amendment. Update of the Specific Plan puts into place new zoning, development standards, and streetscape
design.
CDD -Planning
Division / City
Attorney Short SCAG and City of
Burbank
Programs
Ensure that any new development in the Media District
has adequate water, sewer, and drainage, in accordance
with Burbank Water and Power and the City’s Public Works Department.
CDD/BWP/
Public Works Ongoing
Development Impact
and Utility
Connection Fees/
General Fund/
Enterprise Funds
Incorporate sustainable stormwater management features in new development and public improvements, Green Streets Policy Implementation including bio-swales, permeable pavers, rainwater collection systems, and other features to manage stormwater runoff.
CDD/Public
Works Ongoing
Development
Impact and utility
connection fees,
General Fund
Ensure that new development utilizes recycled water for landscaping.
CDD/Public
Works Ongoing
Require new development to coordinate with the
appropriate agency to provide electric and gas service
to the proposed site consistent with local regulations and plans.
CDD/Public
Works/BWP/
So Cal Gas
Ongoing
Unbundled Parking: Update the Unbundled Parking
ordinance (BMC 10-1-624) by January 1, 2025 to include any residential rental property with 16 or more units.
Community
Development Short General Fund
Development of Review and Monitoring Program: Ensure
Specific Plan regulations and guidelines are carried out pursuant to City procedures. Monitor
and track the quantity of new development in the Specific Plan Area to verify that target densities specified in the Specific Plan are maintained and deviations are evaluated and approved.
CDD/PW/BWP/
City Attorney Ongoing Applicant Fees
Transfer of Development Rights (TDR): Clarify the process for the current TDR program. TDR is a voluntary program currently allowed in the MDSP although needing greater clarity for its use and implementation by the public/developers and staff,
respectively. Moreover, City staff should consider the need and feasibility of a citywide TDR program as opposed to limiting the program to the Media District.
Community
Development Medium
Applicant
Fees/General
Fund
Lot Consolidation: Pursue the development of a Lot
Consolidation Program that will encourage small lot assemblage into larger development sites by providing
a selection of incentives. These incentives should be developed following analysis and outreach to
property owners and other stakeholders.
Community
Development Medium
Applicant Fees/
General Fund
Development
Impact and utility
connection fees,
General Fund
Development
Impact and utility
connection fees,
General Fund
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TABLE 8-1: Implementation Plan (Continued)
ACTION RESPONSIBILITY TIMEFRAME FUNDING
SOURCE
Community Benefits Program: Consider the development
of a Media District Community Benefits Program (CBP) as a voluntary program that provides additional
development intensity in exchange for community
benefits.
Community
Development Medium
Applicant Fees/
Development
Impact Fees/
General Fund
Vehicle Travel Lane Design: The Media District
will follow the lane width recommendations of the Complete Our Streets Plan. Figure 6-12 highlights some of the many types of roadway lanes and the different widths that are appropriate for them; this figure is
an example of the variability of motorist needs and roadway uses.
Community
Development/
Public Works
Ongoing
Applicant Fees,
Development
Impact Fees;
General Fund /
Grant Programs
/ Special
Assessment District
The Green Streets Policy shall apply to new streets
and road construction of 10,000 square feet or more
of impervious surface area, and street and road
redevelopment that results in the creation, addition,
or replacement of 5,000 square feet or more of impervious surface area on an already developed site.
Community
Development/
Public Works
Ongoing
General Fund /
Grant
Programs
Transportation Management Organization (TMO): The City should consider transforming the existing private sector, non-profit TMO into an in-house, citywide
TMO where the city could manage it, set its fees and
requirements, and compel employers to participate.
Community
Development Short
General Fund /
Grant
Programs
Permit Parking: Conduct analysis of supply and demand for on-street parking on local streets withing the Media District.
Community
Development Short
General Fund /
Grant
Programs
/ Special
Assessment
District
Priced Parking: Conduct a utilization assessment to
determine where parking demand exceeds supply [T ext
Wrapping Break]in the Media District. The City will further analyze use
and turnover of street parking and add/adjust time limits and pricing to reach the agreed upon utilization rate of 85% for each block during defined periods, such as 8 a.m. – 6 p.m.
Monday – Saturday.
Community
Development Short
General Fund /
Grant
Programs
/ Special
Assessment
Distirct
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CHAPTER 8 | Implementation
TABLE 8-1: Implementation Plan (Continued)
ACTION RESPONSIBILITY TIMEFRAME FUNDING
SOURCE
The Neighborhood Protection Plans (NPP) established in Burbank are intended to protect local residential streets from non-residential traffic through certain measures. The NPP’s established in the Media District Specific Plan (1992) are Rancho, Alameda North, and Toluca Lake. These NPP’s have gone through updates since their establishment in 1992, and should be evaluated for further updates based on the additional allowable growth set in this Specific Plan. Some of the measures used in the NPPs are:
» Permit Parking Programs
» Speed Humps
» Temporary Closures
» Landscaped Medians
» Decorative Crosswalks
» Two-Way and All-Way Stops
Ongoing
Applicant
Fees/
Development
Impact Fees/
General
Fund
Parking Study: Conduct parking study of the Media
District Planning Area to develop a parking management
program that crafts and introduces further tailored policies and strategies for on- and off-street parking, including Regulation of Street Parking and Public Parking Lots with Pricing, Increase Parking Availability, Leverages Underused Private Parking, Reinvestment of Parking Revenue, and
Protection of Residential Parking Areas. This parking study should also evaluate off-street parking inventory, availability, and demand to produce recommendations, policies, and
strategies for the City to develop a shared-parking program Community
Development Short
General Fund /
Grant
Programs
/ Special
Assessment
District
Establish a paid parking pilot program in the Media District based on findings from the parking study.
Community
Development Medium
General Fund /
Grant
Programs
/ Special
Assessment
District
Establish a permanent paid parking program in the Media District that builds on lessons learned from the paid parking pilot program
Community
Development Long
General Fund /
Grant
Programs
/ Special
Assessment
District
Curb Space Management: The City should consider a pilot project within a high-impact area of the Media District to analyze curb space demand and use
through data collection and stakeholder outreach
and implement actions such as changes in curb space
designations, pricing, technology, and enforcement
to improve efficiency and better meet the needs of
stakeholders. Additional information on curb space
management can be found in Section 6.3.6.
Community
Development Medium
General Fund /
Grant
Programs
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TABLE 8-1: Implementation Plan (Continued)
ACTION RESPONSIBILITY TIMEFRAME FUNDING
SOURCE
Parking Benefit District (PBD): Develop a Parking Benefit District led by the City’s Parking Authority to develop and implement policies and a system to reinvest parking revenue in the Media District
Community
Development,
Parking Authority
Medium
General Fund /
Grant
Programs
/ Special
Assessment
District
Shared Parking: The City should consider updating
its shared parking ordinance to provide additional clarity and objectivity in requirements and review, and to bring it into compliance with new State laws. For specific updates see Section 6.5.3.2.
Community
Development Short
General Fund /
Grant
Programs
Roadway Design: Street improvements such as curb radii that allow vehicles to interact safely with other intersection users, driveway and alley corner cutoffs, and 90-degree intersections can calm traffic and enhance safety for all.
Signs, signals, and pavement markings should be well
placed and clear and should smoothly channel motorists through the roadway.
Community
Development
Public Works
Medium
General Fund /
Grant
Programs
/ Special
Assessment
District
TDM: Adopt an ordinance in the BMC to transition existing Transportation Demand Management programs, including
all duties, programs, and funding currently overseen by Burbank Transportation Management Organization to a new City entity that can set fees and requirement. The BTMO shall continue to participate as an advisory body to TDM programs.
Community
Development Medium
Applicant Fees/
Development
Impact Fees/
General Fund /
Grant
Programs
Update City Objective Design Standards to include the
MDSP.
Community
Development Short General Fund
Update the Development Impact Fee program to reflect
changes made by this Specific Plan
Community
Development Short Applicant Fees
Transit Stop Amenities: Careful consideration should
be given to bus stop placement, type, spacing, accessibility, and public information as well as the loading area necessary for different types of buses
that may serve the stop, so that bus stops effectively meet mobility needs. Design considerations of bus
stop shelters, seating, and lighting help make them
pleasant places for the public to use. BRT facilities provide the opportunity to incorporate specific, targeted design elements that support high ridership volume while
maintaining effective use of the sidewalk for other users.
Ongoing
General Fund /
Grant
Programs / LA
Metro/Special
Assessment
District
BRT: Within the Media District, BRT service is planned to run on a combination of fully dedicated bus lanes and mixed- flow traffic along Olive Avenue, Riverside Drive, Alameda Avenue, and Buena Vista Street, with two stations planned, providing faster and more reliable bus service. Metro is also considering modifications to other routes to increase frequency, benefiting those who travel in and out of the Media District.
Community
Development, LA
Metro
Long LA Metro
CDD/Public
Works
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CHAPTER 8 | Implementation
TABLE 8-1: Implementation Plan (Continued)
ACTION RESPONSIBILITY TIMEFRAME FUNDING
SOURCE
Circulator: A local circulator service that travels along a set loop route or on demand transit service-basis could offer a more convenient and flexible way for residents and visitors to travel between the Media District and other key locations in the Media District, [T ext Wrapping Break]like the various studios, commercial areas, and other transit services, and beyond to the City’s Downtown or the
Magnolia Park neighborhood.
Community
Development Long
General Fund /
Grant Programs/
Development
Impact Fees/
/ Special
Assessment
District
Improvement Projects
Intersection Improvements: Ensure crosswalks are marked and re-apply thermoplastic striping where needed.
Identify opportunities for installing bulb-outs that reduce crossing distances and make pedestrians more visible to motorists.
Community
Development ,
Public Works
Ongoing
General Fund /
Grant
Programs
/ Special
Assessment
District
Curb Ramps: Assess the City’s inventory of curb
ramps to ensure they are up-to-date with current ADA
standards and make install updated ramps where needed.
Community
Development,
Public Works
Ongoing
General Fund /
Grant
Programs
/ Special
Assessment
District
Signage: Consider additional signage such as [T ext
Wrapping Break]Pedestrian Crossing Signs to increase
awareness of pedestrians for other roadway users.
Community
Development ,
Public Works
Ongoing
General Fund /
Grant
Programs
/ Special
Assessment
District
Lighting: Consider installing lighting that is pedestrian- oriented and pedestrian-scaled along blocks with high
pedestrian activity like around transit stops.
Community
Development,
Public Works
Ongoing
General Fund /
Grant
Programs
/ Special
Assessment
District
Bridges: Consider implementing additional safety measures on bridges crossing 134 Freeway to ensure these bridges are more pedestrian-friendly.
Community
Development,
Public Works
Ongoing
General Fund /
Grant
Programs
/ Special
Assessment
District
Phase 1: Install an in-street Class IV bicycle facility on Riverside Avenue from Alameda Avenue to Bob Hope Drive Community
Development
Public Works
Medium
General Fund /
Grant
Programs
/ Special
Assessment
District
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TABLE 8-1: Implementation Plan (Continued)
ACTION RESPONSIBILITY TIMEFRAME FUNDING
SOURCE
Phase 2: Install a Class IV protected and raised bicycle facility on Riverside Avenue from Alameda Avenue to Bob Hope Drive
Community
Development
Public Works
Long
General Fund /
Grant
Programs
/ Special
Assessment
District
Phase 1: Install an in-street Class IV bicycle facility on Pass Avenue from Olive Avenue to 134 Freeway
Community
Development
Public Works
Medium
General Fund /
Grant
Programs
/ Special
Assessment
District
Phase 2: Install a Class IV protected and raised bicycle facility on Pass Avenue from Olive Avenue to 134 Freeway Community
Development
Public Works
Long
General Fund /
Grant
Programs
/ Special
Assessment
District
Phase 1: Install an in-street Class IV bicycle facility on Pass Avenue from Heffron Drive to T oluca Park Drive
Community
Development
Public Works
Medium
General Fund /
Grant
Programs
/ Special
Assessment
District
Phase 2: Install a Class IV protected and raised bicycle facility on Pass Avenue from Heffron Drive to T oluca Park Drive
Community
Development
Public Works
Long
General Fund /
Grant
Programs
/ Special
Assessment
District
Phase 1: Install an in-street Class IV bicycle facility on Pass Avenue from T oluca Park Drive to Verdugo [T ext Wrapping Break]Avenue
Community
Development
Public Works
Medium
General Fund /
Grant
Programs
/ Special
Assessment
District
Phase 2: Install a Class IV protected and raised bicycle facility on Pass Avenue from T oluca Park Drive to Verdugo [Text Wrapping Break]Avenue
Community
Development
Public Works
Long
General Fund /
Grant
Programs
/ Special
Assessment
District
Phase 2: Install a Class IV protected and raised bicycle facility on Verdugo Avenue from Pass Avenue to North
Hollywood Way
Community
Development
Public Works
Long
General Fund /
Grant
Programs
/ Special
Assessment
District
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CHAPTER 8 | Implementation
TABLE 8-1: Implementation Plan (Continued)
ACTION RESPONSIBILITY TIMEFRAME FUNDING
SOURCE
Phase 1: Install an in-street Class IV bicycle facility on California Street from Riverside Drive to Olive [T ext Wrapping Break]Avenue
Community
Development
Public Works
Medium
General Fund /
Grant
Programs
/ Special
Assessment
District
Phase 2: Install a Class IV protected and raised bicycle facility on California Street from Riverside Drive to Olive [Text Wrapping Break]Avenue
Community
Development
Public Works
Long
General Fund /
Grant
Programs
/ Special
Assessment
District
Phase 1: Install an in-street Class IV bicycle facility on Olive Avenue from the Los Angeles River to North Hollywood Way Community
Development
Public Works
Medium
General Fund /
Grant
Programs
/ Special
Assessment
District
Phase 2: Install a Class IV protected and raised bicycle facility on Olive Avenue from the Los Angeles River to North Hollywood Way
Community
Development
Public Works
Long
General Fund /
Grant
Programs
/ Special
Assessment
District
8.4 FUNDING AND FINANCING SOURCES AND
MECHANISMS
The following section identifies potential funding mechanisms and financing strategies to be considered for implementation of the Specific Plan. It should be noted that this list of funding opportunities should not be considered exhaustive and may be subject to change over time.
8.4.1 GRANT PROGRAMS
Local, regional, state, and federal grant funding sources can be utilized to support improvements in the Media District. Grants that could potentially be applicable include:
8.4.1.1 Infill Infrastructure Grant Program
The Infill Infrastructure Grant Program provides funding of public infrastructure (water, sewer, traffic, parks, site clean-up, etc.) that supports higher- density affordable and mixed-income housing in infill locations. Eligible activities include parks and open space, utility service improvements, streets, parking structures, transit linkages, traffic mitigation features, and sidewalk and streetscape improvements.
8.4.1.2 Metro Affordable Transit Connected Housing (MATCH) Program The MATCH program provides loans for development projects within 1/2 mile of high frequency transit node:
» Predevelopment loans for affordable housing providing 100% of units at or below 60% AMI (min. 49-unit project size).
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144
» Loans for 20+ unit apartments with market rents affordable to low-income households with capacity to be redeveloped with at least double the existing units.
Eligible activities include new construction, substantial rehabilitation, land purchase, and acquisition of existing housing.
8.4.1.3 Low-income Housing T
ax Credit (LIHTC)
The LIHTC program provides tax credits to enable developers of low-income rental housing to raise project equity through the sale of tax benefits to investors. 4% and 9% credits are available, with 4% credits often coupled with tax-exempt bonds. Eligible activities include new construction, acquisition, and rehabilitation.
CalHFA Residential Development Loan Program The CalHFA program provides loans to cities for affordable infill, owner occupied housing developments. Eligible activities include site acquisitions and pre-development costs.
8.4.1.4 Workforce Housing Program
In the Workforce Housing Program government bonds are issued to cities to acquire market- rate apartments and conversion to affordable for moderate / middle income households, generally households earning 80% to 120% of AMI.
8.4.1.5 Golden State Acquisition Fund (GSAF)
The GSAF provides short term loans (up to 5 years) to developers for acquisition or preservation of affordable housing. Eligible activities include preservation and site acquisition.
8.4.1.6 Affordable Housing and Sustainable Communities (AHSC) Program This program provides grants and/or loans to projects that achieve Greenhouse Gas reductions and benefit Disadvantaged Communities through increasing accessibility of affordable housing, employment centers, and key destinations. Eligible activities include new construction, acquisition and rehabilitation, preservation of affordable housing at- risk, and conversion of non-residential to rental.
8.4.1.7 CalHome
CalHome provides grants to cities and non-profit developers to assist individual homeowners with homebuyer assistance and rehabilitation and ADU/JADU assistance (construction, repair, reconstruction, or rehabilitation).
The program also includes loans to developers for homeownership projects. Eligible developer assistance activities include site acquisition and development.
8.4.1.8 Local Housing Trust Fund (LHTF) Program
The LHTF program provides matching grants (dollar for dollar) to local housing trust funds that are funded on an ongoing basis from both private and public contributions or public sources.
8.4.1.9 Multifamily Housing Program (MHP)
The MHP program provides deferred payment loans with 55-year term for cities, for-profit and nonprofit corporations, limited equity housing cooperatives and individuals, and limited partnerships. Three percent
simple interest on unpaid principal balance is included. Eligible activities include new construction, rehabilitation, and acquisition of permanent or transitional rental housing.
8.4.1.10 National Housing Trust Fund Program
The National Housing T
rust Fund Program provides deferred payment and forgivable loans for non-profit and for-profit developers and local public entities to support development of new constructions housing for extremely low-income households.
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CHAPTER 8 | Implementation
8.4.1.11 Predevelopment Loan Program
The Predevelopment L oan Program provides predevelopment short term loans to cities and non-profit developers to finance the start of lower income housing projects.
8.4.1. 12 Supportive Housing Multi-Family Housing Program (SHMHP) The SHMHP provides deferred payment loans to local governments, non-profit and for-profit developers for new construction, rehabilitation and preservation of permanent affordable rental housing that contains a minimum 35% supportive housing units.
8.4.1.13 Transit-Oriented Development (T
OD) Housing Program
The TOD Housing Program provides Low-interest loans to developers as gap financing for rental housing developments near transit that include affordable units. Grants are also available to cities for infrastructure improvements necessary for the development of specified h ousing developments. Eligible activities include
rental housing development and infrastructure necessary to support specified housing development, or to facilitate connection between development and transit stations.
8.4.1.14 Veterans Housing and Homeless Prevention Program (VHHP) The VHHP provides loans for development of multi-family rental housing with minimum 55 years affordability restrictions. Projects must include permanent supportive housing units and affordable units for Veterans and
their families.
8.4.1.15 Caltrans Active Transportation Program (ATP)
The ATP is designed to encourage increased use of active modes of transportation, including walking and biking, as well as the safety and mobility of non-motorized users. Eligible projects along the corridors could include developing new bike and walkways, implementing
“safe routes to school ”, as well as adding new
landscaping, traffic control devices, and enhanced street lighting.
8.4.1.16 Transformative Climate Communities (TCC) Program The TCC Program is a competitive grant that funds community-led development and infrastructure projects that achieve environmental, health, and economic benefits in the state’s disadvantaged communities.
8.4.2 DEVELOPMENT IMPACT FEES
Development impact fees are another potential funding source that could pay for improvements to the Plan Area. These fees, paid by new residential and commercial development projects, must only be used to pay for improvements that can be demonstrated to serve the new residents and businesses connected to that project. A nexus study, which calculates the new increment of development, estimates the portion of an improvement project attributable to that increment of growth, and allocates the fee among the new
development projects by land use, is required by State law. The City’s latest Development Impact Fee program was unanimously adopted by City Council on June 21, 2022. While the Development Impact Fee program will need to be assessed and updated to reflect the changes brought forward by this Specific Plan, it is anticipated that the recent updates to the City’s program will be applicable.
8.4.3 SPECIAL ASSESSMENT DIS
TRICTS
An Assessment District (also called a Special Assessment District, a Local Improvement District, or a Benefit Assessment District), is an additional assessment charged on the property within the district. The additional assessment can be constant or can vary over time. In order for Assessment District bonds to be issued, a majority of owners within the district must agree to a self-assessment. Property owners may be
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146
values and spur additional development. Assessment Districts can only finance certain types of “special benefits,” which are laid out in the enabling legislation. These improvements can include streets, sidewalks, curbs and gutters, water, sewer, gas, electric, lighting, drainage or flood control facilities.
8.4.3.1 Business Impro
vement District (BID)
A BID is a common type of Special Assessment District that assesses business and/or property owners to fund maintenance, marketing, and other public services or improvements. If such a District were to be formed in the Media District, funding could be used to improve the streetscape and pedestrian experience.
By
law, assessments in these districts are not taxes for the general benefit o f t he C ity, but r ather a n assessment for improvements, services, and programs that will directly benefit the assessed facilities
within the district. A district can be established, and an advisory board appointed, as long as it is not protested by a majority of property owners.
8.4.3.2 Parking Benefit District (PBD)
A PBD is a geographic area where revenue generated from on- and off-street parking facilities within the district is returned to a district organization to finance local improvements. Implementation of a P BD
is therefore dependent on a city pricing its parking assets, for example with metered parking. Returning revenue generated from parking pricing to the
same area improves community support by creating a
tangible connection between parking payments and public improvements.
8.4.3.3 Enhanced Infrastructure Financing District (EIFD) EIFDs are currently able to fund infrastructure maintenance and housing development, economic development, transportation infrastructure, sewage treatment, and climate adaptation projects, among other uses. EIFDs do not increase property taxes, as they cannot pull property taxes from school districts
8.4.4 CITY OF BURBANK COMMUNITY DEVELOPMENT
D
EPARTMENT
The Community Development Department is made up of five divisions: Administration; Building & Safety; Housing & Economic Development; Planning; and Transportation Planning. The Burbank Housing Authority administers the City’s Section 8 rental assistance program and former Redevelopment Agency housing assets. The Burbank Housing Authority and federal housing grants functions are all staffed within the Community Development Department, facilitating coordination among these agencies.
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Appendices
Appendix A: Goals and Policies of Relevant Plans
Appendix B: Real Estate Market Study
Appendix C: Traffic Study
Appendix D: Parking Study
Appendix E: Bicycle Infrastructure Plans
Appendix F: Sidewalk Design Standards
Admin Draft Note:
Appendices are being
finalized and will be released
with the Final Draft
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APPENDIX A: GOALS
AND POLICIES OF
RELEVANT PLANS
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APPENDIX B: REAL
ESTATE MARKET
STUDY
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APPENDIX C:
TRAFFIC STUDY
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APPENDIX D:
PARKING STUDY
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A-10
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APPENDIX E:
PROPOSED BICYCLE
FACILITIES CROSS
SECTIONS
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APPENDIX F:
SIDEWALK DESIGN
STANDARDS
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