112123 CED Rail District Plan Update Original Draft Rail District Specific Plan — City Council - Successor Agency

RAIL DISTRICT
SPECIFIC PLAN | FEBRUARY 28, 2021

ADMINISTRATIVE DRAFT

CITY OF FULLERTON

ADMINISTRATIVE DRAFT

Conceptual Land Use and Infrastructure Improvement Plan and Strategies for Future Land Use Development and Neighborhood Development Standards

February 28, 2021

ADMINISTRATIVE DRAFT

ACKNOWLEDGEMENTS

City Council
Bruce Whitaker
Mayor
Nick Dunlap
Mayor Pro Tem
Jesus Silva
Council Member
Fred Jung
Council Member
Ahmad Zahra
Council Member
Planning Commission
Wayne Carvalho
Commissioner
Elizabeth Hansburg
Commissioner
Jose Trinidad C Castaneda III
Commissioner
Chris Thompson
Commissioner
Douglas Cox
Commissioner

Staff
Matt Foulkes
Director, Community and Economic Development
Heather Allen
Planning Manager
Maribeth Tinio
Senior Planner
Southern California Association of Governments (“SCAG”) Consultant Team
JKA
Anshu Darbari, Urban Designer
Ariel Brenner, Urban Designer
John Kaliski, Principal
Wenchong Lai, Project Manager
Economic Planning Systems
Jason Moody, Managing Principal
Julie Cooper, Vice President
Kimley-Horn
Devin Ciriaco, Senior Transportation Analyst
MyThu Lam, Engineer
Patrick Wong, Senior Project Manager
Arellano Associates
Jason Jackson, Senior Project Coordinator
Stacy Falcioni, Project Manager
Stephanie Espinoza, Project Coordinator

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1.0. RAIL DISTRICT SPECIFIC PLAN OVERVIEW

Section 1.0 Rail District Specific Plan Overview
a. Introduction
b. Setting and Plan Context
c. What is a Specific Plan?
d. General Plan Consistency
Section 1.1 Vision
a. RDSP Vision
b. Three Designated Districts
c. The Vision Block by Block
Section 1.2 Policy Objectives
a. Land Use Objectives
b. Standards and Guidelines Objectives
c. Mobility and Infrastructure Objectives
Section 1.3 Guiding Principles

Section 1.0.a. Rail District Specific Plan Overview

The Rail District Specific Plan provides a framework, long-term vision, and strategy to guide public and private design and development in the Rail District area.

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1.0.b. SETTING AND PLAN CONTEXT

Proximate to Fullerton’s Downtown, the Fullerton Rail District is a 35-acre site with a mix of private and public land wholly located within a mile of the Fullerton Transportation Center. The area is bounded by the Union Pacific Railroad (UPRR) tracks running parallel and north of Walnut Avenue, with Truslow Avenue and Valencia Drive to the south, Harbor Boulevard to the east, and Olson Homes and Liberty Walk (Valencia & Woods) to the west. Low-scale residential streets, the Richman Neighborhood, adjoins the Rail District to the south. For more detailed information about the project setting and existing conditions, see Appendix A of this Plan.

Figure 1-X: Rail District Specific Plan Area

1.0.c. WHAT IS A SPECIFIC PLAN?

1.0.d. GENERAL PLAN CONSISTENCY

In the State of California, a Specific Plan is one tool for implementing the goals and policies of a city’s General Plan through the development of policies, programs, and regulations for a localized area. Specific Plans are put in place to ensure that the unique characteristics and opportunities of a district, that cannot be regulated through a city’s general ordinance or city- wide zoning, are realized. A Specific Plan establishes a link between the implementing policies of a General Plan and the individual development proposals in a defined area within a city.

The Rail District Specific Plan has a direct relationship to the City of Fullerton General Plan, The Fullerton Plan. This plan provides a citywide approach to planning for future development by identifying goals, objectives, and policies for the city. The land use and development vision and standards of the Rail District Specific Plan are compatible with the goals, policies, and general pattern of land uses contained in Fullerton’s General Plan. For more information about consistency with The Fullerton Plan, see Guiding Principle A of this Chapter.

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1.1.a. RDSP VISION

The Fullerton Rail District Specific Plan fosters the transformation of an industrial district into a new residential and commercial in-town community. Reusing a rail right-of-way as a central organizing spine for shared outdoor activities, the District is a walkable precinct linking Downtown Fullerton and the City’s Transportation Center with the Richman neighborhood. The District’s new projects and open space are related to the scale and character of Richman, include transit-related housing over mixed commercial and local-serving uses, promote conservation of landmark industrial buildings, and realize opportunities and activities for existing and new residents.

Figure 1-X: Rail District Specific Plan Area Projected Condition

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1.1.b. THREE DESIGNATED DISTRICTS

The RDSP establishes three (3) subdistricts that foster residential, mixed-use, and commercials land uses. Each district is further informed by form and intensity, as well as design standards and guidelines to ensure a fit with the local Richman Neighborhood context. As of the adoption of this Plan, existing industrial and auto- oriented uses are “grandfathered” until discontinued, per the requirements of Chapter 15.64 of the Fullerton Municipal Code.

Figure 1-X: District Designations

RAIL DISTRICT NEIGHBORHOOD (RD-N) RAIL DISTRICT VILLAGE (RD-V) RAIL DISTRICT PASSAGE (RD-P) The Rail District Neighborhood (RD -N) designation and
area, indicated in yellow in Figure 1 -X, identifies a lower scale district with two- and three-story residential uses as well as smaller scale commercial uses in the form
of live/work units or stand-alone small businesses. In
order to respect the scale and cha racter of the
abutting single-family Richman Neighborhood to the
south, this district allows three (3) stories and thirty - four (34) feet of height.*
With a three (3) story and forty-four (44) foot height limit*, the Rail District Village (RD-V) designation and area builds upon its adjacency to Union Pacific Park and the old Union Pacific Right-of-Way side track. A number of impending
City-initiated improvement projec ts on public parcels in this district, as well as the presence of the historic Elephant Packing House, supports higher intensity commercial and mixed-use projects.

The Rail District Passage (RD -P) designation and area to the north of the Union Pacific Ri ght-of-Way, overlooking the active Metrolink and Amtrak railroad right-of-way, supports the highest intensity of use in the Rail District, with five (5) stories and fifty-nine (59) feet of height.* Residential, mixed commercial, and ground floor retail uses provide for activity along the Union Pacific Right -of-Way even as the taller structures are buffered from the view of the community by the lower structures between the Union Pacific Right -of-Way, Truslow Avenue and Valencia Drive.

* State of California affordable housing bonuses allow additional stories.

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HIGHLAND AVE

RICHMAN AVE

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WALNUT AVE

UNION PACIFIC TRAIL

UNION PACIFIC PASSAGE
N
0 250 500 750 1,000125
Feet
Data Source
City of Fullerton, JKA
LEGEND
Transit-Oriented Passage (RDSP-TOP) District
RDSP Zoning District Classifications
Transit-Oriented Village (RDSP-TOV) District
Transit-Oriented Neighborhood (RDSP-TON) District
RDSP Area Boundary
Railroad
Distance From Transit
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1.1.b. THE VISION BLOCK BY BLOCK

Utilizing the RD-N, RD-V, and RD-P designations, each of the existing three superblocks that make up the RDSP area will evolve with a variety of different mixes of old and new structures and uses, and lower and higher heights. All three blocks are linked by a central spine that existing and future structures open onto, the “UP Trail and Passage”. This Section provides an illustrative snapshot of the future District from east to west.

Figure 1-X: Rail District Specific Plan Area Illustrative Concept Plan

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Block 1: Harbor Boulevard to Highland Avenue

Block 1, home to a revitalized and conserved National Register of Historic Places Elephant Packing House, as well as a City- sponsored Union Pacific Park and Renewable Farms project, is a short walk from the Fullerton Transit Center and has clear potential for a catalytic mix of residential and neighborhood- serving commercial uses and activity. The City of Fullerton owns several parcels in this area, including Union Pacific Park on the southeastern portion of the block and most importantly the Union Pacific Right-of-Way running east to west through the center of the block. By fostering open space
improvements and providing a link that connects the UP Trail for pedestrians and bicyclists on this block, the City and the standards and guidelines of this Plan will incentivize private development on surrounding parcels. The Trail and Passage will provide the surrounding existing neighborhood with new open space linkages and gathering areas and have the
potential to attract a broader community with retail,
restaurant, or marketplace uses in the older structures. The transformation of these sites will attract new housing that is proximate to transit. The standards of this Plan calibrate outcomes on this block to provide for additional residents and affordable housing that steps down in height to meet the lower scale of the Richman Neighborhood across Truslow
Avenue to the south.

Figure 1-X: Illustrative Buildout from Harbor to Highland

Figure 1-X: Concept Plan from Harbor to Highland

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Block 2: Highland Avenue to Richman Avenue

With plans for the Union Pacific Trail on this block under development (see Guiding Principle C of this Section for more information), Block 2 will primarily support residential uses that overlook and interact with the proposed pedestrian and bicycle greenway. Standards call for projects to provide entries and accessibility oriented to both the central UP Trail as well as Truslow Avenue. Like Block 1, this portion of the District between Truslow Avenue and the UP Trail steps down to a lower-scale to better transition to the existing single- family scale of the Richman neighborhood to the south. As with Block 1, between Harbor Boulevard and Highland Avenue, higher residential intensities are realized on the north of the Trail, again introducing transit-oriented housing while providing opportunities to provide inclusionary bonus units that serve the larger community. As illustrated in Figure 1-X and Figure 1-X, new residential construction coexists
alongside existing facilities that have grandfathered uses.

Figure 1-X: Illustrative Build-Out from Highland to Richman

Figure 1-X: Concept Plan from Highland to Richman

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Block 3: Richman Avenue to Western Project Boundary

Block 3, furthest from the Fullerton Transit Center, includes a mix of smaller scale residential and commercial uses. The portion of the block to the south of the Union Pacific Trail, which is bounded on the south and west by a mix of single- family homes and low-density multi-family developments, will incorporate a similar scale of residential uses but may include live/work opportunities and shop keeper units as well as small-scale commercial uses. To the north of the Trail exist opportunities for higher-density residential development that overlook the Trail as well as the Union Pacific Railroad.

Figure 1-X: Illustrative Build-Out from Richman to Western Project Boundary

Figure 1-X: Concept Plan from Richman to Western Project Boundary

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1.2. POLICY OBJECTIVES

The following policy objectives are broad policy statements that guide decision-making around the use of land, transportation, infrastructure, and development as well as the design standards and guidelines of this Plan. Each policy objective is labeled with a number that corresponds with the Chapter in this Specific Plan that addresses it.

1.2.a. LAND USE OBJECTIVES (see also Chapter 2)

2.1. Encourage the development of mixed residential and commercial land uses compatible with surrounding residential neighborhoods, adjacency to Downtown Fullerton, proximity to the Fullerton Transit Center, and connectivity to the Union Pacific Trail that links the Rail District to the Transit Center.

2.2. Encourage a block-by-block mix of uses with enhanced commercial opportunities proximate to historic landmarks as well as neighborhood-oriented residential, live/work, retail, and similar uses adjoining the residential communities to the south.

2.3. Limit non-supportive land uses that are incompatible with the evolution of the Rail District from an industrial zone to a walkable, mixed residential, and commercial district.

1.2.b. STANDARDS AND GUIDELINES OBJECTIVES (see also Chapter 3)

3.1. Establish distinct districts that differentiate between the smaller-scale character of the southern portion of the District, adjacent to the Richman Neighborhood, and the medium- to high-intensity potential of the northern area overlooking the Union Pacific Railroad tracks.

3.2. Provide flexible standards that allow for a mix of low- to medium-intensity development that fits the scale of the local community and is responsive to transit proximity, while providing opportunities for additional area and height allowances when affordable housing is provided.

3.3. Encourage reuse and preservation of historic sites and buildings that contribute positively to the area’s character.

3.4. Establish parking allowances that address District and area needs and are adjusted in relation to transit proximity in order to incentivize new residential and mixed-use construction by lowering the costs associated with parking.

3.5. Create active frontages along key public rights-of-way including Truslow Avenue, Valencia Avenue, and the Union Pacific Trail to enhance the experience of pedestrians and bicyclists and promote open space use fronted by active ground floor and small-scale retail opportunities.

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3.6. Utilize building types that are compatible with the Vision and Objectives of the Rail District through use of design guidelines.

3.7. Encourage the use and design of additional open space linkages that connect the adjoining residential communities to the open spaces and trail system of the Rail District.

1.2.c. MOBILITY AND INFRASTRUCTURE OBJECTIVES (see also Chapter 4)

4.1. Complete the east to west Union Pacific Trail that runs through the Rail District with pedestrian, bicycle, and landscape improvements to realize a linear and active open space that connects the Rail District and adjoining communities to Union Pacific Park, Independence Park, the Fullerton Transit Center and Downtown Fullerton.

4.2. Along the Union Pacific Trail between Highland Avenue to the west and Harbor Boulevard to the east, establish a shared, flexible, and landscaped public passage that safely mixes pedestrian, bicycle, controlled and slow vehicle movements, and curbside parking. This passage shall be designed as a destination open space that can accommodate the everyday needs of District and adjoining residents as well as community-oriented events such farmers markets, fairs, and locally based festivals.

4.3. Enhance the safety of streets and sidewalks within and adjoining the Rail District through safety improvements including provision of accessible and tree-lined sidewalks, enhanced crosswalks at intersections and mid-block crossings, and protected pedestrian and bicycle crossings along the Union Pacific Trail and Passage.

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1.3. GUIDING PRINCIPLES
The following principles shape the standards and guidelines of this Plan.

A. Encourage new residential and mixed-use
development opportunities and
improvements in infrastructure, bicycle,
and pedestrian facilities that are in
compliance with The Fullerton General
Plan Vision and objectives for the area.

The eastern portion of the Rail District is
located in the Harbor Gateway Focus Area,
described in The Fullerton Plan and in
Appendix A of this Document. The Rail
District Specific Plan builds upon The
Fullerton Plan’s goal that this area act as a
gateway to Downtown Fullerton and its
Civic and Transportation Centers by
incorporating residential, commercial, and
mixed uses with a gradation of densities
that respects the scale of surrounding
residential and historical projects.

Circulation, transportation, and
infrastructure plans described in Chapter 3
and Chapter 4 of this Plan consider existing
right-of-way and infrastructure conditions
as well as proposed improvements
described by The Fullerton Plan and The
Fullerton Bicycle Master Plan. The Union
Pacific Right-of-Way, which runs through
the core of the Rail District, implements the
“Greenbelt Concept” in The Fullerton Plan.

Figure 1-X: Focus Areas (per The Fullerton Plan) in relationship to the Rail District

Figure 1-X: Existing Bus Routes and Existing and Proposed Bicycle Facilities (per the Fullerton Bicycle Master Plan)

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B. Encourage housing and mixed uses as well
as residential and mixed-use building
types that contribute to an in-town
community character which builds upon
proximity to the Fullerton Transit Center
while fitting the immediate and lower scale
neighborhood context.

The Rail District presents opportunities to
incorporate a significant amount of new
housing and active uses that are proximate
not only to Fullerton’s Downtown District
and Transportation Center across the
railroad tracks, but also to the Union Pacific
Right-of-Way, the Historic Elephant Packing
House, and Union Pacific Park, all located
within the District itself.

The Plan also allows for, and encourages,
neighborhood-serving commercial and
retail uses operating alongside industrial
buildings repurposed for new uses. The
combination will contribute to the everyday
vitality of shared public spaces – including
the Union Pacific Right-of-Way – by
incorporating active street frontages that
may include live/work developments or
ground-floor retail under overlooking
residences.

The building types illustrated on this page
are supported by the development
standards and design guidelines further
outlined in Chapter 3.

Figure 1-X: Quadplex Home Figure 1-X: Duplex Home

Figure 1-X: Townhouse Home Figure 1-X: Townhouse Home Figure 1-X: Tuck Under Apartment

Figure 1-X: Multiplex Figure 1-X: Multiplex Figure 1-X: Multiplex

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C. Improve the Union Pacific Right-of-Way for
east-to-west connectivity to the Downtown and
City.

The Union Pacific Right-of-Way runs from east
to west through the middle of the Rail District
and is owned by the City of Fullerton. The 2012
Fullerton Bicycle Master Plan designates the
portion of the Right-of-Way from Highland
Avenue through Harbor Boulevard towards the
Transportation Center as a Multi-Purpose Path;
the pathway has never been completed. The
Plan’s proposed bikeway improvements would
see the entirety of the Rail District’s Right-of-
Way connected and transformed into a Class I
Bike Path and pedestrian walk that would
continue east, west, then north, linking other
areas of the City to the Rail District as well as
the Fullerton Transportation Center.

This Plan offers two visions for separate
portions of the Right-of-Way that run through
the Rail District. These are the Union Pacific
Trail, located between Highland Avenue and the
western boundary of the District (see C.1
below), and the Passage, located between
Highland Avenue and Harbor Boulevard (see
C.2 below).

Figure 1-X: Union Pacific Right-of-Way Concept

Figure 1-X: Union Pacific Trail Concept from Highland to Western Project Boundary

C.1 Union Pacific Trail: Highland Avenue to the
Western Project Boundary

The City of Fullerton has acquired a grant to
develop the portion of the Union Pacific Right-
of-Way westward from Highland Avenue into a
pedestrian and bicycle trail that incorporates
ample landscaping and prohibits automobiles.

Extending the Union Pacific Trail
Grant-Funded
Union Pacific
Trail
Union Pacific
Passage

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C.2 The Passage: Harbor Boulevard to Highland
Avenue

The RDSP envisions the portion of the Union
Pacific Right-of-Way located between Harbor
Boulevard and Highland Avenue as an
extension of the Union Pacific Trail,
incorporating bicycle and pedestrian facilities.

This portion of the Trail would also
accommodate light vehicular usage with the
primary purpose of facilitating parking that
accommodates commercial uses in the area,
such as at the Elephant Packing House. The
Passage will be designed so that it can be
closed to vehicle traffic and accommodate
special events and outdoor activities.

Figure 1-X: Illustrative Section through the Elephant Packing House and Passage

Figure 1-X: Concept for passage accommodating pedestrians, bicyclists, and controlled vehicular movement as seen to the north of the Elephant Packing House.

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D. Relate new projects to the existing
surroundings including the Richman
Neighborhood south of the Project Area.

Constrained to a base height maximum of
three (3) stories, the scale of buildings along
the southern edge of the Rail District fronting
the Richman Neighborhood will respect this
community’s existing residential character.

Taller buildings will be set back from the
neighborhood to overlook the UP Trail and
Passage to the south and the railroad tracks to
the north. As illustrated in Figure 1-X and
Figure 1-X, the taller buildings within the
northern portion of the District will generally
not be visible from existing homes on Truslow
Avenue. New active uses in the Rail District will
primarily open on to the UP Trail and Passage,
again ensuring that the existing neighborhood
character will be respected.

Figure 1-X: Gradual Height Transitions on Block between Highland and Richman

Figure 1-X: View of Low-Scale Residential Developments from Truslow Avenue

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E. Encourage building types that provide
increased housing, local commercial
opportunities, and pedestrian orientation
within the RDSP Plan area.

The RDSP encourages the development of a
range of lower and medium intensity building
types that fit into the area’s surroundings.

Many of these types can support local activity
with home businesses and ground floor retail.

The range of recommended types are
indicated in Figure 1-X, Figure 1-X, and Figure
1-X.

Figure 1-X: Examples of lower scale duplex, triplex, and quadplex residential types encouraged within the RD -N area.

Figure 1-X: Examples of townhouse, live-work, and tuck-under residential types, all allowed within the Rail District.

Figure 1-X: Examples of multiplex apartments and mixed-use structures allowed on the blocks north of the UP Trail and Passage.

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F. Create pedestrian-oriented streets, sidewalks,
and frontages along rights-of-way including
Truslow Avenue, Valencia Avenue, and the
central Union Pacific Trail and Passage.

Orienting building frontages, entrances, and
uses to Truslow Avenue, Valencia Avenue, and
the Union Pacific Trail and Passage with
appropriate building elements will enhance the
walkability and character of the District. The
Plan prescribes a range of frontage types that
best fit the transformation of the Rail District
from a vehicular oriented industrial district to a
walkable more transit-oriented precinct. Some
of these types are indicated in the images on
this page.

As new mixed-use buildings with residential
uses are realized, their occupancy will provide
a sense of oversight and enhanced security
along sidewalks and the UP Passage and Trail.

Figure 1-X: Projecting Porch Figure 1-X: Projecting Porch

Figure 1-X: Shopfronts

Figure 1-X: Landscape Buffers

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G. Improve neighborhood access, the pedestrian
experience, and the sense of human scale by
breaking up long blocks and bigger buildings
with north-to-south pathways.

To provide for an increasingly walkable area
linked to the surrounding community, this Plan
requires that larger projects introduce north-to-
south pathways that break up existing blocks,
allowing increased accessibility to the Union
Pacific Trail and Passage and associated open
space.

Figure 1-X: Proposed Rail District Pedestrian Pathways

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2.0. DEVELOPMENT STANDARDS AND GUIDELINES

Section 2.0 Land Use Overview
Section 2.1 Land Use Objectives
Section 2.2 Land Use Districts and Designations
a. RD-N: Rail District Neighborhood
b. RD-V: Rail District Village
c. RD-P: Rail District Passage
Section 2.3 Allowed Land Uses
a. Table 2-1: Allowed Land Uses

Section 2.0. Land Use Overview

The Chapter provides objectives, land use designations, and district-by-district land use allowances for the Rail District. Projects in the Rail District are required to meet these land use standards.

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2.1. LAND USE OBJECTIVES

The following land use objectives are broad policy statements that guide land use decision-making and the use of land in the Rail District.

1. Encourage the development of residential, mixed residential, and commercial land uses compatible with surrounding neighborhoods, adjacency to Downtown Fullerton, proximity to the Fullerton Transit Center, and connectivity to the Union Pacific Trail that links the Rail District to the Transit Center.

2. Encourage a block-by-block mix of uses that acknowledges enhanced commercial opportunities proximate to historic landmarks as well as neighborhood- oriented residential, live-work, retail, and similar uses adjoining the residential communities to the south.

3. Limit non-supportive land uses that are incompatible with the evolution of the Rail District from an industrial zone to a mixed residential and commercial district.

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2.2. LAND USE DISTRICTS AND DESIGNATIONS

RAIL DISTRICT NEIGHBORHOOD (RD-N) RAIL DISTRICT VILLAGE (RD-V) RAIL DISTRICT PASSAGE (RD-P)

Figure 2-X: District Designations

To ensure that the goals and objectives of this Specific Plan are realized in relationship to the use of land within the Rail District, this Plan establishes the following three zoning districts (see Figure 2-X).

• RD-N: Rail District Neighborhood
The RD-N designation provides for a mix of market rate and affordable residential, live/work, and commercial and retail uses that support residential neighborhood activities.

• RD-V: Rail District Village
The RD-V designation provides for a mix of retail, entertainment, office, commercial, market rate and affordable residential, and live/work uses that support the establishment of a mixed-use and walkable destination serving the community, the surrounding city, and the region.

• RD-P: Rail District Passage
The RD-P designation provides for a mix of market-rate and affordable residential, live/work, retail, and commercial uses that are sustained by proximity to transit resources, including the UP Trail and Passage linking the Rail District to the Fullerton Transit Center, while supporting the everyday vitality of the Rail District.
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2.3. ALLOWED LAND USES

Allowed land uses within each Specific Plan zoning District are noted in Table 2-X. Certain uses may be subject to special conditions regarding the location, operation, design, or special permitting requirements. With submittal of an application to the Fullerton Community and Economic development Planning Division, a determination shall be made as to whether the proposed use is allowed, conditionally allowed, prohibited, or allowed as a temporary or accessory use to an allowed use. Any use not specifically listed in Table 2-X shall be interpreted as not allowed in the Rail District.

• “Y” indicates a use allowed without discretion and subject to all applicable provisions of this Specific Plan. • “MSP” indicates a discretionary use subject to a Minor Site Plan (MSP) approval in accordance with Zoning Code Chapter 15.47. • “CUP” indicates a discretionary use subject to a Conditional Use Permit approval in accordance with Zoning Code Chapter 15.17.030 S. • “-“ indicates a use that is prohibited.

The list of uses noted in Table 2-X does not address every existing, potential, or future use. Uses not listed in table 2-X, unless determined by the Community and Economic Development Director or their designee to be substantially similar to a listed use, are not permitted. For non-conforming standards, see Section 2.4 below.

TABLE 2-1: ALLOWED LAND USES

LAND USES RD-N = Rail District Neighborhood District
RD-V = Rail District Village District
RD-P = Rail District Passage District
Y = Permitted By Right
MSP = Discretionary Minor Site Plan Approval Required
CUP = Discretionary Conditional Use Permit Approval Required “-“ = Not Allowed
Residential Uses RD-N RD-V RD-P Notes
Single-family unit Y Y N
Two-family unit Y Y N
Live-work unit Y Y Y Includes a minimum 225 SF per unit for independent work uses with each dwelling unit. The work component may be separate from the live component.

Manager or caretaker unit Y Y Y
Multiple family units Y Y Y
Manufactured Housing MSP MSP MSP with the approval of a Minor Site Plan (MSP) in accordance with Zoning Code Chapter 15.47 Mobile Homes - - -
Dormitory - - MSP w/ the approval of a Minor Site Plan (MSP). See 15.47 ADU & JADU Y Y Y See 15.17.100
Sorority and Fraternity N N N
Supportive Housing Y Y Y
Transitional Housing Y Y Y

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Residential Care
Facilities RD-N RD-V RD-P Notes
Large Group Home Y Y Y
Large Residential Care
Facility for the Elderly
(more than six persons)
Y Y Y
Retirement Complex,
Type I: Independent
Detached Cluster Units
- - -
Retirement Complex,
Type II: Independent
Detached Cluster Units
- - -
Retirement Complex,
Type III: Congregate Low-
rise Multi-unit
Y - - subject to FMC 15.55.030 H
Retirement Complex,
Type IV: Congregate Low-
rise Retirement Hotel
- - -
Retirement Complex,
Type V: Congregate
Mid/Highrise Multi-unit
- - Y subject to FMC 15.55.030 H
Retirement Complex,
Type VI Congregate
Mid/Highrise Retirement
Hotel
- - Y subject to FMC 15.55.030 H
Single room occupancy
(SRO) residential hotel
subject to FMC 15.30.080
Small Group Home (six or
fewer persons)
Y - -
Small Residential Care
Facility for the Elderly (six
or fewer persons)
Y - -
Child-Care Facilities RD-N RD-V RD-P NOTES
Small Family Child-Care
Home
Y - - eight or fewer children
Large Family Child-Care
Home
- - - nine to fourteen children
Child-Care Center - Y Y fifteen or more children
Accessory Buildings and
Structures
Y Y Y See 15.17.030 I
Domestic Animals - - - see 15.17.030 J
Kennel, Noncommercial - - -
Livestock and other
Animals
- - -
Garage Sales Y Y - see 15.17.030 L
Beekeeping - CUP - see 15.17.030 S
RAIL DISTRICT SPECIFIC PLAN Chapter 2 LAND USE

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Commercial Uses RD-N RD-V RD-P Notes
Adult use - - -
Agriculture - CUP -
Animal Hospital - - -
Automotive (including
automobile “single or
multiple car display”
dealer, boat, motorcycle,
trailer and equipment)
sales
- - -
Automotive parts,
including installation
- - -
Automotive service
station
- - -
Automotive wholesaler or
broker with no car display
- - -
Bar, including Tavern and
Cocktail Lounge
- Y Y subject to FMC 15.31
Bed and Breakfast Inn Y Y - see 15.55.030.A
Boarding and Lodging
House
- Y Y
Car rental agency - - -
Car wash - - -
Caretaker’s unit - Y Y
Cemetery - - -
Club or lodge, without
living quarters
- Y Y
Club or lodge, with living
quarters
- Y Y
Commercial
Telecommunication
Facility
- - -
Commercial Stable - - -
Copy shop, retail - Y Y
Copy shop, industrial - - -
Dwelling units, as part of
a mixed-use development
Y Y Y
Emergency shelter for
homeless
- - Y subject to FMC 15.42
Financial Institution - Y Y with the exception of automatic teller machines (ATMs) and secured spaces for ATMs ≤ 300 SF in size Fitness facility, small Y Y Y
Fitness facility - Y Y ≤ 10,000 SF in size
Fortuneteller - Y N
RAIL DISTRICT SPECIFIC PLAN Chapter 2 LAND USE

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Furniture refinishing shop - Y Y
Furniture upholstery shop - Y Y
Health facility (24-hour
care)
- - Y ≤ 5,000 SF
Heliport - - -
Home Business Y Y Y see 15.17.030 M
Home improvement
center, hardware store
- Y Y ≤ 5,000 SF
Hotel - - -
Human service agency - Y Y
Interior designer office
including showroom and
sales
Y – office
only
Y Y showroom and sales ≤ 5,000 SF
Internet or Cyber Café,
including computer
lounge or internet arcade
Y ≤ 1,500
SF
Y Y subject to FMC 15.30.040 H
Junk dealer and junk
collector
- - -
Karaoke bar or nightclub - Y Y subject to FMC 15.31 and ≤ 7,500 SF Manufacturing,
processing, assembling
of materials and products
along with offices and
storage incidental thereto
as well as sales and
repairs of products
manufactured and
materials directly related
thereto
- - -
Makerspace with low
impact production and
retail uses
- Y Y ≤ 7,500 SF in size
Massage establishment - Y Y subject to FMC 3.54
Micro-Brewery - Y Y ≤ 5,000 SF
Mortuary - - -
Motel - - -
Multi-service center for
homeless
- Y Y subject to FMC 15.42
Nursery - CUP -
Office, general - Y Y
Office, medical - - -
Parking lot exclusive of
parking structure
Y Y Y
RAIL DISTRICT SPECIFIC PLAN Chapter 2 LAND USE

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Parking Structure - N Y
Pawnshop - Y Y
Personal services
facilities (includes
barbershops, beauty
shops, etc.

Y ≤ 1,500
SF
Y Y see X.X.X for limitations in TON area
Pharmacy - Y Y
Poolroom - Y Y see 3.54 and ≤ 7,500 SF
Private Parking Area Y Y Y
Public amusement room - Y Y see 3.54 and ≤ 7,500 SF
Recording studio Y ≤ 1,500
SF
Y Y
Rented Room - Y Y see 15.17.030
Reception hall, banquet
facility, dance hall or
related use
- Y Y ≤ 10,000 SF in size and subject to FMC 15.31
Recreation, commercial - Y Y
Recycling facility - N N
Religious Institution - Y Y Subject to 15.55.030 D
Restaurant, without on-
site alcohol sales and
entertainment
- Y Y
Restaurant, with on-site
alcohol sales and
entertainment
- Y Y subject to FMC 15.31
Retail and service uses Y ≤ 1,500
SF ea. retail
and/or
service use
Y Y see X.X.X for limitations in TON area
Rubbish collector - - -
Satellite dish antennae - - -
School - CUP CUP
School, private CUP CUP CUP
School, trade/vocational - Y Y ≤ 10,000 SF
Special Event - Y Y see 15.55.020 D and 15.58
Storage facility - - -
Storage, self-service - - -
Studio Y ≤ 1,500
SF
Y Y
Swimming pools, sales
and service
- - -
Tattoo parlor Y ≤ 1,500
SF
Y Y subject to 15.55.020
RAIL DISTRICT SPECIFIC PLAN Chapter 2 LAND USE

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Temporary Commercial
Use
- Y Y see 15.55.020 D and E
Theater, live and music,
excluding drive-in
theaters and adult uses
- Y Y ≤ 10,000 SF
Tutoring Center Y ≤ 1,500
SF
Y Y See X.X.X for limitations in TON area
Wholesale uses - - - See FMC Section 15.30.040
Other Uses RD-N RD-V RD-P
Agriculture - CUP - see 15.55.020 A
Religious Institutions - CUP CUP see 15.55.030 E
Cannabis Cultivation - - -
Communication Facility,
Noncommercial
- - - with the exception of roof-mounted dish antenna measuring 18” or less not visible from the public right of way Community/Social
Service Facility
Y ≤ 2,500
SF
Y Y subject to FMC 15.55.030 D
Convenience Shops Y ≤ 1,500
SF
Y Y
Electric Distribution
Substation
- - -
Golf Course - - -
Marijuana Related Use
and/or Activity
- - -
Parking and/or Storage of
Residents Recreational
Vehicles
- - -
Recreational Area,
Lighted
- Y Y

2.4. NON-CONFORMING USES

To discourage the continuation of nonconforming properties where they adversely affect the intent and purpose of this Specific Plan, non-conforming land uses shall be subject to the provisions of Chapter 15.64 of the Zoning Code and shall be limited with regard to their enlargement, extension, reestablishment after abandonment, and their alteration or restoration after partial or complete destruction.

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3.0. DEVELOPMENT STANDARDS AND GUIDELINES

Section 3.0 Development Standards and Guidelines Overview a. Standards and Guidelines Objectives
Section 3.1 District and Form
a. Districts
b. District Base Height Standards
c. District Form Standards
i. Rail District Neighborhood (RD-N)
ii. Rail District Village (RD-V)
iii. Rail District Passage (RD-P)
Section 3.2 Standards
a. Parking Standards
i. Parking Districts and Standards
ii. Parking Design Standards
b. Frontage Standards
i. Primary and Secondary Frontages
ii. Frontage Types
c. Unit Size Standards
d. Adaptive Reuse Standards
e. Landscape Standards
f. Residential Density Bonus
Section 3.3 Guidelines
a. Building Types
b. Passageways

Section 3.0. Development Standards and Guidelines Overview

This Chapter includes design and development standards and guidelines for projects within the Rail District. This Chapter is broken down into three (3) Sections: 3.1 District and Form, 3.2 Standards, and 3.3 Guidelines.

Section 3.1: District and Form describes the three (3) types of development intensities and forms permitted, from a low-scale neighborhood district to a medium-intensity zone with mixed-use buildings.

Section 3.2: Standards includes frontage and development standards that are applicable to the entirety of the Rail District. An application for new development shall meet both the standards for the particular District described in Section 3.1, and the District-wide standards described in Section 3.2.

Section 3.3: Guidelines provides additional character and setting parameters for preferred building types and the design of buildings and open spaces in the Rail District. While guidelines are voluntary, adherence to them will realize new development and amenity improvements that forward the RDSP Vision.

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3.0.a. STANDARDS AND GUIDELINES OBJECTIVES

The following standards and guidelines objectives are broad policy statements that guide decision-making and the development and use of standards and guidelines in the Rail District.

1. Establish Neighborhood, Village, and Passage Districts that differentiate between the smaller-scale character of those portions of the District adjacent to the Richman Neighborhood, and the medium- to high-intensity potential of the northerly area overlooking the Union Pacific Railroad tracks.

2. Provide flexible standards that allow for a mix of low- to medium-intensity development that is responsive to transit proximity and provides opportunities for additional area and height allowances when affordable housing is utilized.

3. Encourage reuse and preservation of historic sites and buildings that contribute to the area’s visual, functional, commercial, and environmental character.

4. Establish parking standards that address District and area needs and are adjusted in relation to transit proximity in order to incentivize new residential and mixed-use construction by lowering costs associated with parking.

5. Create active frontages along key public rights-of-way including Truslow Avenue, Valencia Avenue, and the Union Pacific Trail and Passage to enhance the experience of pedestrians and bicyclists and promote a full range of commercial retail opportunities along this open space resource.

6. Identify preferred building types that are compatible with the Vision and Objectives of the Rail District through use of voluntary design guidelines.

7. To enhance access from the Richman Neighborhood to the Rail District’s open spaces – the UP Trail and Passageway and Union Pacific Park – provide pedestrian passageways, paseos, and pathways that promote north-to-south connectivity between the residential communities to the south of the rail District and the District’s open space resources.

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3.1. DISTRICT AND FORM

[1 DISTRICT AND FORM] – [2 STANDARDS] – [3 GUILDELINES] Section 3.0 Development Standards and Guidelines Overview a. Standards and Guidelines Objectives
Section 3.1 District and Form
a. Districts
b. District Base Height Standards
c. District Form Standards
i. Rail District Neighborhood (RD-N)
ii. Rail District Village (RD-V)
iii. Rail District Passage (RD-P)
Section 3.2 Standards
a. Parking Standards
i. Parking Districts and Standards
ii. Parking Design Standards
b. Frontage Standards
i. Primary and Secondary Frontages
ii. Frontage Types
c. Unit Size Standards
d. Adaptive Reuse Standards
e. Landscape Standards
f. Residential Density Bonus
Section 3.3 Guidelines
a. Building Types
b. Passageways

Section Overview

This Section describes the three (3) Districts within the RDSP Plan Area. Applicants shall identify the District Designation of their site (see Figure 3-1) and meet all of the associated district and form standards.

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3.1.a. DISTRICTS [1 DISTRICT AND FORM] – [2 STANDARDS] – [3 GUILDELINES]

Figure 3-1: District Designations

RAIL DISTRICT NEIGHBORHOOD (RD-N) RAIL DISTRICT VILLAGE (RD-V) RAIL DISTRICT PASSAGE (RD-P) The Rail District Neighborhood designation (RD -N)
establishes a low-scale precinct where two - and
three-story structures fit in with the one - and two-
story residences of the Richman Neighborhood to
the south.

This district provides for a mix of lower -scale
residential buildings including attached and
detached single-family homes, duplexes, triplexes,
quadplexes, townhomes (both residential and
live/work) as well as garden and walk- up
apartments.

The Rail District Village designation (RD -V) fosters the development of a low- to medium-scale, typically two- and- three-story townscape with buildings that mix residential and commercial uses. Structures are oriented towards
both Truslow Avenue, as well as the Union Pacific Passage.

New buildings transition between the lower scale of the Richman Neighborhood and the greater intensity of the Rail District Passage to the north.

This District also includes the historic Elephant Packing House and other older packing houses and industrial
structures, which may be retained and conserved. The
standards of this district also support a variety of building types, including attached and detached single -family
homes, live/work and shopkeeper units, mixed -use
buildings, and commercial buildings.

Located along the northern edge of the Rail District
and overlooking the Union P acific Passage and Trail,
the Rail District Passage designation (RD -P) provides
for new medium-scale residential and mixed- use
structures, typically four and five stories in height.

The standards of this district accommodate residential
multiplexes with ground floor commercial liners,
live/work residences, and shopkeeper units. These
building types support the everyday mixing of walkers,
bicyclists, outdoor seating, and slow street usage that characterizes the District as a whole and links it to
Fullerton’s Transportation Center.
1/2 mile
1/2 mile
1/4 mile
1/4 mile
Property Ownership Map

WILLIAMSON AVE

VALENCIA DR

WEST AVE

HIGHLAND AVE

RICHMAN AVE

HARBOR BLVD

TRUSLOW AVE

WALNUT AVE

UNION PACIFIC TRAIL

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3.1.b. DISTRICT BASE HEIGHT STANDARDS [1 DISTRICT AND FORM] – [2 STANDARDS] – [3 GUILDELINES]

Figure 3-X: District Base Height Standards

RD-N: 3 STORIES / 34 FEET * RD-V: 3 STORIES / 44 FEET * RD-P: 5 STORIES / 59 FEET * This base height in the RD-N area is three (3)
stories and thirty-six (34) feet, providing for a
transition from the lower scales of the Richman
Neighborhood to the taller structures allowed
north of the Union Pacific Passage and Trail.

The base height in the RD-V area is three (3) stories and forty-four (44) feet, acknowledging opportunities for
more active commercial and retail development and
uses on this block. This base height, combined with the upper story setback standards described Section 3.1.c.ii, also fit with the Richman Neighborhood’s lower heights.

The RD-P area allows a base height of five (5)
stories and fifty-nine (59) feet. Views of taller
buildings from existing homes on Truslow Avenue
and Valencia Avenue will be buffered by the three
(3) story buildings located between these streets
and the Union Pacific Passage and Trail.

* A project may exceed the base heigh t if an affordable housing bonus is utilized (see Section 3.1.c and Section 3.2.e).

1/2 mile
1/2 mile
1/4 mile
1/4 mile
Property Ownership Map

WILLIAMSON AVE

VALENCIA DR

WEST AVE

HIGHLAND AVE

RICHMAN AVE

HARBOR BLVD

TRUSLOW AVE

WALNUT AVE
N
0 250 500 750 1,000125
Feet
Data Source
City of Fullerton, JKA
LEGEND
5 stories / 60 feet
RDSP Maximum Base Height Standards*
4 stories / 48 feet
RDSP Area Boundary
Railroad
Distance From Transit
3 stories / 36 feet
* A project may exceed the Base Height Maximum if an Affordable Housing Bonus is utilized.

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3.1.c.i. DISTRICT FORM STANDARDS:

RAIL DISTRICT NEIGHBORHOOD (RD-N)
Projects in the RD-N District shall adhere to the standards of this Subsection and Section 3.2. [1 DISTRICT AND FORM] – [2 STANDARDS] – [3 GUILDELINES] TABLE 3-1: RD-N FORM STANDARDS LOT

BUILDING FORM
A Lot Coverage (max.) 90%
B Base Height (max.) 3 stories / 34 ft. to highest point of roof plane, plus a max. 4 ft. parapet

Height, with Affordable Housing (max.) One additional story plus 11 ft. to a max. height of 45 ft. to highest point of the roof
plane, plus a max. 4 ft. parapet
C Setback, Primary Frontage (min.) 5 ft.

Setback, Secondary Frontage (min.) 5 ft.

D
Setback, Top Story, Primary Frontage (min.) 6 ft. min. setback from a primary build-to line, with the exception that a top story not
greater in area than 85% of the ground
level need not provide a top story setback.

E Setback, Interior Side (min.) 1 5 ft.

F Build-To, Primary Frontage 5 ft. – 10 ft.

Build-To, Secondary Frontage 5 ft. – 10 ft.

G Percentage of Ground Floor Façade in Build -
To Range (min.)
50%
H Façade Height at Build-To (min.) 1 story and 13 ft. min.

Open Space Required per Dwelling Unit N/A

PASSAGEWAY
Lot Width ≤ 150 ft. Not Required
Lot Width > 150 ft. and ≤ 300 ft. Min. 1 Passageway
Lot Width > 300 ft. Min. 1 Passageway plus min. 1
Passageway for each additional 300 ft. of
building frontage
Width of Passageway (min.) 5 ft.

Setback, Passageway (min.) 5 ft.

ORIENTATION

Transparency, Ground Floor and Upper
Stories Facing a Primary Frontage (min.) 35%
I Entrance, Primary Frontage Min. 1 entrance for each 150 ft.

Entrance, Secondary Frontage Not Required
1 Interior setbacks at multi-parcel projects or master planned projects with multiple parcels are only required at interior and street side outermost project property lines and boundaries.

Figure 3-X: RD-N Lot Standards

FORM

Figure 3-X: RD-N Form Standards
5’
90’100’
5’5’5’
5’5’
C
E
E
A

UNION PACIFIC TRAIL AND PASSAGE

LOCAL STREET
90% LOT COVERAGE10% OPEN SPACE
F
C
F

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3.1.c.ii. DISTRICT FORM STANDARDS:

RAIL DISTRICT VILLAGE (RD-V)
Projects in the RD-V District shall adhere to the standards of this Subsection and Section 3.2. [1 DISTRICT AND FORM] – [2 STANDARDS] – [3 GUILDELINES] TABLE 3-2: RD-V FORM STANDARDS LOT

BUILDING FORM
A Lot Coverage (max.) 90%
B Base Height (max.) 3 stories / 44 ft. to highest point of roof plane, plus a max. 4 ft. parapet

Height, with Affordable Housing (max.) One additional story and 11 ft. to a max. height of 55 ft. to highest point of roof
plane, plus a max. 4 ft. parapet.

C Setback, Primary Frontage (min.) 5 ft.

Setback, Secondary Frontage (min.) 5 ft.

D
Setback, Top Story, Primary Frontage (min.) 6 ft. min. setback from the primary build - to line, with the exception that a top story
not greater in area than 85% of the ground
level need not provide a top story setback.

E Setback, Interior Side (min.) 1 5 ft.

F Build-To, Primary Frontage 5 ft. – 10 ft.

Build-To, Secondary Frontage 5 ft. – 10 ft.

G Percentage of Ground Floor Façade in Build -
To Range (min.)
65%
H Façade Height at Build-To Line (min.) 1 story and 15’ ft.

Open Space Required per Dwelling Unit N/A

PASSAGEWAY
Lot Width ≤ 150 ft. Not Required
I Lot Width > 150 ft. and ≤ 300 ft. Min. 1 Passageway

Lot Width > 300 ft. Min. 1 Passageway plus min. 1
Passageway for each additional 300 ft. of
building frontage
J Width of Passageway (min.) 10 ft.

K Setback, Passageway (min.) 5 ft.

ORIENTATION

Transparency, Ground Floor and Upper
Stories Facing a Primary Frontage (min.) 35%
L Entrance, Primary Frontage Min. 1 entrance for each 150 ft.

Figure 3-X: RD-V Lot Standards

FORM

Figure 3-X: RD-V Form Standards

160’
95’
10’5’
80’
5’
5’5’
5’5’

UNION PACIFIC TRAIL AND PASSAGE

TRUSLOW AVENUE
A
E
C
F
C
F
J
K

PASSAGEWAY
I
90% LOT COVERAGE
10% OPEN SPACE

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3.1.c.iii. DISTRICT FORM STANDARDS:

RAIL DISTRICT PASSAGE (RD-P)
Projects in the RD-P District shall adhere to the standards of this Subsection and Section 3.2. [1 DISTRICT AND FORM] – [2 STANDARDS] – [3 GUILDELINES] TABLE 3-3: RD-P FORM STANDARDS LOT

BUILDING FORM
A Lot Coverage (max.) 90%
B Base Height (max.) 5 stories / 59 ft. to highest point of roof plane, plus a max. 4 ft. parapet

Height, with Affordable Housing (max.) Up to two (2) additional stories and 22 ft. to a max. height of 81 ft. to highest point of roof
plane, plus a max. 4 ft. parapet.

C Setback, Primary Frontage (min.) 5 ft.

D Setback, Secondary Frontage (min.) 5 ft.

E
Setback, Top Story, Primary Frontage (min.) 6 ft. min. setback from the primary build-to line, with the exception that a top story not greater in
area than 85% of the ground level need not
provide a top story setback.

F Setback, Interior Side (min.) 1 5 ft.

G Build-To, Primary Frontage 5 ft. – 10 ft.

H Build-To, Secondary Frontage 5 ft. – 10 ft.

I Percentage of Ground Floor Façade in Build -
To Range (min.)
65%
J Façade Height at Build-To Line (min.) 1 story and 15’ ft.

Open Space Required per Dwelling Unit N/A

PASSAGEWAY
Lot Width ≤ 150 ft. Not Required
Lot Width > 150 ft. and ≤ 300 ft. Min. 1 Passageway
K Lot Width > 300 ft. Min. 1 Passageway plus min. 1 Passageway for each additional 300 ft. of building frontage
L Width of Passageway (min.) 15 ft.

M Setback, Passageway (min.) 5 ft.

ORIENTATION

Transparency, Ground Floor and Upper
Stories Facing a Primary Frontage (min.) 35%
N Entrance, Primary Frontage Min. 1 entrance for each 300 ft.

Figure 3-X: RD-P Lot Standards

FORM

Figure 3-X: RD-P Form Standards

210’
140’
15’
140’
5’
5’
5’5’5’
5’
5’5’

UNION PACIFIC TRAIL AND PASSAGE

UNION PACIFIC RAILROAD

WALNUT AVENUE
A
90% LOT COVERAGE
10% OPEN
SPACE
A
90% LOT COVERAGE
10% OPEN
SPACE

PASSAGEWAY
CF
F
G
DH
K
MLM

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3.2. STANDARDS

Section Overview

This Section includes Development and Design Standards for all projects located within the Rail District. Applicants shall meet all of the Development and Design Standards listed in this Section, as well as the applicable District and Form Standards of Section 3.1.

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3.2.a.i. PARKING STANDARDS:

PARKING DISTRICTS AND STANDARDS
[1 DISTRICT AND FORM] – [2 STANDARDS] – [3 GUILDELINES] Projects shall provide parking per the requirements of this Section.

Figure 3-X: Parking Districts

PARKING DISTRICT 1 PARKING DISTRICT 2
Commercial, ≤ 10,000 SF Min. 4 spaces per every 1,000 SF Commercial, ≤ 10,000 SF No Requirement Commercial, > 10,000 SF Min. 4 spaces per every 1,000 SF Commercial, > 10,000 SF Min. 2 spaces per every 1,000 SF Residential Min. 1.5 space per dwelling unit Residential Min. 1 space per dwelling unit Residential, Single-Family,
Attached Single-Family,
Townhome and/or similar
Average min. 2 per dwelling unit
Residential, Single-Family,
Attached Single-Family,
Townhome and/or similar
Average min. 1 per dwelling unit
Residential Guest Parking 1 per required parking space Residential Guest Parking Not Required

Table 3-4: Parking Standards
Property Ownership Map

WILLIAMSON AVE

VALENCIA DR

WEST AVE

HIGHLAND AVE

RICHMAN AVE

HARBOR BLVD

TRUSLOW AVE

WALNUT AVE
1/2 mile
1/2 mile
1/4 mile
1/4 mile
N
0 250 500 750 1,000125
Feet
Data Source
City of Fullerton, JKA
LEGEND
RDSP Area Boundary
Parking District 1
RDSP Parking Districts
Railroad
Parking District 2
Distance From Transit
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3.2.a.ii. PARKING STANDARDS:

PARKING DESIGN STANDARDS

[1 DISTRICT AND FORM] – [2 STANDARDS] – [3 GUILDELINES]

1. With the exception of required residential guest parking in the RD-N area, surface parking for residential uses is prohibited.

2. Surface parking for new commercial structures is prohibited.

3. Existing surface parking areas that are improved, and new surface parking areas shall provide one (1) tree for every five parking spaces, evenly distributed throughout the surface parking area.

4. The ground floor of parking structures shall meet the Frontage requirements of Section 3.2.b.

5. The upper levels of parking structures shall be hidden from view by a habitable use or screened from view from the floor to the ceiling with the same materials, details, and architectural character as the habitable portions of the structure.

6. Stand-alone above-grade parking structures shall be no greater than 195’-0” in length along any elevation and meet the Frontage requirements of Section 3.2.b.

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3.2.b.i. FRONTAGE STANDARDS:

PRIMARY AND SECONDARY FRONTAGES
[1 DISTRICT AND FORM] – [2 STANDARDS] – [3 GUILDELINES]

Projects shall incorporate a frontage type per the requirements of this Section. Any portion of the primary frontage or secondary frontage of a project that is not developed with a frontage type shall be fully landscaped and irrigated per the open space and landscape requirements of Section 3.2.e.

Figure 3-X: Primary and Secondary Frontage Map

Property Ownership Map

WILLIAMSON AVE

VALENCIA DR

WEST AVE

HIGHLAND AVE

RICHMAN AVE

HARBOR BLVD

TRUSLOW AVE

WALNUT AVE
1/2 mile
1/2 mile
1/4 mile
1/4 mile
N
0 250 500 750 1,000125
Feet
Data Source
City of Fullerton, JKA
LEGEND
RDSP Area Boundary
Primary Frontage
RDSP Frontage Types
Railroad
Secondary Frontage
Distance From Transit
RAIL DISTRICT SPECIFIC PLAN Chapter 3 STANDARDS AND GUIDELINES

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[1 DISTRICT AND FORM] – [2 STANDARDS] – [3 GUILDELINES]

Table 3-X: Ground Level Required Frontage Types identifies Frontage Types permitted as Primary and Secondary Frontages in the RD-N, RD-V, and RD-P Districts.

TABLE 3-X: GROUND LEVEL REQUIRED FRONTAGE TYPES

RD-N RD-V RD-P
Frontage Type Primary Secondary Primary Secondary Primary Secondary Art and Craft1 - - P P P P
Garden Wall1 - P - P - P
Landscape Buffer2 P P P P P P
Porch, Projecting3 P P P P P P
Porch, Recessed3 P P P P P P
Shopfront4 P P P P P P
Stoop3 P P P P P P
Terrace1 P P P P P P

P – Permitted
1 When utilized, Frontage type shall be greater than or equal to sixty (60) percent of the provided façade at the Ground Level Build -To Area. 2 When utilized, Frontage type shall be greater than or equal to seventy (70) percent of the provided façade at the Ground Level Build -To Area. 3 When utilized, Frontage type shall be greater than or equal to thirty (30) percent of the provided façade at the Ground Level Build -To Area. 4 When utilized, Frontage type shall be greater than or equal to fifty (50) percent of the provided façade at the Ground Level Build -To Area and the terrace shall have a minimum depth of six (6) feet with a maximum three-foot and six-inches (3’-6”) enclosure wall facing a Primary or Secondary Frontage.

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3.2.b.ii. FRONTAGE STANDARDS:

FRONTAGE TYPES
[1 DISTRICT AND FORM] – [2 STANDARDS] – [3 GUILDELINES] Projects shall utilize one or more of the following frontage types at primary and secondary frontages.

ART AND CRAFT INSTALLATIONS GARDEN WALL

Figure 3-X: Art and Craft Installations Figure 3-X: Garden Walls

Art and Craft Installations are permanent building decoration installations integral to the architecture of a building and constituting a component of the ground level of a building. Art and Craft Installations shall not be defined as public art, shall be defined as integral building decoration, and shall be subject to the same requirements as building structures in regard to health, safety, welfare, and preservation. This Frontage type is subject to the requirements of Table 3-X.

A Garden Wall is a wall or fence with plantings facing the outside or public side of the wall or fence. Garden walls shall be planted with climbing vines and shall be built of materials that provide a minimum of fifty (50) percent transparency. This Frontage is additionally subject to the requirements of Table 3-X. The Zoning Administrator may grant a permit for Garden Walls, fences, or gates exceeding the maximum height as prescribed in Table 3- X, upon application. This Frontage type is subject to the requirements of Table 3-X.

TABLE 3-X: Art and Craft Installation Standards
Standard Criteria
Allowed Location Building Façades along Primary and
Secondary Frontages
NOTES:

Art and craft installation shall be integral to building decoration.

TABLE 3-X: Garden Wall Standards
Standard Criteria
Allowed Location Build-To Areas along Primary
and Secondary Frontages
A Height 3’-6” min. and 6’-0” max.

Transparency (min.) 50%
NOTES:

Use of chain link is prohibited.

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LANDSCAPE BUFFER

PORCH, PROJECTING

Figure 3-X: Landscape Buffers Figure 3-X: Projecting Porches

A Landscape Buffer is a fully planted and irrigated area fronting a Primary or Secondary Frontage. This Frontage type is subject to the requirements of Table 3-X.

A Projecting Porch is a covered entrance and/or outdoor area, configured with a separate roof minor to the main roof, that extends from a building and may be open-sided or screened. Porches overlooking Primary and Secondary Frontages provide a transition from the public realm to the private realm. This Frontage type is subject to the requirements of Table 3-X.

TABLE 3-X: Landscape Buffer Standards
Standard Criteria
Allowed Location Build-To Areas along Primary and
Secondary Frontages
A Depth (min.) 6’-0”
Trees (min.) 1 tree for each 30’-0” of buffer
length
NOTES:

Landscape Buffers shall be open to the sky

TABLE 3-X: Projecting Porch Standards
Standard Criteria
Allowed Location Build-To Areas and Setbacks
along Primary and Secondary
Frontages
A Floor Level Height
(max.)
4’-0” above the ground plane
B Depth of Projection
(min.)
6’-0” from the ground floor
façade
C Height of Porch
Covering and/or
Porch Roof
Shall not exceed the height of
the adjoining ground level finish
ceiling height, plus 4’-6”
NOTES:

Projecting Porches with floor levels below the ground plane are not permitted.

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PORCH, RECESSED SHOPFRONTS AND STOREFRONTS

Figure 3-X: Recessed Porches Figure 3-X: Shopfronts and Storefronts

A Recessed Porch is a covered entrance and/or outdoor area that pushes back into the mass of the structuire, where the area is located outside the exterior walls of a building. This Frontage is subject to the requirements of Table 3-X.

A Shopfront or Storefront is a transparent building façade component consisting of individual bays that are separated from other shopfront or storefront bays by columns, pilasters, and/or other vertical building components. These Frontages accommodate the work portions of live/work units and ground-floor commercial uses. One-story high Shopfronts or Storefronts may be placed per the allowances of Table 3-X.

TABLE 3-X: Recessed Porch Standards
Standard Criteria
Allowed Location Build-To Areas along Primary
and Secondary Frontages
A Floor Level Height
(max.)
4’-0” above the ground plane
B Depth (min.) 6’-0” from the ground floor
façade
C Height of Porch
Covering/Porch Roof
Shall not exceed the height of
the adjoining ground level finish
ceiling height, plus 4’-6”
NOTES:

Recessed porches with floor levels below the ground plane are not permitted.

TABLE 3-X: Shopfront and Storefront Standards
Standard Criteria
Allowed Location Build-To Areas and Setbacks
along Primary and Secondary
Frontages
Individual Bay
Length
8’-0” min. and 30’-0” max.

A Average Depth of
habitable area
behind Shopfront or
Storefront
RD-N: 11’-0”
RD-V: 11’-0” for residential use
and 25’-0” for commercial use
RD-P: 11’-0” for residential use
and 25’-0” for commercial use
RD-P: 25’-0”
B Height, Opening Shall not exceed Ground Floor
finish ceiling level plus 4’6”
C Min. Clear Height of
Awnings
8’-0”
Transparency (min.) 65% at ground floor level

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[1 DISTRICT AND FORM] – [2 STANDARDS] – [3 GUILDELINES]

STOOP

TERRACE AND/OR PLAZA

Figure 3-X: Stoops Figure 3-X: Terraces and Plazas

A Stoop is a covered or uncovered platform with steps and a landing in front of a building and provides a transition between the public and private realms. This Frontage type is subject to the requirements of Table 3-X.

A Terrace and/or Plaza is an outdoor and paved area adjacent to a structure or building that is accessible from the interior of the structure or building. A terrace and/or plaza is open to the sky above and may be bounded by a wall or fence. This Frontage type is subject to the requirements of Table 3-X.

TABLE 3-X: Stoop Standards
Standard Criteria
Allowed Location Build-To Areas and Setbacks
along Primary and Secondary
Frontages
A Floor Level Height
(max.)
4’-0” above the ground plane
B Height of Stoop
Coverings/Roofs
(max.)
Shall not exceed the height of
the adjoining ground level finish
ceiling height, plus 4’-6”
C Depth (max.) 8’-0” from the ground floor
façade
NOTES:

Stoops with landings below the ground plane are not
permitted.

TABLE 3-X: Terrace and Plaza Standards
Standard Criteria
Allowed Location Build-To Areas and Setbacks
along Primary and Secondary
Frontages
A Depth (min.) 8’-0”
B Height of
Wall/Fence/Gate
abutting Public
Right-of-Way (max.)
3’-6”
Trees (min.) 1 tree for each 400 SF of area
NOTES:

Terraces/Plazas shall be open to the sky.

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3.2.c. UNIT SIZE STANDARDS

[1 DISTRICT AND FORM] – [2 STANDARDS] – [3 GUILDELINES] The following Unit Size Standards shall apply to all new residential development in the Rail District.

TABLE 3-X: MINIMUM RDSP UNIT SIZES

UNIT TYPE NET SQUARE FEET MINIMUM
Studio 350 net square feet
1 Bedroom 450 net square feet
2 Bedrooms 700 net square feet
3+ Bedrooms 1,000 net square feet

3.2.d. CONSERVATION STANDARDS

To be developed.

3.2.e. LANDSCAPE STANDARDS

1. Except as otherwise required by this Section, all new development and required landscaping shall comply with the Landscaping and Irrigation Requirements of Chapter 15.50 of the Fullerton Municipal Code.
a. Palm trees shall not be utilized for trees required by this Plan and/or the Fullerton Municipal Code.

3.2.f. RESIDENTIAL DENSITY BONUS

For Standards related to Residential Affordable Housing Density Bonuses, see Section 15.17.120 of the Fullerton Municipal Code.

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3.3. GUIDELINES

[1 DISTRICT AND FORM] – [2 STANDARDS] – [3 GUILDELINES]

Section Overview

This Section outlines design guidelines that encourage use of building types that will best meet the Development and Design Standards of Section 3.2.

Additionally, design guidelines for Passageways, where required by Table 3-1, Table 3-2, and Table 3-3, further refine the character of these urban design amenities that create linkages between the Richman Neighborhood and the Union Pacific Trail and Passage.

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3.3.a. BUILDING TYPES [1 DISTRICT AND FORM] – [2 STANDARDS] – [3 GUILDELINES]

Property owners, developers, and project applicants should utilize the following Building Types when designing structures within the RDSP. The Development and Design Standards of Section 3.2 above have been optimized to facilitate the realization of these Types. Other Types may be utilized, as long as they meet all applicable standards of this Specific Plan.

Table 3-X: Preferred Types by District provides preferred building types for each District. On subsequent pages, applicants will find definitions and descriptions of each preferred Building Type.

TABLE 3-X: PREFFERED TYPES BY DISTRICT
Building Type RD-N RD-V RD-P
Duplex √ - -
Triplex √ - -
Quadplex √ √ -
Townhome/Live/Work √ √ -
Tuck Under Garden √ √ -
Multiplex (3-5 stories) - √ √
Multiplex (5-7 stories) - - √
Flex Block - √ √

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DUPLEX TYPE

TRIPLEX TYPE

A Duplex is a two (2) and three (3) story low- intensity residential building type comprising two (2) dwelling units, each with separate entrances. The units, located on a single lot, may be side by side or one above the other. Duplexes usually do not inclu de an elevator.

The Duplex type is particularly suited to smaller parcels in the RD -N and RD-V areas.

A Triplex is two (2) to three (3) story low- intensity residential building type comprising three (3) dwelling units. The units, located on a single lot, are placed either side by side or configured one over the other on three levels. The Triplex residentia l type usually does not have an elevator. The Triplex type is suited to parcels in the RD-N and RD-V areas.

QUADPLEX TYPE

TOWNHOMES AND LIVE/WORK UNITS TYPE

A Quadplex is typically a two (2) to four (4) story lower intensity residential building type comprising four (4) separate dwelling units. The units may be side by side or one above the other. A four-story Quadplex will require an elevator. The Quadplex type is suited to parcels in the RD-N and RD-V areas.

Townhomes are separate single-family dwellings that may be either separate buildings closely spaced, or semi-attached and attached structures deployed parallel to sidewalks, pathways, and streets. The ground floors of Townhomes may incorporate workspace, which opens onto adjacent sidewalks and pathways. The living and sleeping portions of live/work units are typically placed above the workspace. The townhome type is suited to parcels in the RD-N and RD-V areas. Live/work units are encouraged to provide for small scale entrepreneurial activity along Primary Frontages and the UP Trail and Passage.

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[1 DISTRICT AND FORM] – [2 STANDARDS] – [3 GUILDELINES] TUCK UNDER AND GARDEN APARTMENT TYPE MULTIPLEX TYPE (3-5 STORIES)

The Tuck Under and Garden Apartments type is typically a low- to medium-intensity two (2) and three (3) story residential building type where the majority of parking spaces are placed underneath a portion of the living spaces in both open and closed config urations.

Building entries may serve one or multiple units and face Primary and Secondary Frontages, Passageways, or private walk paths. Larger projects feature multiple buildings within interconnected landscaped settings and paths. Buildings that are thre e (3) and fewer stories in height may not have elevators but in these cases, ground floor units must be wheelchair accessible.

The low-intensity Multiplex is a three (3) to five (5) story residential type that may include active ground floor uses along Primary Frontages. These active uses include residential lobbies, residential units, live/work units, and commercial spaces. Apartments typically sit over one (1) level of at-grade parking that incorporates a street -facing lobby and elevator access, though additional subterranean parking levels may be provided. Multiplexes may wrap units in front of the parking, hiding automobiles from the streetscape. Common open space amenities are often provided at upper-level decks and rooftops, and private open space is typically provided at balconies.

MULTIPLEX TYPE (5-7 STORIES)

FLEX BLOCK TYPE

The medium intensity multiplex is a five (5) to seven (7) story residential type that may include active ground floor uses along Primary Frontages. Active ground floor uses include residential lobbies, residential units, live/work units, and commercial spa ces. Apartments typically sit over one (1) or two (2) levels of structured parking, though additional subterranean levels may be provided. Multiplexes may wrap units in front of multi -level parking structures, hiding the parking from view. An entry lobby w ith elevator access, active ground floor uses, and/or sidewalk -accessible apartments and live/work units may screen at-grade parking from view along primary frontages. Common open space amenities are often provided at upper -level decks and rooftops, and private open space is typically provided at balconies.

The Flex Block type is a building with generally a singular massing, designed for commercial uses including ground floor retail and offices. Parking is provided in both at -grade, above- grade, and subterranean configurations and typically screened from view by architectural treatments consistent with the building as a whole. Height standards in the RD-V and RD-P areas are optimized to allow for development of this type.

TBD
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3.3.b. PASSAGEWAYS [1 DISTRICT AND FORM] – [2 STANDARDS] – [3 GUILDELINES]

Within the Rail District, Passageways are landscaped and well-lighted walkways that connect a public street to the UP Trail and Passage. Passageways should be open to the public per the Guidelines of this plan. Passageways incorporate walkways, landscape, pedestrian-scale lighting, and are adjoined by residential uses, windows, doors, stoops, and/or recessed and projecting porches.

Passageway Landscape and Design Guidelines
• Passageways should be open to the public during normal business hours or, where the Passageway crosses a residential project, between 8:00 am and dusk.
• A minimum 4’-0” wide sidewalk should be provided along the length of the Passageway. • At least one (1) tree for every thirty (30) feet of Passageway length shall be provided within the Passageway. • Passageways shall utilize pedestrian light poles no greater than eighteen (18) feet in height, with fully shielded dark sky luminaries providing a minimum average illumination level of 3.5 footcandles throughout.

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4.0. MOBILITY AND INFRASTRUCTURE

Section 4.0 Mobility and Infrastructure Overview
a. Objectives
Section 4.1 Mobility
a. Existing Mobility Characteristics
b. Proposed Mobility Characteristics
Section 4.2 Infrastructure
a. Water
b. Storm Drain
c. Sewer
d. Natural Gas
e. Electrical Power
f. Streetlights
g. Communications

Section 4.0. Mobility and Infrastructure Overview

This Chapter includes objectives, and proposed characteristics for mobility and infrastructural projects within the Rail District Specific Plan Area. Project applicants should review the types of pedestrian, bicycle, and vehicular improvements that are proposed along rights-of-way in the Specific Plan area and orient their designs to overlook and integrate with these upgrades to the public realm.

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4.0.a. OBJECTIVES

The following objectives are broad statements that shape the long-term improvement of sidewalks and other active transportation infrastructure within the Rail District Specific Plan area.

• Complete the east to west Union Pacific Trail that runs through the Rail District with pedestrian, bicycle, and landscape improvements to realize a linear and active open space that connects the Rail District and adjoining communities to Union Pacific Park, Independence Park, the Fullerton Transit Center and Downtown Fullerton.

• Along the Union Pacific Trail between Highland Avenue to the west and Harbor Boulevard to the east, establish a shared, flexible, and landscaped public passage that safely mixes pedestrian, bicycle, controlled and slow vehicle movements, and curbside parking. This passage shall be designed as a destination open space that can accommodate the everyday needs of adjoining commercial uses as well as Rail District and community-oriented events such as farmers markets, fairs, and locally based festivals.

• Enhance the safety of streets and sidewalks within and adjoining the Rail District through safety improvements including provision of accessible and tree- lined sidewalks, enhanced crosswalks at intersections and mid-block crossings, and protected pedestrian and bicycle crossings along the Union Pacific Trail and Passage.

1. 2. 3. 4.

Captions

1. Paving improvements and opening of buildings to an alley creates a public outdoor room within this former industrial zone.

2. Paving and landscape improvements distinguish vehicular versus pedestrian zones yet provide for flexible use of public open space.

3. Decorative paving distinguishes a flexible shared street and controlled vehicle use zone.

4. Outdoor dining and programmed activities create vitality along sidewalks and within public open space.

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4.1.a. EXISTING MOBILITY CHARACTERISTICS [MOBILITY] – [INFRASTRUCTURE]

The existing circulation system within and surrounding the Rail District is largely characterized by a network of residential streets (Truslow Ave., Richman Ave., and Walnut Ave.), intersecting with secondary highways (Highland Ave.) and primary highways (Harbor Blvd. and Valencia Dr.) These streets and highways form a network that links the Plan area to the surrounding city. The Rail District is not directly served by the Orange County Transportation Authority (OCTA), but half of the district is within walking distance of the Fullerton Transit Center, which is served by Metrolink and Amtrak.

Most of the Rail District has sidewalks located on at least one side of the roadway. The sidewalks in the study area are all generally the minimum width of 4 feet.

Class II and Class III bicycle facilities are provided throughout the Rail District. Valencia Dr. has Class II bike lanes on both sides of the road separating the travel lanes from on-street parking. Highland Avenue has Class II bike lanes where vehicles are not allowed to stop or park-in on both sides of the roadway. Richman Avenue has a Class III bicycle route designation. East of Harbor Boulevard and north of Walnut Avenue (near the SOCO Walk townhome project), an elevator and a pedestrian bridge crosses the active railroad tracks. People typically walk their bicycles through this north-south connection between the Transit Center and the Rail District.

Figure 4-X: Existing Bus Routes and Existing and Proposed Bicycle Facilities (per the Fullerton Bicycle Master Plan)

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[MOBILITY] – [INFRASTRUCTURE]

Figure 4-X: Existing Richman Avenue street section

Figure 4-X: Existing street section at Valencia Drive

Many of the streets in the District have curbside parking, which in combination with surface lots, serve the existing industrial uses. Assuming completion of the California High Speed rail project, Walnut Ave, may need to be reduced in width. Before the adoption of this plan, no capital improvement projects were proposed for the Rail District.

Figure 4-X: Existing Walnut Avenue street section

Figure 4-X: Existing Highland Avenue street section

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4.1.b. PROPOSED MOBILITY CHARACTERISTICS [MOBILITY] – [INFRASTRUCTURE]

This Section outlines proposed and potential roadway and mobility improvements in the Rail District.

4.1.b.i. ROADWAYS

Valencia Drive
The City of Fullerton’s Bicycle Master Plan adopted in May 2012 has proposed Class II bike lanes along Richman Avenue from Valencia Drive to Walnut Avenue and along Walnut Avenue, from Richman Avenue to Harbor Boulevard. It has also proposed a Class I bike path along the Union Pacific Trail.

Figure 4-X: Proposed Valencia Drive street section

Walnut Avenue
Walnut Avenue is recommended to have an 8 ft. sidewalk on the south side of its two-lane undivided roadway. The northerly 4 ft. of this roadway should be maintained for potential high- speed rail (HSR) improvements. On-street parking is removed to provide space for both the 8 ft. sidewalk and two 14 ft. travel lanes, meeting requirements for fire access. The proposed typical section of Walnut Avenue includes an added sidewalk on the Walnut Avenue bridge crossing Harbor Boulevard.

Figure 4-X: Proposed Walnut Avenue street section

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Truslow Avenue
Truslow Avenue should maintain its curb-to-curb width with the addition of shade producing street trees along the north side of the ROW.

Figure 4-X: Proposed Truslow Avenue street section
Richman Avenue
Richman Avenue is proposed to have 10 ft. sidewalks on
both sides and Class III bike facilities adjoining the two 12’ wide travel lanes. The exception to this would be on either side of the Union Pacific Trail, where trail users should be given priority. This is accomplished by eliminating on-street parking where the trail intersects with the street to narrow the street width and create visibility of the trail users crossing the street for 15 feet on either side of the trail.

Figure 4-X: Proposed Richman Avenue street section

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Harbor Boulevard
Harbor Boulevard retains the existing roadway
configuration in the Rail District Specific Plan Area. It is primarily a 4-way divided highway running in the North – South direction.

Figure 4-X: Harbor Boulevard street section with proposed High Speed Rail Line

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4.1.b.ii. PEDESTRIAN FACILITIES

[MOBILITY] – [INFRASTRUCTURE]

Pedestrian facilities in the form of sidewalks shall be provided along all streets in the project area as listed above in the roadway section. The proposed Union Pacific Trail will provide both pedestrian and bicycle access to the various amenities and attractions in the project area. Between Harbor Blvd. and Highland Ave. the Trail should incorporate controlled vehicle movements and curbside parking that serves the adjoining commercial businesses.

Figure 4-X: Illustrative pedestrian and bicycle facilities at Union Pacific Passage Figure 4-X: Proposed sidewalks and amenities in the RDSP

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4.1.b.iii. BICYCLE FACILITIES

[MOBILITY] – [INFRASTRUCTURE]

The proposed Union Pacific Trail will be the main bicycle facility throughout the project area. Although the bicycle master plan proposed Class II bike lanes along Richman Ave from Valencia Dr to Walnut Ave, it is proposed instead to have Class III bike facilities along Richman Ave.

According to the Caltrans Highway Design Manual, Class III bikeways (bicycle routes) are intended to provide continuity to the bikeway system. Class III facilities are shared facilities, either with motor vehicles on the street, or with pedestrians on sidewalks, and in either case bicycle usage is secondary. Class III facilities are established by placing Bicycle Route signs along roadways.

Shared Lane Markings stencils, commonly called as “sharrows”, are also introduced along certain sections of the streets, as additional treatments for Class III facilities, and are provided in conjunction with on-street parking.

Figure 3-X: Class III bike lane with on-street signs

Figure 3-X: Class III bike lane with Shared Lane Markings “Sharrows”

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4.1.b.iv. PARKING

[MOBILITY] – [INFRASTRUCTURE]

Based upon an illustrative projection of potential development during a 20-year build-out of the Rail District, new structured and curbside parking will serve new developments and uses in the area. Utilizing this projected build-out, 685 surface parking spaces and 1,222 structured parking spaces may be provided as noted in the tables below.

SURFACE PARKING Existing Number of
Parking Spaces
Proposed Number of
Parking spaces
TOTAL 406 685
Public 57 72
Private 49 451
Curbside 300 162

Harbor to Highland 226 185
Public 57 72
Private 9 9
Curbside 160 77
Highland to Richman 145 149
Public 0 0
Private 40 99
Curbside 105 50
Richman West 145 378
Public 0 0
Private 0 343
Curbside 35 35

STRUCTURED

PARKING
Existing
Parking
square feet
Proposed
Parking square
feet
Proposed
Number of
spaces
TOTAL 0 488.676 1,222
Structured, above-grade
total
0 233,419 584
Structured, Below-
Grade total
0 193,607 484
Tuck-Under total 0 61,650 154

Harbor to Highland 0 220,888 552
Structured, Above-Grade 0 109,118 273
Structured, Below-Grade 0 103,236 258
Tuck-Under total 0 8,534 21
Highland to Richman 0 167,204 418
Structured, Above-Grade 0 64,117 160
Structured, Below-Grade 0 90,371 226
Tuck-Under total 0 12,716 32
Richman West 0 100,584 251
Structured, Above-Grade 0 60,184 150
Structured, Below-Grade 0 0 0
Tuck-Under total 0 40,400 101

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4.1.b.v. UNION PACIFIC TRAIL AND PASSAGE

[MOBILITY] – [INFRASTRUCTURE]

The Union Pacific Right-of-Way runs east to west through the middle of the Rail District and is owned by the City of Fullerton. The 2012 Fullerton Bicycle Master Plan designates the portion of the Right-of-Way from Highland Avenue through Harbor Boulevard towards the Transportation Center as an Existing Multi- Purpose Path. Yet the pathway has never been completed.

Figure 4-X: Proposed extension of Union Pacific Trail

The RDSP envisions the portion of the Union Pacific Passage located between Harbor Boulevard and Highland Avenue as an extension of the Union Pacific Trail incorporating bicycle and pedestrian facilities. This portion would also accommodate light vehicular usage with the primary purpose of facilitating curbside parking access that accommodates commercial uses in the area. This multi-modal mixing zone will be designed so that it can be closed to vehicle traffic and accommodate special events and outdoor activities.

Figure 4-X: Proposed Union Pacific Passage

* More information regarding existing circulation characteristics can be found in Appendix A, Existing Conditions Report.

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4.2. INFRASTRUCTURE

[MOBILITY] – [INFRASTRUCTURE]

Section Overview

This Section describes various strategies and upgrades for improvements to infrastructure to better serve the local community and businesses in the Rail District Specific Plan Area.

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4.2.a. WATER

[MOBILITY] – [INFRASTRUCTURE]

Planning for water services for the Rail District may require upgrades and modifications to the existing water distribution system. For smaller development projects, the existing water system’s pressure will need to be evaluated by obtaining the nearest static water pressure from an existing nearby fire hydrant and running engineering calculations for adequacy. However, depending on the size of water demands for larger development projects, a more comprehensive study may be warranted. Each project will need to determine its water usage per dwelling unit or other measurable development unit.

Water supply assessments, under SB 610, determine water supply sufficiency for a 20-year projection in addition to the demand of existing and other planned future uses, including, but not limited to, agricultural and manufacturing uses. They are required for any project that is subject to the California Environmental Quality Act and that propose commercial development of more than 250,000 square feet of floor space, a retail center with more than 500,000 square feet of floor space, or more than 500 dwelling units. Specific arrangements with the City are necessary should a development require a water supply assessment.

The City of Fullerton last prepared a Water Master Plan in 1997. During the technical working group sessions in preparation of this Plan, the City reported that there were no planned water line upgrades in the project area and that the Water Master Plan is scheduled to be updated. The minimum pipe size is 8”. It is anticipated that the project area and its proposed densities as projected by the Plan will be incorporated into an updated Water Master Plan.

4.2.b. STORM DRAIN

Each project development is required to prepare a pre- and post-hydrology plan to mitigate its surface water quality per the NPDES. A project plan should also determine the most practical discharge of its stormwater by addressing pollutants of concerns. The City’s LID code provides guidance on specific BMPs and how to calculate the mitigated volume to be treated. In addition, the tributary sub-area of the Plan area should be reviewed for compliance with proposed improvements.

The City of Fullerton last prepared a Drainage Master Plan in 1996. During the technical working group sessions held in preparation of this Plan, the City reported that there are no planned storm drain line upgrades or improvements in the Project area. It is anticipated that as the RDSP is implemented, the Project will be incorporated into an updated Drainage Master Plan. Drainage for each specific development is required to follow the current City guidelines. In addition, new development is required to follow the County of Orange requirements for water quality and follow the water quality management plan guidelines.

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4.2.c. SEWER

[MOBILITY] – [INFRASTRUCTURE]

The City’s Sewer Division is responsible for the maintenance and rehabilitation of sewer pipes throughout the City of Fullerton. The City has three Sewer Main Maintenance Districts and the project study area is in District 1. All sewage flow from the City of Fullerton is collected and treated at the Orange County Sanitation District (OCSD) Treatment Plant No. 2 located in Huntington Beach. The City sewer system serves the parcels within the Project Area. Most of the piping is over 40 years old. Potentially, with full build out of the Specific Plan area, sewer piping will need to replaced.

Except for the OCSD trunk lines in Richman Avenue and Highland Avenue, the sewer piping is owned and maintained by the City.

For specific project developments, a sewer capacity study may be required. Smaller developments will typically result in smaller flows where the existing system could support the development. However, depending on the number of fixtures and/or units associated with a larger development, a sewer capacity study may be warranted. Adjustments for water losses and landscape should be considered. For sites that are on septic systems, it is highly recommended that future developments connect to the sewer system. Septic systems and drain lines from septic systems require periodic maintenance. Specific knowledge of the location of these systems is necessary for the upkeep and operation of the system.

The City of Fullerton last prepared a Sewer Master Plan in 2009. During the technical working group sessions held during preparation of this Plan, the City reported that sewer flows from Highland Avenue travel westerly to Richman and connect to the OCSD line. In addition, sewer flows from Liberty Place travel easterly to Richman Avenue and connect to the OCSD line. It is anticipated that as the RDSP is implemented, the Project and its proposed density will be incorporated into an updated Sewer Master Plan.

4.2.d. NATURAL GAS

Southern California Gas (SoCalGas) provides natural gas to the City of Fullerton. Gas pipelines are typically located in the City right of way, including under sidewalks, but can also be on private property. The Specific Plan does not anticipate any large industrial uses that would increase the demand for high pressure or large volume gas services. The demands for each specific development will determine provisions for adequate gas services.

4.2.e. ELECTRICAL POWER
Southern California Edison (SCE) provides electrical power service to the City of Fullerton. The majority of the RDSP area is served with overhead electrical lines. The development parameters of the RDSP do not anticipate any large industrial uses that would increase the demand for electrical power services. Demands for each specific development will determine provisions for adequate for electrical power.

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4.2.f. STREETLIGHTS

[MOBILITY] – [INFRASTRUCTURE]

SCE also provides power to city streetlights. The City has a program to convert high voltage streetlights to low voltage streetlights using LED lighting technology. Typically, streetlight requirements are determined on a project-by-project basis. As determined by the City with specific development projects, upgrades to the streetlights and additional streetlights will be considered when future development occurs, or as future funding becomes available. Lighting along the proposed Union Pacific Trail and Passage should be implemented using the latest lightning technology that produces uniform lighting levels that is consistent with current design standards. Lighting design should consider use of fixtures that limit glare and light pollution.

4.2.g. TELECOMMUNICATIONS

The following telecommunication companies are providing service in the Rail District:
• AT&T
• Cable Com LLC
• Clear Channel Outdoor
• HP Communications
• Level 3 Communications
• MCI (Verizon Business)
• Crown Castle
• Spectrum

Telecommunications is typically served via underground or overhead lines. Typically, there is a shared agreement with other utility companies if the lines are served overhead.

During the design phase of a development project, telecommunication for telephone, television, cable, and internet services should be coordinated with the appropriate provider. Since most of the telecommunication lines are shared overhead with the electrical lines, tie-ins to individual development sites are expected from overhead wires.

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5.0. IMPLEMENTATION

Section 5.0 Implementation Overview
Section 5.1 Implementation and Funding Strategy
Section 5.2 Estimated Build-Out and Associated Fees

Figure 5-1: RDSP Existing Conditions

Figure 5-2: RDSP Illustrative Projected Conditions

Section 5.0 Implementation Overview

Implementing the Rail District Specific Plan will require collaboration between the community, the public sector , and private interests. In the near term, the Plan will be adopted after appropriate environmental, community, and decision -maker input. Once adopted, the City will need to gather local, regional, State, and Federal resources in the short-, medium-, and long-term to implement public amenities.

Adoption of the Plan will motivate property owners and others to reconsider existing land uses and propose new projects that meet Plan standards and guidelines. Key will be the continued City investment in the improvement of the publicly owned parcels that make up the proposed Union Pacific Trail and Passage. Completion of this walking, biking, and outdoor gathering area will create confidence that community interests are being addressed even as projects are realized one-by-one.

The Rail District Specific Plan Vision will also be catalyzed by the forthcoming Renewable Farms project in the eastern portion of the District. A conserved Elephant Packing House, as well as the adaptive reuse of other older industrial buildings, has the potential of introducing new commercial activities to the area while maintaining cultural resources. Each of these catalytic projects will be supported by the incremental introduction of low - to medium-intensity housing overlooking the Trail.

New projects and housing will intermix with existing and new uses.

Both existing residents in the Richman Neighborhood, as well as new residents, will have access to the new trail, bikeway, and outdoor gathering areas between Highland Avenue and Harbor Boulevard. Impr oved connectivity along the Trail and Passage and east to Downtown and the Transit Center will ensure the realization of the RDSP Vision: a walkable residential and mixed-use in-town community that complements its surrounds while providing new open space r esources and connectivity for the entire community.

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5.1. IMPLEMENTATION AND FUNDING STRATEGY

Table 5-1: Specific Plan Implementation and Funding Strategy outlines the actions necessary for the implementation of the Rail District Plan Vision, Objectives, Principles, Standards and Guidelines. The Implementation Strategy is advisory and may be subject to revision. The strategy is not intended, nor shall it be construed, as a regulatory schedule or commitment on behalf of the City or any other party.

Table 5-1. Specific Plan Implementation and Funding Strategy No. Category Action Primary Responsibility Funding Resources Cost 1 Timeframe 2 1 Procedural and
Regulatory Action
Public Outreach and Community
Feedback
RDSP Specific Plan Team,
Planning Department,
Project Champions,
Richman Neighborhood
City, SCAG $ Short
2 Procedural and
Regulatory Action Public Review Meetings
RDSP Specific Plan Team,
Planning Department,
Planning Commission,
City Council
City, SCAG $ Short
3 Procedural and
Regulatory Action RDSP CEQA Analysis
RDSP Specific Plan Team,
Planning Department,
Planning Commission,
City Council
City $$ Short
4 Procedural and
Regulatory Action
Prepare General Plan and Map
Amendments
RDSP Specific Plan Team,
Planning Department,
Planning Commission,
City Council
City $ Short
5 Procedural and
Regulatory Action Final Adoption
RDSP Specific Plan Team,
Planning Department,
Planning Commission,
City Council
City $ Short
6 Procedural and
Regulatory Action
Public Outreach and Marketing
Campaign around Development and
Housing Opportunities
Planning Department,
Project Champions, City
City, SCAG and State
Grants $ Short
7 Procedural and
Regulatory Action
Infrastructure Improvement
Planning City
City,
Regional/State/Federal
Grants
$ Ongoing
8 Private Development
Support and
Incentives
Infrastructure Improvements and
Environmental Mitigation on Private
Properties to Accommodate
Housing
Project by Project Private Funding $$$$ Short to Long
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No. Category Action Primary Responsibility Funding Resources Cost 1 Timeframe 2 9 Private Development
Support and
Incentives
Parking Program to Permit Use of
Curbside On-Street Parking for
Commercial Uses
City City $ Short
10 Right-of-Way and
Park Improvements
Public Right-of-Way Improvements:

Crosswalks City
City, SCAG,
Regional/State/Federal
Grants, Development and
Parks Fees
$$ Short
11 Right-of-Way and
Park Improvements
Public Right-of-Way Improvements:

Tree Plantings City and Private Sector
City, SCAG,
Regional/State/Federal
Grants, Development and
Parks Fees and Private
Sector
$$ Short
12 Right-of-Way and
Park Improvements
Union Pacific Park Environmental
Mitigation City
City, SCAG,
Regional/State/Federal
Grants, Development and
Parks Fees, Private
Funding
$$$ Short
13 Right-of-Way and
Park Improvements
Renewable Farms at Union Pacific
Park Concept Implementation
City and
Private Sector
City, SCAG,
Regional/State/Federal
Grants, Development and
Parks Fees, Private Sector
$$$ Short
14 Private Development
Support and
Incentives
Harbor to Highland: Improvement
and/or Restoration of Elephant
Packing House as Catalytic to
Future Development
Private Sector Private Sector $$$$$ Short to Medium
15 Private Development
Support and
Incentives
Inclusionary Housing Incentives to
Promote and Incentivize Market -
Rate and Affordable Housing
City City, State, Federal $$$$$ Short to Long
16 Private Development
Support and
Incentives
Transit-Proximate Parking
Reduction to Lower Residential and
Commercial Development Costs
City City $ Short
17 Private Development
Support and
Incentives
Development of Inclusionary
Housing Program through Housing
Element
City City $ Short
18 Right-of-Way and
Park Improvements
Union Pacific Trail between
Highland and Western Project
Boundary: Bicycle and Pedestrian
Connectivity Improvement
City
City, SCAG,
Regional/State/Federal
Grants, Development and
Parks Fees
$$$$ Medium
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No. Category Action Primary Responsibility Funding Resources Cost 1 Timeframe 2 19 Right-of-Way and
Park Improvements
Union Pacific Passage Streetscape
Improvement between Harbor and
Highland
City
City, SCAG,
Regional/State/Federal
Grants, Development and
Parks Fees
$$$$$ Medium
20 Right-of-Way and
Park Improvements
Stormwater Mitigation on Public
Rights-of-Way and Union Pacific
Park
City
City,
Regional/State/Federal
Grants, Private Sector
$$$$$ Medium
21 Private Development
Support and
Incentives
Harbor to Highland: Improvement
and/or Redevelopment of
Opportunity Sites
Private and Non-Profit
Sectors
Private/State Funding and
Subsidies $$$$$ Medium
22 Right-of-Way and
Park Improvements
Long-Term Public Right-of-Way
Improvements: Realization of
Streetscape and Bicycle Plan as
described by The Fullerton Plan
City
City, SCAG,
Regional/State/Federal
Grants, Development and
Parks Fees
$$$$ Long
23 Private Development
Support and
Incentives
Highland to Western Project
Boundary: Improvement and/or
Redevelopment of Opportunity Sites
Private and Non-Profit
Sectors
Private/State Funding and
Subsidies $$$$ Long

1 COST
$ = <$50,000
$$ = $50,000 to $250,000
$$$ = $250,000 to $500,000
$$$$ = over $500,000
$$$$$ = $1,000,000 - $5,000,000
2 TIMEFRAME
Short = 1 to 5 Years
Medium = 5 to 10 Years
Long = over 10 Years

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5.2. ILLUSTRATIVE BUILD-OUT AND ASSOCIATED FEES

Table 5-2: Illustrative Build-Out and Associated Fees indicates the estimated potential residential build-out of the Rail District and the fees associated with this potential development. The fees associated with development are determined based on Development Impact Fees that would be collected by the City of Fullerton as listed in Table 5 -3: City of Fullerton Development Impact Fees). More in-depth quantitative summaries of existing and projected Rail District developments, the basis for fee projections, are provide d in Table 5-4, Table 5-5, Table 5-6, and Table 5-7 of this Section. Estimated projected build -outs are based on modeling for the District illustrated in on page 5 -1 and in earlier Chapters of this Document. The fees noted below should be utilized for infrastructure improvements and community programs within the District and its surroundings.

Table 5-2. Illustrative Build-Out and Associated Fees
Residential Area Estimated Projected Build-Out Development Impact Fees (per Table 5-3 Total) Residential, Harbor to Highland 313,331 Sq. Ft. (255-339 DUs) $3,953,724.00 - $5,256,127.20 Residential, Highland to Richman 274,935 Sq. Ft. (212-278 DUs) $3,287,017.60 - $4,310,334.40 Residential, Richman West 276,502 Sq. Ft. (181-226 DUs) $2,806,368.80 - $3,504,084.80 Residential, Total 864,768 Sq. Ft. (648-842 DUs) $10,047,110.40 - $13,070,546.40

Table 5-3: City of Fullerton Development Impact Fees
Fee Category Development Impact Fee
Park Per Dwelling Unit $12,020
Sanitation
5+ Bedrooms = $6,395.00
4 Bedrooms = $5,475.00
3 Bedrooms = $4,601.00
2 Bedrooms = $3,727.00
1 Bedroom = $2,852.00
Studio = $1,472.00
Fullerton Unified School District Based on assessable Sq. Ft. for new construction and habitable additions >500 S q. Ft.

Traffic Impact Mitigation
Primary S.F.D. = $325.50
Secondary/Granny Unit = $195.30
Detached home in PRD Zone = $195,30
Multifamily Units = 195.30
Senior Citizen Apts. / Life Car unit = $83.70
Building Permit Based on Sq. Ft., type of construction, A/C, sprinklered Electrical/Plumbing/Mechanical Permits Based on number of items and S q. Ft.

Water Heater Permit $50.18
Demolition Permit Minimum bond deposit $1.57 per S q. Ft.

Grading Permit TBD, required if grading >50 cubic yard
Total, including:
- Park Per Dwelling Unit
- Sanitation (1.5-bedroom average)
- Traffic Impact Mitigation (Multifamily Units)
$15,504.80 / DU
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Table 5-4. Draft Capacity Analysis

Table 5-5. Draft Commercial/Industrial Capacity Analysis*

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Table 5-6. Draft Dwelling Unit (DU) Capacity Analysis*

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Table 5-7. Draft Parking Analysis*

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A.0. EXISTING CONDITIONS REPORT

Section A.1 Project Area and Boundary
Section A.2 General Plan and Zoning Framework
a. General Plan: Industrial Community Development Type
b. General Plan: Harbor Gateway Focus Area
c. Zoning Land Use Designation: Industrial (M-G)
Section A.3 Project Setting
a. Districts and Nodes
b. Local and National Historical Landmarks
c. Local and National Historical Landmarks
d. Recent Residential Projects
Section A.4 Market Conditions
Section A.5 Existing Conditions Findings
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A.1. PROJECT AREA AND BOUNDARY

Figure 1: Rail District Specific Plan Area

The Rail District Specific Plan (RDSP) area is a 35-acre inclusive of publicly held parcels and rights-of-way, industrially-zoned district, wholly located within a mile of the Fullerton Transportation Center and this City’s Downtown. The area is bounded by the Union Pacific Railroad (UPRR) tracks running parallel to Walnut Avenue to the north, Truslow Avenue and Valencia Drive to the south, Harbor Boulevard to the east, and the Liberty Walk Homes (Valencia & Woods) to the west. Low-scale residential neighborhoods adjoin the RDSP area to the south.

The area includes several legacy industrial facilities that were historically used for fruit packing. Today, the project area contains a mix of privately-owned industrial (predominantly automotive) and commercial land uses, as well as a number of single-family homes. The City of Fullerton owns four consecutive parcels located on the southeastern most corner of the plan area, as well as the Union Pacific Right-of-Way running through the center of the Rail District.

The Elephant Packing House on Truslow Avenue:

Photo courtesy of preserveorangecounty.org
Blue Goose Packing House on Harbor Boulevard:

Photo courtesy of the Fullerton Public Library

At present, connectivity to the Downtown and Transportation Center is limited due to the barrier caused by the train tracks. The most direct connection to the Downtown area north of the tracks is a bridge over the active railroad tracks which connects to the Fullerton Transit Center just south of the Rail District. Additional points of pedestrian access include south to north underpasses at Harbor Boulevard, Highland Avenue, and Euclid Street to the west of Independence Park.

Typical block lengths in the RDSP area are approximately 1,200 feet. Within these large superblocks, parcels located to the north of the Union Pacific Right-of-Way between Harbor Boulevard and Highland Avenue range from approximately 150 to 475 feet wide and 110 to 140 feet deep; to the south of the Right-of-Way, parcel

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widths range from approximately 50 feet wide to 295 feet wide and are between 80 and 130 feet deep. Between Highland Avenue and Richman Avenue, parcel widths range from approximately 200 to 670 feet wide and 150 feet deep to the north of the Right-of-Way; to the south of the Right-of-Way, parcel widths range from approximately 45 to 50 feet wide and 100 feet deep. To the west of Richman Avenue, a larger amount of RDSP sites are irregularly shaped with widths ranging from approximately 60 to 580 feet and depths ranging from approximately 150 to 510 feet.

A.2. GENERAL PLAN AND ZONING FRAMEWORK

A.2.a. GENERAL PLAN: INDUSTRIAL COMMUNITY DEVELOPMENT TYPE

Figure 2: Community Development Types (per The Fullerton Plan)

The Fullerton General Plan (“The Fullerton Plan”) lists a series of Community Development Types (see Figure 2), which describe land use designations.

With the exception of the Union Pacific Right-of-Way running through its center, the entirety of the Rail District falls under the Industrial Community Development Type. Generally, industrial and manufacturing, office, and selected retail uses are permitted, with the purpose of “protect[ing] and enhanc[ing] employment areas through manufacturing, product assembly, research and development, warehousing.” The Fullerton Plan lists a Floor Area Ratio (FAR) range for this Development Type as 0.35 to 0.50, but notes that the maximum may be adjusted in any case in which a focus area policy or an approved specific plan addresses an industrial area. There are no minimum or maximum residential densities listed for this Development Type.

The Union Pacific Right-of-Way falls under the Fullerton Plan’s “Greenbelt Concept.” The purpose of this Development Type is to, “preserve, to the greatest extent feasible, the natural topography while creating a living environment which best serves the needs of its residents” (The Fullerton Plan, Part II.E). Potential land uses in the Rail District per the General Plan include attached or detached dwellings, neighborhood-serving commercial, or public spaces. Residential density is limited to a maximum of three (3) dwelling units per acre with no minimum.

This type of use also has no minimum or maximum FAR. More information on the Union Pacific Right-of-Way is provided in the section of this Appendix entitled, “Linkages, Pathways, Transportation and Infrastructure.”

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A.2.b. GENERAL PLAN: HARBOR GATEWAY FOCUS AREA

Figure 3: Focus Areas (per The Fullerton Plan)

The Fullerton General Plan also identifies a series of “Focus Areas” (see Figure 3) with the intention of catalyzing development and revitalization efforts through land use and design standards that are tailored to the particular areas they address.

The eastern portion of the Rail District falls in the Harbor Gateway Focus Area, which is described as Downtown Fullerton’s primary southern gateway. The Plan envisions the development of this area into a residential, commercial, and mixed-use hub that connects to the Downtown, Civic Center, and Transportation Center. Ths plan also anticipates a gradation of residential densities that respects the scale of surrounding residential and historical projects but also may, in some areas, increase up to a maximum of 80 dwelling units per acre and a maximum FAR of 3.0:1.

The Fullerton Plan acknowledges that the Rail District is positioned to provide regional freeway and transit access, and calls for the area to see improved multi-modal connectivity that upgrades pedestrian and bicycle experiences.

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A.2.c. ZONING LAND USE DESIGNATION: INDUSTRIAL (M-G)

Figure 4: The Industrial (M-G) Zone

The entirety of the Rail District Area is located in the M-G (Industrial) Zone (see Figure 4). A summary of M-G zoning allowances is provided in the table below.

Permitted Uses Predominantly industrial/storage/auto-related Lot Area/Lot
Coverage/FAR
No min./max.

Height 45 ft. max. height limit w/ transition to R-1
Setbacks Along public street: 10 ft.

Along public alley: 5 ft.

Adjacent to P-L Zone: 10 ft. min. from common property line w/ additional landscaping standards
Adjacent to residential zone (including across a public street or alley): 10 ft. min. from common property line, plus an additional 1 ft. for each 1 ft. of height in excess of 10 ft.

Parking Typ. 1/800 gsf of General Manufacturing
Open Space N/A
Residential
Allowances
Mixed-use with residential component containing less than 7 dwelling units is permitted.

The project is subject to discretionary approval if it involves new building area or if the conversion of an existing building includes 7 or more dwelling units.

Density Bonus Per Section 65915 of the California Government Code.

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A.3. PROJECT SETTING

A.3.a. DISTRICTS AND NODES

Figure 5: RDSP Districts and Nodes

While the entirety of the Rail District is zoned for industrial uses, a wider variety of district with different uses surround the project area. Low-intensity multi-family neighborhoods are located adjacent to the plan area on the south side, which transition to single-family homes located to the west of Richman Avenue. Fullerton’s Downtown district, including the Fullerton Transportation Center, is located on the northern side of the tracks running parallel to the northern boundary of the site. The site is also surrounded by a number of newer multi-family projects. Site- specific specific plans cover the multi-family projects noted in Figure 5: these include SOCO Walk, Liberty Walk, Amplifi Apartments, and Malden Station. For more information on these and other proximate multi-family projects, refer to the “Recent Residential Projects” Section of this Appendix.

The RDSP area and surrounds also host a number of gathering spaces which constitute “nodes.” These include the Fullerton Transportation Center, and nearby parks and open spaces noted in Figure 5. The project area is located within walking distance of Independence Park; Amerige Park to the north of the District is proximate, though pedestrian linkage is indirect due to the placement of the railroad tracks (underpasses at Harbor Boulevard and Highland Avenue provide vehicular and pedestrian access across the tracks). At present, the City plans to develop Union Pacific Park, located at the southeasternmost portion of the project area, as a farm and event center called Renewable Farms.

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A.3.b. LINKAGES, PATHWAYS, TRANSPORTATION AND INFRASTRUCTURE

Figure 6: Existing Bicycle and Bus Routes

Existing circulation, transportation, and infrastructure conditions are described below. A summary table of much of this information is provided in Table 1.

Road Classifications: The Fullerton General Plan (“The Fullerton Plan”) lists five key roadway classifications for the City: Major Arterial Highway, Primary Arterial Highway, Secondary Arterial Highway, Local Collector Street, and Residential Street. The RDSP area is comprised mainly of Residential Streets with two Primary Arterial Highways (Harbor Boulevard and Valencia Drive), and one Secondary Arterial Highway (Highland Avenue).

Figure 7: Existing Roadway Classifications

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Existing Roadway Conditions’ Compliance with General Plan: Valencia Drive and Highland Avenue have not been built out to their designated functional classification characteristics as described in the Fullerton Plan. Valencia is a 2-lane divided roadway, rather than the 4-way divided roadway detailed in the Plan; Highland is a 3-lane roadway with a center two-way left-turn lane, rather than the 4-lane undivided roadway described in the Plan.

Public Transit: The entirety of the project area is located southwest and within a mile of The Fullerton Transportation Center, which acts as a hub for passenger rail and bus transit. The passenger rail service is operated by Amtrak and Metrolink; the bus service is operated by the Orange County Transportation Authority (OCTA).

Existing bus routes and stops are illustrated in Figure 6. The California High Speed Rail line is planned along the southerly side of the existing rail tracks.

Pedestrian Facilities: Harbor Boulevard, Valencia Avenue, and Truslow Avenue all contain pedestrian facilities including minimum 4-foot wide sidewalks on both sides of the street. Highland Avenue offers pedestrian facilities on both sides at certain segments and limits them to one side at others. Walnut Avenue and Richman Avenue both contain limited pedestrian facilities on one side. A pedestrian overpass over Harbor Boulevard connects the Elephant Packing House and the Union Pacific Right-of-Way to the Transportation Center and Downtown Fullerton.

Bicycle Facilities: Class II and Class III bicycle facilities are provided in and around the project area. Existing bicycle facilities are noted in Figure 6. Additionally, the Fullerton Bicycle Master Plan, adopted in May 2012, proposed additional bike paths along the Union Pacific Right-of-Way; along Richman Avenue between Valencia Drive and Walnut Avenue; and along Walnut Avenue between Richman Avenue and Harbor Boulevard. Proposed bike paths per the Fullerton Bicycle Master Plan are noted in Figure 8.

Figure 8: Existing Bus Routes and Existing and Proposed Bicycle Facilities (per the Fullerton Bicycle Master Plan)

Union Pacific Right-of-Way: The Union Pacific Right-of-Way runs from east to west through the middle of the RDSP area and is owned by the City of Fullerton. The Right-of-Way between Harbor Boulevard and Highland Avenue is paved, typically between 35 and 55 feet wide and hosts surface parking along its edge. The area to the west of Highland Avenue is typically 45 feet wide and is unpaved. At present, the 2012 Fullerton Bicycle Master Plan designates the portion of the Right-of-Way from Highland Avenue through Harbor Boulevard towards the Transportation Center as an Existing Multi-Purpose Path. The Plan’s proposed bikeway improvements would see the entirety of the Rail District’s Right-of-Way transformed into a Class I Bike Path that would continue west and north to many other areas of the City. The Fullerton Plan designates this area as a “Greenbelt Concept” Community Development Type: more information about this Type is provided in the “General Plan and Zoning Framework” section of this Appendix.

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ROW East of Highland Ave.

ROW West of Highland:

ROW Near Elephant Packing House:

Figure 9: Union Pacific Right-of-Way

Parking: On-street parking conditions differ depending on the roadway (see Table 1). A City-owned parking lot containing 55 stalls is located to the between the Elephant Packing House and Union Pacific Park, to the south of the Union Pacific Right-of-Way.

Street and
Street
Classification
Existing Street ROW and
Roadway Width
Street Classification Typical
Section
Pedestrian
Facilities
Bicycle
Facilities
Off-Site Parking
Harbor
Boulevard
Primary Arterial
Highway
4 lane divided roadway
ROW = 80’
Roadway Width = 60’
4 lane divided roadway
ROW: 80’ to 84’
Roadway Width: 64’ Both sides of
street None Sign controls
Valencia
Avenue
Primary Arterial
Highway
2 lane divided roadway
ROW = 80’
Roadway Width = 40’
4 lane divided roadway
ROW: 80’ to 84’
Roadway Width: 64’ Both sides of
street
Class II (both
sides)
Open with some
sign controls
Highland
Avenue
Secondary
Arterial
Highway
3 lane with TWLTL
roadway
ROW = 60’
Roadway Width = 40’

4 lane undivided roadway
ROW: 80’ to 84’
Roadway Width: 64’
Both sides/one
side of street
Class II (both,
partial) Sign controls
Walnut Avenue
Residential
Street
2 lane undivided
roadway
ROW = 40’
Roadway Width = 28’
2 lane undivided roadway
ROW: varies, typically 50’ to
60’
Roadway Width: 36’ to 40’
One side,
Limited
Class III (both
sides)
Open with
overnight
parking controls.

Truslow
Avenue
Residential
Street
2 lane undivided
roadway
ROW = 60’
Roadway Width = 40’
2 lane undivided roadway
ROW: varies, typically 50’ to
60’
Roadway Width: 36’ to 40’
Both sides of
street None
Open with
overnight
parking controls.

Richman
Avenue
Residential
Street
2 lane undivided
roadway
ROW = 60’
Roadway Width = 40’
2 lane undivided roadway
ROW: varies, typically 50’ to
60’
Roadway Width: 36’ to 40’
One side,
Limited
Class III (both
sides)
Open with
overnight
parking controls.

Union Pacific
Right-of-Way - - - Multi-Purpose
Path -
Table 1: Existing Roadway Conditions

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Infrastructure:

1. Water: The newest water line in the study area is a 16-inch line along Valencia Drive, installed in 2013.

The remaining water lines in the study area were installed between 1967 and 1998.The water lines along Walnut Avenue and Truslow Avenue are 8 inches; the Richman Avenue and Highland Avenue lines are 12 inches and 16 inches, respectively. Refer to Figure 10.

2. Storm Drain: There are storm drain lines along Harbor Boulevard and Richman Avenue. The entire RDSP is located in Region 8 of the California Regional Water Quality Boards. Refer to Figure 11.

3. Sewer: The project area is located in District 1 of Fullerton’s three Sewer Main Maintenance District. Refer to Figure 12.

4. Natural Gas: Southern California Gas (SoCalGas) provides natural gas in the project area. Gas pipelines are typically located in the City right-of-way, including under sidewalks, but may also be placed on private property.

5. Electrical Power: The majority of the project area is served with overhead electrical lines. Southern California Edison provides electrical power service to the City of Fullerton. Refer to Figure 13.

6. Telecommunications: The study area receives utility service from the following providers: AT&T, Cable Com LLC, Clear Channel Outdoor, HP Communications, Level 3 Communications, MCI (Verizon Business), Crown Castle, and Spectrum.

Figure 10: Existing Water Lines

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Figure 11: Existing Storm Drains

Figure 12: Existing Sewer Lines

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Figure 13: Existing Street Light Infrastructure

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A.3.c. LOCAL AND NATIONAL HISTORICAL LANDMARKS

Figure 14: RDSP Area Landmarks

A number of landmarks populate the Rail District area and surrounds. With one exception designated landmarks are located in the Downtown core. These include civic sites such as the Fullerton Public Library, Police Station (formerly City Hall), and the Post Office (see Figure 14). Downtown’s National Register of Historic Sites include the Old Spaghetti Factory, the Williams Building, as well as Fullerton Station. The Elephant Packing House, located in the Rail District, is the one site within the Project Area that is listed with the National Register.

Elephant Packing House

Old Spaghetti Factory

The Williams Building

Fullerton Station

Figure 15: RDSP Area National Historic Landmarks

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A.3.d. RECENT RESIDENTIAL PROJECTS

Figure 16: RDSP Area Multi-Family Project

Several recent multi-family housing projects populate the area surrounding the Rail District (see Figure 16).

Typically, these projects do not exceed 5 stories and are diverse in density and type. The RDSP area is bookended on the east and west ends by two Olson Homes projects: SOCO Walk, a 120-unit, 3-story project at 22.2 dwelling units per acre, and Liberty Walk, a project containing 36 single-family homes and 8 duplexes at 12.5 dwelling units per acre. Malden Station and Amplifi Apartments located to the north of the railroad tracks achieve higher densities at 83.3 and 60 dwelling units per acre, respectively. Notably, Malden Station utilized the State of California affordable housing density bonus to realize its 200 units with a slightly lowered parking stall-per-unit ratio. Additionally, the Habitat for Humanity and Compass Rose projects located on Valencia Drive to the south of the Rail District – which are built as single-family homes and garden-style apartments, respectively – are 100% affordable projects.

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A.4. MARKET CONDITIONS

The existing conditions analysis completed for the Rail District Specific Plan included a review of real estate market conditions and trends impacting the RDSP. The market conditions review, along with a development feasibility analysis of potential development products, helped optimize the amount and type of development proposed for the Rail District.

The market conditions analysis compares demographic and development trends across several market areas to provide context and identify opportunities for the Rail District. Market areas include:
• Fullerton Transit Area – the area within a 1-mile radius of the Fullerton Metrolink Station, including the RDSP Area, as well as Downtown Fullerton (see Figure 17).
• City of Fullerton
• Orange County
• Comparable Transit-Adjacent Areas in Northern Orange County - areas within a 1-mile radius of five Metrolink stations along the Orange County Line, including the Norwalk/Santa Fe Spring station, Buena Park station, Anaheim Regional Transportation Intermodal Center Station, Orange station, and Santa Ana station (see Figure 18).

Figure 17: Fullerton Transit Area (including RDSP Area)

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Figure 18: Comparable Transit-Adjacent Areas

The market conditions analysis considers trends related to multifamily residential, retail, office, and industrial land uses. The key findings for each land use category are summarized below.

Multifamily Residential

The Fullerton Transit Area contains approximately 20 percent of the City’s housing units and has been a growing residential center in the City. From 2010 to 2020, the Transit Area’s housing supply grew by nine percent (9%), compared to less than three percent (3%) growth in units citywide. The housing supply in the Transit Area is almost evenly split between single-family and multifamily units, suggesting a slightly higher density profile than the City as a whole. Meanwhile the units overall are predominantly renter-occupied, suggesting a significant proportion of single-family rental properties (see Table 2).

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Table 2: Housing Unit Characteristics for Market Areas

On the multifamily side, approximately 85 percent of the new multifamily units built in the City since 2010 have been in the Transit Area, including nearly 680 market-rate units and 200 affordable units across eight (8) developments.1 As shown in Table 3, the average rents in the Transit Area are about ten percent (10%) higher than the citywide average on a per unit basis, and three percent (3%) higher on a per square foot basis (due to the slightly larger average unit sizes in the Transit Area). This rent premium is likely attributable in part to the newer inventory in the Transit Area—units built since 2010 achieve rents that are 31% on a per unit basis and 14% higher on a per square foot basis as compared to all multifamily units citywide. However, the higher rents in the Transit Area also suggest that the transit-adjacent location may offer a small value premium.

1 Since the analysis was completed, an additional 290 multifamily units have been completed in the Transit Area at the Amplifi development.

Category Fullerton Transit Area City of Fullerton Orange County Total Housing Units
2010 8,548 47,853 1,048,907
2020 9,316 49,167 1,112,447
% Change 9.0% 2.7% 6.1%
Total Occupied Units (2020) 8,933 46,906 1,054,907
Percent Tenure (2020)
Owner-Occupied 34% 52% 54%
Renter-Occupied 66% 48% 41%
Percent Type (2018)
Single-Family [1] 51% 61% 63%
Multifamily 45% 37% 34%
Other [2] 3% 2% 3%
[1] Includes detached and attached single family homes
[2] Includes mobile homes, RVs, vans, and boats
Source: ESRI; EPS
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Table 3: Average Multifamily Rents for Fullerton Transit Area and City of Fullerton

The value premium for Fullerton’s transit-adjacent units is more noticeable in a regional context. In 2020, the average per square foot rent for Fullerton’s Transit Area multifamily units was in the middle of the range among comparable cities along the Orange County Metrolink Line. However, in 2010, Fullerton’s transit-adjacent units achieved the second-highest per square foot rents among the comparable cities. In the interim decade, even cities that did not see significant growth in transit-adjacent units experienced average per square foot rents increases of approximately 40% to 55% (see Table 4). This trend demonstrates the growing demand over the past several years for living in areas accessible to regional transit, demand that could be met through new residential development in the Rail District. It is important to note, however, that this trend may be disrupted by long-term changes to commute patterns resulting from the COVID-19 pandemic.

Table 4: Rents and Supply of Transit-Adjacent Multifamily Units in Cities Along OC Line

Category
Fullerton
Transit Area
City of
Fullerton
Transit Area
Premium
Avg. Rents Per Unit
All Units $1,941 $1,771 10%
Units Built Since 2010 $2,354 $2,314 2%
New Unit Premium 21% 31%
Avg. Rents Per Sq. Ft.

All Units $2.31 $2.24 3%
Units Built Since 2010 $2.69 $2.55 5%
New Unit Premium 16% 14%
Source: CoStar; EPS
Category
Fullerton
Transit Area
Norwalk/
Santa Fe
Springs
Transit Area
Buena Park
Transit Area
Anaheim
Transit Area
Orange
Transit Area
Santa Ana
Transit Area
Number of Units 3,507 1,223 3,460 5,245 2,868 4,666
Units Built Since 2010 678 6 60 2,218 260 0
% of Total 19% 0% 2% 42% 9% 0%
Avg. Rents Per Sq. Ft.
2010 Q1 $1.80 $1.52 $1.46 $2.02 $1.64 $1.42
2020 Q1 $2.31 $2.34 $2.08 $2.43 $2.33 $1.97
% Increase 28% 54% 42% 20% 42% 39%
Source: CoStar; EPS
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Retail

Retail was a strong land use sector in the Fullerton Transit Area prior to the onset of the COVID-19 pandemic.

Nearly half of the City’s retail space is located within the Transit Area, and the Transit Area’s retail vacancy rate at the end of 2019 was lower than the overall City rate. Average retail rents in the Transit Area were also about $1.00 less per square foot than the citywide average, likely reflecting that the types of retail uses in the Transit Area, such as dining and other local and small businesses that generally pay lower rents compared to larger-scale chain retail uses.

Table 5: Retail Space Trends in Fullerton Transit Area and City of Fullerton

The COVID-19 pandemic and associated public health measures had a quick and severe impact on the types of retail most common to the Transit Area. As of the end of 2020, average retail rents in the Transit Area were $21.11 per square foot and the vacancy rate was 5.6%, as compared to average rents of $28.48 per square foot and a vacancy rate of 5.1% for the City overall. There is optimism that the advent of therapeutics and vaccines in early 2021 portend an economy recovery over the next couple of years that can bolster the Trade Area’s experiential retail. As existing retail space recovers, there may be demand for similar small-scale and local-serving uses in the Rail District Area, particularly on sites with high visibility (e.g. along Harbor Boulevard and Valencia Drive) and integrated as part of larger mixed-use projects.

Office

Office space has not been a strong growth sector in Fullerton or North Orange County in recent years. Office space is the smallest use in the Fullerton Transit Area, accounting for less than ten percent (10%) of the Area’s total nonresidential square footage. Although the Transit Area office space has lower vacancy rates than office space citywide, it also achieves lower average rents. Further, the Transit Area, City, and Northern Orange County region all experienced a net loss in office space from 2010 to 2020, and only about two percent (2%) of the existing office space in the North County Region is less than ten (10) years old.

Item (as of Q4 2019)
Fullerton Transit
Area Fullerton
Performance
NNN Rent per Square Foot $23.79 $24.67
Vacancy 3.5% 4.3%
Avg. Annual Net Absorption 18,739 39,930
Inventory
Square Feet 3,062,000 6,579,492
Share of City 47% N/A
Growth 2010 - Q4 2019
Net New Inventory 10,551 172,824
% of Total Inventory 0.3% 2.6%
Share of City 6.1% N/A
Source: CoStar; EPS
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Table 6: Office Space Trends in Fullerton Transit Area, City of Fullerton, and North Orange County

Given these trends, it is unlikely that office space would represent a strong redevelopment opportunity for the Rail District. However, there are two trends that point towards some level of potential for office space in the area. The first is conversion of industrial spaces to “creative office” uses. Depending on their current condition, some portion of the existing industrial buildings in the Rail District may be candidates for this type of reuse. The second trend relates to projected changes in office use as a result of the COVID-19 pandemic. Growing acceptance of remote work arrangements may give rise to demand for suburban satellite office space, providing employees with an office environment that is close to home. The Rail District’s proximity to the amenities of Downtown and to transit access to central business districts in Irvine and Downtown Los Angeles could make it an attractive location to site this type of small-scale office use.

Industrial

As of 2021, industrial space is the largest nonresidential space use in the Fullerton Transit Area, accounting for over half of the nonresidential square footage. The Area’s industrial vacancy rate is lower than the citywide rate, and the average rents are just $1.00 less per square foot than the citywide average. However, the Transit Area had a net loss in industrial space over the past ten years, while the City’s overall industrial space grew by five percent (5%). This dynamic is indicative of shifts in industrial space needs regionwide. While older space, such as the space in the Transit Area and Rail District, serve the production, distribution, and repair (PDR) sector (e.g. auto repair and manufacturing), newer industrial space is typically built for warehouse and logistics needs. The Transit Area in general, and the Rail District in particular, does not contain the larger parcel sizes needed to accommodate these latter types of uses, nor is it well-located for the associated truck traffic.

Item (as of Q4 2019)
Fullerton Transit
Area Fullerton
North Orange
County [1]
Performance
Gross Rent per Square Foot $22.09 $29.00 $28.07
Vacancy 1.6% 5.1% 9.4%
Inventory
Square Feet 697,484 3,952,680 45,436,267
Share of City 18% N/A N/A
Growth 2010 - Q4 2019
Net New Inventory -41,620 -84,059 -387,240
% of Total Inventory -6.0% -2.1% -0.9%
Share of City 49.5% N/A N/A
[1] Includes cities of Anaheim, Buena Park, Fullerton, Orange, and Santa Ana Source: CoStar; EPS
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Table 7: Industrial Space Trends in Fullerton Transit Area and City of Fullerton

While it is unlikely that future industrial development will occur in the Rail District, the value of the existing industrial uses provides guidance on the financial threshold for realizing redevelopment opportunities. Data on sales of industrial properties in Fullerton reported by CoStar shows an average sale prices of $97 per land square foot ($4.2M per acre) for all properties citywide, and $110 per land square foot ($4.8M per acre) for properties in the Transit Area. The most recent transaction for an industrial property in the Rail District was a sale for $127 per land square foot ($5.5M per acre) in 2018. While the properties in the Rail District will each have their unique opportunities and challenges that dictate their achievable sale price, these recent transactions illustrate an order- of-magnitude estimate for the value that existing landowners will place on their properties in considering redevelopment proposals.

Item (as of Q4 2019)
Fullerton
Transit Area Fullerton
Performance
NNN per Square Foot $9.60 $10.60
Vacancy 2.5% 3.7%
Inventory
Square Feet 4,156,046 21,292,217
Share of City 20% N/A
Growth 2010 - Q4 2019
Net New Inventory -87,007 1,051,416
% of Total Inventory -2.1% 4.9%
Source: CoStar; EPS
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A.5. EXISTING CONDITIONS FINDINGS

Opportunities
• Proximity to Downtown, Transportation Center, and other public uses • Improvement of Union Pacific Right-of-Way for east-to-west and north multi-modal connectivity to Downtown and City
• Elephant Packing House and surrounding block as catalytic for development in entire Rail District • Introduce more transit-related uses and activities; build upon General Plan Focus Area vision • Nodes along multimodal connector
• Relate to scale of existing residential neighborhood to south • Build upon recent multi-family developments, densities, and housing types in the area • Increase transit-oriented housing density while providing a range of affordability options

Constraints
• Existing connectivity to Downtown is limited; tracks create a barrier • By-right residential capacity is limited by existing zoning • Neighborhood to south residential and low-scale; transitions and mitigations • Area west of Richman is more than 1/2 mile from Fullerton Station • Future High-Speed Rail development may narrow Walnut Avenue along the RDSP northern edge • Lot sizes, particularly to the south of the Union Pacific Right-of-Way, may constrain project density potential and setback requirements
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B.1. DEFINITIONS

Art and Craft Installation: Permanent building decorative installations integral to the architecture of a building and constituting a component of the ground level of a building. Art and Craft Installations are not public art and are subject to the standards listed in Section 3.2.b.ii of this Plan.

Bedroom: Any separate room normally used for sleeping purposes, whether designated as a bedroom or as a den, study, library or other similar term excluding dining rooms, living rooms, kitchens, hallways and bathrooms. Definition provided per Section 15.04.040 of the Fullerton Municipal Code.

Build-To: The range, area and depth of a portion of a site in which a designated portion of a building component or façade shall be constructed in relation to a lot line and/or frontage.

Classification: A use category in the broad list of land use sin which category certain uses, either individually or as to type, are identified as possessing similar characteristics or performance standards and are permitted as compatible uses in the same zone or classification. A classification, as the term is employed herein, includes provisions, conditions and requirements related to the permissible location of permitted uses. Definition provided per Section 15.04.040 of the Fullerton Municipal Code.

Conditional Use Permit: A limiting authority to locate a particular use at a particular location, and which limiting authority is required to modify and establish the controls stipulated by this title in such degree as to assure that the particular use, by reason of peculiar characteristics, size, technological processes or equipment, or because of location with reference to surroundings, streets and existing improvements or demands upon public facilities, shall not unreasonably prove detrimental to surrounding properties or be inimical to the public interest. Definition provided per Section

15.04.040 of the Fullerton Municipal Code.

Density: The number of dwelling units per net acre for residential uses. Definition provided per Section 15.04.040 of the Fullerton Municipal Code.

Duplex: A two (2) and three (3) story, low-intensity residential building type comprising of two (2) dwelling units, each with separate entrances.

Dwelling Unit: One or more rooms designed for residential occupancy by one family for non-transient living and sleeping purposes and containing kitchen facilities or an area designed for the preparation of food for use solely by one family. All rooms comprising a dwelling unit shall have access through an interior door to other parts of the dwelling unit. Any living area which is designed for occupancy of more than thirty days and which has a separate food preparation area, bathroom and one or more habitable rooms with independent outside access shall be deemed a separate dwelling unit regardless of whether it is in the same building as, or immediately adjacent to, another dwelling unit. Definition provided per Section 15.04.040 of the Fullerton Municipal Code.

Façade: The exterior wall or face of a building that abuts or faces a front, side, rear yard, primary frontage, and/or secondary frontage.

Flex Block: A building type generally of a single massing element, designed for commercial uses including ground floor retail and offices.

Frontage: A façade, building component, or area located on a built-to interface and facing a designated public space, and/or public right-of- way, and/or primary and/or secondary frontage.

Frontage, Primary: A building component or façade that faces a public right-of-way identified as a Primary Frontage in Figure B-1.

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Primary Frontages are subject to particular standards listed in Chapter 3 of this Plan.

Frontage, Secondary: A building component or façade that faces a public right-of-way identified as a Secondary Frontage in Figure B-1.

Secondary Frontages are subject to particular standards listed in Chapter 3 of this Plan.

Figure B-1: Primary and Secondary Frontage Map

Garden Wall: A wall or fence with plantings facing the outside or public side of the wall or fence. Garden walls are subject to the standards listed in Section 3.2.b.ii of this Plan.

Height, Base: The allowable height of a new construction without the use of a density bonus, measured from the ground plane within five feet of the lowest elevation of a building wall to the highest point of the roof plane. The Base Height measurement is not inclusive of a parapet.

Landscape Buffer: Fully planted and irrigated areas constituting a Primary or Secondary Frontage facing a public right-of-way.

Landscape Buffers are subject to the standards listed in Section

3.2.b.ii of this Plan.

Live/Work: A low- to medium-intensity residential building type, typically two (2) to three (3) stories in height, inclusive of working, living, and sleeping areas.

Lot:

1. A parcel of real property when shown as a delineated parcel of land with a number or designation on a subdivision map or parcel map recorded in the office of the County Recorder, and created in conformance with the Subdivision Map Act.

2. A parcel of real property when shown on a record of survey map filed in the office of the County Recorder, when such map was filed as the result of and was made a condition of a lot division, approved by the City under the authority of prior or existing ordinances.

Definition provided per Section 15.04.040 of the Fullerton Municipal Code.

Lot Area, Net: The total horizontal area within the boundary lines of a lot, but not including any portion of a public street or alley. Definition provided per Section 15.04.040 of the Fullerton Municipal Code.

Lot Coverage: A property developed with at least two of the following uses: residential units, leasable area for commercial businesses, and/or public parking for other facilities.

Mixed-Use Development: A residential building type that includes primarily residential uses but may include active ground floor uses including residential lobbies, residential units, live/work units, and commercial spaces. A multiplex includes five (5) or more dwelling units and typically is three (3) stories or greater.

Multiplex: A residential building type that includes primarily residential uses but may include active ground floor uses including residential lobbies, residential units, live/work units, and commercial spaces. A multiplex includes five (5) or more dwelling units and typically is three (3) stories or greater.

Property Ownership Map

WILLIAMSON AVE

VALENCIA DR

WEST AVE

HIGHLAND AVE

RICHMAN AVE

HARBOR BLVD

TRUSLOW AVE

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Passageway: A landscaped and well-lit pedestrian-oriented walkway or pathway not less than five (5) feet wide that connects a public street to the Union Pacific Trail and/or Passage. Passageways are subject to District-specific standards listed in Chapter 3 of this Plan

Porch: A covered platform and/or outdoor area at an entrance to a building.

Porch, Projecting: A covered entrance and/or outdoor area, configured with a separate roof minor to the main roof plane, that extends from a building that may be open-sided or screened.

Projecting Porches are subject to the standards listed in Section

3.2.b.ii of this Plan.

Porch, Recessed: A covered entrance and/or outdoor area supported by a main frame, located outside the exterior walls of a building.

Recessed porches are subject to the standards listed in Section

3.2.b.ii of this Plan.

Quadplex: A two (2) to four (4) story (typical) lower-intensity residential building type comprising four (4) separate dwelling units.

Roof: A structural covering over any portion of a building or structure, including the projections beyond the walls or supports of the building or structure. An open work covering shall not be considered a roof if the upper horizontal surface area of the component solid portions thereof do not exceed twenty percent of the area of the covering.

Definition provided per Section 15.04.040 of the Fullerton Municipal Code.

Setback: The minimum distance by which a building component or façade shall be separated from a lot line.

Shopfront / Storefront: A building façade consisting of individual bays and indicating a ground-floor commercial use. Shopfronts are subject to the standards listed in Section 3.2.b.ii of this Plan.

Side, Interior: A lot line of a parcel that is common to an adjoining parcel.

Stoop: A covered or uncovered platform with steps and a landing in front of a building rising a maximum of four (4) feet above the ground plane. Stoops are subject to the standards listed in Section 3.2.b.ii of this Plan.

Story: That portion of a building included between the surface of any floor and the surface of the floor next above it. If there is no floor above it, then the space between such floor and the ceiling next above it shall be considered a story. If the finished floor level directly above the basement or cellar is more than four feet above natural grade, such basement or cellar shall be considered a story. Definition provided per Section 15.04.040 of the Fullerton Municipal Code.

Structure: Anything constructed on or in the ground, or anything erected which requires location on or in the ground, or is attached to something having location on or in the ground, but not including fences or walls used as fences less than three feet in height, or paved areas. Definition provided per Section 15.04.040 of the Fullerton Municipal Code.

Terrace / Plaza: An outdoor and paved area adjacent to a structure or building and accessible from the interior of a structure or building, which is not completely enclosed, and is open to the outside air or sky, even if covered or partially covered or wholly or partially bounded by a wall or fence. Terraces and/or Plazas are subject to the standards listed in Section 3.2.b.ii of this Plan.

Townhome: A residential type consisting of separate single-family dwelling units that may be either separate buildings closely spaced or semi-attached and attached structures deployed parallel to sidewalks, pathways, and streets.

Triplex: A two (2) to three (3) story low-intensity residential building type comprising three (3) dwelling units located on a single lot.

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Tuck Under Garden Apartment: A low- to medium-intensity two (2) and three (3) story residential type where the majority of parking spaces are placed underneath a portion of the living spaces in both open and closed configurations. Building entries typically serve multiple units and face primary and secondary frontages or private walk paths.

Union Pacific Trail: The portion of City-owned land currently referred to as the Union Pacific Right-of-Way located between Highland Avenue and the western boundary of the RDSP Area and running parallel to and between Valencia Drive and/or Truslow Avenue and Walnut Avenue and/or the Union Pacific Railroad.

Union Pacific Passage: The portion of City-owned land currently referred to as the Union Pacific Right-of-Way located between Highland Avenue and Harbor Boulevard and runs parallel to and between Truslow Avenue and Walnut Avenue.

Use: The nature of the occupancy, the type of activity, or the character and form of improvements to which land is devoted or may be devoted. Definition provided per Section 15.04.040 of the Fullerton Municipal Code.

City Council - Successor Agency - Housing AuthorityNovember 21, 2023

City Council - Successor Agency - Housing Authority
November 21, 2023