Agenda
JANUARY-24-2023-AGENDA-PACKET.PDF
Meeting Materials
KING-CITY-WEST-BROADWAY-MASTER-PLAN.-PART-1.PDF
KING-CITY-WEST-BROADWAY-MASTER-PLAN-PART-2.PDF
KING-CITY-WEST-BROADWAY-MASTER-PLAN-PART-3-A.PDF
KING-CITY-WEST-BROADWAY-MASTER-PLAN-PART-3-B.PDF
KING-CITY-WEST-BROADWAY-MASTER-PLAN-PART-3-C.PDF
KING-CITY-WEST-BROADWAY-MASTER-PLAN-PART-4.PDF
JANUARY-24-2023-AGENDA__AMENDED.PDF
1. Documents:
2. Documents:
AGENDA
REGULAR MEETING OF THE
CITY OF KING CITY COUNCIL
AND
Sitting as SUCCESSOR AGENCY OF
THE RDA FOR THE CITY OF KING
TUESDAY JANUARY 24, 2023
6:00 P.M.
CITY HALL
212 S. VANDERHURST AVENUE
KING CITY, CALIFORNIA 93930
The City Council meeting will be conducted in hybrid in-person/virtual format.
To join the meeting virtually, please use the link below to join the Zoom meeting:
https://bit.ly/3e0zvaR
Meeting ID: 881 5287 9536
Or by telephone: 1-669-900-9128
Passcode: 052933
In compliance with the Americans with Disabilities Act, if you need special assistance to participate in a City meeting, Please contact the City Clerk's Office (831-386-5925) at least 48 hours prior to the Meeting to ensure that reasonable arrangements can be made to provide accessibility to the meeting. * Please submit all correspondence for City Council PRIOR to the meeting with a copy to the City Clerk.
1. CALL TO ORDER
2. ROLL CALL: Council Members Darlene Acosta, Robert Cullen, Carlos DeLeon, Mayor Pro Tem Carlos Victoria, and Mayor Mike LeBarre
3. FLAG SALUTE
4. CLOSED SESSION ANNOUNCEMENTS
5. SPECIAL PRESENTATIONS
A. Police Department Annual Award Ceremony
6. PUBLIC COMMENT
Any member of the public may address the Council for a period not to exceed three minutes’ total on any item of interest within the jurisdiction of this Council that is not on the agenda. The Council will listen to all communications; however, in compliance with the Brown Act, the Council cannot act on items not on the agenda. Comments should be directed to the Council as a whole and not to any individual Council Member. Slanderous, profane or personal remarks against any Council Member, staff member or member of the audience is not permitted.
7. COUNCIL COMMUNICATIONS & COMMITTEE REPORTS
Individual Council Members may comment on Council business, his or her Council activities, City operations, projects or other items of community interest. Council Members may also request staff to report back at a subsequent meeting on any matter or take action to direct staff to prepare a staff report for a future agenda.
8. STAFF COMMUNICATIONS
Comments presented by the City Manager, City Attorney or other staff on City business and/or announcements.
9. CONSENT AGENDA
The following items listed below are scheduled for consideration as a group. The recommendations for each item are noted. Members of the audience may speak on any item(s) listed on the Consent Agenda. Any Council Member, the City Manager, or the City Attorney may request that an item be withdrawn from the Consent Agenda to allow for full discussion.
The Council may approve the remainder of the Consent Agenda on one motion. Items withdrawn from the Consent Agenda may be considered by separate motions at the conclusion of the discussion of each item.
A. Consideration: Meeting Minutes of January 10, 2022, Council Meeting Recommendation: approve and file.
B. Consideration: City of King Check Register January 1, through January 15, 2023
Recommendation: receive and file.
C. Consideration: Successor Agency Check Register January 1, through January 15, 2023
Recommendation: receive and file.
D. Consideration: King KCCP Payments for The Month of December 2022 Recommendation: receive and file.
E. Consideration: A Resolution of the City Council of the City of King Making Findings Related to the Continued Existence of a State of Emergency Due to COVID-19 and Re-Authorizing the Conduct of Public Meetings of the Legislative Bodies of the City Via Remote Teleconferencing for an Additional 30-Day Period Pursuant to the Ralph M. Brown Act as Amended by Assembly Bill No. 361
Recommendation: adopt a Resolution making findings related to the continued existence of a State of Emergency due to COVID-19 and re-authorizing the conduct of public meetings of the legislative bodies of the city via remote teleconferencing for an additional 30-day period pursuant to the Ralph M.
Brown act as amended by AB 361.
10. PUBLIC HEARINGS
None
11. REGULAR BUSINESS
A. Consideration: Workshop Regarding Land Use Element (Opportunity Area #1) Recommendation: 1) conduct a workshop on the process of preparing the Land Use Element Update (LUE), focusing on Opportunity Area #1; 2) discuss and/or provide staff direction regarding LUE polices, designations and regulations involving Opportunity 1; and 3) discuss and provide comments regarding the proposed Monarch Inn senior housing project concept plan.
12. CITY COUNCIL CLOSED SESSION
Announcement(s) of any reportable action(s) taken in Closed Session will be made in open session and repeated at the beginning of the next Regular City Council meeting as this portion of the meeting is not recorded.
A. Conference with Legal Counsel – Liability Claims (Pursuant to Government Code Section 54956.95) Consideration of claim no. 2023- 01 by Claimant Jose Rito Gutierrez Gomez principal for Rito Insurance Agency, alleging his business was defamed, harmed, and sustained reputation harm, by King City’s press release in King City, CA on 7/14/2022.
13. ADJOURNMENT
The City of King is an equal opportunity provider and employer.
City Council Meeting
January 10, 2023
1.__CALL TO ORDER:
Regular Meeting called to order at 6:00pm by Mayor LeBarre.
2.__ROLL CALL:
City Council: Mayor Mike LeBarre, Council member, Carlos DeLeon, Rob Cullen Mayor Pro Tem Carlos Victoria and Council member Darlene Acosta, (Teleconference).
City Staff: City Manager Steve Adams; City Attorney Roy Santos (Teleconference); City Clerk, Erica Sonne.
3.__FLAG SALUTE:
The flag salute was led by Council member Cullen.
4. CLOSED SESSION ANNOUNCEMENTS:
None
5.__PRESENTATIONS:
None
6. PUBLIC COMMUNICATIONS:
Jennifer Taylor, Superintendent, School District, stated that the schools would be back in session tomorrow.
7. COUNCIL COMMUNICATIONS:
Council Member Cullen expressed thanks and deep gratitude to Public Works, Police and Fire Department, Staff that helped out in the storm.
Mayor Pro Tem Victoria the volunteers who helped out as well plus Public Works, Police, Fire and City Staff.
Council Member Acosta thanked everyone who helped out in the storm.
Council Member DeLeon thanked everyone who helped out in the storm. He also extended prayers to the Doen family whose family member is still missing.
Mayor LeBarre extended kudos to Steve City Manager, City Staff, Chief Hunt who are working with EOC communicating well. Sheriff Nieto as well.
8. CITY STAFF REPORTS AND COMMENTS:
City Manager Steve Adams stated that knowing the under Sheriff has been helpful. He appreciated the support of the City Council. He updated on the evacuation orders, flood areas and shelters. Fortunately, not one house was damaged. Public Works will continue to work extended hours out of caution.
City Attorney Roy Santos had nothing to report.
9(A)
9. CONSENT
A. Consideration: Meeting Minutes of December 13, 2022, Council Meeting B. Consideration: City of King Check Register December 1, through December 31, 2022 C. Consideration: Successor Agency Check Register December 1, through December 31, 2022 D. Consideration: City of King KCCP Payments for the Month of November 2022 E. Consideration: Special Meeting Minutes of December 05, 2022, Council Meeting F. Consideration: A Resolution of the City Council of the City of King Making Findings Related to the Continued Existence of a State of Emergency Due to COVID-19 and Re-Authorizing the Conduct of Public Meetings of the Legislative Bodies of the City Via Remote Teleconferencing for an Additional 30-Day Period Pursuant to the Ralph M. Brown Act as Amended by Assembly Bill No. 361 G. Consideration: An Ordinance Amending Abandoned Vehicle Restrictions in the City H. Consideration: Federal Aviation Administration and Caltrans Division of Aeronautics Grant Funding Application for Mesa Del Rey Airport Electrical Improvements I. Consideration: Designating the Public Works Director/City Engineer to Sign Documents Related to the Chispa Mills Ranch Affordable Housing Project
J. Consideration: Side Letters of Agreement with The King City Confidential Employees Association and The Service Employees International Union Local 521
K. Consideration: Contract Services Agreement with CivicPlus for Website Services L. Consideration: 2023 Fireworks Permit Process
M. Consideration: Contract Services Agreement with Bartle Wells Associates for Wastewater Financial Analysis and Rate Study
Action: Motion to approve consent agenda items A—M by and Victoria seconded by Cullen.
AYES: Council Members: LeBarre, DeLeon, Cullen, Victoria, Acosta, NOES: Council Members:
ABSENT: Council Members:
ABSTAIN: Council Members:
10. PUBLIC HEARING:
None
11. REGULAR BUSINESS
A. Consideration: Preliminary FY 2023-24 and FY 2024-25 Budget Goals City Manager Adams introduced this item.
Council member Cullen would like to incorporate a volunteer system.
Action: Motion to 1) approve by motion the proposed preliminary budget goals for FY 2023-24 and FY 2024-25; and 2) approve a date for the budget workshop 5 th Tuesday of May on the 30th by and Cullen
seconded by Victoria.
AYES: Council Members: LeBarre, Acosta, DeLeon, Cullen, Victoria NOES: Council Members:
ABSENT: Council Members:
ABSTAIN: Council Members:
B. Consideration: Proposed Local Sales Tax Community Engagement Process City Manager Adams introduced this item.
Mayor Pro Tem Victoria and Council member Cullen would like to see us reach out to High School Seniors to get them involved as they may be able to vote. They would be willing to go to the high school to give presentations as would the mayor.
Action: Motion to approve the recommended community engagement process for proposal and consideration of a potential 2024 local sales tax measure including outreach to high school seniors and social media strategy by Cullen and seconded by DeLeon.
AYES: Council Members: LeBarre, Acosta, DeLeon, Cullen, Victoria NOES: Council Members:
ABSENT: Council Members:
ABSTAIN: Council Members:
C. Consideration: Cannabis Cultivation Business Tax Rate Plan City Manager Adams introduced this item.
Action: Motion to adopt a Resolution establishing future reductions in the cannabis cultivation business tax rate triggered by increases in square footage of total citywide operations by Victoria seconded by DeLeon.
AYES: Council Members: LeBarre, Acosta, DeLeon, Cullen, Victoria NOES: Council Members:
ABSENT: Council Members:
ABSTAIN: Council Members:
D. Consideration: Resolution of The City Council of The City of King, Confirming the City Manager/Director of Emergency Services' Proclamation of Existence of a Local Emergency City Manager Adams introduced this item.
Action: Motion to adopt a Resolution confirming the City Manager/Director of Emergency Services’ Proclamation of Existence of a Local Emergency Cullen seconded by DeLeon.
AYES: Council Members: LeBarre, Acosta, DeLeon, Cullen, Victoria NOES: Council Members:
ABSENT: Council Members:
ABSTAIN: Council Members:
12. CITY COUNCIL CLOSED SESSION
None
ADJOURNMENT:
Mayor LeBarre adjourned the meeting at 6:55p.m. on a motion by Victoria and a second by Acosta.
Motion carried 5-0.
Approved Signatures:
Mayor, Michael LeBarre City Clerk, Erica Sonne
City of King City of King
Item No. 9(B)
REPORT TO THE CITY COUNCIL
DATE: JANUARY 24, 2023
TO: HONORABLE MAYOR AND MEMBERS OF THE CITY COUNCIL
FROM: MIKE HOWARD, FINANCE DIRECTOR
RE: CONSIDERATION OF CITY OF KING CHECK REGISTER
JANUARY 1 THROUGH JANUARY 15, 2023
RECOMMENDATION:
It is recommended City Council receive and file.
BACKGROUND:
At least once a month, the City Treasurer shall submit to the City Council, a copy of the invoices paid for the previous month.
DISCUSSION:
The purpose of this item is to provide the Council an opportunity to review and monitor ongoing expenditures. These documents are attached.
COST ANALYSIS:
There is no fiscal impact as a result of this action.
ENVIRONMENTAL REVIEW:
No Environmental Review required for this item.
ALTERNATIVES:
The following alternatives are provided for Council consideration:
1. Receive and file the report; or
2. Provide other direction to staff regarding requests for additional information.
Item No. 9(C)
REPORT TO THE SUCCESSOR AGENCY TO THE FORMER KING CITY CDA DATE: JANUARY 24, 2023
TO: HONORABLE CHAIR AND MEMBERS OF THE BOARD
FROM: MIKE HOWARD, FINANCE DIRECTOR
RE: CONSIDERATION OF SUCCESSOR AGENCY CHECK
REGISTER FOR JANUARY 1 THROUGH JANUARY 15, 2023
RECOMMENDATION:
It is recommended the City Council acting as the Successor Agency Board receive and file.
BACKGROUND:
At least once a month, the City Treasurer shall submit to the Successor Agency Board, a copy of the invoices paid for the previous month.
DISCUSSION:
The purpose of this item is to provide the Council an opportunity to review and monitor ongoing expenditures. These documents are attached.
COST ANALYSIS:
There is no fiscal impact as a result of this action.
ENVIRONMENTAL REVIEW:
No Environmental Review required for this item.
ALTERNATIVES:
The following alternatives are provided for Council consideration:
1. Receive and file the report; or
2. Provide other direction to staff regarding requests for additional information.
Item No. 9(D)
REPORT TO THE CITY COUNCIL
DATE: JANUARY 24, 2023
TO: HONORABLE MAYOR AND MEMBERS OF THE CITY COUNCIL
FROM: MIKE HOWARD, FINANCE DIRECTOR
RE: CONSIDERATION OF CITY OF KING KCCP PAYMENTS FOR
THE MONTH OF DECEMBER 2022
RECOMMENDATION:
It is recommended City Council receive and file.
BACKGROUND:
At least once a month, the City Treasurer shall submit to the City Council, a copy of the invoices paid for the previous month.
DISCUSSION:
The purpose of this item is to provide the Council an opportunity to review and monitor ongoing expenditures. These documents are attached.
COST ANALYSIS:
There is no fiscal impact as a result of this action.
ENVIRONMENTAL REVIEW:
No Environmental Review required for this item.
ALTERNATIVES:
The following alternatives are provided for Council consideration:
1. Receive and file the report; or
2. Provide other direction to staff regarding requests for additional information.
Item No. 9 (E)
REPORT TO THE CITY COUNCIL
DATE: JANUARY 24, 2023
TO: HONORABLE MAYOR AND MEMBERS OF THE CITY COUNCIL
FROM: STEVEN ADAMS, CITY MANAGER
RE: CONSIDERATION OF A RESOLUTION OF THE CITY COUNCIL
OF THE CITY OF KING MAKING FINDINGS RELATED TO THE
CONTINUED EXISTENCE OF A STATE OF EMERGENCY DUE
TO COVID-19 AND RE-AUTHORIZING THE CONDUCT OF
PUBLIC MEETINGS OF THE LEGISLATIVE BODIES OF THE
CITY VIA REMOTE TELECONFERENCING FOR AN
ADDITIONAL 30-DAY PERIOD PURSUANT TO THE RALPH M.
BROWN ACT AS AMENDED BY ASSEMBLY BILL NO. 361
RECOMMENDATION:
It is recommended the City Council adopt a Resolution making findings related to the continued existence of a State of Emergency due to COVID-19 and reauthorizing the conduct of public meetings of the legislative bodies of the city via remote teleconferencing for an additional 30-day period pursuant to the Ralph M.
Brown act as amended by AB 361.
BACKGROUND:
Starting March 2020, the Governor of California declared a State of Emergency to make additional resources available, formalize emergency actions already underway, and help the state prepare for broader spread of the coronavirus (COVID-19). On March 13, 2020, the President declared a National State of Emergency. As a result, on March 16, 2020, the City Manager signed a Proclamation of Local Emergency in King City, which was ratified by the City Council on March 20, 2020.
In March 2020, in response to the spread of COVID-19 in the County of in the County of Monterey, the County proclaimed a state of local emergency for the County of Monterey and thereafter issued orders from the County of Monterey Health Officer aimed at containing COVID-19.
CITY COUNCIL
CONSIDERATION OF A RESOLUTION OF THE CITY COUNCIL OF THE CITY
OF KING MAKING FINDINGS RELATED TO THE CONTINUED EXISTENCE OF A STATE OF EMERGENCY DUE TO COVID-19 AND RE-AUTHORIZING
THE CONDUCT OF PUBLIC MEETINGS OF THE LEGISLATIVE BODIES OF THE CITY VIA REMOTE TELECONFERENCING FOR AN ADDITIONAL 30- DAY PERIOD PURSUANT TO THE RALPH M. BROWN ACT AS AMENDED BY ASSEMBLY BILL NO. 361
JANUARY 24, 2023
PAGE 2 OF 5
On March 20, 2020, the City Council adopted Resolution No. 2020-4753 declaring and proclaiming the existence of a local emergency in the City in response to COVID-19.
The Governor subsequently issued a number of executive orders aimed at promoting social distancing to reduce the spread of COVID-19. The Orders included suspending the following requirements of the Ralph M. Brown Act governing how public meetings are conducted:
• the requirement that local agencies provide notice of each teleconference location from which a member of the legislative body will be participating in a public meeting;
• the requirement that each teleconference location be accessible to the public;
• the requirement that members of the public be able to address the legislative body at each teleconference conference location; • the requirement that local agencies post agendas at all teleconference locations; and
• the requirement that at least a quorum of the members of the local body participate from locations within the boundaries of the territory over which the local body exercises jurisdiction.
The legislative bodies conducted many of their meetings via remote teleconferencing consistent with the declaration of local emergency and executive orders issued by the Governor during the shutdown. Equipment was then installed in the Council Chambers that provides the added capability of hybrid simultaneous in-person and virtual meetings.
When the Order expired, State legislation was adopted that extended the ability to meet remotely under specified circumstances. When that expired, the City temporarily discontinued the ability of elected officials and board members to participate in meetings remotely. Additional State legislation has been proposed and is under consideration. In the meantime, the Governor’s declared State of Emergency remains in effect. This, along with the CDC and County Health Officer’s guidelines, provides the City Council the ability to make the findings necessary to continue to participate in meetings virtually.
CITY COUNCIL
CONSIDERATION OF A RESOLUTION OF THE CITY COUNCIL OF THE CITY
OF KING MAKING FINDINGS RELATED TO THE CONTINUED EXISTENCE OF A STATE OF EMERGENCY DUE TO COVID-19 AND RE-AUTHORIZING
THE CONDUCT OF PUBLIC MEETINGS OF THE LEGISLATIVE BODIES OF THE CITY VIA REMOTE TELECONFERENCING FOR AN ADDITIONAL 30- DAY PERIOD PURSUANT TO THE RALPH M. BROWN ACT AS AMENDED BY ASSEMBLY BILL NO. 361
JANUARY 24, 2023
PAGE 3 OF 5
The findings were last approved by the City Council at the January 10, 2023 meeting. Therefore, the approval is necessary again at this time because the next meeting will be over 30 days from the last approval.
DISCUSSION:
Provisions regarding the ability of Council, Board and Commission members participating in meetings remotely remain the same, which include the following:
• In each instance in which notice of the time of the teleconferenced meeting is given or the agenda for the meeting is posted, the legislative body shall also give notice of the manner by which members of the public may access the meeting and offer public comment;
• The agenda shall identify and include an opportunity for all persons to attend via a call-in option or an internet-based service option; • The legislative body shall allow members of the public to access the meeting, and the agenda shall include an opportunity for members of the public to address the legislative body directly;
• In the event of a disruption which prevents the local agency from broadcasting the meeting to members of the public using the call-in option or internet-based service option, or in the event of a disruption within the local agency’s control which prevents members of the public from offering public comments using the call-in option or internet-based service option, the legislative body shall take no further action on items appearing on the meeting agenda until public access to the meeting via the call-in option or internet-based service option is restored; and
• Written/remote public comment must be accepted until the point at which the public comment period is formally closed; registration/sign-up to provide/be recognized to provide public comment can only be closed when the public comment period is formally closed.
A number of circumstances could involve the need for virtual attendance, such as the following:
CITY COUNCIL
CONSIDERATION OF A RESOLUTION OF THE CITY COUNCIL OF THE CITY
OF KING MAKING FINDINGS RELATED TO THE CONTINUED EXISTENCE OF A STATE OF EMERGENCY DUE TO COVID-19 AND RE-AUTHORIZING
THE CONDUCT OF PUBLIC MEETINGS OF THE LEGISLATIVE BODIES OF THE CITY VIA REMOTE TELECONFERENCING FOR AN ADDITIONAL 30- DAY PERIOD PURSUANT TO THE RALPH M. BROWN ACT AS AMENDED BY ASSEMBLY BILL NO. 361
JANUARY 24, 2023
PAGE 4 OF 5
• If a member is exposed to COVID-19 and choses to participate virtually in order to limit the risk of exposing others;
• An increase in cases cause a change in restrictions that may require virtual attendance or make it preferable if masks were required; and • Other circumstances that may make it feasible to attend a meeting virtually when in-person attendance is not possible.
The City Attorney has drafted the attached Resolution, which will enable the City to maintain virtual attendance by Council, board and commission members at meetings if approved by a majority of the Council.
The Governor has announced that the COVID-19 State of Emergency will end on February 28, 2023. Therefore, beginning in March, the rules governing Council meetings will return to the original Brown Act provisions. As a result, Council Members will only be able to attend Council meetings remotely under restricted circumstances at that time.
COST ANALYSIS:
There are no anticipated costs for this action.
ENVIRONMENTAL REVIEW:
This action is not a “project” for the purposes of the California Environmental Quality Act (CEQA) as it does not have the potential for resulting in either a direct physical change to the environment or a reasonably foreseeable indirect physical change in the environment. No further action is required under CEQA for City Council action.
ALTERNATIVES:
The following alternatives are provided for City Council consideration:
1. Adopt the Resolution
2. Modify and adopt the Resolution;
RESOLUTION NO. 2023-49__
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF KING MAKING
FINDINGS RELATED TO THE CONTINUED EXISTENCE OF A STATE OF EMERGENCY DUE TO COVID-19 AND RE-AUTHORIZING THE CONDUCT OF
PUBLIC MEETINGS OF THE LEGISLATIVE BODIES OF THE CITY VIA REMOTE TELECONFERENCING FOR AN ADDITIONAL 30-DAY PERIOD PURSUANT TO THE RALPH M. BROWN ACT AS AMENDED BY ASSEMBLY BILL NO. 361
WHEREAS, the City Council of the City of King (“City”) are committed to preserving and nurturing public access and participation in meetings of the legislative bodies (as that term is defined in Government Code §54952, including commissions, boards and committees subject to the Brown Act) of the City (collectively, the “Legislative Bodies”); and WHEREAS, all meetings of the Legislative Bodies are open and public as required by the Ralph M. Brown Act, codified as Government Code §§ 54950 et seq., so that any member of the public may attend, participate, and observe the Legislative Bodies conduct their business; and WHEREAS, the Brown Act, at Government Code § 54953(e), as amended by Assembly Bill (AB) 361 effective October 1, 2021, makes provision for remote teleconferencing participation in public meetings by members of a Legislative Body without compliance with the provisions of Government Code § 54953(b)(3), subject to the existence of certain conditions; and WHEREAS, a required condition under Government Code § 54953(e) is that the meeting is held during a state of emergency that has been declared by the Governor pursuant to Government Code § 8625, proclaiming the existence of conditions of disaster or of extreme peril to the safety of persons and property within the state caused by conditions as described in Government Code § 8558; and
WHEREAS, a proclamation can be made under circumstances including conditions when there is an actual incident, threat of disaster, or extreme peril to the safety of persons and property within the jurisdictions that are within the City’s boundaries, caused by natural, technological, or human-caused disasters
WHEREAS, it is further required that state or local officials continue to impose or recommend measures to promote social distancing; and
WHEREAS, starting in March 2020, in response to the spread of COVID-19 in the State of California, the Governor proclaimed a state of emergency for the State of California and thereafter issued a number of executive orders aimed at containing COVID-19; and WHEREAS, on March 20, 2020, the City Council adopted Resolution No. 2020-4753 declaring and proclaiming the existence of a local emergency in the City in response to COVID-19.
The Legislative Bodies have since conducted many of their meetings via remote teleconferencing consistent with the declaration of local emergency and executive orders issued by the Governor; and
WHEREAS, the executive orders issued by the Governor, among other things, waived requirements of the Brown Act expressly or impliedly requiring the physical presence of members of the legislative body, the clerk or other personnel of the body, or of the public as a condition of participation in or for the purpose of establishing a quorum for a public meeting. Without limitation, the orders waived the following requirements of Government Code §54953(b)(3):
• the requirement that local agencies provide notice of each teleconference location from which a member of the legislative body will be participating in a public meeting; • the requirement that each teleconference location be accessible to the public; • the requirement that members of the public be able to address the legislative body at each teleconference conference location;
• the requirement that local agencies post agendas at all teleconference locations; and • the requirement that at least a quorum of the members of the local body participate from locations within the boundaries of the territory over which the local body exercises jurisdiction; and
WHEREAS, on June 11, 2021, the Governor issued Executive Order N-08-21, which rescinded the modifications made by the aforementioned executive orders, effective September 30, 2021. On September 16, 2021, the Governor signed AB 361, creating a modified set of provisions for local agencies for compliance with the Brown Act relative to remote meetings. AB 361 was made effective on October 1, 2021. These modifications include the following:
• In each instance in which notice of the time of the teleconferenced meeting is given or the agenda for the meeting is posted, the legislative body shall also give notice of the manner by which members of the public may access the meeting and offer public comment;
• The agenda shall identify and include an opportunity for all persons to attend via a callin option or an internet-based service option; • The legislative body shall allow members of the public to access the meeting, and the agenda shall include an opportunity for members of the public to address the legislative body directly;
• In the event of a disruption which prevents the local agency from broadcasting the meeting to members of the public using the call-in option or internet-based service option, or in the event of a disruption within the local agency’s control which prevents members of the public from offering public comments using the call-in option or internetbased service option, the legislative body shall take no further action on items appearing on the meeting agenda until public access to the meeting via the call-in option or internetbased service option is restored; and • Written/remote public comment must be accepted until the point at which the public comment period is formally closed; registration/sign-up to provide/be recognized to provide public comment can only be closed when the public comment period is formally closed.
WHEREAS, the Governor’s proclaimed state of emergency and the City’s proclaimed local emergency related to COVID-19 remain in effect and encompass the jurisdictional boundaries of the City and Successor Agency. State of California and County of Monterey Public Health officials have recommended measures to promote social distancing, and the Centers for Disease Control and Prevention (“CDC”) continue to recommend physical distancing; and WHEREAS, as a consequence of the persisting state of emergency and the imposed or recommended social distancing measures, the Legislative Bodies may conduct their meetings without compliance with paragraph (3) of subdivision (b) of Government Code § 54953, as authorized by subdivision (e) of Government Code § 54953, and that the Legislative Bodies may comply with the requirements to provide the public with access to the meetings as prescribed in paragraph (2) of subdivision (e) of Government Code § 54953; and WHEREAS, consistent with AB 361, during the effectiveness of this Resolution, the Legislative Bodies and their staff may choose to avail themselves with AB 361 and give notice of the manner by which members of the public may access the Legislative Bodies’ meetings and offer public comment; identify and include an opportunity for all persons to attend via a call-in option or an internet-based service option; and allow members of the public to access the meeting, and the agenda shall include an opportunity for members of the public to address the Legislative Body directly.
NOW, THEREFORE, the City Council of the City of King does resolve as follows:
SECTION 1. The foregoing recitals are true and correct and are incorporated herein by reference.
SECTION 2. The City Council has considered the existing conditions of the state of emergency in the City and, consistent with the provisions of Government Code § 54953(e), hereby finds and determines that: (1) a proclaimed statewide state of emergency and a proclaimed local emergency related to COVID-19 are both currently in effect and persist in the jurisdictional boundaries of the City; and (2) State, local and CDC officials have imposed or recommended measures to promote social distancing in connection with the COVID-19 emergency.
SECTION 3. The City Council hereby acknowledges the Governor’s proclaimed state of emergency and the City’s proclaimed local emergency (as may have been amended since their initial proclamation) which encompass their jurisdictional boundaries.
SECTION 4. The Legislative Bodies and staff are hereby authorized and directed to take all actions necessary to carry out the intent and purpose of this Resolution, which may include the alternative of conducting all open and public meetings of the Legislative Bodies in accordance with Government Code § 54953(e) and other applicable provisions of the Brown Act.
SECTION 5. This Resolution shall take effect immediately upon its adoption and shall be effective until the earlier of (i) February 23, 2023, or (ii) such time as the City Council adopts a subsequent resolution in accordance with Government Code § 54953(e)(3) to extend the time during which the Legislative Bodies may continue to teleconference without compliance with paragraph (3) of subdivision (b) of Government Code § 54953.
SECTION 6. Should any provision, section, paragraph, sentence or word of this Resolution be rendered or declared invalid by any final court action in a court of competent jurisdiction or by reason of any preemptive legislation, the remaining provisions, sections, paragraphs, sentences or words of this Resolution as hereby adopted shall remain in full force and effect.
This resolution was passed and adopted this 24th day of January, 2023 by the following vote:
AYES, Council Members:
NAYS, Council Members:
ABSENT, Council Members:
ABSTAIN, Council Members:
APPROVED:
_______________________________
Mike LeBarre, Mayor
ATTEST:
___________________________________
Erica Sonne, City Clerk
APPROVED AS TO FORM:
____________________________________
Roy Santos, City Attorney
I, ________________________, City Clerk of the City of King, California, DO HEREBY CERTIFY that the foregoing is a true and accurate copy of the Resolution passed and adopted by the City Council of the City of King on the date and by the vote indicated herein.
Item No. 11 (A)
REPORT TO THE CITY COUNCIL
DATE: JANUARY 24, 2023
TO: HONORABLE MAYOR AND MEMBERS OF THE CITY COUNCIL
FROM: DOREEN LIBERTO, AICP, COMMUNITY DEVELOPMENT DIRECTOR,
SCOTT BRUCE, PRINCIPAL PLANNER
RE: CONSIDERATION OF WORKSHOP REGARDING LAND USE ELEMENT (OPPORTUNITY AREA # 1)
RECOMMENDATION:
Staff recommends the City Council: 1) conduct a workshop on the process of preparing the Land Use Element Update (LUE), focusing on Opportunity Area #1; 2) discuss and/or provide staff direction regarding LUE polices, designations and regulations involving Opportunity 1; and 3) discuss and provide comments regarding the proposed Monarch Inn senior housing project concept plan.
BACKGROUND:
The City of King is currently in the process of revising the Land Use Element (LUE) of the General Plan and updating the Housing Element (HE). The target completion dates are September 30, 2023 and December 31, 2023, respectively. A significant part of that process is the discussion of proposed uses and densities along the West Broadway Corridor. This area is referred to as “Opportunity Area # 1.” (Reference Figure 1-1.) The State of California is currently working toward finding solutions that provide housing for economically disadvantaged groups and seniors. King City supports this effort and is also looking to find opportunities for residential development of this type.
A related effort is the upcoming revision to the City’s Housing Element. The City’s Regional Housing Needs Allocation (RHNA) is 702 units, as set by the Department of Housing and Community Development (HCD) and allocated by the Association of Monterey Bay Area Governments. The RHNA allocation is the number of new units that must be made possible during the next Housing Cycle. The required units are as follows:
• Very Low Income (Less than 50% of AMI* ) 97 Units
• Low Income (50 to 80 % of AMI) 63 Units
• Moderate Income (80 to 120% of AMI) 178 Units
• Above Moderate Income (above 120% of AMI) 364 Units
702 Units
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CONSIDERATION OF WORKSHOP REGARDING LAND USE ELEMENT
(OPPORTUNITY AREA # 1)
JANUARY 24, 2023
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*AMI (Average Median Income) of Monterey County = $90,100 As the City prepares the LUE and HE updates, the need to provide affordable housing and the requirement to meet the RHNA numbers must be considered. The Workshop focuses on Opportunity Area # 1 (OP Area # 1). (Reference Figure 1-1 for OP Area # 1.) Note that the RHNA number prioritizes moderate and above moderate units while the apparent need in the City may be for low and very low units.
OP Area # 1 has also been identified as one of the key commercial areas in the City most in need of redevelopment. Many of the properties are blighted and include an inconsistent mix of land uses that do not provide a welcoming segment of Broadway Street. As a result, the area does not encourage visitors to proceed to visit the historic downtown currently under revitalization efforts. A number of old motor hotels still exist from when Broadway Street was a segment of Highway 101. Given the current location of Highway 101, staff does not believe the Highway Commercial land use designation is still appropriate and does not support the land use types and designs needed currently or in the future.
Staff recommends efforts to create an area more complimentary to the historic downtown area and one that would serve as a transition from the highway uses to the downtown area. Therefore, staff recommends referring to the area as the “Gateway.” To make redevelopment economically viable, it will require increased densities and land uses that are more economically viable than some of the existing businesses.
Therefore, introducing higher density residential projects could address a number of goals. First, residential development is more profitable than commercial in many cases and could serve as an incentive for owners to pursue redevelopment of their properties.
Second, it would at the
same time help address
serious housing needs in
the community. Third,
providing higher density
mixed-use housing
opportunities in the
perimeter of the downtown
area would provide
opportunities for residents
to walk to the downtown
which in turn would support
new business development
and downtown activity.
However, the increased
densities and project design
necessary to be
economically viable will be a
departure from the current character of this segment. As a result, staff wants to make Figure 1-0
Monarch Inn – Potential Project
Area
633 West Broadway Street
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CONSIDERATION OF WORKSHOP REGARDING LAND USE ELEMENT
(OPPORTUNITY AREA # 1)
JANUARY 24, 2023
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sure there is agreement in the overall vision of what is being proposed before more work is prepared on the specific planning documents and actions needed.
A similar workshop was held at the Planning Commission meeting on January 17, 2023.
Their input and comments are discussed below.
DISCUSSION:
The LUE Update will not
significantly revise the
large majority of land
uses and target densities
in the City. Most of the
change is anticipated to
occur in OP Areas # 1, #
2, and # 3. OP Areas # 2
and # 3 are located at the
intersection of First
Street and Highway 101
and the area near the
multi-modal station near
First Street and Pearl,
respectively. As noted
above, this workshop
will focus on potential
uses and density in OP
Area # 1.
Shangli-La Construction
is exploring the
redevelopment of the
former Sage Motel site
(currently Monarch Inn),
located at 633 West
Broadway Street.
(Reference Figure 1-0.).
Shangli-La Construction
and Irvine & Associates,
the consultant
representing Shangli-La Construction, remotely attended the Planning Commission workshop.
As part of that exploratory process, a project concept has been submitted. Much of tonight’s discussion will utilize that preliminary concept as a potential example of increased density in Op Area # 1. It is often difficult to design zoning density provisions to precisely accommodate viable projects given the mixture of impacts height, density, parking, and setback requirements have on a project. As a result, this is a unique
CITY COUNCIL
CONSIDERATION OF WORKSHOP REGARDING LAND USE ELEMENT
(OPPORTUNITY AREA # 1)
JANUARY 24, 2023
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opportunity for the City to use a “real life” example to design its Land Use Element for viable projects if the City’s policymakers determine they support the project design.
Currently, the majority of OP Area # 1 is designated as Highway Services Corridor (HSC) by the LUE and Highway Services (HS) with some R-4 (High-Density Residential) by the Zoning Code.
The maximum density in the HSC designation is 24 units per acre. The Planned Development (PD) Zoning District allowed 29.4 units per acre. As a comparison, the Rava Employee Apartments on Bitterwater Road have a density of 23.6 units per acre, and King Station Affordable Apartments off of San Antonio Drive has a density of 13.25 units per acre. (Figure 1-2 provides a visual of residential densities.) This potential project location (633 Broadway Street) is the site of the Monarch Inn, a vehicle oriented “motor hotel” from the time that Broadway Street was part of the major travel route from San Luis Obispo to points north. (Reference Figure 1-0.) It is currently fronted on the north by Broadway Street, the east by the Valero Gas Station, the south by apartments, and the west by the Sun Street Rehabilitation Housing.
The Monarch Inn exploratory project by Shangri-La Construction proposes a density of
51.47 units per acre with 42 seniors’ apartments. A minimum of 21 of those will be for seniors of low and moderate income.
As has been discussed previously, goals for OP Area # 1 include providing a gateway into the City in a largely mixed-use environment.
Figure 1-2
Residential Land Use Densities
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Source: Hayward2040generalplan.com
At this workshop, we will discuss density increases, methods to implement additional density and the look and feel of such increased density. Designing the City’s Zoning Code to promote the level of density desired is a complicated process because there are a number of State provisions that can impact the densities allowed, based on the type of project. As a result, there are some basic assumptions to this exercise that staff is recommending be utilized:
• Maintain requirements for mixed-use projects so that some level of commercial character and uses will be maintained.
• Higher densities and lower parking requirements would be allowed for projects where a majority of the units were restricted for seniors and/or low and very lowincome tenants. • Staff recommends establishing a base density amount and then allowing additional increases through State required incentives to reach the density needed to support the project types desired.
• Three-story buildings built adjacent to the sidewalk are recommended to be allowed. With the acquisition of a new aerial apparatus under way by the Fire Department, this height of building will now be able to be supported by the City’s Fire suppression resources.
Optional Tools to achieve a target density of 50+ units per acre in this OP Area:
• Amendment of the LUE and Zoning Code to allow this density. • Amendment of the LUE and Zoning Code to allow 35 units per acre (with State density bonus = 52.5).
• Use of Floor Area Ratio (FAR) in lieu of density to facilitate this level of intensity. • Use of State required incentives/concessions (CA Gov Code sections 65915- 65918).
• Use of the West Broadway Master Plan standards.
Factors to be considered when attempting to achieve this target density include:
• Lot coverage
• Setbacks
• Height
• Parking
As noted above, another way to address density is through Floor Area Ratio (FAR). FAR is also used to control building bulk. It sets a ratio of the building mass to the square footage of the building’s lot area. For example, a FAR of 2 means that a building cannot exceed an area of 40,000 square feet, if sited on a 20,000 square foot lot. (Reference Figure 1-3 for visual on other FAR examples.) A common zoning technique is for a district to have a relatively low density or FAR standard but allow a landowner to build more floor area or more units per area of land area than would otherwise be allowed under the
CITY COUNCIL
CONSIDERATION OF WORKSHOP REGARDING LAND USE ELEMENT
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zoning provided that the landowner provides some public benefit or amenity to the community. The amount of excess density or FAR allowed as a zoning bonus depends on how valuable the amenity is deemed by the community. The purpose of these provisions is to encourage landowners to improve the quality of their developments to the benefit of the community, by creating an economic incentive for them to do.
Figure 1-3
Example of Floor Area Ratio (FAR)
Source: City of Saint Paul, Minnesota
Table 1 compares the factors for each of the three options.
TABLE 1
OPTIONS COMPARISONS TABLE
PROJECT HS/HSC WBMP/MRD
Height / Stories 34’ w /42’ stair
well - 3
30 ‘ / 2 30’ / 3
Lot Coverage 85.3% 50% Addressed by setbacks
Front Setback 3’ 10’ 0’
Interior Side
Setback
5’ 10’ 0’ (against non-res) 10’
(against res)
Rear Setback Varies 5’ to 10.5’ 20’ 0’ (against non-res) 10’ (against res)
Parking Res 33 1.5 per unit 1 per du
Parking
Commercial
9 1 per 200sf sales area,
1 per 1,000 sf other
Under 3,000sf 0. Over
3,000sf 1 per 1,000
Density 51.5 du/ac 24 du/ac (HS) Addressed by setbacks and height restrictions
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JANUARY 24, 2023
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As can be seen from Table 1, the example project will be three stories in height, would increase the maximum lot coverage allowed by the HS District to approximately 85%, and will reduce front, side, and rear setbacks from those that are required by the HS Zoning District.
The example project shown in Figure 1-4 would place commercial uses along Broadway Street with parking for the commercial uses and residential units making up the remainder of the first floor.
Floors two and three would include studio and one and two-bedroom apartments. A landscaped plaza for residents’ use would be included on floors two and three. Windows from the apartments would look outward on all sides.
Figure 1-4
Project Example
The project example is representative of a method to the address the major factors (height, lot coverage, setbacks, parking) that will be impacted by most increases in density of this level.
How Each Option Could Facilitate Density Increase
Amend Land Use Element and Zoning Code Standards in OP Area # 1:
• Density: Increase allowable density in the OP Area # 1 to 51.2 units per acre, or, increase to 35 units per acre which, with State bonus, increases allowable density to 52.5 units per acre.
• Height: Increase from 30’ to 34’ and add language regarding stairwells and similar. (confer with Fire Department).
• Lot Coverage: Increase maximum lot coverage from 50% to 86% (confer with the City Engineer on lots ability to drain).
• Setbacks: Decrease front from 10’ to 3’, decrease side from 10’ to 5’, decrease rear from 20‘ to 5’.
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(OPPORTUNITY AREA # 1)
JANUARY 24, 2023
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• Parking: Decrease residential from 1.5 per unit and commercial (see Table 1) to .78 spaces per unit and decrease commercial parking requirements.
Use State Required Bonuses and Incentives: As noted above, the State of California is taking a more proactive approach to make affordable housing available. This includes the use of bonuses and Incentives/Concessions. Seniors’ projects are eligible for a 20% density bonus and those with this level of low/moderate income qualify for a 50% bonus and four incentives / concessions.
• Density: Utilize Incentive #1 to allow additional density (bonus density would allow no more than 36 units per acre).
• Height: Utilize Incentive #2 to allow additional height. • Lot Coverage: Utilize Incentive #3 to allow additional lot coverage. • Setbacks: Utilize Incentive #4 to allow reduced setbacks. • Parking: Parking is not required to be reduced to less than 1 space for a studio or 1 bedroom unit and 1.5 spaces for a 2-bedroom unit. Parking for commercial floor area does not appear to be addressed.
The King City Municipal Code allows the Community Development Director to recommend a revision to parking when it can be shown that the strict interpretation of the Code would create an undue hardship.
West Broadway Master Plan: The West Broadway Master Plan (WMBP) is a 2011 policy document, recommended for approval by the Planning Commission and approved by the City Council by Resolution. While not regulatory, the WBMP provides a good summary of the City’s and resident’s preferences for this area (approximately equal to Op Area # 1).
It also provides good guidelines for development.
• Density: Addressed by height, setbacks and coverage but not quantified. • Height: Height is equivalent to current H-S, number of stories is allowed. • Lot Coverage: Addressed by setbacks.
• Setbacks: Front and side allow project, rear against residential would need a reduction to 5’ minimum.
• Parking: Requires 42 residential and 5 commercial. The project currently proposes 42 spaces. Community Development Director recommendation required.
Future Impacts:
Staff review indicates that there may be approximately 7 acres in OP Area # 1 that could be considered for future redevelopment to mixed/higher density residential use. Those sites potentially include:
• Silver Saddle: 705 Broadway Street - 0.51 acres.
• International Tire: 715 Broadway Street - 0.33 acres. • Castro's Surf n' Turf: 721 Broadway Street - 0.34 acres. • The Lopez Properties: 815 Broadway Street (parking lot) and 905 Broadway Street (Kings Smog Station) - 1.89 acres and 1.65 acres, respectively.
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(OPPORTUNITY AREA # 1)
JANUARY 24, 2023
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• King City Mobile Home Park (previously Komfort Court): 935 Broadway Street -
2.24 acres.
At the proposed densities (which require a component of seniors’ and/or low/moderate housing to be possible), approximately 350 new units could be constructed.
Approximately existing 50 units would be removed for a net gain of 300 units.
If the base density were to be raised, any future bonuses would be based on an existing density of 51.5 units per acre. Again, base density at 24 units per acre allows, with bonus, to increase to 36 units per acre. A base density at 51.5 units per acre allows a maximum density of 77.25 units per acre.
The potential environmental impact would increase in relationship to the additional units.
Traffic, water and sewer impacts would be among the primary considerations.
Massing: Lot coverage, proximity to street and sidewalk, height and similar will affect the “feel” of the entry into downtown.
Parking and Traffic: One of the ways that the density can be increased is by reducing required parking. While it is true that seniors and the economically disadvantage typically own fewer vehicles (and walkability helps) there is potential for additional traffic. A benefit of additional traffic (including pedestrian traffic) is the increased clientele for downtown business owners.
Previous Public Comment:
West Broadway Master Plan (WBMP): Caltrans provided three consequent Environmental Justice Grants for the First Street Corridor Plan, Historic Revitalization Corridor Plan and WBMP. The WBMP, covers OP Area # 1.
• There was significant public input was provided on the WBMP. • One of its goals is to eventually move auto-oriented uses out of this area and relocate them adjacent to Highway 101 and First Street
• Another goal is to provide a pedestrian-oriented environment similar to the Historic Corridor area, and move buildings closer to Broadway Street. • It provides an opportunity to plan revitalization of the area that encourages mixeduse and commercial space, invigorates minority-owned businesses in the area and improves living conditions of lower income residents.
2020 Land Use Survey: As part of the LUE update, a survey was conducted. Following is a summary from the survey.
• More than 50% of residents indicated that affordable housing was a primary challenge.
• 64% of residents supported additional land for mixed use or had no preference. • 56% of residents were supportive in 3 to 4 story buildings in one of the Opportunity Areas.
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JANUARY 24, 2023
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• Support for 3 to 4 story buildings was slightly higher in Opportunity Area # 2 than Op Area # 1.
• Preferred median rent for a one bedroom apartment was $800 per month with preferred median rent for a two bedroom apartment being $1,000 per month. • Apartments, townhomes and manufactured homes were most popular by 42% of residents.
• More than 50% of Spanish speaking respondents indicated that increased density should be allowed in residential neighborhoods.
2022 Cal Poly Survey: The students attended Trunk or Treat and divided into 5 groups to survey residents. Variations of housing and downtown related comments were provided to each group
• More downtown events and walkability.
• Not enough housing/need for more affordable housing, more apartments, multigenerational.
Public Notice of Workshops
Property owners along West Broadway were notified of the Planning Commission and City Council Workshops.
January 17, 2023 Planning Commission Workshop Comments
A Planning Commission Workshop was conducted on January 17, 2023. The Planning Commission comments include:
• Using the standards of the WBMP for Opportunity Area #1. • Concerns about lack of parking and public transportation to make up for a lack of parking.
• Supporting the proposed architecture of the example project on the Monarch Inn site.
• Consider using FAR to determine the number of units on a site.
The public comments include:
• Support for three stories and proposed architecture of the example project on the Monarch Inn site.
• Concern that lack of parking would impact other businesses.
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JANUARY 24, 2023
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Suggested items of discuss include:
1. Vision for the West Broadway Corridor (OP Area # 1)
2. Appropriate maximum density in OP Area # 1
3. Alternative Methods to achieve the target density
4. Potential results of density increase.
COST ANALYSIS:
Redevelopment activities are anticipated to result in an overall economic benefit to the City, but no direct cost impacts are projected from the proposed alternative actions.
ENVIRONMENTAL REVIEW:
Tonight’s Workshop discussion does not require environmental action. However, the LUE Update will require such analysis to evaluate potential impacts such as traffic, water and sewer use, cultural impacts and similar.
As noted above, the LUE is not anticipated to include significant revisions to the Land Use configurations of the City, with the potential exception of the Opportunity Areas. Of those, Op Area # 1 has the highest potential for significant (residential) impact.
Cal EE Mod analysis will be run on Opportunity Areas 1, 2 and 3 to evaluate potential impacts.
ALTERNATIVES:
The following alternatives are provided for City Council consideration:
1. Provide direction to staff to proceed with the preparation of the LUE utilizing establishment of FAR requirements in Opportunity Area #1 designed to accommodate the proposed Monarch Inn project conceptual design;
2. Direct staff to utilize other methodologies in Opportunity Area #1 to accommodate densities and parking requirements necessary for the Monarch Inn conceptual design in the LUE;
3. Direct staff to pursue lower densities or other land uses in the LUE for Opportunity Area #1; or
4. Provide staff other direction.
EXHIBIT 1
EXHIBIT 2
Looking north / west along Broadway
Looking south / east toward convenience store
EXHIBIT 3
EXHIBIT 4
EXHIBIT 5
EXHIBIT 6
EXHIBIT 7
Due to the size of Exhibit 8,
King City West Broadway
Master Plan, please visit the
website at www.kingcity.com
under Agenda Center and
the date of the City Council
meeting January 24, 2023, it
is listed in several parts.
REVISED JANUARY 2021
Guide to the California Density Bonus Law
BY JON GOETZ AND TOM SAKAI
Exhibit 9
Table of Contents
INTRODUCTION AND OVERVIEW........................................................................................................
HOW THE DENSITY BONUS WORKS...................................................................................................
DENSITY BONUS CHART...........................................................................................................
HOW THE DENSITY BONUS CAN HELP IN A FRIENDLY JURISDICTION.......................................
HOW THE DENSITY BONUS CAN HELP IN A HOSTILE JURISDICTION..........................................
CEQA ISSUES IN DENSITY BONUS PROJECTS.................................................................................
USING THE DENSITY BONUS TO SATISFY INCLUSIONARY HOUSING REQUIREMENTS............
DENSITY BONUS AND REPLACEMENT HOUSING...........................................................................
DENSITY BONUS IN THE COASTAL ZONE........................................................................................
DENSITY BONUS - A FLEXIBLE TOOL...............................................................................................
DENSITY BONUS STATUTES..............................................................................................................
MEYERS NAVE A professional law corporation | CALIFORNIA DENSITY BONUS LAW 2021 1
JON GOETZ
E-mail: [email protected]
Direct: 800.464.3559
Jon Goetz is an attorney at Meyers Nave. He has over 30 years of experience in real estate, land use, environmental, redevelopment, housing and municipal law. Jon represents private and public entities in complex real estate development transactions, land use planning, public-private development, infrastructure financing and affordable housing. He has advised on acquiring, financing, leasing and disposing of all forms of improved and unimproved property.
ABOUT THE AUTHORS
TOM SAKAI
E-mail: [email protected]
Direct: 949.833.2599
Tom Sakai is the Principal of Springbrook Realty Advisors, Inc., a real estate consulting practice located in Newport Beach. His practice specializes in consulting to land developers and homebuilders, focusing on pro formas and feasibilities for master-planned communities, school negotiations, assessment district and Mello-Roos financing, affordable housing issues, and other services to the real estate industry.
2 3
4 10
11 11
11 12
12 12
13 Introduction and Overview
Savvy housing developers are taking advantage of California’s Density Bonus Law, a mechanism which allows them to obtain more favorable local development requirements in exchange for offering to build or donate land for affordable or senior units. The Density Bonus Law (found in California Government Code Sections 65915 – 65918) provides developers with powerful tools to encourage the development of affordable and senior housing, including up to a 50% increase in project densities for most projects, depending on the amount of affordable housing provided, and an 80% increase in density for projects which are completely affordable. The Density Bonus Law is about more than the density bonus itself, however. It is actually a larger package of incentives intended to help make the development of affordable and senior housing economically feasible. Other tools include reduced parking requirements, and incentives and concessions such as reduced setback and minimum square footage requirements. Often these other tools are even more helpful to project economics than the density bonus itself, particularly the special parking benefits. Sometimes these incentives are sufficient to make the project pencil out, but for other projects financial assistance is necessary to make the project feasible.
In determining whether a development project would benefit from becoming a density bonus project, developers also need to be aware that:
• The Density Bonus is a state mandate. A developer who meets the requirements of the state law is entitled to receive the density bonus and other benefits as a matter of right. As with any state mandate, some local governments will resist complying with the state requirement. But many local governments favor the density bonus as a helpful tool to cut through their own land use requirements and local political issues.
• Use of a density bonus may be particularly helpful in those jurisdictions that impose inclusionary housing requirements for new developments.
• Special development bonuses are available for developers of commercial projects who partner with affordable housing developers to provide onsite or offsite affordable housing. Special bonuses are also available for condominium conversion projects and projects that include childcare facilities. • The Legislature has recently added density bonuses for housing developments for foster youth, disabled veterans, homeless persons and college students.
2 MEYERS NAVE A professional law corporation | CALIFORNIA DENSITY BONUS LAW 2021 How the Density Bonus Works
PROJECTS ENTITLED TO A DENSITY BONUS
Cities and counties are required to grant a density bonus and other incentives or concessions to housing projects which contain one of the following:
• At least 5% of the housing units are restricted to very low income residents. • At least 10% of the housing units are restricted to lower income residents. • At least 10% of the housing units in a for-sale common interest development are restricted to moderate income residents.
• 100% of the housing units (other than manager’s units) are restricted to very low, lower and moderate income residents (with a maximum of 20% moderate).
• At least 10% of the housing units are for transitional foster youth, disabled veterans or homeless persons, with rents restricted at the very low income level. • At least 20% of the housing units are for low income college students in housing dedicated for full-time students at accredited colleges.
• The project donates at least one acre of land to the city or county for very low income units, and the land has the appropriate general plan designation, zoning, permits and approvals, and access to public facilities needed for such housing.
• The project is a senior citizen housing development (no affordable units required). • The project is a mobilehome park age-restricted to senior citizens (no affordable units required).
DENSITY BONUS AMOUNT
The amount of the density bonus is set on a sliding scale, based upon the percentage of affordable units at each income level, as shown in the chart on the following page. (Note that maximum density bonus amounts for very low, lower and moderate income housing were increased by legislation approved in 2020.) MEYERS NAVE A professional law corporation | CALIFORNIA DENSITY BONUS LAW 2021 3 DENSITY BONUS CHART*
*All density bonus calculations resulting in fractions are rounded up to the next whole number. **Affordable unit percentage is calculated excluding units added by a density bonus. ***Moderate income density bonus applies to for sale units, not to rental units. ****No affordable units are required for senior units.
***** Applies when 100% of the total units (other than manager’s units) are restricted to very low, lower and moderate income (maximum 20% moderate). 4 MEYERS NAVE A professional law corporation | CALIFORNIA DENSITY BONUS LAW 2021 5% 20% - - - 20% - -
6% 22.5% - - - 20% - -
7% 25% - - - 20% - -
8% 27.5% - - - 20% - -
9% 30% - - - 20% - -
10% 32.5% 20% 5% 15% 20% 20% -
11% 35% 21.5% 6% 16% 20% 20% -
12% 38.75% 23% 7% 17% 20% 20% -
13% 42.5% 24.5% 8% 18% 20% 20% -
14% 46.25% 26% 9% 19% 20% 20% -
15% 50% 27.5% 10% 20% 20% 20% -
16% 50% 29% 11% 21% 20% 20% -
17% 50% 30.5% 12% 22% 20% 20% -
18% 50% 32% 13% 23% 20% 20% -
19% 50% 33.5% 14% 24% 20% 20% -
20% 50% 35% 15% 25% 20% 20% 35%
21% 50% 38.75% 16% 26% 20% 20% 35%
22% 50% 42.5% 17% 27% 20% 20% 35%
23% 50% 46.25% 18% 28% 20% 20% 35%
24% 50% 50% 19% 29% 20% 20% 35%
25% 50% 50% 20% 30% 20% 20% 35%
26% 50% 50% 21% 31% 20% 20% 35%
27% 50% 50% 22% 32% 20% 20% 35%
28% 50% 50% 23% 33% 20% 20% 35%
29% 50% 50% 24% 34% 20% 20% 35%
30% 50% 50% 25% 35% 20% 20% 35%
31% 50% 50% 26% 35% 20% 20% 35%
32% 50% 50% 27% 35% 20% 20% 35%
33% 50% 50% 28% 35% 20% 20% 35%
34% 50% 50% 29% 35% 20% 20% 35%
35% 50% 50% 30% 35% 20% 20% 35%
36% 50% 50% 31% 35% 20% 20% 35%
37% 50% 50% 32% 35% 20% 20% 35%
38% 50% 50% 33% 35% 20% 20% 35%
39% 50% 50% 34% 35% 20% 20% 35%
40% 50% 50% 35% 35% 20% 20% 35%
41% 50% 50% 38.75% 35% 20% 20% 35%
42% 50% 50% 42.5% 35% 20% 20% 35%
43% 50% 50% 46.25% 35% 20% 20% 35%
44% 50% 50% 50% 35% 20% 20% 35%
100%***** 80% 80% 80% 35% 20% 20% 35%
AFFORDABLE UNIT
PERCENTAGE**
VERY LOW INCOME
DENSITY BONUS
LOW INCOME
DENSITY BONUS
MODERATE INCOME
DENSITY BONUS***
LAND DONATION
DENSITY BONUS SENIOR****
FOSTER YOUTH/
DISABLED VETS/
HOMELESS
COLLEGE
STUDENTS
REQUIRED INCENTIVES AND CONCESSIONS
In addition to the density bonus, the city or county is also required to provide one or more “incentives” or “concessions” to each project which qualifies for a density bonus (except that market rate senior citizen projects with no affordable units, and land donated for very low income housing, do not appear to be entitled to incentives or concessions). A concession or incentive is defined as:
• A reduction in site development standards or a modification of zoning code or architectural design requirements, such as a reduction in setback or minimum square footage requirements; or • Approval of mixed use zoning; or
• Other regulatory incentives or concessions which actually result in identifiable and actual cost reductions.
The number of required incentives or concessions is based on the percentage of affordable units in the project:
1 5% 10% 10%
2 10% 17% 20%
3 15% 24% 30%
4 100% Low/Very
Low/Mod
(20% Moderate allowed)
100% Low/Very
Low/Mod
(20% Moderate allowed)
100% Low/Very
Low/Mod
(20% Moderate allowed)
The city or county is required to grant the concession or incentive proposed by the developer unless it finds that the proposed concession or incentive does not result in identifiable and actual cost reductions, would cause a public health or safety problem, would cause an environmental problem, would harm historical property, or would be contrary to law. The Density Bonus Law restricts the types of information and reports that a developer may be required to provide to the local jurisdiction in order to obtain the requested incentive or concession. The local jurisdiction has the burden of proof in the event it declines to grant a requested incentive or concession. Financial incentives, fee waivers and reductions in dedication requirements may be, but are not required to be, provided by the city or county. The developer may be entitled to the incentives and concessions even without a request for a density bonus.
OTHER FORMS OF ASSISTANCE
A development qualifying for a density bonus also receives two additional forms of assistance which have important benefits for a housing project:
• Waiver or Reduction of Development Standards. If any other city or county development standard would physically prevent the project from being built at the permitted density and with the granted concessions/incentives, the developer may propose to have those standards waived or reduced. The city or county is not permitted to apply any development standard which physically precludes the construction of the project at its permitted density and with the granted concessions/incentives. The city or county is not required to waive or reduce development standards that would cause a public health or safety problem, cause an environmental problem, harm historical property, or would be contrary to law. The waiver or reduction of a development standard does not count as an incentive or concession, and there is no limit on the number of development standard waivers that may be requested or granted.
Development standards which have been waived or reduced utilizing this section include setback, lot coverage and open space requirements, and should apply to building height limits as well. This ability to force the locality to modify its normal development standards is sometimes the most compelling reason for the developer to structure a project to qualify for the density bonus.
NO. OF INCENTIVES/
CONCESSIONS
VERY LOW INCOME
PERCENTAGE
LOWER INCOME
PERCENTAGE
MODERATE INCOME
PERCENTAGE
MEYERS NAVE A professional law corporation | CALIFORNIA DENSITY BONUS LAW 2021 5 • Maximum Parking Requirements. Upon the developer’s request, the city or county may not require more than the following parking ratios for a density bonus project (inclusive of parking for persons with disabilities):
Studio 1 space
1 Bedroom 1 space
2 Bedroom 1.5 spaces
3 Bedroom 1.5 spaces
4 Bedroom 2.5 spaces
• Special Parking Requirements. Lower parking ratios apply to specified projects (although local jurisdictions can require higher parking ratios if supported by a specified parking study):
Rental/for sale projects with at least 11% very low income or 20% lower income units, within 1/2 mile of accessible major transit stop
0.5 spaces per unit
Rental projects 100% affordable to lower income, within 1/2 mile of accessible major transit stop
0 spaces per unit
Rental senior projects 100% affordable to lower income, either with paratransit service or within 1/2-half mile of accessible bus route (operating at least eight times per day)
0 spaces per unit
Rental special needs projects 100% affordable to lower income households, either with paratransit service or within 1/2-half mile of accessible bus route (operating at least eight times per day)
0 spaces per unit
Rental supportive housing developments 100% affordable to lower income households
0 spaces per unit
Onsite spaces may be provided through tandem or uncovered parking, but not onstreet parking. Requesting these parking standards does not count as an incentive or concession, but the developer may request further parking standard reductions as an incentive or concession. This is one of the most important benefits of the density bonus statute. In many cases, achieving a reduction in parking requirements may be more valuable than the additional permitted units. In higher density
developments requiring the use of structured parking, the construction cost of structured parking is very expensive, costing upwards of $20,000 per parking space. While this provision of the density bonus statute can be used to reduce excessive parking requirements, care must be taken not to impact the project’s marketability by reducing parking to minimum requirements which lead to parking shortages.
AFFORDABLE HOUSING RESTRICTIONS
• Rental Units. Affordable rental units must be restricted by an agreement which sets maximum incomes and rents for those units. As of January 1, 2015, the income and rent restrictions must remain in place for a 55 year term for very low or lower income units (formerly only a 30 year term was required).
Rents must be restricted as follows (continue to page 7):
6 MEYERS NAVE A professional law corporation | CALIFORNIA DENSITY BONUS LAW 2021 • For very low income units, rents may not exceed 30% x 50% of the area median income for a household size suitable for the unit.
• For lower income units, rents may not exceed 30% x 60% of the area median income for a household size suitable for the unit.
• In 100% affordable housing developments, the rent for at least 20% of the units must meet the rent standards of Health and Safety Code Section 50053, and the remaining units may instead meet Low Income Housing Tax Credit rent standards.
• Area median income is determined annually by regulation of the California Department of Housing and Community Development, based upon median income regulations adopted by the U.S.
Department of Housing and Urban Development.
• Rents must include a reasonable utility allowance.
• Household size appropriate to the unit means 1 for a studio unit, 2 for a one bedroom unit, 3 for a two bedroom unit, 4 for a three bedroom unit, etc.
• For Sale Units. Affordable for sale units must be sold to the initial buyer at an affordable housing cost.
Housing related costs include mortgage loan payments, mortgage insurance payments, property taxes and assessments, homeowner association fees, reasonable utilities allowance, insurance premiums, maintenance costs, and space rent.
• For very low income units, housing costs may not exceed 30% x 50% of the area median income for a household size suitable for the unit.
• For lower income units, housing costs may not exceed 30% x 70% of the area median income for a household size suitable for the unit.
• For moderate income units, housing costs may not exceed 35% x 110% of the area median income for a household size suitable for the unit.
• Buyers must enter into an equity sharing agreement with the city or county, unless the equity sharing requirements conflict with the requirements of another public funding source or law. The equity sharing agreement does not restrict the resale price, but requires the original owner to pay the city or county a portion of any appreciation received on resale. • The city/county percentage of appreciation is the purchase price discount received by the original buyer, plus any down payment assistance provided by the city/county. (For example, if the original sales price is $300,000, and the original fair market value is $400,000, and there is no city/county down payment assistance, the city/county subsidy is $100,000, and the city/county’s share of appreciation is 25%).
MEYERS NAVE A professional law corporation | CALIFORNIA DENSITY BONUS LAW 2021 7 • The seller is permitted to retain its original down payment, the value of any improvements made to the home, and the remaining share of the appreciation.
• The income and affordability requirements are not binding on resale purchasers (but if other public funding sources or programs are used, the requirements may apply to resales for a fixed number of years).
LOCAL GOVERNMENT PROCESSING OF DENSITY BONUS APPLICATIONS Under new legislation effective in 2019, local governments are now required to notify developers what information must be submitted for a complete density bonus application. Once a development application is determined to be complete, the local government must notify the developer the level of density bonus and parking ratio the development is eligible to receive. If the developer requests incentives, concessions, waivers or reductions of development standards, the local jurisdiction is required to notify the developer if it has submitted sufficient information necessary for the local government to make a determination on those issues.
HOW THE DENSITY BONUS WORKS FOR 100% AFFORDABLE PROJECTS 2019 legislation requires local governments to grant an 80% density bonus to housing projects in which all of the units (other than manager’s units) are restricted to very low, low and moderate income residents, with a maximum of 20% restricted to moderate income units. If a 100% affordable project is located within a half mile of a major transit stop, the local government may not impose any maximum density limits at all, and the project is further entitled to receive a maximum height increase of up to three additional stories or 33 feet.
However, if the project receives a waiver from maximum controls on density, it is not eligible for the waiver or reduction of any development standards which would otherwise be available. 100% affordable projects are also entitled to a fourth incentive or concession.
HOW THE DENSITY BONUS WORKS FOR SENIOR PROJECTS
As shown in the Density Bonus Chart on page 4, a senior citizen housing development of at least 35 units meeting the requirements of Section 51.3 or 51.12 of the Civil Code qualifies for a 20% density bonus. This is a very desirable option for senior housing developments. In jurisdictions where the local ordinances do not reduce the parking requirements for senior housing developments, the reduced parking requirements alone may justify applying for a density bonus.
HOW THE DENSITY BONUS WORKS FOR STUDENT HOUSING PROJECTS New legislation taking effect in 2019 requires cities and counties to grant a 35% density bonus for housing developments that will include at least 20% of the units for low income college students. The housing must be used exclusively for full-time students at accredited colleges, and must be subject to an operating agreement or master lease with one or more colleges. Unlike the maximum income requirements for other forms of affordable housing, resident income levels are determined through the student’s eligibility for the state’s Cal Grant financial aid program. Affordable rent levels are also specially tailored for a student population, with maximum rents established per bed for individual residents, rather than for the entire apartment unit. Homeless students receive priority for affordable units.
HOW THE DENSITY BONUS WORKS FOR COMMERCIAL PROJECTS
The Density Bonus Law requires that cities and counties provide a “development bonus” to commercial developers who partner with affordable housing developers for the construction of affordable housing on the commercial project site, or offsite within the jurisdiction located near schools, employment and a major transit stop. The commercial developer may participate through the donation of land or funds for the 8 MEYERS NAVE A professional law corporation | CALIFORNIA DENSITY BONUS LAW 2021 affordable housing, or direct construction of the housing units. The partnership between the commercial developer and the affordable developer can occur through a newly formed legal entity such as a corporation, LLC or partnership, or can take the shape of a contractual agreement between the parties. To be eligible for the development bonus, at least 30% of the housing units must be restricted to lower income residents or 15% of the housing units must be restricted to very low income residents. Unlike the primary Density Bonus Law, there is no fixed amount of increased density awarded to the developer. Instead, the development bonus can be any mutually agreeable incentive, including up to a 20% increase in development intensity, floor area ratio, or height limits, up to a 20% reduction in parking requirements, use of a limited use elevator, or an exception to a zoning ordinance or land use requirement. Commercial developers who need extra leverage to obtain more favorable development standards for their project may want to consider providing affordable housing in order to take advantage of the benefits of the development bonus.
HOW THE DENSITY BONUS WORKS FOR CONDOMINIUM CONVERSION PROJECTS The density bonus statute provides for a density bonus of up to 25% for condominium conversion projects providing at least 33% for the total units to low or moderate income households or 15% of the units to lower income households. Many condominium conversion projects are not designed in a manner that allows them to take advantage of the opportunity to construct additional units, but some projects may find this helpful.
HOW THE DENSITY BONUS WORKS FOR CHILDCARE
Housing projects that provide childcare are eligible for a separate density bonus equal to the size of the childcare facility. The childcare facility must remain in operation for at least the length of the affordability covenants. A percentage of the childcare spaces must also be made available to low and moderate income families. A separate statute permits cities and counties to grant density bonuses to commercial and industrial projects of at least 50,000 square feet, when the developer sets aside at least 2,000 square feet in the building and 3,000 square feet of outside space for a childcare facility.
HOW TO OBTAIN A DENSITY BONUS THROUGH LAND DONATION
Many market rate housing developers are uncomfortable with building and marketing affordable units themselves, whether due to their lack of experience with the affordable housing process or because of their desire to concentrate on their core market rate homes. Other developers may have sites that are underutilized in terms of project density. The Density Bonus Law contains a special sliding scale bonus for land donation which allows those developers to turn over the actual development of the affordable units to local agencies or experienced low income developers. The density bonus is available for the donation of at least an acre of fully entitled land, with all needed public facilities and infrastructure, and large enough for the construction of a high density very low income project containing 10% of the total homes in the development. The parcel must be located within the boundary of the proposed development or, subject to the approval of the jurisdiction, within one-fourth mile of the boundary of the proposed development. The more units that can be built on the donated land, the larger the density bonus. Because of the parcel size requirements, this option is only practical for larger developments. The land donation density bonus can be combined with the regular density bonus provided for the development of affordable units, up to a maximum 35% density bonus. A master planned community developer needs to carefully evaluate the land donation option as opposed to engaging an affordable housing developer to fulfill the project’s affordable housing obligations. In many cases the master developer will prefer to control the affordable component of the project through a direct agreement with the affordable housing developer, rather than allowing the local government to control the project.
FLOOR AREA RATIO BONUSES
Under new legislation effective in 2019, a local jurisdiction is permitted to grant a floor area ratio bonus rather than a traditional density bonus to certain high density affordable housing projects adjacent to public MEYERS NAVE A professional law corporation | CALIFORNIA DENSITY BONUS LAW 2021 9 transit. Eligible projects are also entitled to special parking ratios of one-tenth of a parking space per affordable unit and one-half space per market rate unit. To be eligible for the floor area ratio bonus, the project must restrict at least 20 percent of the units to very low income tenants, must be located within a transit priority area or near a major transit stop, and must be in compliance with local height limits.
How the Density Bonus Can Help in a Friendly Jurisdiction While the Density Bonus Law is often used by developers to obtain more housing than the local jurisdiction would ordinarily permit, it can also be a helpful land use tool in jurisdictions which favor the proposed project and want to provide support. Planners in many cities and counties may be disposed by personal ideology or local policy to encourage the construction of higher density housing and mixed use developments near transit stops and downtown areas, but are hampered by existing general plan standards and zoning from approving these sorts of projects. Elected officials often support these projects too, but may find it politically difficult to oppose neighborhood and environmental groups over the necessary general plan amendments, zoning changes and CEQA approvals.
The density bonus can provide a useful mechanism for increasing allowable density without requiring local officials to approve general plan amendments and zoning changes. A project that satisfies the requirements of the Density Bonus Law often can obtain the necessary land use approvals through the award of the density bonus units and requested concessions and incentives, without having to amend the underlying land use requirements. Friendly local officials may encourage the use of the density bonus to “force” the jurisdiction to approve a desired project.
10 MEYERS NAVE A professional law corporation | CALIFORNIA DENSITY BONUS LAW 2021 How the Density Bonus Law Can Help in a Hostile Jurisdiction It is important to know that the density bonus is a state law requirement which is mandatory on cities and counties, even charter cities which are free from many other state requirements. A developer who meets the law’s requirements for affordable or senior units is entitled to the density bonus and other assistance as of right, regardless of the locality’s desires (subject to limited health and safety exceptions). The density bonus statute can be used to achieve reductions in development standards or the granting of concessions or incentives from jurisdictions that otherwise would not be inclined to grant those items. Examples might include a reduction in parking standards if those standards are deemed excessive by the developer, or other reductions in development standards if needed to achieve the total density permitted by the density bonus.
Developers who nonetheless encounter hostility from local jurisdictions are provided several tools to ensure that a required density bonus is actually granted. Developers are entitled to an informal meeting with a local jurisdiction which fails to modify a requested development standard. If a developer successfully sues the locality to enforce the density bonus requirements, it is entitled to an award of its attorneys’ fees. The obligation to pay a developer’s attorneys’ fees is a powerful incentive for local jurisdictions to voluntarily comply with the state law density bonus requirements, even when the jurisdiction is not in favor of its effects on the project.
CEQA Issues in Density Bonus Projects
Although there is no specific density bonus exemption from the California Environmental Quality Act (CEQA), many density bonus projects are likely candidates for urban infill and affordable housing exemptions from CEQA. One commonly invoked exemption is the Class 32 urban infill exemption found in CEQA Guidelines Section 15332. That exemption is available if the project is consistent with applicable general plan designation and zoning, the site is five acres or less and surrounded by urban uses, is not habitat for endangered, rare or threatened species, does not have any significant effects relating to traffic, noise, air quality or water quality, and is adequately served by utilities and public services. Other exemptions are available for high density housing projects near major transit stops (CEQA Guidelines Section 15195) and affordable housing projects of up to 100 units (CEQA Guidelines Section 15194).
A 2011 case, Wollmer v. City of Berkeley, clarified the use of the CEQA infill exemption for density bonus projects. In that case, an opponent of a Berkeley density bonus project challenged the City’s use of the urban infill exemption on the grounds that the City’s modifications and waivers of development standards, as required under the Density Bonus Law, meant that the project was not consistent with existing zoning.
The court rejected that argument, finding that the modifications required by the Density Bonus Law did not disqualify the project from claiming the exemption.
Not all density bonus projects will qualify for one of these CEQA exemptions, however. Sometimes the additional density provided to non-exempt projects may bring the project out of the coverage of an existing CEQA approval for a general plan, specific plan or other larger project. For instance, if a previously approved environmental impact report analyzed a 100 unit project as the largest allowed under existing zoning, but the developer is able to qualify for 120 units with a density bonus, the existing EIR may not cover the larger project. The larger density bonus project may require additional CEQA analysis for approval.
Using the Density Bonus to Satisfy Inclusionary Housing Requirements Many of California’s cities and counties have adopted inclusionary housing ordinances, which typically require that a specified percentage of units in a new housing development be restricted as affordable units.
The inclusionary requirements significantly reduce income from rental units and sales prices of for-sale homes. In today’s tight housing market, compliance with local inclusionary requirements may make many projects economically infeasible. The density bonus provides one method for developers to improve the economics of their project while still complying with the inclusionary A 2013 case, Latinos Unidos del Valle de MEYERS NAVE A professional law corporation | CALIFORNIA DENSITY BONUS LAW 2021 11 Napa y Solano v. County of Napa, held that inclusionary units qualify as affordable units for purposes of the Density Bonus Law. The case confirmed that the density bonus is a financial tool available to help developers achieve city and county inclusionary housing requirements.
Density Bonus and Replacement Housing
Developers obtaining a density bonus are required to replace existing units which were previously occupied by very low or lower income households or subject to rent control, when those units have been demolished or vacated prior to the density bonus application. The housing development must also meet the applicable affordable housing standards, including the replacement units. As a result of uncertainty about how to apply these standards when the income levels of prior residents is unknown. The Density Bonus Law establishes a rebuttable presumption for the income level of the replacement unit when the income level of the actual prior resident is unknown.
Density Bonus in the Coastal Zone
When affordable housing is proposed in the coastal zone, the Density Bonus Law’s focus on encouraging the development of affordable housing could clash with the California Coastal Act’s focus on environmental protection. Legislation effective in 2019 now requires the density bonus to be administered in the Coastal Zone in a manner that is consistent and harmonized with the California Coastal Act. This legislation overturns a 2016 appellate court ruling, Kalnel Gardens, LLC v. City of Los Angeles, which found that a proposed housing project that violates the Coastal Act as a result of a density bonus could be denied on that basis. The court in Kalnel Gardens held that the Density Bonus Law is subordinate to the Coastal Act, but the new language attempts to strike a balance between the state goals of promoting housing and protecting the coast.
Density Bonus – A Flexible Tool
The Density Bonus Law can be a powerful tool for different types of development projects, whether they are traditional affordable housing projects, predominantly market rate housing developments, or senior projects. Obtaining greater density can help the developer of any project bring costs and financing sources into line by putting more homes on the land, reducing the per unit land costs. Use of the favorable parking requirements can reduce the amount of costly land needed for parking. The incentives and concessions to be provided by the local government can provide a helpful way to modify development requirements which may stand in the way of a successful project. Of course there is a price to pay for these benefits—the affordable units needed to earn the density bonus. Developers need to make a cost-benefit determination whether the cost of compliance is worth the benefits. But the Density Bonus Law is unquestionably a useful option for housing developers trying to make financial sense of projects in today’s economy. 12 MEYERS NAVE A professional law corporation | CALIFORNIA DENSITY BONUS LAW 2021 Density Bonus Statutes
Government Code Sections 65915 – 65918.
Effective as of January 1, 2021
65915. (a) (1) When an applicant seeks a density
bonus for a housing development within, or for the
donation of land for housing within, the jurisdiction of a city, county, or city and county, that local government shall comply with this section. A city, county, or city and county shall adopt an ordinance that specifies
how compliance with this section will be implemented.
Except as otherwise provided in subdivision (s), failure to adopt an ordinance shall not relieve a city, county, or city and county from complying with this section.
(2) A local government shall not condition the
submission, review, or approval of an application
pursuant to this chapter on the preparation of an
additional report or study that is not otherwise required by state law, including this section. This subdivision
does not prohibit a local government from requiring
an applicant to provide reasonable documentation
to establish eligibility for a requested density bonus, incentives or concessions, as described in subdivision
(d), waivers or reductions of development standards,
as described in subdivision (e), and parking ratios, as described in subdivision (p).
(3) In order to provide for the expeditious processing of a density bonus application, the local government shall do all of the following:
(A) Adopt procedures and timelines for processing a
density bonus application.
(B) Provide a list of all documents and information
required to be submitted with the density bonus
application in order for the density bonus application to be deemed complete. This list shall be consistent with
this chapter.
(C) Notify the applicant for a density bonus whether
the application is complete in a manner consistent with the timelines specified in Section 65943.
(D) (i) If the local government notifies the applicant
that the application is deemed complete pursuant to
subparagraph (C), provide the applicant with a
determination as to the following matters:
(I) The amount of density bonus, calculated pursuant
to subdivision (f), for which the applicant is eligible. (II) If the applicant requests a parking ratio pursuant to subdivision (p), the parking ratio for which the
applicant is eligible.
(III) If the applicant requests incentives or concessions pursuant to subdivision (d) or waivers or reductions of development standards pursuant to subdivision (e),
whether the applicant has provided adequate
information for the local government to make a
determination as to those incentives, concessions, or
waivers or reductions of development standards.
(ii) Any determination required by this subparagraph
shall be based on the development project at the time
the application is deemed complete. The local
government shall adjust the amount of density bonus
and parking ratios awarded pursuant to this section
based on any changes to the project during the course
of development.
(b) (1) A city, county, or city and county shall grant one density bonus, the amount of which shall be as
specified in subdivision (f), and, if requested by the
applicant and consistent with the applicable
requirements of this section, incentives or concessions, as described in subdivision (d), waivers or reductions
of development standards, as described in
subdivision (e), and parking ratios, as described in
subdivision (p), when an applicant for a housing
development seeks and agrees to construct a
housing development, excluding any units permitted
by the density bonus awarded pursuant to this section,
that will contain at least any one of the following:
(A) Ten percent of the total units of a housing
development for lower income households, as defined
in Section 50079.5 of the Health and Safety Code.
(B) Five percent of the total units of a housing
development for very low income households, as
defined in Section 50105 of the Health and Safety
Code.
(C) A senior citizen housing development, as defined
in Sections 51.3 and 51.12 of the Civil Code, or a
mobilehome park that limits residency based on age
requirements for housing for older persons pursuant
to Section 798.76 or 799.5 of the Civil Code.
(D) Ten percent of the total dwelling units in a common interest development, as defined in Section 4100 of
the Civil Code, for persons and families of moderate
income, as defined in Section 50093 of the Health and
Safety Code, provided that all units in the development are offered to the public for purchase.
(E) Ten percent of the total units of a housing
development for transitional foster youth, as defined in Section 66025.9 of the Education Code, disabled
veterans, as defined in Section 18541, or homeless
persons, as defined in the federal McKinney-Vento
Homeless Assistance Act (42 U.S.C. Sec. 11301 et seq.).
The units described in this subparagraph shall be
subject to a recorded affordability restriction of 55
years and shall be provided at the same affordability
level as very low income units.
MEYERS NAVE A professional law corporation | CALIFORNIA DENSITY BONUS LAW 2021 13 14 MEYERS NAVE A professional law corporation | CALIFORNIA DENSITY BONUS LAW 2021 (F) (i) Twenty percent of the total units for lower income students in a student housing development that meets
the following requirements:
(I) All units in the student housing development will be used exclusively for undergraduate, graduate, or
professional students enrolled full time at an institution of higher education accredited by the Western
Association of Schools and Colleges or the
Accrediting Commission for Community and Junior
Colleges. In order to be eligible under this subclause, the developer shall, as a condition of receiving a
certificate of occupancy, provide evidence to the city, county, or city and county that the developer has
entered into an operating agreement or master lease
with one or more institutions of higher education for
the institution or institutions to occupy all units of the student housing development with students from that
institution or institutions. An operating agreement or
master lease entered into pursuant to this subclause
is not violated or breached if, in any subsequent year, there are not sufficient students enrolled in an
institution of higher education to fill all units in the student housing development.
(II) The applicable 20-percent units will be used for
lower income students. For purposes of this clause,
“lower income students” means students who have a
household income and asset level that does not exceed
the level for Cal Grant A or Cal Grant B award recipients as set forth in paragraph (1) of subdivision (k) of
Section 69432.7 of the Education Code. The eligibility
of a student under this clause shall be verified by an
affidavit, award letter, or letter of eligibility provided by the institution of higher education that the student is enrolled in, as described in subclause (I), or by the
California Student Aid Commission that the student
receives or is eligible for financial aid, including an institutional grant or fee waiver, from the college or
university, the California Student Aid Commission, or
the federal government shall be sufficient to satisfy this subclause.
(III) The rent provided in the applicable units of the
development for lower income students shall be
calculated at 30 percent of 65 percent of the area
median income for a single-room occupancy unit type.
(IV) The development will provide priority for the
applicable affordable units for lower income students
experiencing homelessness. A homeless service
provider, as defined in paragraph (3) of subdivision (e) of Section 103577 of the Health and Safety Code, or
institution of higher education that has knowledge of a person’s homeless status may verify a person’s status
as homeless for purposes of this subclause.
(ii) For purposes of calculating a density bonus granted pursuant to this subparagraph, the term “unit” as used
in this section means one rental bed and its pro rata
share of associated common area facilities. The units
described in this subparagraph shall be subject to a
recorded affordability restriction of 55 years.
(G) One hundred percent of all units in the
development, including total units and density bonus
units, but exclusive of a manager’s unit or units, are
for lower income households, as defined by Section
50079.5 of the Health and Safety Code, except that up
to 20 percent of the units in the development, including total units and density bonus units, may be for
moderate-income households, as defined in Section
50053 of the Health and Safety Code.
(2) For purposes of calculating the amount of the
density bonus pursuant to subdivision (f), an applicant who requests a density bonus pursuant to this
subdivision shall elect whether the bonus shall be
awarded on the basis of subparagraph (A), (B), (C), (D), (E), (F), or (G) of paragraph (1).
(3) For the purposes of this section, “total units,” “total dwelling units,” or “total rental beds” does not include units added by a density bonus awarded pursuant to
this section or any local law granting a greater density bonus.
(c) (1) (A) An applicant shall agree to, and the city,
county, or city and county shall ensure, the continued
affordability of all very low and low-income rental units that qualified the applicant for the award of the density bonus for 55 years or a longer period of time if required by the construction or mortgage financing assistance
program, mortgage insurance program, or rental
subsidy program.
(B) (i) Except as otherwise provided in clause (ii), rents for the lower income density bonus units shall be set at an affordable rent, as defined in Section 50053 of the
Health and Safety Code.
(ii) For housing developments meeting the criteria of
subparagraph (G) of paragraph (1) of subdivision (b),
rents for all units in the development, including both
base density and density bonus units, shall be as follows:
(I) The rent for at least 20 percent of the units in the development shall be set at an affordable rent, as
defined in Section 50053 of the Health and Safety
Code.
(II) The rent for the remaining units in the development shall be set at an amount consistent with the maximum
rent levels for a housing development that receives an
allocation of state or federal low-income housing tax
credits from the California Tax Credit Allocation
Committee.
(2) An applicant shall agree to, and the city, county, or MEYERS NAVE A professional law corporation | CALIFORNIA DENSITY BONUS LAW 2021 15 city and county shall ensure that, the initial occupant of all for-sale units that qualified the applicant for the award of the density bonus are persons and families
of very low, low, or moderate income, as required, and
that the units are offered at an affordable housing cost, as that cost is defined in Section 50052.5 of the Health and Safety Code. The local government shall enforce
an equity sharing agreement, unless it is in conflict with the requirements of another public funding source or
law. The following apply to the equity sharing
agreement:
(A) Upon resale, the seller of the unit shall retain the value of any improvements, the downpayment, and
the seller’s proportionate share of appreciation. The
local government shall recapture any initial subsidy,
as defined in subparagraph (B), and its proportionate
share of appreciation, as defined in subparagraph (C),
which amount shall be used within five years for any of the purposes described in subdivision (e) of Section
33334.2 of the Health and Safety Code that promote
home ownership.
(B) For purposes of this subdivision, the local
government’s initial subsidy shall be equal to the fair market value of the home at the time of initial sale
minus the initial sale price to the moderate-income
household, plus the amount of any downpayment
assistance or mortgage assistance. If upon resale the
market value is lower than the initial market value, then the value at the time of the resale shall be used as the initial market value.
(C) For purposes of this subdivision, the local
government’s proportionate share of appreciation shall
be equal to the ratio of the local government’s initial subsidy to the fair market value of the home at the time of initial sale.
(3) (A) An applicant shall be ineligible for a density
bonus or any other incentives or concessions under
this section if the housing development is proposed on
any property that includes a parcel or parcels on which rental dwelling units are or, if the dwelling units have been vacated or demolished in the five-year period
preceding the application, have been subject to a
recorded covenant, ordinance, or law that restricts
rents to levels affordable to persons and families of
lower or very low income; subject to any other form of
rent or price control through a public entity’s valid
exercise of its police power; or occupied by lower or
very low income households, unless the proposed
housing development replaces those units, and either
of the following applies:
(i) The proposed housing development, inclusive of the
units replaced pursuant to this paragraph, contains
affordable units at the percentages set forth in
subdivision (b).
(ii) Each unit in the development, exclusive of a
manager’s unit or units, is affordable to, and occupied by, either a lower or very low income household.
(B) For the purposes of this paragraph, “replace” shall mean either of the following:
(i) If any dwelling units described in subparagraph (A) are occupied on the date of application, the proposed
housing development shall provide at least the same
number of units of equivalent size to be made available at affordable rent or affordable housing cost to, and
occupied by, persons and families in the same or lower
income category as those households in occupancy. If
the income category of the household in occupancy is
not known, it shall be rebuttably presumed that lower
income renter households occupied these units in the
same proportion of lower income renter households to
all renter households within the jurisdiction, as
determined by the most recently available data from
the United States Department of Housing and Urban
Development’s Comprehensive Housing Affordability
Strategy database. For unoccupied dwelling units
described in subparagraph (A) in a development with
occupied units, the proposed housing development
shall provide units of equivalent size to be made
available at affordable rent or affordable housing cost to, and occupied by, persons and families in the same
or lower income category as the last household in
occupancy. If the income category of the last
household in occupancy is not known, it shall be
rebuttably presumed that lower income renter
households occupied these units in the same
proportion of lower income renter households to all
renter households within the jurisdiction, as
determined by the most recently available data from
the United States Department of Housing and Urban
Development’s Comprehensive Housing
Affordability Strategy database. All replacement
calculations resulting in fractional units shall be
rounded up to the next whole number. If the
replacement units will be rental dwelling units, these
units shall be subject to a recorded affordability
restriction for at least 55 years. If the proposed
development is for-sale units, the units replaced shall be subject to paragraph (2).
(ii) If all dwelling units described in subparagraph (A) have been vacated or demolished within the five-year
period preceding the application, the proposed housing
development shall provide at least the same number
of units of equivalent size as existed at the highpoint of those units in the five-year period preceding the
application to be made available at affordable rent or
affordable housing cost to, and occupied by, persons
and families in the same or lower income category as
those persons and families in occupancy at that time, if known. If the incomes of the persons and families in
occupancy at the highpoint is not known, it shall be
rebuttably presumed that low-income and very low
16 MEYERS NAVE A professional law corporation | CALIFORNIA DENSITY BONUS LAW 2021 income renter households occupied these units in the
same proportion of low-income and very low income
renter households to all renter households within the
jurisdiction, as determined by the most recently
available data from the United States Department of
Housing and Urban Development’s Comprehensive
Housing Affordability Strategy database. All
replacement calculations resulting in fractional units
shall be rounded up to the next whole number. If the
replacement units will be rental dwelling units, these
units shall be subject to a recorded affordability
restriction for at least 55 years. If the proposed
development is for-sale units, the units replaced shall be subject to paragraph (2).
(C) Notwithstanding subparagraph (B), for any
dwelling unit described in subparagraph (A) that is or
was, within the five-year period preceding the
application, subject to a form of rent or price control through a local government’s valid exercise of its police power and that is or was occupied by persons or
families above lower income, the city, county, or city
and county may do either of the following:
(i) Require that the replacement units be made
available at affordable rent or affordable housing cost to, and occupied by, low-income persons or families.
If the replacement units will be rental dwelling units, these units shall be subject to a recorded affordability restriction for at least 55 years. If the proposed
development is for-sale units, the units replaced shall be subject to paragraph (2).
(ii) Require that the units be replaced in compliance
with the jurisdiction’s rent or price control ordinance, provided that each unit described in subparagraph (A)
is replaced. Unless otherwise required by the
jurisdiction’s rent or price control ordinance, these
units shall not be subject to a recorded affordability
restriction.
(D) For purposes of this paragraph, “equivalent size”
means that the replacement units contain at least the
same total number of bedrooms as the units being
replaced.
(E) Subparagraph (A) does not apply to an applicant
seeking a density bonus for a proposed housing
development if the applicant’s application was
submitted to, or processed by, a city, county, or city and county before January 1, 2015.
(d) (1) An applicant for a density bonus pursuant to
subdivision (b) may submit to a city, county, or city
and county a proposal for the specific incentives or
concessions that the applicant requests pursuant to
this section, and may request a meeting with the city,
county, or city and county. The city, county, or city and county shall grant the concession or incentive
requested by the applicant unless the city, county, or
city and county makes a written finding, based upon
substantial evidence, of any of the following:
(A) The concession or incentive does not result in
identifiable and actual cost reductions, consistent with subdivision (k), to provide for affordable housing costs, as defined in Section 50052.5 of the Health and Safety
Code, or for rents for the targeted units to be set as
specified in subdivision (c).
(B) The concession or incentive would have a specific,
adverse impact, as defined in paragraph (2) of
subdivision (d) of Section 65589.5, upon public health
and safety or the physical environment or on any real
property that is listed in the California Register of
Historical Resources and for which there is no feasible method to satisfactorily mitigate or avoid the specific, adverse impact without rendering the development
unaffordable to low-income and moderate-income
households.
(C) The concession or incentive would be contrary to
state or federal law.
(2) The applicant shall receive the following number of incentives or concessions:
(A) One incentive or concession for projects that
include at least 10 percent of the total units for lower income households, at least 5 percent for very low
income households, or at least 10 percent for persons
and families of moderate income in a common interest
development.
(B) Two incentives or concessions for projects that
include at least 17 percent of the total units for lower income households, at least 10 percent for very low
income households, or at least 20 percent for persons
and families of moderate income in a common interest
development.
(C) Three incentives or concessions for projects that
include at least 24 percent of the total units for lower income households, at least 15 percent for very low
income households, or at least 30 percent for persons
and families of moderate income in a common interest
development.
(D) Four incentives or concessions for projects
meeting the criteria of subparagraph (G) of paragraph
(1) of subdivision (b). If the project is located within one-half mile of a major transit stop, the applicant shall also receive a height increase of up to three additional stories, or 33 feet.
(3) The applicant may initiate judicial proceedings if
the city, county, or city and county refuses to grant a requested density bonus, incentive, or concession. If a court finds that the refusal to grant a requested density bonus, incentive, or concession is in violation of this MEYERS NAVE A professional law corporation | CALIFORNIA DENSITY BONUS LAW 2021 17 section, the court shall award the plaintiff reasonable attorney’s fees and costs of suit. Nothing in this
subdivision shall be interpreted to require a local
government to grant an incentive or concession that
has a specific, adverse impact, as defined in paragraph (2) of subdivision (d) of Section 65589.5, upon health, safety, or the physical environment, and for which there is no feasible method to satisfactorily mitigate or avoid the specific adverse impact. Nothing in this
subdivision shall be interpreted to require a local
government to grant an incentive or concession that
would have an adverse impact on any real property
that is listed in the California Register of Historical Resources. The city, county, or city and county shall
establish procedures for carrying out this section that shall include legislative body approval of the means of compliance with this section.
(4) The city, county, or city and county shall bear
the burden of proof for the denial of a requested
concession or incentive.
(e) (1) In no case may a city, county, or city and county apply any development standard that will have the
effect of physically precluding the construction of a
development meeting the criteria of subdivision (b) at
the densities or with the concessions or incentives
permitted by this section. Subject to paragraph (3),
an applicant may submit to a city, county, or city and
county a proposal for the waiver or reduction of
development standards that will have the effect of
physically precluding the construction of a
development meeting the criteria of subdivision (b)
at the densities or with the concessions or incentives
permitted under this section, and may request a
meeting with the city, county, or city and county. If a court finds that the refusal to grant a waiver or
reduction of development standards is in violation
of this section, the court shall award the plaintiff
reasonable attorney’s fees and costs of suit. Nothing in this subdivision shall be interpreted to require a local government to waive or reduce development standards
if the waiver or reduction would have a specific, adverse impact, as defined in paragraph (2) of subdivision (d)
of Section 65589.5, upon health, safety, or the physical environment, and for which there is no feasible method
to satisfactorily mitigate or avoid the specific adverse impact. Nothing in this subdivision shall be interpreted to require a local government to waive or reduce
development standards that would have an adverse
impact on any real property that is listed in the
California Register of Historical Resources, or to grant any waiver or reduction that would be contrary to state or federal law.
(2) A proposal for the waiver or reduction of
development standards pursuant to this subdivision
shall neither reduce nor increase the number of
incentives or concessions to which the applicant is
entitled pursuant to subdivision (d).
(3) A housing development that receives a waiver from
any maximum controls on density pursuant to clause
(ii) of subparagraph (D) of paragraph (3) of
subdivision (f) shall only be eligible for a waiver or
reduction of development standards as provided in
subparagraph (D) of paragraph (2) of subdivision (d)
and clause (ii) of subparagraph (D) of paragraph (3)
of subdivision (f), unless the city, county, or city and county agrees to additional waivers or reductions of
development standards.
(f) For the purposes of this chapter, “density bonus”
means a density increase over the otherwise maximum
allowable gross residential density as of the date of
application by the applicant to the city, county, or city and county, or, if elected by the applicant, a lesser
percentage of density increase, including, but not
limited to, no increase in density. The amount of density increase to which the applicant is entitled shall vary
according to the amount by which the percentage of
affordable housing units exceeds the percentage
established in subdivision (b).
(1) For housing developments meeting the criteria of
subparagraph (A) of paragraph (1) of subdivision (b),
the density bonus shall be calculated as follows:
10 20
11 21.5
12 23
13 24.5
14 26
15 27.5
16 29
17 30.5
18 32
19 33.5
20 35
21 38.75
22 42.5
23 46.25
24 50
(2) For housing developments meeting the criteria of
subparagraph (B) of paragraph (1) of subdivision (b),
the density bonus shall be calculated as follows:
5 20
6 22.5
PERCENTAGE
LOW-INCOME
UNITS
PERCENTAGE
DENSITY
BONUS
PERCENTAGE
VERY LOW-INCOME
UNITS
PERCENTAGE
DENSITY
BONUS
18 MEYERS NAVE A professional law corporation | CALIFORNIA DENSITY BONUS LAW 2021 7 25
8 27.5
9 30
10 32.5
11 35
12 38.75
13 42.5
14 46.25
15 50
(3) (A) For housing developments meeting the criteria
of subparagraph (C) of paragraph (1) of subdivision (b), the density bonus shall be 20 percent of the number of
senior housing units.
(B) For housing developments meeting the criteria of
subparagraph (E) of paragraph (1) of subdivision (b),
the density bonus shall be 20 percent of the number
of the type of units giving rise to a density bonus under that subparagraph.
(C) For housing developments meeting the criteria of
subparagraph (F) of paragraph (1) of subdivision (b),
the density bonus shall be 35 percent of the student
housing units.
(D) For housing developments meeting the criteria of
subparagraph (G) of paragraph (1) of subdivision (b),
the following shall apply:
(i) Except as otherwise provided in clause (ii), the
density bonus shall be 80 percent of the number of
units for lower income households.
(ii) If the housing development is located within
one-half mile of a major transit stop, the city, county, or city and county shall not impose any maximum controls
on density.
(4) For housing developments meeting the criteria of
subparagraph (D) of paragraph (1) of subdivision (b),
the density bonus shall be calculated as follows:
10 5
11 6
12 7
13 8
14 9
15 10
16 11
17 12
18 13
19 14
20 15
21 16
22 17
23 18
24 19
25 20
26 21
27 22
28 23
29 24
30 25
31 26
32 27
33 28
34 29
35 30
36 31
37 32
38 33
39 34
40 35
41 38.75
42 42.5
43 46.25
44 50
(5) All density calculations resulting in fractional units shall be rounded up to the next whole number. The
granting of a density bonus shall not require, or be
interpreted, in and of itself, to require a general plan amendment, local coastal plan amendment, zoning
change, or other discretionary approval.
(g) (1) When an applicant for a tentative subdivision
map, parcel map, or other residential development
approval donates land to a city, county, or city and
county in accordance with this subdivision, the
applicant shall be entitled to a 15-percent increase
above the otherwise maximum allowable residential
density for the entire development, as follows:
10 15
11 16
12 17
13 18
14 19
PERCENTAGE
MODERATE-INCOME
UNITS
PERCENTAGE
DENSITY
BONUS
PERCENTAGE
VERY LOW-INCOME
PERCENTAGE
DENSITY
BONUS
MEYERS NAVE A professional law corporation | CALIFORNIA DENSITY BONUS LAW 2021 19 15 20
16 21
17 22
18 23
19 24
20 25
21 26
22 27
23 28
24 29
25 30
26 31
27 32
28 33
29 34
30 35
(2) This increase shall be in addition to any increase in density mandated by subdivision (b), up to a maximum
combined mandated density increase of 35 percent if
an applicant seeks an increase pursuant to both this
subdivision and subdivision (b). All density calculations resulting in fractional units shall be rounded up to the next whole number. Nothing in this subdivision shall
be construed to enlarge or diminish the authority of a
city, county, or city and county to require a developer to donate land as a condition of development. An
applicant shall be eligible for the increased density
bonus described in this subdivision if all of the following conditions are met:
(A) The applicant donates and transfers the land no
later than the date of approval of the final subdivision map, parcel map, or residential development
application.
(B) The developable acreage and zoning classification
of the land being transferred are sufficient to permit
construction of units affordable to very low income
households in an amount not less than 10 percent of
the number of residential units of the proposed
development.
(C) The transferred land is at least one acre in size or of sufficient size to permit development of at least 40 units, has the appropriate general plan designation,
is appropriately zoned with appropriate development
standards for development at the density described
in paragraph (3) of subdivision (c) of Section 65583.2, and is or will be served by adequate public facilities and infrastructure.
(D) The transferred land shall have all of the permits
and approvals, other than building permits, necessary
for the development of the very low income housing
units on the transferred land, not later than the date of approval of the final subdivision map, parcel map, or
residential development application, except that the
local government may subject the proposed
development to subsequent design review to the extent
authorized by subdivision (i) of Section 65583.2 if the design is not reviewed by the local government before
the time of transfer.
(E) The transferred land and the affordable units shall be subject to a deed restriction ensuring continued
affordability of the units consistent with paragraphs (1) and (2) of subdivision (c), which shall be recorded on
the property at the time of the transfer.
(F) The land is transferred to the local agency or to a housing developer approved by the local agency. The
local agency may require the applicant to identify and
transfer the land to the developer.
(G) The transferred land shall be within the boundary
of the proposed development or, if the local agency
agrees, within one-quarter mile of the boundary of the
proposed development.
(H) A proposed source of funding for the very low
income units shall be identified not later than the date of approval of the final subdivision map, parcel map, or residential development application.
(h) (1) When an applicant proposes to construct a
housing development that conforms to the
requirements of subdivision (b) and includes a
childcare facility that will be located on the premises of, as part of, or adjacent to, the project, the city, county, or city and county shall grant either of the following:
(A) An additional density bonus that is an amount
of square feet of residential space that is equal to or greater than the amount of square feet in the childcare facility.
(B) An additional concession or incentive that
contributes significantly to the economic feasibility of the construction of the childcare facility.
(2) The city, county, or city and county shall require, as a condition of approving the housing development, that
the following occur:
(A) The childcare facility shall remain in operation for a period of time that is as long as or longer than the
period of time during which the density bonus units are required to remain affordable pursuant to subdivision
(c).
(B) Of the children who attend the childcare facility, the children of very low income households, lower income
households, or families of moderate income shall equal
a percentage that is equal to or greater than the
20 MEYERS NAVE A professional law corporation | CALIFORNIA DENSITY BONUS LAW 2021 percentage of dwelling units that are required for very low income households, lower income households, or
families of moderate income pursuant to subdivision
(b).
(3) Notwithstanding any requirement of this
subdivision, a city, county, or city and county shall not be required to provide a density bonus or concession
for a childcare facility if it finds, based upon substantial evidence, that the community has adequate childcare
facilities.
(4) “Childcare facility,” as used in this section, means a child daycare facility other than a family daycare home, including, but not limited to, infant centers, preschools, extended daycare facilities, and schoolage childcare
centers.
(i) “Housing development,” as used in this section,
means a development project for five or more
residential units, including mixed-use developments.
For the purposes of this section, “housing
development” also includes a subdivision or common
interest development, as defined in Section 4100 of
the Civil Code, approved by a city, county, or city and county and consists of residential units or unimproved
residential lots and either a project to substantially
rehabilitate and convert an existing commercial
building to residential use or the substantial
rehabilitation of an existing multifamily dwelling, as
defined in subdivision (d) of Section 65863.4, where
the result of the rehabilitation would be a net increase in available residential units. For the purpose of
calculating a density bonus, the residential units shall be on contiguous sites that are the subject of one
development application, but do not have to be based
upon individual subdivision maps or parcels. The
density bonus shall be permitted in geographic areas of the housing development other than the areas where
the units for the lower income households are located.
(j) (1) The granting of a concession or incentive shall not require or be interpreted, in and of itself, to require a general plan amendment, local coastal plan
amendment, zoning change, study, or other
discretionary approval. For purposes of this
subdivision, “study” does not include reasonable
documentation to establish eligibility for the
concession or incentive or to demonstrate that the
incentive or concession meets the definition set forth in subdivision (k). This provision is declaratory of existing law.
(2) Except as provided in subdivisions (d) and (e), the granting of a density bonus shall not require or be
interpreted to require the waiver of a local ordinance or provisions of a local ordinance unrelated to
development standards.
(k) For the purposes of this chapter, concession or
incentive means any of the following:
(1) A reduction in site development standards or a
modification of zoning code requirements or
architectural design requirements that exceed the
minimum building standards approved by the California
Building Standards Commission as provided in Part 2.5
(commencing with Section 18901) of Division 13 of the
Health and Safety Code, including, but not limited to, a reduction in setback and square footage requirements
and in the ratio of vehicular parking spaces that would otherwise be required that results in identifiable and
actual cost reductions, to provide for affordable
housing costs, as defined in Section 50052.5 of the
Health and Safety Code, or for rents for the targeted
units to be set as specified in subdivision (c).
(2) Approval of mixed-use zoning in conjunction with
the housing project if commercial, office, industrial,
or other land uses will reduce the cost of the housing
development and if the commercial, office, industrial, or other land uses are compatible with the housing project and the existing or planned development in the area
where the proposed housing project will be located.
(3) Other regulatory incentives or concessions
proposed by the developer or the city, county, or city
and county that result in identifiable and actual cost
reductions to provide for affordable housing costs, as
defined in Section 50052.5 of the Health and Safety
Code, or for rents for the targeted units to be set as
specified in subdivision (c).
(l) Subdivision (k) does not limit or require the
provision of direct financial incentives for the housing development, including the provision of publicly owned
land, by the city, county, or city and county, or the
waiver of fees or dedication requirements.
(m) This section does not supersede or in any way
alter or lessen the effect or application of the California Coastal Act of 1976 (Division 20 (commencing with
Section 30000) of the Public Resources Code). Any
density bonus, concessions, incentives, waivers or
reductions of development standards, and parking
ratios to which the applicant is entitled under this
section shall be permitted in a manner that is
consistent with this section and Division 20
(commencing with Section 30000) of the Public
Resources Code.
(n) If permitted by local ordinance, nothing in this
section shall be construed to prohibit a city, county,
or city and county from granting a density bonus
greater than what is described in this section for a
development that meets the requirements of this
section or from granting a proportionately lower
density bonus than what is required by this section for developments that do not meet the requirements of
this section.
MEYERS NAVE A professional law corporation | CALIFORNIA DENSITY BONUS LAW 2021 21 (o) For purposes of this section, the following
definitions shall apply:
(1) “Development standard” includes a site or
construction condition, including, but not limited to, a height limitation, a setback requirement, a floor area
ratio, an onsite open-space requirement, or a parking
ratio that applies to a residential development pursuant to any ordinance, general plan element, specific plan,
charter, or other local condition, law, policy, resolution, or regulation.
(2) “Located within one-half mile of a major transit
stop” means that any point on a proposed
development, for which an applicant seeks a density
bonus, other incentives or concessions, waivers or
reductions of development standards, or a vehicular
parking ratio pursuant to this section, is within one-half mile of any point on the property on which a major
transit stop is located, including any parking lot owned by the transit authority or other local agency operating the major transit stop.
(3) “Major transit stop” has the same meaning as
defined in subdivision (b) of Section 21155 of the Public Resources Code.
(4) “Maximum allowable residential density” means the
density allowed under the zoning ordinance and land
use element of the general plan, or, if a range of density is permitted, means the maximum allowable density
for the specific zoning range and land use element of
the general plan applicable to the project. If the density allowed under the zoning ordinance is inconsistent with the density allowed under the land use element of the
general plan, the general plan density shall prevail.
(p) (1) Except as provided in paragraphs (2), (3), and
(4), upon the request of the developer, a city, county, or city and county shall not require a vehicular parking
ratio, inclusive of parking for persons with a disability and guests, of a development meeting the criteria of
subdivisions (b) and (c), that exceeds the following
ratios:
(A) Zero to one bedroom: one onsite parking space.
(B) Two to three bedrooms: one and one-half onsite
parking spaces.
(C) Four and more bedrooms: two and one-half parking
spaces.
(2) (A) Notwithstanding paragraph (1), if a
development includes at least 20 percent low-income
units for housing developments meeting the criteria of
subparagraph (A) of paragraph (1) of subdivision (b)
or at least 11 percent very low income units for housing developments meeting the criteria of subparagraph
(B) of paragraph (1) of subdivision (b), is located within one-half mile of a major transit stop, and there is
unobstructed access to the major transit stop from the
development, then, upon the request of the developer,
a city, county, or city and county shall not impose a
vehicular parking ratio, inclusive of parking for persons with a disability and guests, that exceeds 0.5 spaces
per unit.
(B) For purposes of this subdivision, a development
shall have unobstructed access to a major transit stop
if a resident is able to access the major transit stop
without encountering natural or constructed
impediments. For purposes of this subparagraph,
“natural or constructed impediments” includes, but is
not limited to, freeways, rivers, mountains, and bodies of water, but does not include residential structures,
shopping centers, parking lots, or rails used for transit. (3) Notwithstanding paragraph (1), if a development
consists solely of rental units, exclusive of a manager’s unit or units, with an affordable housing cost to lower income families, as provided in Section 50052.5 of the
Health and Safety Code, then, upon the request of the
developer, a city, county, or city and county shall not impose vehicular parking standards if the development
meets either of the following criteria:
(A) The development is located within one-half mile of a major transit stop and there is unobstructed access to
the major transit stop from the development.
(B) The development is a for-rent housing development
for individuals who are 62 years of age or older that
complies with Sections 51.2 and 51.3 of the Civil Code
and the development has either paratransit service or
unobstructed access, within one-half mile, to fixed bus route service that operates at least eight times per day. (4) Notwithstanding paragraphs (1) and (8), if a
development consists solely of rental units, exclusive
of a manager’s unit or units, with an affordable housing cost to lower income families, as provided in Section
50052.5 of the Health and Safety Code, and the
development is either a special needs housing
development, as defined in Section 51312 of the Health
and Safety Code, or a supportive housing
development, as defined in Section 50675.14 of the
Health and Safety Code, then, upon the request of the
developer, a city, county, or city and county shall not impose any minimum vehicular parking requirement. A
development that is a special needs housing
development shall have either paratransit service or
unobstructed access, within one-half mile, to fixed bus route service that operates at least eight times per day. (5) If the total number of parking spaces required for a development is other than a whole number, the number
shall be rounded up to the next whole number. For
purposes of this subdivision, a development may
provide onsite parking through tandem parking or
22 MEYERS NAVE A professional law corporation | CALIFORNIA DENSITY BONUS LAW 2021 uncovered parking, but not through onstreet parking.
(6) This subdivision shall apply to a development that
meets the requirements of subdivisions (b) and (c),
but only at the request of the applicant. An applicant
may request parking incentives or concessions beyond
those provided in this subdivision pursuant to
subdivision (d).
(7) This subdivision does not preclude a city, county, or city and county from reducing or eliminating a parking
requirement for development projects of any type in
any location.
(8) Notwithstanding paragraphs (2) and (3), if a city,
county, city and county, or an independent consultant
has conducted an areawide or jurisdictionwide parking
study in the last seven years, then the city, county, or city and county may impose a higher vehicular parking
ratio not to exceed the ratio described in paragraph (1), based upon substantial evidence found in the parking
study, that includes, but is not limited to, an analysis of parking availability, differing levels of transit access, walkability access to transit services, the potential for shared parking, the effect of parking requirements on
the cost of market-rate and subsidized developments,
and the lower rates of car ownership for low-income
and very low income individuals, including seniors and
special needs individuals. The city, county, or city and county shall pay the costs of any new study. The city,
county, or city and county shall make findings, based
on a parking study completed in conformity with this
paragraph, supporting the need for the higher parking
ratio.
(9) A request pursuant to this subdivision shall neither reduce nor increase the number of incentives or
concessions to which the applicant is entitled pursuant to subdivision (d).
(q) Each component of any density calculation,
including base density and bonus density, resulting in
fractional units shall be separately rounded up to the
next whole number. The Legislature finds and declares
that this provision is declaratory of existing law.
(r) This chapter shall be interpreted liberally in favor of producing the maximum number of total housing units.
(s) Notwithstanding any other law, if a city, including a charter city, county, or city and county has adopted an ordinance or a housing program, or both an ordinance
and a housing program, that incentivizes the
development of affordable housing that allows for
density bonuses that exceed the density bonuses
required by the version of this section effective through December 31, 2020, that city, county, or city and county is not required to amend or otherwise update its
ordinance or corresponding affordable housing
incentive program to comply with the amendments
made to this section by the act adding this
subdivision, and is exempt from complying with the
incentive and concession calculation amendments
made to this section by the act adding this subdivision as set forth in subdivision (d), particularly
subparagraphs (C) and (D) of paragraph (2) of that
subdivision, and the amendments made to the density
tables under subdivision (f).
65915.5.
(a) When an applicant for approval to convert
apartments to a condominium project agrees to
provide at least 33 percent of the total units of the
proposed condominium project to persons and families
of low or moderate income as defined in Section 50093
of the Health and Safety Code, or 15 percent of the total units of the proposed condominium project to lower
income households as defined in Section 50079.5 of
the Health and Safety Code, and agrees to pay for the
reasonably necessary administrative costs incurred by
a city, county, or city and county pursuant to this
section, the city, county, or city and county shall either (1) grant a density bonus or (2) provide other
incentives of equivalent financial value. A city, county, or city and county may place such reasonable
conditions on the granting of a density bonus or other
incentives of equivalent financial value as it finds
appropriate, including, but not limited to, conditions
which assure continued affordability of units to
subsequent purchasers who are persons and families
of low and moderate income or lower income
households.
(b) For purposes of this section, “density bonus” means an increase in units of 25 percent over the number of
apartments, to be provided within the existing structure or structures proposed for conversion.
(c) For purposes of this section, “other incentives of
equivalent financial value” shall not be construed to
require a city, county, or city and county to provide cash transfer payments or other monetary compensation
but may include the reduction or waiver of
requirements which the city, county, or city and county might otherwise apply as conditions of conversion
approval.
(d) An applicant for approval to convert apartments to
a condominium project may submit to a city, county, or
city and county a preliminary proposal pursuant to this section prior to the submittal of any formal requests for subdivision map approvals. The city, county, or city and county shall, within 90 days of receipt of a written
proposal, notify the applicant in writing of the
manner in which it will comply with this section. The
city, county, or city and county shall establish
procedures for carrying out this section, which shall
include legislative body approval of the means of
compliance with this section.
MEYERS NAVE A professional law corporation | CALIFORNIA DENSITY BONUS LAW 2021 23 (e) Nothing in this section shall be construed to require a city, county, or city and county to approve a proposal to convert apartments to condominiums.
(f) An applicant shall be ineligible for a density bonus or other incentives under this section if the apartments proposed for conversion constitute a housing
development for which a density bonus or other
incentives were provided under Section 65915.
(g) An applicant shall be ineligible for a density bonus or any other incentives or concessions under this
section if the condominium project is proposed on any
property that includes a parcel or parcels on which
rental dwelling units are or, if the dwelling units have been vacated or demolished in the five-year period
preceding the application, have been subject to a
recorded covenant, ordinance, or law that restricts
rents to levels affordable to persons and families of
lower or very low income; subject to any other form of
rent or price control through a public entity’s valid exercise of its police power; or occupied by lower or very low income households, unless the proposed
condominium project replaces those units, as defined
in subparagraph (B) of paragraph (3) of subdivision (c) of Section 65915, and either of the following applies:
(1) The proposed condominium project, inclusive of the
units replaced pursuant to subparagraph (B) of
paragraph (3) of subdivision (c) of Section 65915,
contains affordable units at the percentages set forth in subdivision (a).
(2) Each unit in the development, exclusive of a
manager’s unit or units, is affordable to, and occupied by, either a lower or very low income household.
(h) Subdivision (g) does not apply to an applicant
seeking a density bonus for a proposed housing
development if their application was submitted to, or
processed by, a city, county, or city and county before January 1, 2015.
65915.7.
(a) When an applicant for approval of a commercial
development has entered into an agreement for
partnered housing described in subdivision (c) to
contribute affordable housing through a joint project or two separate projects encompassing affordable
housing, the city, county, or city and county shall grant to the commercial developer a development bonus as
prescribed in subdivision (b).Housing shall be
constructed on the site of the commercial development
or on a site that is all of the following:
(1) Within the boundaries of the local government.
(2) In close proximity to public amenities including
schools and employment centers.
(3) Located within one-half mile of a major transit stop, as defined in subdivision (b) of Section 21155 of the
Public Resources Code.
(b) The development bonus granted to the commercial
developer shall mean incentives, mutually agreed upon
by the developer and the jurisdiction, that may include, but are not limited to, any of the following:
(1) Up to a 20-percent increase in maximum allowable
intensity in the General Plan.
(2) Up to a 20-percent increase in maximum allowable
floor area ratio.
(3) Up to a 20-percent increase in maximum height
requirements.
(4) Up to a 20-percent reduction in minimum parking
requirements.
(5) Use of a limited-use/limited-application elevator for upper floor accessibility.
(6) An exception to a zoning ordinance or other land
use regulation.
(c) For the purposes of this section, the agreement for partnered housing shall be between the commercial
developer and the housing developer, shall identify how the commercial developer will contribute affordable
housing, and shall be approved by the city, county, or
city and county.
(d) For the purposes of this section, affordable housing may be contributed by the commercial developer in
one of the following manners:
(1) The commercial developer may directly build the
units.
(2) The commercial developer may donate a portion
of the site or property elsewhere to the affordable
housing developer for use as a site for affordable
housing.
(3) The commercial developer may make a cash
payment to the affordable housing developer that shall
be used towards the costs of constructing the
affordable housing project.
(e) For the purposes of this section, subparagraph (A)
of paragraph (3) of subdivision (c) of Section 65915
shall apply.
(f) Nothing in this section shall preclude any additional allowances or incentives offered to developers by local governments pursuant to law or regulation.
(g) If the developer of the affordable units does not
24 MEYERS NAVE A professional law corporation | CALIFORNIA DENSITY BONUS LAW 2021 commence with construction of those units in
accordance with timelines ascribed by the agreement
described in subdivision (c), the local government may
withhold certificates of occupancy for the commercial
development under construction until the developer
has completed construction of the affordable units.
(h) In order to qualify for a development bonus under
this section, a commercial developer shall partner with a housing developer that provides at least 30 percent
of the total units for low-income households or at least 15 percent of the total units for very low-income
households.
(i) Nothing in this section shall preclude an
affordable housing developer from seeking a density
bonus, concessions or incentives, waivers or reductions of development standards, or parking ratios under
Section 65915.
(j) A development bonus pursuant to this section shall
not include a reduction or waiver of the requirements
within an ordinance that requires the payment of a fee
by a commercial developer for the promotion or
provision of affordable housing.
(k) A city or county shall submit to the Department of
Housing and Community Development, as part of the
annual report required by Section 65400, information
describing a commercial development bonus approved
pursuant to this section, including the terms of the
agreements between the commercial developer and
the affordable housing developer, and the developers
and the local jurisdiction, and the number of affordable units constructed as part of the agreements.
(l) For purposes of this section, “partner” shall mean
formation of a partnership, limited liability company,
corporation, or other entity recognized by the state in which the commercial development applicant and the
affordable housing developer are each partners,
members, shareholders or other participants, or a
contract or agreement between a commercial
development applicant and affordable housing
developer for the development of both the commercial
and the affordable housing properties.
(m) This section shall remain in effect only until
January 1, 2022, and as of that date is repealed.
65916.
Where there is a direct financial contribution to a
housing development pursuant to Section 65915
through participation in cost of infrastructure,
write-down of land costs, or subsidizing the cost of
construction, the city, county, or city and county shall assure continued availability for low- and moderateincome units for 30 years. When appropriate, the agreement provided for in Section 65915 shall specify
the mechanisms and procedures necessary to carry
out this section.
65917.
In enacting this chapter it is the intent of the
Legislature that the density bonus or other incentives
offered by the city, county, or city and county pursuant to this chapter shall contribute significantly to the
economic feasibility of lower income housing in
proposed housing developments. In the absence of an
agreement by a developer in accordance with Section
65915, a locality shall not offer a density bonus or any other incentive that would undermine the intent of this chapter.
65917.2.
(a) As used in this section, the following terms shall
have the following meanings:
(1) “Eligible housing development” means a
development that satisfies all of the following criteria:
(A) The development is a multifamily housing
development that contains five or more residential
units, exclusive of any other floor area ratio bonus
or incentive or concession awarded pursuant to this
chapter.
(B) The development is located within one of the
following:
(i) An urban infill site that is within a transit priority area.
(ii) One-half mile of a major transit stop.
(C) The site of the development is zoned to allow
residential use or mixed-use with a minimum planned
density of at least 20 dwelling units per acre and does not include any land zoned for low density residential
use or for exclusive nonresidential use.
(D) The applicant and the development satisfy the
replacement requirements specified in subdivision (c)
of Section 65915.
(E) The development includes at least 20 percent of the units, excluding any additional units allowed under a
floor area ratio bonus or other incentives or
concessions provided pursuant to this chapter, with an
affordable housing cost or affordable rent to, and
occupied by, persons with a household income equal to
or less than 50 percent of the area median income, as
determined pursuant to Section 50093 of the Health
and Safety Code, and subject to an affordability
restriction for a minimum of 55 years.
(F) The development complies with the height
requirements applicable to the underlying zone. A
development shall not be eligible to use a floor area
ratio bonus or other incentives or concessions provided pursuant to this chapter to relieve the development
from a maximum height limitation.
(2) “Floor area ratio” means the ratio of gross
building area of the eligible housing development,
excluding structured parking areas, proposed for the
project divided by the net lot area. For purposes of this paragraph, “gross building area” means the sum of all
finished areas of all floors of a building included within the outside faces of its exterior walls.
(3) “Floor area ratio bonus” means an allowance for an
eligible housing development to utilize a floor area ratio over the otherwise maximum allowable density
permitted under the applicable zoning ordinance
and land use elements of the general plan of a city or
county, calculated pursuant to paragraph (2) of
subdivision (b).
(4) “Major transit stop” has the same meaning as
defined in Section 21155 of the Public Resources Code.
(5) “Transit priority area” has the same meaning as
defined in Section 21099 of the Public Resources Code.
(b) (1) A city council, including a charter city council or the board of supervisors of a city and county, or county board of supervisors may establish a procedure by
ordinance to grant a developer of an eligible housing
development, upon the request of the developer, a floor area ratio bonus, calculated as provided in paragraph
(2), in lieu of a density bonus awarded on the basis of dwelling units per acre.
(2) In calculating the floor area ratio bonus pursuant to this section, the allowable gross residential floor area in square feet shall be the product of all of the following amounts:
(A) The allowable residential base density in dwelling
units per acre.
(B) The site area in square feet, divided by 43,560.
(C) 2,250.
(c) The city council or county board of supervisors
shall not impose any parking requirement on an eligible housing development in excess of 0.1 parking spaces
per unit that is affordable to persons and families with a household income equal to or less than 120 percent
of the area median income and 0.5 parking spaces per
unit that is offered at market rate.
(d) A city or county that adopts a floor area ratio bonus ordinance pursuant to this section shall allow an
applicant seeking to develop an eligible residential
development to calculate impact fees based on square
feet, instead of on a per unit basis.
(e) In the case of an eligible housing development that is zoned for mixed-use purposes, any floor area ratio
requirement under a zoning ordinance or land use
element of the general plan of the city or county
applicable to the nonresidential portion of the eligible housing development shall continue to apply
notwithstanding the award of a floor area ratio bonus in accordance with this section.
(f) An applicant for a floor area ratio bonus pursuant to this section may also submit to the city, county, or city and county a proposal for specific incentives or
concessions pursuant to subdivision (d) of Section
65915.
(g) (1) This section shall not be interpreted to do either of the following:
(A) Supersede or preempt any other section within this
chapter.
(B) Prohibit a city, county, or city and county from
providing a floor area ratio bonus under terms that are different from those set forth in this section.
(2) The adoption of an ordinance pursuant to this
section shall not be interpreted to relieve a city, county, or city and county from complying with Section 65915.
65917.5.
(a) As used in this section, the following terms shall
have the following meanings:
(1) “Child care facility” means a facility installed,
operated, and maintained under this section for the
nonresidential care of children as defined under
applicable state licensing requirements for the facility. (2) “Density bonus” means a floor area ratio bonus over the otherwise maximum allowable density permitted
under the applicable zoning ordinance and land use
elements of the general plan of a city, including a
charter city, city and county, or county of:
(A) A maximum of five square feet of floor area for each one square foot of floor area contained in the child care facility for existing structures.
(B) A maximum of 10 square feet of floor area for each
one square foot of floor area contained in the child care facility for new structures.
For purposes of calculating the density bonus under
this section, both indoor and outdoor square footage
requirements for the child care facility as set forth in applicable state child care licensing requirements shall MEYERS NAVE A professional law corporation | CALIFORNIA DENSITY BONUS LAW 2021 25 be included in the floor area of the child care facility. (3) “Developer” means the owner or other person,
including a lessee, having the right under the applicable zoning ordinance of a city council, including a charter city council, city and county board of supervisors, or
county board of supervisors to make an application for
development approvals for the development or
redevelopment of a commercial or industrial project.
(4) “Floor area” means as to a commercial or industrial project, the floor area as calculated under the
applicable zoning ordinance of a city council, including a charter city council, city and county board of
supervisors, or county board of supervisors and as to a child care facility, the total area contained within the exterior walls of the facility and all outdoor areas
devoted to the use of the facility in accordance with
applicable state child care licensing requirements.
(b) A city council, including a charter city council, city and county board of supervisors, or county board of
supervisors may establish a procedure by ordinance to
grant a developer of a commercial or industrial project, containing at least 50,000 square feet of floor area,
a density bonus when that developer has set aside at
least 2,000 square feet of floor area and 3,000
outdoor square feet to be used for a child care
facility. The granting of a bonus shall not preclude a city council, including a charter city council, city and county board of supervisors, or county board of supervisors
from imposing necessary conditions on the project or
on the additional square footage. Projects constructed
under this section shall conform to height, setback, lot coverage, architectural review, site plan review, fees, charges, and other health, safety, and zoning
requirements generally applicable to construction in
the zone in which the property is located. A consortium with more than one developer may be permitted to
achieve the threshold amount for the available density
bonus with each developer’s density bonus equal to the
percentage participation of the developer. This facility may be located on the project site or may be located
offsite as agreed upon by the developer and local
agency. If the child care facility is not located on the site of the project, the local agency shall determine whether the location of the child care facility is appropriate and whether it conforms with the intent of this section. The child care facility shall be of a size to comply with all state licensing requirements in order to accommodate
at least 40 children.
(c) The developer may operate the child care facility
itself or may contract with a licensed child care
provider to operate the facility. In all cases, the
developer shall show ongoing coordination with a local
child care resource and referral network or local
governmental child care coordinator in order to qualify for the density bonus.
(d) If the developer uses space allocated for child care facility purposes, in accordance with subdivision (b), for purposes other than for a child care facility, an
assessment based on the square footage of the
project may be levied and collected by the city council, including a charter city council, city and county board of supervisors, or county board of supervisors. The
assessment shall be consistent with the market value
of the space. If the developer fails to have the space
allocated for the child care facility within three years, from the date upon which the first temporary
certificate of occupancy is granted, an assessment
based on the square footage of the project may be
levied and collected by the city council, including a
charter city council, city and county board of
supervisors, or county board of supervisors in
accordance with procedures to be developed by the
legislative body of the city council, including a charter city council, city and county board of supervisors, or
county board of supervisors. The assessment shall
be consistent with the market value of the space. A
penalty levied against a consortium of developers shall be charged to each developer in an amount equal to
the developer’s percentage square feet participation.
Funds collected pursuant to this subdivision shall be
deposited by the city council, including a charter city council, city and county board of supervisors, or county board of supervisors into a special account to be used
for child care services or child care facilities.
(e) Once the child care facility has been established,
prior to the closure, change in use, or reduction in the physical size of, the facility, the city, city council, including a charter city council, city and county board of supervisors, or county board of supervisors shall be required to make a finding that the need for child care is no longer present, or is not present to the same
degree as it was at the time the facility was established. (f) The requirements of Chapter 5 (commencing with
Section 66000) and of the amendments made to
Sections 53077, 54997, and 54998 by Chapter 1002 of
the Statutes of 1987 shall not apply to actions taken in accordance with this section.
(g) This section shall not apply to a voter-approved
ordinance adopted by referendum or initiative.
65918.
The provisions of this chapter shall apply to charter
cities.
26 MEYERS NAVE A professional law corporation | CALIFORNIA DENSITY BONUS LAW 2021 September 2011
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Earth Design, Inc.
1241 Knollwood Drive, Suite 125
Cambria, CA 93428
805.203.5022
www.earthdesigninc.net
Lisa Wise Consulting, Inc.
983 Osos Street
San Luis Obispo, CA 93401
805.595.1345
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408.842.2173
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CONSULTANT TEAM
MASTER PLAN
EL PLAN DE MAESTRO DEL
WEST BROADWAY
CITY OF KING
WEST BROADWAY
September 2011
Final Report
Planning Commission
Resolution No. 2011-88
Resolution Adoption: September 6, 2011
City Council
Resolution No. 2011-4372
Resolution Adoption: September 27, 2011
ACKNOWLEDGEMENTS
Special thanks to the City Council, Planning Commission, City Staff, and the many residents who gave their time to help create a vision for the West Broadway Plan Area. The City would also like to acknowledge Caltrans for the Environmental Justice Grant that made this study possible.
1. Project Overview
1 1.1 Purpose of Plan 3
1.2 Project Area 3
1.3 Existing Conditions 9
1.4 Challenges & Opportunities 13
2. Participation Process17
2.1 Stakeholder Interviews 19
2.2 Community Workshops 27
3. Preferred Plan35
3.1 Preferred Plan Goals 37
3.2 Area Concept 39
3.3 Highway Serving District (HSD) 41
3.4 Mixed-Commercial District (MCD) 49
3.5 Mixed-Use Residential District (MRD) 57
3.6 Implementation Strategies 65
4. Circulation 67
4.1 Existing Conditions 69
4.2 Policy Recommendations 81
5. Development Standards87
5.1 Regulating Plan 89
5.2 Zone Descriptions 91
5.3 Building Standards: Building Placement 93
5.4 Building Standards: Height and Lots 95
5.5 Building Standards: Encroachments and Frontages 97
5.6 Parking Standards 99
5.7 Allowed Land Uses and Permit Requirements 101
5.8 Frontage Types 105
5.9 Miscellaneous Standards 117
5.10 Glossary 119
TABLE OF CONTENTS
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LIST OF FIGURES
1. Project Overview
Figure 1.1 Location of City of King in California and Monterey County 3 Figure 1.2 Current and Historic Highway 101 5
Figure 1.3 Existing Zoning Districts Near the Plan Area 5 Figure 1.4 Map of Current Planning Projects 7
Figure 1.5 Map of Existing Amenities in the City 9
Figure 1.6 Historic Robert Stanton Theater 9
Figure 1.7 Map of Building Stock In and Around the Plan Area 11 Figure 1.8 Plan Area Vacant Parcels 13
Figure 1.9 Plan Area Street Map 13
Figure 1.10 Unfriendly Pedestrian Environment 15
Figure 1.11 City Owned Vacant Parcel 15
2. Participation Process
Figure 2.1 Overview of the Public Participation Process 19 Figure 2.2 Stakeholder Interview Result Summaries 21
Figure 2.3 Images of the Community Workshop at the City’s Farmers’ Market 25 Figure 2.4 Economic Focused Alternative 29
Figure 2.5 Housing Focused Alternative 33
3. Preferred Plan
Figure 3.1 Map of Existing Building Stock in and Around the Plan Area37 Figure 3.2 Plan Area Districts Map 39
Figure 3.3 Parcels in the HSD 41
Figure 3.4 Opportunity Sites Fronting Broadway Street 43 Figure 3.5 Opportunity Sites at the Intersection of San Antonio Drive and Broadway Street 43 Figure 3.6 Opportunity Site at the Corner of Broadway Street and Franciscan43 Figure 3.7 Preferred Build-Out for the HSD45
Figure 3.8 Opportunities for HSD Located on an Aerial Map with Current Conditions45 Figure 3.9 Appropriate Building Massing for Street Facing Hotel/Convention Center47 Figure 3.10 Example of a Roundabout 47
Figure 3.11 Mixed-Use Infill 47
Figure 3.12 Parcels in the MCD49
Figure 3.13 Opportunity Site at the Corner of Franciscan Way and Broadway Street51 Figure 3.14 Opportunity Site Mid-block between Broadway Street and Canal Street 51 Figure 3.15 Opportunity Site on the Southeast Corner of Broadway Street and Canal Street 51 Figure 3.16 Preferred Build-Out for MCD 53
9 This page intentionally left blank.
LIST OF FIGURES, CONTINUED
Figure 3.17 Opportunities for MCD Located on an Aerial Map with Current Conditions53 Figure 3.18 Mixed-Use Development55
Figure 3.19 New Development with a Prominently Featured Paseo55 Figure 3.20 Parking Lot Infill55
Figure 3.21 Parcels in the MRD57
Figure 3.22 Old Motel on Broadway Street in the MRD59
Figure 3.23 Motel Opportunity Site59
Figure 3.24 Opportunity Site on Broadway Street Between Canal Street and Mildred Avenue 59 Figure 3.25 Preferred Build-Out for MRD 61
Figure 3.26 Opportunities for MRD Located on an Aerial Map with Current Conditions61 Figure 3.27 Rehabilitated Hotel63
Figure 3.28 Appropriate High-Density Housing63
Figure 3.29 Street-Fronting Medium-Density Housing with Sufficient Parking63
4. Circulation
Figure 4.1 Existing Circulation in a Citywide Context69 Figure 4.2 Streets in the Plan Area 69
Figure 4.3 Means of Transportation to Work, 2005-2009 71 Figure 4.4 Travel Time to Work, by Number of Commuters, 2005-2009 71 Figure 4.5 Travel Time to Work, by Means of Transportation, 2005-2009 71 Figure 4.6 Map of Existing Circulation Conditions in the Plan Area77 Figure 4.7 Suggested Lane Addition Between Mildred Avenue and Canal Street 79 Figure 4.8 Potential Broadway Street Alignment with Bicycle Lanes 81 Figure 4.9 Potential New Streets in the Plan Area 83
Figure 4.10 Complicated Intersection of West Broadway Street and San Antonio Drive 85
LIST OF TABLES
1. Project Overview
Table 1.1 Current Highway Service District Development Standards5
2. Participation Process
Table 2.1 West Broadway Plan Area Improvements, by Rank 23 Table 2.2 West Broadway Plan Area Improvements, by Category23
3. Preferred Plan
Figure 3.1 Plan Area District Concepts39
4. Circulation
Figure 4.1 Existing Pedestrian and Bicycle Level of Service73
APPENDICES
APPENDIX A: Stakeholder Interview Survey Instrument 128 APPENDIX B: Stakeholder Interview Summary Results 129
APPENDIX C: October 20, 2010 Workshop Summary 136
APPENDIX D: Smart Growth 140
APPENDIX E: Circulation Concept Plan Maps 142
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1 1. Project Overview
In This Chapter:
1.1 PURPOSE OF PLAN
1.2 PROJECT AREA
1.3 EXISTING CONDITIONS
1.4 CHALLENGES & OPPORTUNITIES
Chapter Overview
The West Broadway Master Plan (WBMP, or Plan) is a tool for shaping the built environment on Broadway Street west of San Lorenzo Avenue (Plan Area), the northern gateway to the City of King (City).
This Chapter summarizes the purpose of the WBMP, as well as pertinent information about the Plan Area and the City. 2 City of King | West Broadway Master Plan
1. DESCRIPCIÓN DEL
PROYECTO
RESUMEN DEL CAPÍTULO
El Plan Maestro del Oeste de Broadway (WBMP, o Plan)
es una herramienta para configurar el entorno del oeste de Broadway, cual sirve como la puerta del norte de la
Ciudad del Rey (Ciudad).
Este capítulo es un resumen del propósito del Plan Maestro, así como información pertinente sobre los planes dentro de esta área y la ciudad.
3 Chapter 1: Project Overview
“
“
1.1 PURPOSE OF PLAN
In early 2010, the City was awarded a Caltrans
Environmental Justice Grant for strategic planning on
the west end of Broadway Street. According to the
grant requirement, “The Project must include analysis
of recommendations for existing development and
circulation patterns, improved bicycle and pedestrian
linkages, mixed-use and pedestrian-oriented standards
and guidelines, and a public participation program.”
The WBMP abuts the Historic Corridor Revitalization Plan (HCRP) Area, a previous planning endeavor funded by a
Caltrans Environmental Justice Grant. The WBMP seeks to create a seamless transition between the auto-oriented
uses adjacent to Highway 101, and the more pedestrianoriented environment of the HCRP Plan Area. In 2011, the City was awarded another grant to prepare a First Street Corridor Master Plan. When all three Master Plans are
completed, the corridor from Highway 101 in the north
(Broadway Street exit) to Highway 101 in the south (First Street exit) will be completely planned.
Extensive public participation, City guidance, background research, and grant requirements have all contributed
to the focus and content of the Plan. In particular, the Plan aims to enhance circulation patterns and increase
pedestrian and bicycle accessibility. The Plan also suggests new development regulations to encourage a compact
built form while simultaneously revitalizing the social and economic health of the area.
The WBMP provides guidance for enhancing business
opportunities; access to jobs and shopping for underserved residents; recommendations for redevelopment and infill projects; implementation programs; and circulation and
streetscape improvements for transit, pedestrians, and
bicyclists. The Plan also takes another step in completing a strategically planned corridor that stretches the length of the City’s primary commercial corridor.
1.2 PROJECT AREA
LOCATION AND DEMOGRAPHICS
The City of King is located on Highway 101 in the Salinas Valley, 155 miles south of San Francisco and 277 miles north of Los Angeles. Figure 1.1 illustrates the City’s location in relation to major cities in and around Monterey County.
The [City of King’s] local economy, housing, and streetscapes have deteriorated, and a revitalization plan for the area offers an opportunity to consolidate and strengthen a number of on-going housing and economic development efforts in the community. [...] The City has a unique opportunity to plan revitalization of this area that encourages mixed-uses and commercial space, invigorates the minority businesses located in the area, and improves the living conditions of low-income minority residents. -City of King, West Broadway Master Plan
Caltrans Environmental Justice Grant Application
KING CITY
SALINAS
MONTEREY
MONTEREY COUNTY
Figure 1.1 Location of City of King in California and
Monterey County
4 City of King | West Broadway Master Plan
1.1 OBJETIVO DEL PLAN
A principios del 2010, la Ciudad recibió una subvención Justicia Ambiental del departamento de Caltrans para la planificación estratégica en el oeste de la calle Broadway.
De acuerdo con el requisito de la subvención, “El
proyecto debe incluir el análisis de las recomendaciones del desarrollo existente y los patrones de circulación, de bicicleta y mejorar los vínculos peatonales, de uso mixto y las normas orientadas al peatón, y un programa de
participación pública.”
El WBMP vecina el Plan de Revivir el Corredor Histórico (HCRP). HCRP fue un proyecto de planificación fundado
por una subvención Justicia Ambiental de Caltrans . El
WBMP busca crear una transición sin fisuras entre los usos de auto orientados para la autopista 101, entorno a los usos más orientado a los peatones dentro del área del
HCRP. En 2011, la Ciudad recibió otra subvención para
preparar un Plan Maestro de la calle Primera. Cuando los tres planes maestros se han completado, el corredor de
la autopista 101 en el norte (Broadway) de la autopista 101 en el sur (la calle primera) estará completamente
planificada.
Amplia participación de público, la orientación ciudad, la investigación de fondo, y los requisitos de la subvención, han contribuido a la orientación y el contenido del Plan.
En particular, el Plan tiene como objetivo mejorar los
modos de circulación, y aumentar la accesibilidad para
los peatones y la bicicleta. El Plan también propone
nuevas normas en desarrollo para formar construction
mas compacta al mismo tiempo revitalizar la salud social y económica dentro de la zona.
El Plan del Oeste de Broadway provee una guía para
mejorar las oportunidades de negocios, y mejorar el acceso a puestos de trabajo y de compras para los residentes;
recomendaciones para los proyectos de reurbanización y
de relleno, los programas de aplicación, mejorar
circulación de tránsito, peatones y ciclistas. El Plan
también da un paso más en la realización de un
corredor estratégico previsto que se extiende de
la calle primaria al centro comercial de la ciudad.
1.2 LA ZONA DEL
PROYECTO
LOCALIZACIÓN Y
DEMOGRÁFICA
La Ciudad del Rey está situada en la carretera
101 en el Valle de Salinas, 155 kilómetros al sur
de San Francisco y 277 millas al norte de Los
Ángeles. Figura 1.1 ilustra la ubicación de la
Ciudad en relación a las principales ciudades y
sus alrededores del Condado de Monterey.
El crecimiento demográfico en la ciudad ha sido
relativamente lento desde el 2000. Entre los años
2000 y 2006, la población total aumentó por un
por ciento (1%), a 11,225 personas. No se sabe si el
crecimiento en la población es debido a el número
de inmigrantes de otros países. La población de
la ciudad representa el dos por ciento (2%) de
la población total del Condado. La Asociación
de Gobiernos del Área de la Bahía de Monterey
(AMBAG) proyecta la población en la Ciudad en
incremento del 120% en 2035, a 24,726 personas.
En el año 2000, el 80% de la Ciudad se reporto
como hispano. Adicionalmente, la ciudad tiene
muchas familias hispanas que ganan menos de
$ 35,000 al año, colocándolos de ingresos muy
bajos (HCD de 2008).
Algunas de las familias con ingresos muy bajos
viven en el parque de casas movibles o también
común llamadas “trailas” de bajos ingresos en el
Oeste de Broadway o en una habitación en uno
5 Chapter 1: Project Overview
Population growth in the City has been relatively slow
since 2000. Between 2000 and 2006, total population
increased one percent, to 11,225 people. However
the City suspects that growth and the population
may be somewhat higher due to undocumented
immigration. The City’s population makes up two
percent of the total population of the County. The
Association of Monterey Bay Area Governments
(AMBAG) projects population in the City will
increase 120 percent by 2035, to 24,726 people. In
the year 2000, 80 percent of the City self-reported as
Hispanic. Additionally, the City has many Hispanic
families that make less than $35,000 a year, placing
them below the very-low income threshold (HCD, 2008).
Some of these very-low income families live in the lowincome trailer park on Broadway Street or in a room in one of the motels, some of which are currently and
informally being used for affordable housing. These
housing areas have overcrowding, health, and safety
issues. The Plan Area also contains King City High School, which means that over 900 students move through the
Plan Area every school day, and the local cemetery,
which generates concentrated traffic during burial
ceremonies.
PROJECT LOCATION
The Plan Area is located on the west end of the City,
bordered by San Antonio Drive to the south and San
Lorenzo Avenue to the north. The major commercial
thoroughfare through the Plan Area is Broadway Street.
West Broadway has direct access to Highway 101 via
the Broadway Street on-ramp (see Figure 1.4).
N
Vanderhurst Ave.
First St.
Broadway St.
San Lorenzo Ave.
Historic Highway 101 (1912 - 1969)
Current Highway 101 (1970 - Present)
WBMP Project Area
Figure 1.2 Current and Historic Highway 101 in Relation to the WBMP Project Area
Historic and Present Highway 101 Map
Highway Service
Figure 1.3 Existing Zoning Districts near the Plan Area Broadway St.
Franciscan Way
Canal St.
E. San Antonio Dr.
Existing Zoning Map (Districts)
E. San Antonio Dr.
N
S. Mildred Ave.
San Lorenzo Ave.
Max. Height 30’
Max. Stories 2
Max. Lot Coverage < 50%
Front Setback 10’ min.
Side Setback, Interior Lot 10’ min.
Side Setback, Corner Lot 20’ min.
Rear Setback 10’ min.
Table 1.1 Current Highway Service District
Development Standards
Planned Development
Single Family Residential Multiple Family Residential and Professional Offices
Neighborhood Commercial
Medium High Density Residential
Historic Corridor Revitalization Plan
6 City of King | West Broadway Master Plan
de los tres moteles que están actualmente en la calle
Broadway y de manera informal se utiliza para viviendas accesibles. Estas áreas de la vivienda tienen problemas de salud porque tienen una grande multitud de personas por cuarto u/o vivienda, y también problemas de seguridad
y violencia. El Oeste de Broadway también contiene la
primaria de King City High School, lo que significa que más de 900 estudiantes se mueven a través del oeste
de Broadway todos los días escolares. También dentro
de esta área esta el cementerio local que genera una
gran concentración del tráfico durante las ceremonias de entierro.
UBICACIÓN DEL PROYECTO
El Plan Maestro del Oeste de Broadway (West Broadway,
o Area del Plan) se encuentra en el extremo oeste de la ciudad, rodeada por San Antonio Drive hacia el sur y la avenida San Lorenzo hacia el norte. La vía comercial mas importante a través del Área del Plan es la calle Broadway.
El Oeste de Broadway tiene acceso directo a la autopista 101 a través de la calle y rampa Broadway (ver Figura 1.2). 7 Chapter 1: Project Overview
PLAN AREA LAND USE HISTORY
From the early 1900’s through 1968, Highway 101 ran
through the heart of the City of King, along part of First Street and the entire length of Broadway street. Most of the buildings built prior to 1968 were constructed with the intention of serving vehicles passing through town (See Figure 1.2). This development pattern continued when
the most recent zoning ordnance was adopted in 1973,
which designated many parcels along Broadway Street
as “Highway Service District” (HSD). This zoning designation explicitly seeks to, “provide a district for vehicular-oriented uses” (City of King, Municipal Code, Section 17.26.010).
Every Parcel in the project area is currently zoned Highway Service District. Figure 1.3 illustrates current zoning in the Plan Area. Table 1.1 outlines current development
standards on West Broadway (for a brief history of the City and the downtown area, see City of King Historic Corridor Revitalization Plan and Form-Based Code, page 5).
RELATION TO CURRENT PLANNING
PROJECTS
The Plan Area lies adjacent to the HCRP Plan Area, which connects to the Downtown Addition Specific Plan and the proposed First Street Corridor Master Plan. Figure 1.4 shows the Plan in the context of these projects.
Historic Corridor Revitalization Plan
In 2009 the City of King was awarded a Caltrans
Environmental Justice Grant for strategic planning
for the City’s historic downtown. The HCRP addresses
building design, civic improvements, and streetscapes
for the stretch of Broadway Street from First Street to San Lorenzo Avenue. The HCRP was adopted as an ordinance
by City Council in January 2011. In order to maintain
a coherent and consistent planning corridor, HCRP
development standards were used as a tool to calibrate
WBMP development standards. HCRP outreach materials
regarding appropriate building types, design guidelines, and streetscapes were also used as data in the WBMP
planning process.
N
First St.
Highway 101
Broadway St.
Vanderhurst Ave.
San Lorenzo Ave.
Downtown Addition Specific Plan
Historic Corridor Master Plan
First Street Corridor Master Plan
West Broadway Master Plan
Current Planning Projects Map
* Hwy 101 Access/Gateways
Figure 1.4 Map of Current Planning Projects
*
*
8 City of King | West Broadway Master Plan
ÁREA DEL PLAN Y LA HISTORIA DEL
USO TERRENAL
Desde principios de 1900 hasta 1968, la autopista 101
pasaba por el corazón de la Ciudad del Rey, a lo largo
de parte de la calle Primera y la longitud total de la calle Broadway. La mayoría de los edificios construidos antes de 1968 se construyeron con la intención de servir a los vehículos que pasan por la ciudad. Este modo de desarrollo continuo en los artefactos de zonificación más reciente fue aprobada en 1973, la cual se designó a lo largo de
muchas parcelas de la calle Broadway como “Distrito
para el Servicio de Autopista” (HSD). Esta designación
de zonificación busca, “proporcionar un distrito para
uso orientados al vehiculo” (Ciudad del Rey, del Código Municipal, la Sección 17.26.010). Cada parcela en El
Plan está designada dentro del Distrito para el Servicio de Autopista. Figura 1.3 ilustra la zonificación actual en el Área de Planificación. Tabla 1.1 es un resume de las normas actuales de desarrollo en el oeste de Broadway
(para una breve historia de la ciudad y el centro de la ciudad, ver el Plan de Revivir el Corredor Histórico basada en formularios de código, página 5).
RELACIÓN CON LOS PROYECTOS
ACTUALES DE PLANIFICACIÓN,
El Plan Maestro del Oeste de Broadway esta al lado de del Corredor Histórico, que conecta con el Plan Mestro de la calle Primera. Figura 1.4 muestra el Plan en el contexto de estos dos proyectos. El proceso de planificación incluyen una exhaustiva revisión de estos planes, con un énfasis en el Corredor Histórico debido a su proximidad al Área de Planificación para el Oeste de Broadway.
Plan de Revitalizar el Corredor Histórico
En 2009 la Ciudad del Rey recibió un subvención de Justicia Ambiental de Caltrans para planificar estratégicas para el centro histórico de la ciudad. El HCRP tiene direcciones de diseño para los edificios, identifica como mejorar áreas cívicas, y como mejorar las calle Broadway al medio de
la calle Primera y la avenida de San Lorenzo. En enero del 2011 el HCRP fue adoptado por ordenanza por el Concejo
Municipal. A fin de mantener un corredor coherente
y consistente, usamos normas del HCRP que fueron
utilizadas como herramienta para calibrar las normas de WBMP. También las normas de diseño y materiales fueron
obtenidas del HCRP para en el proceso de planificación
de WBMP.
El Plan Específico de la Adición Central
El Plan Específico de la adición central (Plan Específico) es un nuevo barrio propuesto de usos mixtos junto al
Corredor Histórico. El Plan Específico incluye las normas de desarrollo para nuevas viviendas, edificios comerciales, de los paisajes y espacios públicos. La adición central está diseñada para conectarse con el Corredor Histórico, que se extiende la red de la Ciudad y traerá nuevos desarrollos residenciales a poca distancia de los negocios en el
Corredor Histórico.
El Plan Especifico de la Adición Central fue aprobada por la Comisión de Planificación, en febrero de 2011.
9 Chapter 1: Project Overview
Downtown Addition Specific Plan
The Downtown Addition Specific Plan (Specific Plan)
proposes a mixed-use neighborhood adjacent to the
HCRP. The Specific Plan includes development standards
for new housing, commercial buildings, streetscapes, and public spaces. The Downtown Addition is designed to
connect to the Historic Corridor, extending the City’s street network and bringing new residential development within walking distance to businesses in the Historic Corridor. The Specific Plan was approved by the Planning Commission
in February 2011.
First Street Corridor Master Plan
In 2010 the City of King received a third Caltrans
Environmental Justice Grant to develop a Master Plan for First Street, extending from the HCRP Plan Area south to Highway 101. The First Street Corridor Master Plan creates a continuous corridor of planning areas between the
City’s two Highway 101 exits. This planning effort will begin in late 2011. One of the purposes of the plan is planning for a new passenger rail station (see Section 1.3).
1.3 EXISTING CONDITIONS
EXISTING AMENITIES
Public Amenities
The Plan Area is adjacent to King City High School
and the King City Cemetery. Within the King City High
School grounds is the Robert Stanton Theater (Figure
1.6). Constructed in 1939, the theater is on the National Register of Historic places. The Plan Area is also served by the George L. Mee Memorial Hospital, which can be
accessed from Franciscan Way, off of Broadway Street.
Mee Memorial Hospital is a full-service not-for-profit
organization serving southern Monterey County.
Figure 1.5 Map of Existing Amenities in the City
*
* *
*
*
*
*
*
Mesa Del Ray Airport
King City
Municipal
Golf Course Salinas
Valley
Fairgrounds
Forden
Park
Proposed
Vicinity for
New Passenger
Rail Depot King City
High
School
Mee
Memorial
Hospital
Existing Amenities Map
King City
Cemetery
*
San
Antonio
Park
* San
Lorenzo
County
Park
*
King City Park
Figure 1.6 Historic Robert Stanton Theater
10 City of King | West Broadway Master Plan
El Plan Maestro del la Calle Primera
En el 2010, la Ciudad del Rey recibió una tercer subvención Justicia Ambiental de Caltrans para crear un Plan Maestro para la calle Primera, que se extiende desde el area de HCRP Plan a el sur de la autopista 101. El Plan Maestro de la calle Primera crea un corredor continuo entre dos áreas de la ciudad. Este esfuerzo de planeación se iniciará a mediados del 2011. Uno de los objetivos del este plan
una propuesta estación de trenes de pasajeros (véase la sección 1.3).
1.3 CONDICIONES
EXISTENTES
SERVICIOS PRESENTES
Servicios públicos
En los planes del área se encuentra la primaria King
City High School y el Cementerio de ciudad. Dentro del
la primaria también se encuentra el Teatro de Robert
Stanton (Figura 1.6). Construido en 1939, el teatro esta Nacionalmente Registrado como Lugares Históricos. El
Plan también se estira para incluir el Hospital Memorial George L. Mee (Mee Memorial Hospital) el cual puede
accederse desde el Camino Franciscan, a las afueras del oeste de la calle Broadway. Mee Memorial Hospital es nolucrativa y provee servicios completos sirviendo el sur del Condado de Monterey.
Ferrocarril de Pasajeros
Servicio de ferrocarril para pasajeros es un componente importante para el crecimiento económico y el desarrollo en la ciudad. La comunidad a demostrado su apoyo a
una nueva estación. La Ciudad está trabajando con las
agencias y las organizaciones para identificar los fondos, coordinar los permisos y determinar la mejor ubicación
para una nueva estación de tren. Figura 1.5 muestra una propuesta área para la estación de tren.
11 Chapter 1: Project Overview
Passenger Rail
Passenger rail service is an important component for
economic growth and development in the City, and
the community is supportive of a new station. The City is working with the appropriate agencies and organizations to identify funding, coordinate permitting, and determine the best location for a new train depot. Figure 1.5 shows the general vicinity proposed for the new train depot.
Other City Amenities
Additional local and visitor-serving amenities include the Mesa del Rey Airport, the Salinas Valley Fairgrounds and the King City Municipal Golf Course. The City is also served by San Lorenzo County Park, San Antonio Park, and King
City Park. These City amenities are shown in Figure 1.5.
N
Broadway St.
San Antonio Dr
S. Mildred St.
King City Cemetery
King City High School
Vacant Parcels (City-Owned)
Vacant Parcel (Private)
Building Massing in Project Area
Project Boundary
Building Massing Surrounding Project Area
Current Building Massing Map
Figure 1.7 Map of Building Stock In
and Around the Plan Area
BUILDING STOCK
Existing Development
As Figure 1.3 illustrates, the entire project area is currently zoned as Highway Service District (HSD). This zoning
designation requires large set backs, large quantities of on-site parking, and limits development to two stories (see Table 1.1). The intent of this designation was to provide an auto-centric built environment. As a result, the planning area lacks a feeling of enclosure, has few pedestrian
amenities, and does not have a distinct identity. Figure 1.7 shows current building massing in the Plan Area. Massing reflects the auto-oriented environment established by
existing development standards.
12 City of King | West Broadway Master Plan
Servicios adicionales en la ciudad
Los servicios adicionales que están para servir a los
residentes locales y los visitantes incluyen el aeropuerto Mesa del Rey, los terrenos de la feria del Valle de Salinas y Campo de Golf Municipal. La ciudad también es servida
por el parque del condado de Monterrey San Lorenzo
Park, el Parque San Antonio, y Parque Municipal. Estos
servicios de la ciudad se muestran en la Figura 1.5.
ARCHIVO DE EDIFICIOS
Desarrollo Actual
Como ilustra la figura 1.3, el área de este proyecto está dividida en zonas como la zona del Distrito de Servicios al Ferrocarril (HSD). Esta zona requiere gran medidas
para las áreas de escape, grandes cantidades de
estacionamiento, y limita el desarrollo de edificios de dos pisos (ver Tabla 1.1). La intención de esta zona era para proporcionar un ambiente centrado en autos.
Como resultado la zona carece de una sensación de
encierro, tiene pocas instalaciones para los peatones, y no tiene una identidad propia. Figura 1.6 muestra edificios agrupados en el Área del Plan. El área de edificios
agrupados refleja un ambiente de auto-orientación en las áreas ya desarrolladas.
Parcelas Vacantes y de Bajo Utilizo
Hay tres parcelas vacantes en el área del Plan, entre
ellos dos parcelas son propiedad municipal cerca de
la esquina de San Antonio Drive y la calle Broadway
aproximadamente 6.5 acres. La tercera parcela vacante
se encuentra en la esquina de Broadway y las calles de
Canal y es de aproximadamente 0.9 acres. El mapa de la
Figura 1.7 ilustra la ubicación de estas parcelas.
13 Chapter 1: Project Overview
Vacant and Underutilized Parcels
There are three vacant parcels in the Plan Area, including two City-owned parcels near the corner of San Antonio
Drive and Broadway Street that total approximately 6.5
acres. The third vacant parcel is located on the corner of Broadway and Canal Streets and is approximately 0.9
acres. The map in Figure 1.8 illustrates the locations of these parcels.
EXISTING CIRCULATION
The automobile oriented nature of West Broadway means
that the project area has relatively good automobile
circulation, but poor pedestrian and bicycle circulation.
The Area is both a major corridor for moving through the City as well as a destination itself. Figure 1.9 illustrates the main streets in the Area.
Circulation is a major component of the Plan. Existing
circulation conditions, as well as suggestions for circulation and streetscape improvements are discussed in detail in Chapter 4 (Circulation).
1.4 CHALLENGES &
OPPORTUNITIES
The following is a summary of the major opportunities and challenges in the Plan Area.
CHALLENGES
Lack of Distinct Character and Identity
West Broadway Street’s history as the original Highway 101 and its current highway serving orientation has created a corridor that looks like most major highway exits in the nation. The built environment consists of many old motels and strip malls that were designed to serve visitors as they passed through the City. Much of this auto-oriented development is unattractive and underutilizes valuable
commercial space.
Broadway St.
Franciscan
Wy.
Canal
St.
Mildred Ave.
Streets
Project Boundary
Parcels
N
Plan Area Street Map
Figure 1.9 Plan Area Street Map
Figure 1.8 Plan Area Vacant Parcel Map
Broadway St.
Franciscan Way
Mildred Ave.
Parcels
Project Boundary
Vacant Parcels
N
Vacant Parcel Map
14 City of King | West Broadway Master Plan
CIRCULACIÓN ACTUAL
La orientación actual dentro del oeste de Broadway es
guiada a usos de automóvil y significa que la zona del
proyecto cuenta con la circulación de automóviles
relativamente buena, pero pobre orientación para los
peatones y la circulación de bicicletas. El área del Plan es importante para moverse a través de la ciudad, así como ser un destino en sí mismo. Figura 1.8 ilustra las principales calles de la zona.
La circulación es un componente del plan. Actuales
condiciones de circulación, así como sugerencias para
mejorar la circulación se discuten en detalle en el capítulo 4 (Distribución del Plan Maestro).
1.4 RETOS Y
OPORTUNIDADES
Lo siguiente es un resumen de oportunidades y desafíos
en el área del Plan. El resumen se basa en los hallazgos del análisis. Retos y oportunidades, se discuten en mayor detalle en el capítulo 2 (Proceso de Participación).
RETOS
La falta de carácter distintivo y la
identidad
La historia del oeste de Broadway, contiene el original autopista 101 y su orientación sirve como el las salidas de las autopista más importante de la nación. El ambiente
fue construido con muchos moteles y centros comerciales diseñados para servir a los visitantes a su paso por la ciudad. Gran parte de este desarrollo fue de autoorientación es actualmente no es visualmente atractivo y no utiliza los espacios comerciales con valor.
15 Chapter 1: Project Overview
Unfriendly Pedestrian Environment
The Plan Area has been designed to serve highway
motorists for more than 80 years. West Broadway’s
relatively high speed limit, parking dominated frontages, poorly maintained sidewalks, and lack of cross walks
makes the street dangerous for pedestrians and cyclists (See Figure 1.10). As mentioned earlier, King City High School is located adjacent to the Plan Area. More than
900 students go to and from the school daily.
OPPORTUNITIES
Existing Amenities and Services
King City High School, Mee Memorial Hospital, King City Center (the Safeway shopping center), and the City’s
cemetery abut the project area, which means a large
number of residents pass through the area everyday. This is a twofold opportunity. First, the relatively high amount of pedestrian, bicycle, and vehicular traffic makes the area highly visible, which in turn makes the potential for successful future development high. Second, proximity to the high school and hospital provides a housing market
for professionals seeking housing that is within walking distance of their workplace.
City-Owned Vacant Parcel
The City currently owns two adjacent parcels of land at the west end of the Plan Area (Figure 1.11). The City is in a position to use these parcels as an incentive for pedestrianfriendly development that will work as an economic catalyst in the Plan Area.
Figure 1.10 Unfriendly Pedestrian Environment
Figure 1.11 City Owned Vacant Parcel
Direct Highway Access
The west end of Broadway Street has direct access to
Highway 101, making it an ideal location for a northern gateway. In addition, the Plan Area connects Highway
101 to the City’s downtown, making it highly visible to traffic traveling through the City.
16 City of King | West Broadway Master Plan
Un ambiente poco amigable para
peatones
El Área del Plan ha sido diseñado para servir a los
automovilistas durante más de 80 años. El Oeste de
Broadway tiene XX promedio de viajes diarios (ADT). Este ADT, junto con el límite de velocidad relativamente alta, fachadas dominadas por estacionamientos, banquetas
en mal estado, y falta de cruzares de calle crean peligro para los peatones y ciclistas (ver Figura 1.10). Como se mencionó anteriormente, la primaria de King City High
School está ubicada junto a la zona del Plan. Más de 900 estudiantes van y vienen de la escuela diariamente.
OPORTUNIDADES
Actuales instalaciones y servicios
La primaria de King City High School, Mee Memorial
Hospital, King City Shopping Center (el centro comercial de Safeway), y el cementerio de la ciudad, que significa un gran número de residentes pasan por la zona todos
los días. Esta es una oportunidad doble. En primer lugar el tráfico, la cantidad relativamente alta de peatones, bicicletas y vehículos hace que la zona sea de gran
visibilidad, que a su vez hace el potencial desarrollo sea exitoso en el futuro. En segundo lugar, la proximidad a la escuela secundaria y el hospital ofrece un mercado de la vivienda para los profesionales que buscan una vivienda que se encuentra a poca distancia de su lugar de trabajo.
Parcelas vacantes de la ciudad
La ciudad actualmente es propietaria de dos parcelas
adyacentes de tierra en el extremo oeste de la zona
del Plan (Figura 1.12). La ciudad está en condiciones de utilizar estas parcelas como un incentivo para el desarrollo de los peatones que funcionará como un catalizador
económico en la zona del Plan.
Acceso directo a la autopista
El oeste de Broadway, tiene acceso directo a la autopista 101, por lo que es un lugar ideal para una puerta de
entrada al norte de la ciudad. Además, el Área del Plan conecta la autopista 101 hasta el centro de la ciudad,
por lo que es muy visible al tráfico que viaja a través de la ciudad.
17 Chapter 2: Participation Process
2. Participation Process
In This Chapter:
2.1 STAKEHOLDER INTERVIEWS
2.2 COMMUNITY WORKSHOPS
Chapter Overview
Public Participation played a major role in the formation of goals and concepts for the WBMP. However, community
workshops were not well attended. As a result, a variety of public outreach tools were employed for the WBMP
process. This Chapter outlines the participation process and provides a summary of received input.
The public participation process involved stakeholders
representing a variety of ethnic, demographic,
geographic and professional backgrounds. The public
outreach program started with one-on-one interviews.
Other outreach methods included community workshops,
farmers’ market booths, personal street interviews,
website access, surveys, and public hearings. Figure 2.1 outlines the public outreach process. Workshop materials, including surveys distributed during workshops and placed on the website, were written in English and Spanish. The public outreach meetings were noticed and conducted
in English and Spanish.
For detailed information on methodology and results of
the public outreach process, see Appendices A through
C.
18 City of King | West Broadway Master Plan
2. PROCESO DE
PARTICIPACIÓN
CAPÍTULO GENERAL
La participación del público juega un papel importante
en la formación de los objetivos y conceptos de
WBMP. Los talleres comunitarios obtuvieron muy mal
asistencia del público. Como resultado, una variedad
de herramientas fueron empleadas para la creación de
WBMP. Este capítulo describe el proceso de participación, y proporciona un resumen de las aportaciones recibidas.
El proceso de participación pública incluyo personas
que representan una variedad de orígenes étnicos,
demográficos, geográficos y profesionales. El programa
de participación pública comenzó entrevistas de unoa-uno. Otros métodos incluyen los talleres comunitarios, presentarse en el mercado, entrevistas a personas en
la calle, acceder al sitio web, encuestas y audiencias
públicas. Figura 2.1 describe el proceso de participación pública. Información, encuestas distribuidas durante
los talleres están en el sitio web, todo fue escrito en Inglés y Español. Las reuniones y talleres públicos fueron anunciados y llevados acabo en inglés y español.
Vean Apéndices A – C para obtener información
detallada sobre los resultados de la participación publica. 19 Chapter 2: Participation Process
Figure 2.1 Overview of the Public Participation Process Workshop:
Alternatives Review
West Broadway
Master Plan for PC
and CC Review
Workshop:
Farner’s Market
November 11, 2010
Present Plan alternatives
October 20, 2010
Present findings, gather
feedback.
Plan Alternatives
Workshop:
Goals, Objectives, Project
Boundary
Kick-off Meeting and
Stakeholder Interviews
July 2010
Gather input from
stakeholders representing
a variety of interests.
Background
Research,
Interview Results
July 30, 2010
Establish goals and
objectives for the project,
as well as the Plan Area
boundary.
Present Findings
2.1 STAKEHOLDER
INTERVIEWS
In July 2010, individual interviews were conducted with 11 community stakeholders. The interviews provided
an opportunity to gather detailed information from
community members representing a variety of interests.
Results from the interviews played a key role in establishing concepts for the Plan.
Interviewees were invited to participate based on
the recommendations of the City of King Community
Development Department. Interviews lasted between
30 minutes and one hour. The interviews were comprised
of general, open-ended questions intended to gather
specific data as well as invite open conversation, enabling more extensive responses than may have otherwise been
captured (a copy of the survey instrument is included in Appendix A).
Over 70 percent of interviewees were residents of the City of King. Interviewees included a City official, five business owners or advocates, three community workers, and two
members of the local media.
STRENGTHS OF THE PROJECT AREA
Interview respondents were asked to identify the strengths of the Plan Area. King City High School was frequently
mentioned as the greatest strength of the Plan Area.
Other common responses included the Auto Plaza, Mee
Memorial Hospital, Broadway Street’s location as the City’s “Main” street, existing landscaping, the auditorium at King City High School, and the Safeway shopping center at the west end of the street.
20 City of King | West Broadway Master Plan
2.1 ENTREVISTAS DE
PARTES CON INTERÉS
En julio de 2010, se realizaron entrevistas individuales con 11 miembros de la comunidad. Las entrevistas proveen
una oportunidad para recibir información con detalle de miembros de la comunidad que representan intereses
variables. Los resultados de las entrevistas desempeñan una clave en el establecimiento de conceptos para el
Plan Maestro.
Los entrevistados que fueron invitados a participar fueron recomendaciones del Departamento de Desarrollo
Comunitario de la Ciudad del Rey. Las entrevistas duraron entre 30 minutos a una hora. Las entrevistas estuvieron compuestas de preguntas generales y algunas preguntas
abiertas para recopilar datos específicos, así como invitar a la conversación abierta, esto permitió que el Equipo
de Consultores obtuviera respuestas más extensas que al contrario no óbviese ver sido capturados (una copia del instrumento de encuesta se incluye en el Apéndice A ).
Más del 70 por ciento de los entrevistados eran residentes de la Ciudad del Rey. Los entrevistados incluyeron un
oficial de la Ciudad, cinco dueños de negocios, tres
trabajadores de la comunidad, y dos miembros de los
medios de comunicación locales. El perfil de entrevistados y los resultados de los se resumen en la Figura 2.2.
FORTALEZAS DEL ÁREA DEL PROYECTO
A los entrevistados se les pidió identificar los puntos fuertes del oeste de Broadway. La primaria de King City High
School fue mencionada con frecuencia como la mayor
fuerza dentro del área. Otras respuestas frecuentes fueron la Plaza Auto, Mee Memorial Hospital, que el Oeste de
Broadway es calle “principal” del pueblo, el auditorio/ teatro en la primaria de King City High School, y el centro comercial de Safeway localizado en el extremo oeste de
la calle.
21 Chapter 2: Participation Process
67%
17%
16%
Recreation Programs
+ Community Center
Other
Plaza+Parks
Desired Services & Amenities: Private Realm
Desired Amenities: Public Realm
Major Circulation Issues
PRIMARY AREAS OF CONCERN
Interviewees were asked to discuss challenges or areas of concern in the Plan Area. Three major areas of concern
surfaced: poor visual quality, lack of safety, and limited services. Poor visual quality represented 62 percent of responses, lack of safety represented 23 percent, and a lack of services was reported as a concern by 52 percent of the respondents.
DESIRED SERVICES AND AMENITIES
Interview subjects were asked to consider services
they would like to see in the Plan Area. Responses were organized into two categories: private realm and public realm. These primary categories were further organized
into subcategories (see Figure 2.2).
For the private realm, respondents most frequently
mentioned restaurants and services. Within the restaurants and services subcategory, respondents mentioned
franchise restaurants with brand recognition, bars with pool tables or a game room, and cafés with outdoor
seating.
For the public realm, recreation programs and a community center were most frequently mentioned, followed by
a new plaza or park. Ideas discussed included a new
community center, hotel, or event center on the vacant
City-owned property at Broadway Street and Franciscan
Way. Respondents also mentioned the possibility of a
new park or plaza, potentially modeled after the City of Greenfield’s new plaza, and an open space at Broadway
and Canal Streets. Figure 2.2 illustrates the frequency that the public realm subcategories were mentioned by
stakeholders.
41%
32%
14%
5%
4%
4%
Shopping
Restaurants + Services
Hotels
Other
Architecture + Design
Housing + Mixed Use
26%
22%
17%
9%
9%
9%
8 Other
Lack of Bike Lanes
Lack of Stop Signals
Poor Lighting
Trucks Blocking Street
Lack of Crosswalks
Student Safety
%
Figure 2.2 Stakeholder Interview Results Summaries, n=11 22 City of King | West Broadway Master Plan
LAS PRINCIPALES ÁREAS DE
PREOCUPACIÓN
Los entrevistados también se les pidió hablar de las
debilidades. Los resultados se clasificaron en tres áreas principales de preocupación: la calidad visual, la falta de seguridad, y servicios limitados. La mala calidad visual representa el 62 por ciento de las respuestas, la falta de seguridad representan el 23 por ciento, y la falta de servicios se informó como una empresa en un 52 por
ciento de los encuestados.
SERVICIOS DESEADOS
Los entrevistados se les pidió que considerar los servicios que les gustaría ver en el oeste de Broadway. Las
respuestas fueron organizadas en dos categorías: la esfera privada y la esfera pública. Estas categorías primarias se organizaron más en subcategorías.
Las subcategorías en la esfera privada, los encuestados más mencionaron restaurantes y servicios. Dentro
de los restaurantes y la subcategoría de servicios, los encuestados mencionaron restaurantes de franquicia y
artículos de marca, los bares con mesas de billar o una sala de juegos, y cafés con mesas al aire libre. Figura 2.2 ilustra la frecuencia con que las subcategorías de ámbito privado se han mencionado.
De las subcategorías públicas, los encuestados más
mencionaron programas de recreación y un centro
comunitario, segundo una nueva plaza o parque
central. Ideas que se discuten incluyen un nuevo centro comunitario, un hotel o centro de eventos en el lote vació que es propiedad de la Ciudad. Los encuestados también
mencionaron la posibilidad de un nuevo parque o plaza,
posiblemente el modelo de la ciudad de Greenfield que
tiene una nueva plaza, y un espacio abierto en medio de Broadway y Canal Street. Figura 2.2 ilustra la frecuencia con que las subcategorías privadas y públicas fueron
mencionadas por las partes interesadas.
23 Chapter 2: Participation Process
TRAFFIC + CIRCULATION
Major circulation safety issues mentioned by stakeholders included insufficient traffic signals and dangerous
intersections, a lack of a bike lanes, an unsafe pedestrian environment for students, poor lighting at night, and trucks blocking the street while unloading. Figure 2.2 illustrates the frequency of responses from stakeholders regarding
circulation safety.
Interview participants were also asked to list possible solutions to these circulation problems. The most common response was the addition of street furniture and lights.
Other common responses were more parks and improved
landscaping, circulation improvements, and other
features such as bike parking and requiring parking lots on side streets or at the rear of buildings instead of along West Broadway.
As a final circulation question, interview participants were asked to rank a list of items from most important to least important. Pedestrian safety was the most important item for the majority of respondents. Improvements to the
area’s sidewalks was the second most important, followed by street trees, bike lanes, and street furniture. The results are summarized in Table 2.1.
SUMMARY + ANALYSIS
Stakeholder interviews provide valuable insight into
existing conditions and desired improvements for a project area. The WBMP interviews revealed much about the area
and the needs of the City’s residents. The following themes were culled from the interviews:
Table 2.1 WEST BROADWAY PLAN
AREA IMPROVEMENTS, BY RANK
Ranking Item
1 Pedestrian Safety
2 Sidewalks
3 Street Trees
4 Bike Lanes
5 Street Furniture
6 Other
Table 2.2 WEST BROADWAY PLANNING
AREA IMPROVEMENTS, BY CATEGORY
Category Issues
Poor Visual Quality
Too many vacant lots; Poor
curb-appeal of trailer parks,
cemetery, and motels; Large
parking lots.
Lack of Safety
Too dark at night; Difficult to
see pedestrians; Area not
walkable.
Limited Services
Lack of restaurants, furniture
stores, and clothing stores;
Need more services for high
school students.
24 City of King | West Broadway Master Plan
TRÁFICO Y CIRCULACIÓN
Se les pidió a los entrevistados que discutieran la
seguridad de la circulación y discutir maneras como
mejorar el oeste de Broadway para los peatones y los que andar en bicicleta. Principales problemas de seguridad
que fueron mencionadas incluyen las señales de tráfico
y la insuficiencia de las intersecciones, la falta de un carril de bicicletas, un entorno peatonal seguro para los estudiantes, poca iluminación en la noche, y camiones
bloqueando la calle mientras descargan. Figura 2.2 ilustra las respuestas de los entrevistados respecto a la seguridad de circulación.
También se les pidió a los participantes enumerar problemas en circulación en lista de menos a mas de importancia. La respuesta más común fue la incorporación de mobiliario
urbano y las luces. Otras respuestas fueron más comunes como mejorar los parques y jardines, mejorar la circulación, y otras características tales como estacionamiento para bicicletas, y que requieran estacionamientos en las calles laterales o en la parte trasera de los edificios en vez de por el oeste de Broadway.
Como una cuestión de circulación final, a los participantes se les pidió clasificar en una lista elementos de más
importante a menos importante. La seguridad de los
peatones fue el elemento más importante para la mayoría de los encuestados. Los mejoramientos en las calles en
esta zona fueron el segundo más importante, seguido
con mas árboles en las calles, carriles de bici y mobiliario urbano. Los resultados se resumen en la Tabla 2.2.
RESUMEN Y ANÁLISIS
Los resultados de las entrevistas proveen información
valiosa sobre las condiciones que existen y las cosas
que necesitan mejorar. El Plan Maestro del Oeste de
Broadway revelan mucho sobre la zona y las necesidades
de los residentes de la Ciudad. Los siguientes temas fueron extraídos de las entrevistas:
25 Chapter 2: Participation Process
The biggest strength of the Project Area is King City High School. However, because there are so many students
travelling to and from the school, pedestrian and bicycle safety is a major concern. Pedestrian and bicycle safety can be improved with bicycle lanes, streetlights at night, and improved intersection safety through more signals
and crosswalks.
Visual quality was frequently mentioned as one of the
area’s major weaknesses. Respondents had a number
of suggestions for improving visual quality, including filling in the Plan Area’s numerous underutilized and vacant
parcels with well-maintained, well-designed buildings
suited to the City’s historic identity.
According to interviewees, the Plan Area lacks the services to fulfill the needs of the City’s residents. Respondents expressed a desire to see more restaurants in the area, as well as more shops for furniture, clothing, antiques, and sporting goods. Additionally, because of the presence of King City High School, respondents would like to see more services catering to students.
Mee Memorial Hospital was mentioned as an asset in the
Plan Area. Many interview respondents discussed the idea of creating a medical center adjacent to the hospital,
with a hotel and convention or community center on the
adjacent City-owned vacant parcel.
See Appendix B for a more comprehensive summary of
the stakeholder interviews.
Figure 2.3 Images of the Community Workshop at the City’s Farmers’ Market
26 City of King | West Broadway Master Plan
La fuerza mayor en esta zona es la primaria King City High School. Sin embargo, debido a que hay tantos estudiantes que viajan hacia y desde la escuela, la seguridad de
peatones y bicicletas es una preocupación importante.
Seria favorable mejorar con un carril bici, mas luz por la noche, y mejorar la seguridad a través de más señales de intersección y pasos de peatones.
La calidad visual se ha mencionado con frecuencia
como una de las debilidades más importantes del área.
Los encuestados tenían una serie de sugerencias para
mejorar la calidad visual, incluyendo mas postes de luz. El oeste de Broadway tiene parcelas con poco utilización,
es importante tener buen normas para el diseñado de
edificios y que se adapten a la identidad histórica de la ciudad.
Según los entrevistados, el oeste de Broadway carece
de los servicios para satisfacer las necesidades de los residentes de la Ciudad. Los encuestados expresaron
su deseo de ver más restaurantes en la zona, así como
más tiendas de muebles, ropa, antigüedades y artículos
deportivos. Además, debido a la presencia de King City
High School, los encuestados le gustaría ver más servicios de restauración a los estudiantes.
Mee Memorial Hospital fue mencionado como un fuerza
en esta parte del oeste de Broadway. Muchos de los
encuestados se discutió la idea de crear un centro médico al lado del hospital, con un hotel y centro de convenciones o un centro de la comunidad en la parcela adyacente
que esta vacante y es propiedad de la Ciudad.
Véase el Apéndice B para un resumen más completo de
las entrevistas de interés.
27 Chapter 2: Participation Process
2.2 COMMUNITY
WORKSHOPS
This section summarizes the community workshops held
during the planning process.
AUGUST 30, 2010
The first community workshop was held on August 30, 2010 at the City Hall City Council Chambers. The workshop was attended by a local business owner and several residents from surrounding communities.
The workshop began with a presentation explaining the
Caltrans Environmental Justice Grants that were awarded to the City, the public outreach process, information
about the project location, a summary of stakeholder
interviews, existing circulation issues, and an illustration of current zoning and vacant parcels in the Plan Area.
Although several exercises had been prepared, due
to low turnout, the meeting was shifted to a roundtable discussion. Participants were encouraged to ask questions about the project or offer suggestions for the Plan Area.
Several valuable insights were learned from this discussion.
A local business owner explained that every time he tries to landscape his property, pedestrians headed to or from King City High School inadvertently trample the vegetation.
This suggests a need for a coordinated pedestrian and
bicycle circulation plan. Other comments suggested
a need for more retail, restaurants, and a chance for
the project area to take advantage of its proximity to a proposed rail station.
OCTOBER 20, 2010
Due to low turnout at the first workshop, the planning team decided to take a workshop to the community by having
a booth at the October 20, 2010 City of King Farmers’
Market (Figure 2.3).
Over fifty community members participated in the
workshop. The participants represented a wide range of
residents including various age groups (from children to the elderly) and non-english speakers. There was a fairly even mix of men and women.
Three primary data gathering tools were utilized: cognitive mapping, visual preference posters, and “wish poems”. A map of the City’s major streets was created and distributed to participants who said they rode their bicycles around town. Information from these maps was compiled for
the Circulation Chapter (Chapter 4). The workshop also
had four visual preference posters. Participants were
given four red stickers and four green stickers and asked to place green stickers on the images they felt would
be most appropriate for the Plan Area and red stickers
on the images they thought would be inappropriate.
The following information was gathered from the visual
preference posters:
BUILDING STYLES. The building styles that received the
most positive votes were three-story hotels and zero
setback small buildings with balconies. Participants were mixed in regards to buildings with large front setbacks and breezeways.
STREET FURNITURE. Participants tended to like ornate
streetlights over more traditional models. Several
participants commented that they liked the idea of
solar powered streetlights. Respondents were mixed in
their opinions about street benches, but the bench that received the most votes was a classic wooden bench with metal sidings.
PARKS AND GARDENS. Participants were overwhelmingly
in favor of a pocket park with a water feature. The second most preferred parks were community gardens and
traditional playgrounds.
28 City of King | West Broadway Master Plan
2.2 TALLERES
COMUNITARIOS
Talleres comunitarios fueron utilizados como una
herramienta para obtener información importante de una
variedad de voces sobre una variedad de temas.
30 DE AGOSTO 2010
El primer taller de la comunidad se llevó acabo el 30 de agosto de 2010 en el Municipio City Hall Council Chambers.
El taller contó con la presencia de un empresario local y varios residentes de las comunidades circundantes.
El taller comenzó con una presentación explicando
la subvención de Caltrans Justicia Ambiental que se
otorgaron a la ciudad, el proceso de divulgación,
información sobre la ubicación del proyecto, un resumen de entrevistas, problemas de circulación, y una ilustración de la zonificación actual y parcelas vacantes en el área.
Debido a la baja participación, la reunión fue trasladada a una mesa redonda. Los participantes fueron alentados
a hacer preguntas sobre las propuestas de proyectos o la oferta para el Área del Plan. Varias ideas valiosas fueron aprendidas de esta discusión. Un empresario local explicó que cada vez que trataba el paisaje de su propiedad, se dirigió a los peatones o de King City High School sin querer pisoteaban la vegetación. Esto sugiere la necesidad de
banquetas para peatones y un plan coordinado de la
circulación de bicicletas. En otros comentarios se sugirió la necesidad de los restaurantes más al por menor, y una oportunidad para tomar ventaja de la proximidad a una
estación de ferrocarril.
20 DE OCTUBRE 2010
Debido a la escasa participación en el primer taller, el equipo de planificación decidió tomar un taller hacia la comunidad en la forma de participar en el mercado de
agricultores el 20 de octubre 2010 (Figura 2.3).
Más de cincuenta miembros de la comunidad participaron
en el taller. Los participantes representaban a una amplia gama de los residentes, incluidos los grupos de diferentes edades (desde niños hasta ancianos) y gente de habla
hispana. Había una mezcla bastante uniforme de los
hombres y mujeres.
Tres herramientas principales se utilizaron para la
recolección de datos: la cartografía cognitiva, carteles visuales preferencia, y “lista de deseos”. Un mapa de las principales calles de la Ciudad fue creado y distribuido a los participantes que dijeron que montaron sus
bicicletas por la ciudad. La información de estos mapas se compiló para el Capítulo de Circulación (capítulo
3). El taller también tuvo cuatro carteles de preferencia visual. Los participantes recibieron cuatro tarjetas rojas y cuatro pegatinas de color verde y les pedimos colocar
pegatinas verdes en las imágenes que se sentían sería
más apropiado para el oeste de Broadway, el Área del
Plan y colocar pegatinas de color rojo en las imágenes
que piensen que sería inapropiado para el Área del Plan.
La siguiente información se obtuvo de los carteles de
preferencia visual:
CREACIÓN DE ESTILOS. Los estilos de construcción que
recibió el mayor número de votos positivos fueron los
hoteles de tres pisos y edificios de cero pequeño revés con balcones. Los participantes se mezclaron en lo que
respecta a los edificios con retrocesos a frente y pasillos.
MOBILIARIO URBANO. Varios participantes comentaron
que les gustaba la idea de farolas solares. Los encuestados se mezclaron bastante en sus opiniones sobre bancas en
la calle, pero la banca que recibió el mayor número de
votos era un banco clásico de madera con cerramientos
metálicos.
29 Chapter 2: Participation Process
NOVEMBER 11, 2010
At the November 11, 2010 workshop, the City presented
two alternative visions of the Plan Area’s future. The
alternatives were constructed using existing conditions data, City input, and feedback from stakeholder interviews and previous community workshops. The following is a brief description of the two alternatives.
Alternative 1: Economic Development
The Economic Development alternative projected what
the area might look like if the City focused on turning West Broadway into a commercial and job center.
Figure 2.4 shows a conceptual site plan of the alternative.
Features of the Economic Development Alternative
include:
1. Convention Center / Hotel / Medical Center. A large
commercial development in the west end of the Plan
Area could serve as an economic catalyst. An upscale
hotel and convention center could benefit from its
proximity to the fairgrounds by adding lodging and
exhibit capacity. This part of the project area would
also be ideal for a potential Mee Memorial expansion.
GATEWAYS AND STREETSCAPES. Gateways received the
most negative feedback of any category in the survey.
The only gateway that had a positive ratio of green to red stickers was an overhead arch with brick columns. The
participants were uniformly in favor of roses and bulb-outs for streetscapes, but clearly rejected the idea of medians.
The final data gathering tool was a “wish poem”. In this activity, participants were given a sheet of paper with “I wish West Broadway _____________” written on it and
were encouraged to fill in the blank. The following are the most common responses: I wish that West Broadway
had hanging flower pots, had a water park, had another
park, would improve commercial traffic flow, would have a good mixture of nature and construction, will focus on resident utility, not aesthetics/tourism, had a bigger skate park with a pool (to skate in), had more motels and fast food (not enough nice rooms at the fair grounds), had no mobile home park, had more medical stuff, had things for teenagers.
For a full description of the workshop’s methods and results, see Appendix C.
Figure 2.4 Economic Focused Alternative (At the time of the November 11, 2010 workshop, the Plan Area did not include the parcels on the northwest corner of West Broadway Street and East San Antonio Drive) N
King City
Cemetery
King City
High School
West Broadway Street
Franciscan Way
Canal Street
South Mildred Avenue
San Lorenzo Avenue
1 3
2 4
5 Convention Center /
Hotel /
Medical Center
New
Roads
Pedestrian
Paseo
Parking Lot
Infill
More
Services E. San Antonio Drive
30 City of King | West Broadway Master Plan
PARQUES Y JARDINES. Los participantes se mostraron a
favor de un parque de vecindad con una fuente de agua.
Los parques de mayor favor fueron jardines comunitarios y zonas de juegos tradicionales.
PORTALES Y CALLES: Portales recibió más comentarios
negativos de cualquier categoría en la encuesta. La
única puerta que había una relación positiva de verde
a rojo pegatinas era un arco de arriba con columnas de
ladrillo. Los participantes fueron uniformemente a favor de las rosas y las salidas de bulbo de paisajes urbanos, pero es evidente que rechazó la idea de las medianas.
La herramienta de recopilación de datos final fue una
“lista de deseos”. En esta actividad, los participantes se les dio una hoja de papel con “Yo Deseo en el Oeste de
Broadway _____________” escrito en ella y se les pedio llenar el espacio en blanco. Las siguientes son las respuestas más comunes: Deseo que el oeste de Broadway tenga
macetas colgantes, tenga un parque acuático, tenga
otro parque, sería mejorar el tráfico comercial, tenga
una buena mezcla de la naturaleza y la construcción,
se centrará en la utilidad no residentes, la estética y el turismo, tenga una pista de patinaje más grande con una piscina (a patinar), tener más moteles y comida rápida
(no lo suficientemente buenas habitaciones en el recinto ferial), no tiene parque de casas móviles, tener más usos médicos, tener cosas para los adolescentes .
Para una descripción completa de los métodos del taller y los resultados, vea el Apéndice C.
11 DE NOVIEMBRE 2010
En el taller del 11 de noviembre del 2010, la ciudad presenta dos visiones alternativas de futuro de West Broadway.
Las alternativas fueron construidas utilizando los datos de condiciones de entrada de la ciudad, entrevistas y
comentarios de las partes interesadas y talleres anteriores de la comunidad. La siguiente es una breve descripción
de las dos alternativas.
Alternativa 1: Desarrollo Económico
La alternativa de Desarrollo Económico prevé que la zona podría ser como si la ciudad se centró en convertir West Broadway en un centro comercial.
Figura 2.4 muestra un plano del sitio conceptual de la
alternativa. Características de la Alternativa de Desarrollo Económico son:
1. Centro de Convenciones / Hotel / Centro Médico. Un
gran desarrollo comercial en el extremo oeste de West
Broadway podría servir como un catalizador económico
para la zona. Un hotel de lujo y centro de convenciones podrían beneficiar a los beneficios económicos de la
feria mediante la adición de capacidad de alojamiento
y exhibición. Esta parte de la zona del proyecto también sería ideal para un potencial de expansión Mee Memorial.
2. Nueva calles. Para crear un ambiente amigable para
los peatones, el tamaño ideal para una longitud de
bloque en el Área del Plan es de unos 400 pies. El lado suroeste de West Broadway tiene bloques que van desde
600 hasta 800 pies. las calles de Nueva sería romper
grandes bloques y permitir que más peatones, bicicletas, y el acceso de vehículos.
3. Paseo. Paseos espacio para ventas al aire libre y
restaurantes y mejorar la conectividad de embalaje
pasajes internos por categorías para los peatones. Paseos permitir más tiendas y proporcionar un paso seguro para los peatones que están libres de preocuparse por los
coches o la delincuencia. Paseos podría ser el derecho
público de formas o espacios semi-públicos que forman
parte del nuevo desarrollo.
31 Chapter 2: Participation Process
2. New Streets. To create a pedestrian-friendly
environment, the ideal size for a block length in the
Plan Area is about 400 feet. The southwest side of
Broadway Street has blocks that range from 600 to
800 feet. New streets would break up large blocks and
allow more pedestrian, bicycle, and vehicle access.
3. Paseo. Paseos provide space for outdoor sales and
restaurants and enhance connectivity by creating
inner block passages for pedestrians. Paseos allow
for more storefronts and provide safe passage for
pedestrians who are free from worrying about cars or
crime. Paseos could be public right of ways, or semipublic spaces that are part of new development.
4. Infill in Underutilized Parking Lots. Due to the autooriented nature of the project area, some parcels have more parking than is needed. Reduced parking
requirements would allow building owners to have
more developable commercial square footage.
Combined with new development standards, infill
could provide new residential and nonresidential
space and improve the pedestrian experience on
West Broadway Street.
5. Increased Number of Retail, Dining, and
Entertainment Options. In previous outreach efforts,
residents expressed a desire for more restaurants,
clothing stores, and more entertainment options for
teenagers. Since the high school is located in the
heart of the Plan Area, Broadway Street is positioned
to supply these options to City residents and visitors
alike.
Participants were largely supportive of the ideas proposed in the economic development alternative. However,
key concerns include loss of buildable property due to
new streets, the economic viability of the large mixeduse projects in the area, and the economic viability of a large convention center. The participants were in a
agreement that the area needed a new hotel and that
the built environment as presented in the alternative was an improvement in terms of walkability.
Alternative 2: Housing
The Housing alterative projected what the area might look like if the City focused more on a variety of residential uses in the Plan Area.
Figure 2.5 shows a conceptual site plan of the alternative.
Features of the Housing Alternative include:
1. Medium Density Housing. New housing on West
Broadway could help satisfy housing needs in an
efficient centralized location near services and
transportation. Housing on West Broadway would
need little new infrastructure and could support
downtown businesses.
2. Residential above Commercial. Mixed-use
development can create vibrant and safe streets,
economically flourishing neighborhoods, and
reduced automobile dependence. Although not
limited to the parcel noted in Figure 2.5, a small
mixed-use project at the front the mobile home
park could reduce crime and provide buildings that
face the street, while maintaining or increasing the
number of housing units on the site.
3. Community Center / Park / Community Garden. A
community center could provide adults, teenagers,
and children with a dedicated recreation area
near the High School. A community garden
could provide a space for high school students
and staff, local business owners, and nearby
residents to participate in a community activity.
32 City of King | West Broadway Master Plan
4. De relleno en los estacionamientos subutilizadas.
Debido a la naturaleza de auto orientación de la zona del proyecto, algunos paquetes tienen más de aparcamiento
de la necesaria. Reducción de los requisitos de
estacionamiento permitiría a los propietarios de edificios tienen más metros cuadrados comerciales en sus tierras.
Combinado con las normas de desarrollo nuevo, relleno
podría proporcionar un nuevo espacio residencial y no
residencial y mejorar la experiencia de los peatones en el oeste de la calle Broadway.
5. Aumento del número de tiendas, restaurantes y
opciones de entretenimiento. En los esfuerzos de extensión anterior, los residentes expresaron su deseo de tener
más restaurantes, tiendas de ropa, y más opciones de
entretenimiento para adolescentes. Desde la escuela
secundaria se encuentra en el corazón de la zona del
Plan, West Broadway está en condiciones de suministrar
estas opciones a los residentes de la ciudad y visitantes.
Los participantes fueron en gran medida de apoyo
de las ideas propuestas en la alternativa de desarrollo económico. Sin embargo, las principales preocupaciones
son la pérdida de la propiedad edificable, debido a nuevas calles, la viabilidad económica de los grandes proyectos de uso mixto en la zona, y la viabilidad económica de un gran centro de convenciones. Los participantes fueron en un acuerdo de que la zona necesita un nuevo hotel y que el entorno construido como se presenta en la alternativa era una mejora en términos de posibilidad de caminar.
Alternativa 2: Vivienda
Alternativa de Vivienda prevé que el área podría ser
como si la ciudad se centró más en una variedad de usos residenciales en el área del Plan.
Figura 2.5 muestra un plano del sitio conceptual de la
alternativa. Características de la Alternativa de Vivienda incluyen:
1. Mediana Densidad de Vivienda. Las nuevas viviendas
en el oeste de Broadway podría ayudar a satisfacer las
necesidades de vivienda en una ubicación centralizada
eficiente cerca de los servicios y el transporte. Viviendas en este área de Broadway necesitaría una nueva
infraestructura pequeña y podría apoyar a las empresas
del centro.
2. Residenciales por encima de Comercio. El desarrollo
de uso mixto puede crear calles vibrante y segura, barrios económicamente floreciente, y reducir la dependencia
del automóvil. Aunque no se limita a esta parcela,
un pequeño proyecto de uso mixto en el frente del
parque de casas móviles puede reducir la delincuencia
y proporcionar los edificios que dan a la calle, al mismo tiempo mantener o aumentar el número de unidades de
vivienda en el sitio.
3. Centro Comunitario / Parque / Jardín Comunitario.
Un centro comunitario puede ofrecer a los adultos,
adolescentes y niños con un área de recreación
dedicada cerca de la escuela secundaria. Un jardín
de la comunidad podría proporcionar un espacio para
estudiantes de secundaria y el personal, los propietarios de empresas locales, y los residentes cercanos a participar activamente en su comunidad.
33 Chapter 2: Participation Process
4. Hotel Rehabilitation for Apartments, Small Units, and Condominiums. Many of the underutilized hotels in
the Plan Area could be remodeled for various housing
purposes. The use of existing structures reduces the
environmental impact of the construction process and
can provide a lower cost alternative to demolition and
new construction.
5. Hotel Deconstruction for New Housing. Some of the
underutilized hotels could be deconstructed. New
housing projects of various types could be built in their place, providing new high-quality housing for local
residents of the City.
Like the economic alternative, participants were largely supportive of the housing alternatives. Key concerns include the appropriateness of a community center in the Plan Area, limits to hotel rehabilitation under current development standards, legal issues surrounding the mobile home park renovation or relocation, and the noise one might hear
in a residential unit that sits on a major thoroughfare.
Participants were in general agreement that the
City would benefit from offering high quality housing
options to the professionals working at Mee Memorial
Hospital and King City High School. The attendees
also liked the idea of a housing focused alternative
because it would help revitalize the built environment
by renovating and adaptively reusing old buildings
or, in some instances, encourage the building of new
residential structures.
Attendees concluded that a combination of the
economic development and housing alternatives
would be the most ideal concept for the Plan Area.
This concept is detailed in Chapter 3 (Preferred Plan).
Figure 2.5 Housing Focused Alternative (At the time of the November 10, 2011 workshop, the Plan Area did not include the parcels on the northwest corner of West Broadway Street and East San Antonio Drive) N
King City
Cemetery
King City
High School
West Broadway Street
Franciscan Way
Canal Street
South Mildred Avenue
San Lorenzo Avenue
1 3
2 4
5 Medium
Density
Residential
Residential
Above
Commercial
Community
Center
Hotel
Rehabilitation
Hotel
Demolition for
New Housing
East San
Antonio Drive
34 City of King | West Broadway Master Plan
4. Hotel para la Rehabilitación de apartamentos, unidades pequeñas, y Condominios. Muchos de los hoteles
subutilizados en el Área del Plan podría ser remodelado para fines de vivienda diferentes. El uso de las estructuras actuales reducen el impacto ambiental de nueva
construcción.
5. La Deconstruction de Hoteles para viviendas nuevas.
Algunos de los hoteles de bajo utilizo podría ser
reconstruido o tumbado. Nuevos proyectos de vivienda
de diversos tipos se puede construir en su lugar, la oferta de viviendas nuevas de alta calidad para los residentes locales de la ciudad.
Al igual que la alternativa económica, los participantes fueron gran medida de apoyo también de las alternativas de vivienda. Preocupaciones principales son la de
installar un centro comunitario en la zona, los límites a la rehabilitación del lost hoteles bajo las normas actuales de desarrollo, las cuestiones legales que rodean renovaciones a las trailas or casas moviles y las deslocalizaciones, y el ruido que se podría escuchar en una unidad residencial
que se encuentra en una carretera importante. Los
participantes estuvieron de acuerdo en general que la
ciudad se beneficiaría de ofrecer opciones de vivienda
de alta calidad a los profesionales que trabajan en Mee Memorial Hospital y King City High School. Los participantes también les gustó la idea de una alternativa de vivienda dirigidas, ya que ayudaría a revitalizar el entorno urbano y reutilización de edificios antiguos o, en algunos casos, como la construcción de nuevas estructuras residenciales en las áreas que necesitan revitalización.
Los asistentes concluyeron que la combinación del
desarrollo económico con alternativas de vivienda sería el concepto más ideal para los planes en el área. Este
concepto se detalla en el Capítulo 3 (Plan Preferido).
35 Chapter 3: Preferred Plan
3. Preferred Plan
In This Chapter:
3.1 PREFERRED PLAN GOALS
3.2 AREA CONCEPT
3.3 HIGHWAY SERVING DISTRICT (HSD)
3.4 MIXED-USE COMMERCIAL DISTRICT (MCD)
3.5 MIXED-USE RESIDENTIAL DISTRICT (MRD)
3.6 IMPLEMENTATION STRATEGIES
Chapter Overview
The Preferred Plan reflects the desired future of the Plan Area as informed by input from City officials, the general public, background research, and good planning
practices.
In order to meet desired outcomes, the Preferred Plan
identifies three districts: the Highway Serving District (HSD), the Mixed-Use Commercial District (MCD), and
the Mixed-Use Residential District (MRD). These Districts were developed to provide an appropriate transition
from Highway 101 to the historic downtown corridor. This Chapter starts with an overview of goals for the Plan Area.
The Chapter then describes the intended look and feel of each district, and gives an overview of opportunity sites.
Finally, the Chapter offers strategies to implement the goals outlined in the Preferred Plan.
36 City of King | West Broadway Master Plan
3. PLAN PREFERIDO
CAPÍTULO GENERAL
El Plan de Preferencia refleja los deseos del Concilio de la Ciudad del público en general, la investigación a fondo, y las buenas prácticas de planificación.
Con el fin de cumplir con los resultados deseados, el Plan de Preferencia identifica tres distritos: el Distrito de Servicios de Carretera (HSD), el Distrito de Uso Mixto de Comercio (MCD), y el Distrito de uso Mixto Residencial (MRD).
Estos distritos fueron desarrollados para proporcionar la transición de la carretera 101 hacia a el corredor histórico.
Este capítulo comienza con una visión general y las metas para el Área del Plan. El capítulo describe a continuación, la intención y la descripción de cada distrito, y ofrece una visión general de los sitios vacantes o de bajo utilizo. Por último, el capítulo ofrece estrategias para implementar las metas mencionadas en el Plan de Preferencia.
37 Chapter 3: Preferred Plan
3.1 PREFERRED PLAN
GOALS
A combination of grant requirements, public outreach,
City input, research, and best planning practices led to the creation of the Preferred Plan, which represents an ideal build-out and development scenario for the Plan
Area. Figure 3.1 illustrates the Preferred Plan. The Preferred Plan is articulated in the following goals.
Goal 1. Develop and implement a Smart Growth theme for
the Plan Area.
Mixed-use development can increase pedestrian traffic,
which has several co-benefits including increased safety (due to “eyes on the street”), a stronger sense of place, and an increased sense of community. In addition, by
encouraging residential uses above commercial uses and
minimizing setbacks, building massing and frontages can create a feeling of enclosure that helps to define the public space. Appendix D explains the Smart Growth concepts.
Goal 2. Create districts that transition from auto-oriented uses on the west end of the Plan Area to pedestrianoriented uses on the east end of the Plan Area.
The way the built environment will be used at a busy
highway off-ramp differs greatly from the way the built environment will be used in a block surrounded by singlefamily houses. By creating distinct districts with unique development requirements, the Preferred Plan works
towards a more contextualized and appropriately scaled
built environment. Figure 3.1 illustrates the variation in building regulations for each district in the Plan Area. The rest of this Chapter elaborates on the reasons for these distinctions, and details the ideal character for each
district.
Goal 3. Encourage economic development, especially
among ethnic and immigrant communities.
By allowing for greater flexibility in building types and uses, the Preferred Plan allows for the area to transition and adapt to changing market conditions. The City should
seek partnerships with small business incubators in order to promote small business owners.
Figure 3.1 Map of Existing Building Stock in
and Around the Plan Area
Preferred Plan Building Massing Map
Highway Serving District Mixed-Use Residential District Mixed-Use Commercial District Building Massing Surrounding Project Area Project Boundary
38 City of King | West Broadway Master Plan
3.1 OBJETIVOS DEL PLAN
PREFERIDO
La combinación de requisitos en la subvención consisten con la asistencia pública, comentarios de la Ciudad,
los análisis, y las mejores prácticas de planificación que fundaron la creación del Plan de Preferencia, lo que
representa una construcción completa e ideal. Figura 3.1 ilustra el Plan Preferido. El Plan de Preferencia se articula en los siguientes objetivos.
Objetivo 1. Desarrollar un tema de crecimiento inteligente.
Desarrollo de uso mixto puede aumentar el tráfico
peatonal. Esto tiene varias ventajas como una mayor
seguridad, un mejor ambiente y una mejor comunidad.
Además, residencias encima de las tiendas, los edificios que están cerca de la calle, y edificios atractivos puede crear una animada calle que mejora el espacio público.
Apéndice D se explican estos conceptos.
Objetivo 2 . Crear distritos que se adaptan a los automóviles y peatones.
El Plan Preferido crea los distritos con los requisitos de desarrollo único. Esto crea un ambiente más
contextualizada entorno construido. La figura 3.1 ilustra la variación en los reglamentos de construcción para cada
distrito en el Área del Plan.
Objetivo 3. Fomentar el desarrollo económico,
especialmente entre las comunidades étnicas e
inmigrantes.
El Plan Preferido permite para la zona a transición a las condiciones cambiantes del mercado. La Ciudad debe
buscar alianzas con organizaciones que ayudan a las
pequeñas empresas a fin de promover a los pequeños
empresarios.
39 Chapter 3: Preferred Plan
Figure 3.2 Plan Area Districts Map
Broadway St.
Table 3.1 Plan Area District Concepts
HIGHWAY SERVING MIXED-USE COMMERCIAL MIXED-USE RESIDENTIAL The Highway Serving District (HSD)
will become a destination for tourists
and locals and may contain an
upscale hotel, convention center,
retail, and possible expansion of
Mee Memorial Medical Center. The
HSD will serve as a gateway to the
City and provide an appropriate
transition from auto-oriented to more
pedestrian-friendly development.
HSD is approximately 11 acres.
The Mixed-Use Commercial District
(MCD) will transform from an autooriented commercial area to a pedestrian-friendly, local-serving
area with restaurants, cafes, retail,
and other commercial services with
the option to add residential units
above and/or behind businesses.
MCD is approximately 8.5 acres.
The Mixed-Use Residential District
(MRD) will encourage a variety
of commercial and residential
uses, including apartments and
courtyard housing. Older hotels
will be converted into high quality
workforce housing. In order to
encourage walkability and ensure
flexibility for developers, many
commercial uses will be allowed in
this district. MRD is approximately 7
acres.
San Antionio Dr.
Historic Corridor Revitalization Plan Area
San Lorenzo Ave.
Canal St.
Franciscan Way
Mildred Ave.
N
3.1 3.2 AREA CONCEPT
40 City of King | West Broadway Master Plan
3.2 ÁREA DE CONCEPTO
Highway Serving Strict
El distrito enfocado a los usos para turistas y transito es Highway Serving District (HSD) se convertirá en un destino para turistas y locales que podan contener un hotel de lujo, centro de convenciones, tiendas, y la posible expansión de Mee Memorial Medical Center. El HSD servirá como
puerta de entrada a la ciudad y ofrecerá una transición de usos auto-orientados y un desarrollo más amigable
para los peatones. HSD es de aproximadamente 11
hectáreas.
Mixed Use Commercial District
El distrito enfocado en usos mixto comercial del es
llamado Mixed-Use Commercial District (MCD) se
transformará en un área orientada a los peatones, sera un lugar donde habran restaurantes, cares, tiendas, y otros servicios comerciales con la opcion para incluir unidades residenciales ariba o detrás del negocio. MCD tiene
aproximadamente 8.5 hectáreas.
Mixed-Use Residential District
El distrito enfocado a tener una variedad de usos
comerciales y residenciales es el distrito llamado MixedUse Residential District (MRD). Este distrito tendra usos que incluyen apartamentos y viviendas con patio común.
Los hoteles se convertiran en vivieda de calidad alta
de labor. Todo esto en orden para animar mas gente a
caminar y asegurar flexibilidad para los que desarrollan comunidades. Muchos uses comerciales seran permitidos
dentro de este distrito. MRD es aproximadamente 7
hectáreas.
41 Chapter 3: Preferred Plan
DISTRICT DESCRIPTION
The Highway Serving District (HSD) begins where Highway 101 meets Broadway Street and extends to Franciscan way. The HSD also includes two parcels at the northwest corner of the Highway 101 exit (Figure 3.3). The HSD is intended to allow for catalytic commercial development that is aimed at serving both visitors and residents.
HSD parcels can be seen from Highway 101 and serve as a main gateway to downtown for motorists that use the northern Highway 101 exit (Broadway Street). The Preferred Plan accommodates a variety of uses by allowing taller and denser development. Although a main goal of the Plan is to gear development towards pedestrians, the HSD will accommodate motorists travelling to and from Highway 101.
The HSD will serve as an icon as well as transition from automobile-oriented development at the intersection of San Antonio Street and Broadway Street to more pedestrian-friendly, smaller scaled development east of Franciscan Way.
The two City-owned parcels in the HSD provide the City with many options, including providing incentives for specific types of development and creating economic generators.
Figure 3.3 Parcels in the HSD
In This Section:
DISTRICT DESCRIPTION
EXISTING CONDITIONS
POTENTIAL FUTURE DEVELOPMENT
CONCEPTS AND EXAMPLES
3.1 3.3 HIGHWAY SERVING DISTRICT (HSD)
Potential New Street
Broadway St. San Antonio Dr.
San Lorenzo Ave.
Canal St.
Franciscan Way
Mildred Ave.
N
42 City of King | West Broadway Master Plan
3.3 HIGHWAY SERVING
DISTRICT (DISTRITO QUE
SIRVE LA AUTOPISTA)
(HSD)
DESCRIPCIÓN DEL DISTRITO
El distrito Highway Serving District (HSD) empieza donde la autopista 101 empieza y se extiende hasta Franciscan Way.
El HSD también incluye una parcela en la esquina noroeste de la salida de la autopista 101 (Figura 3.3). El mapa de la Figura 3.3 ilustra las parcelas HSD. La intención del HSD es para permitir desarrollo de comerciales catalizados que son dirigidos a servir los visitantes buscando donde dormir, visitantes pasando por la ciudad, y los residentes.
Las parcelas de HSD se pueden ver desde la autopista
101 y sirve como puerta de entrada principal al centro
para visitantes y residentes que utilizan la salida del norte de la carretera 101(la calle Broadway). El Plan Preferido acomoda una variedad de aplicaciones, al permitir el
desarrollo más alto y más denso. Aunque el objetivo
principal del Plan es el desarrollo guiado a los peatones, el HSD se acomide a los automovilistas que viajan hacia y desde la autopista 101.
El HSD servirá como una identificación, así como la
transición de la orientación al automóvil en la calle
San Antonio y la calle Broadway a una orientación más
amigable para los peatones, y una escala más pequeña
al este del Camino Franciscano.
La Ciudad es dueña de dos propiedades dentro de HSD
y esas propiedades proveen a la Ciudad con muchas
opciones, incluyendo ayudas para tipos de desarrollo
especifico, facilitando posibles intercambios de parcelas, y creando generadores económicos.
43 Chapter 3: Preferred Plan
EXISTING CONDITIONS
There are several vacant or underutilized parcels in the HSD, which provide opportunities for appropriate infill development. The following discussion illustrates the
development potential on these sites.
The primary opportunity sites are two adjacent Cityowned vacant parcels that front Broadway Street and Franciscan Way. Figure 3.4 illustrates the current condition of these parcels. These parcels are approximately 6.5
acres. Community members and City officials expressed
a desire to use these parcels for the development of an upscale hotel and convention center and/or space for
the expansion of Mee Memorial Hospital. See Figure 1.8 for a map of vacant parcels in the Plan Area.
Figure 3.5 shows the intersection of San Antonio Drive and Broadway Street, where traffic from six different points interacts. This large and unusual intersection may be ideal for a roundabout. A roundabout at this intersection could calm traffic as it moves towards the downtown corridor
and could also serve as a gateway feature and identifier for the City.
Figure 3.6 depicts a local business on the corner of
Franciscan Way and Broadway Street. This section of
the HSD is a successful commercial center, but existing commercial developments are surrounded by vacant and
underutilized parcels. Infill development complimenting these existing uses should be encouraged. New
development should be pedestrian-oriented and fit with
the local character.
Figure 3.4 Opportunity sites fronting Broadway Street
Figure 3.5 Opportunity site at intersection of San
Antonio Drive and Broadway Street.
Figure 3.6 Opportunity site at the corner of Broadway
and Franciscan
44 City of King | West Broadway Master Plan
LAS CONDICIONES QUE EXISTEN
Hay algunos lotes vacíos o subutilizados en el HSD, que ofrecen oportunidades para el rellenar eso lotes con
desarrollo apropiado. La discusión siguiente se muestra el potencial de desarrollo en estos sitios.
Los sitios de oportunidad primaria son dos parcelas
adyacentes y vacantes propiedades de la Ciudad
cual están al frente de a la calle Broadway y el Camino Franciscan. Figura 3.4 ilustra el estado actual de dichas parcelas. Estas parcelas son de aproximadamente 6.5
hectáreas. Miembros de la Comunidad y funcionarios
de la ciudad expresaron su deseo de utilizar estos lotes para la construcción de un hotel de lujo y centro de
convenciones con espacio para tiendas de compra y
espacio para la propuesta de ampliar a Mee Memorial
Hospital. Vea la Figura 1.7 para un mapa de parcelas
vacantes en el Área del Plan.
Figura 3.5 muestra la intersección de San Antonio Drive y la calle Broadway, donde el tráfico de seis puntos diferentes se encuentran. Esta intersección es grande e inusual y es ideal para una rotonda. Una rotonda en esta intersección podría calmar el tráfico a medida que avanza hacia el
centro del la ciudad, y también podría servir como enlace y identificación a la ciudad.
Figura 3.6 representa un negocio local en la esquina de Franciscan Way y de la calle Broadway. Esta sección del HSD es un centro comercial con éxito, pero los desarrollos comerciales actuales están rodeadas de parcelas vacías
y subutilizadas. Nueva construcción que complementan a
estos usos existentes es preferido. El nuevo desarrollo debe ser orientado al peatón y en forma con el carácter local. 45 Chapter 3: Preferred Plan
POTENTIAL FUTURE DEVELOPMENT
Figures 3.7 and 3.8 represent a potential build-out scenario for the HSD. Four primary opportunities are identified.
A. Hotel and convention center with frontages on
Broadway Street and additional commercial development
with frontages on Franciscan Way.
B. New Streets with intersections on Broadway Street and Franciscan Way to break up the large block and enhance
connectivity.
C. Roundabout at the intersection of San Antonio Drive
and Broadway Street to deal with the complicated
intersection. A landmark could be placed on the
roundabout to foster a distinct sense of place.
D. Mixed-use infill along Broadway Street and Franciscan Way.
B
A
C D Broadway St. San Antonio Dr.
Franciscan Way
N
Figure 3.8 Opportunities for HSD located on an aerial map with current conditions
D
B A
C
Broadway St.
N
Figure 3.7 Preferred build-out for HSD
Franciscan Way
King City
Cemetery
46 City of King | West Broadway Master Plan
EL POSIBLE FUTURO DESARROLLO
Figuras 3.7 y 3.8 representan el potencial desarrollo de escena para el HSD. Cuatro oportunidades se identifican.
A. Hotel y centro de convenciones con fachadas en la
calle Broadway y el desarrollo comercial adicional con
fachadas en el Camino Franciscano.
B. Nuevas calles con nuevas intersecciones en la calle
Broadway y Franciscan Way para romper el bloque y
mejorar la conectividad.
C. rotonda en la intersección de San Antonio Drive y
la calle Broadway seria ideal para una intersección
complicada. Un punto de referencia podría ser colocado
en la rotonda para fomentar un sentido distinto del lugar.
D. Lugares con usos mixtos a lo largo de la calle Broadway y el Franciscan Way.
47 Chapter 3: Preferred Plan
CONCEPTS AND EXAMPLES
Hotel and Convention Center. This development
opportunity presents the challenge of needing to be
financially feasible, stylistically sufficient to act as a gateway and landmark, and designed to interface
with the street in a way that integrates with surrounding development. Figure 3.9 displays an example of this type of development.
Roundabout. Roundabouts are traffic calming tools
that reduce motorist speed, congestion, and make
intersections safer for pedestrians and motorists. Figure
3.10 is an example of a roundabout with feeder streets
that are similar to the San Antonio and Broadway Street intersection. The center of the roundabout is an ideal space for a gateway or landmark. See Chapter 4 (Circulation) for more information on circulation improvements.
Mixed-Use Infill. Mixed-use infill could tie existing
development together and provide smaller commercial
spaces for a cohesive and place-specific block. This would help give the area a distinct character while improving the pedestrian experience. Figure 3.11 displays an example
of the type of building that could be developed on the
corner of Broadway Street and Franciscan Way.
New Streets. The ideal block length for a pedestrianfriendly environment in the Plan Area is about 400 feet.
The Plan Area has blocks twice that long, ranging from
600 to 800 feet. New streets would break up large blocks and allow more pedestrian, bicycle, and vehicle access.
Depending on need, new streets could also provide
parallel or diagonal parking. See Chapter 4 (Circulation) for more information on circulation improvements.
Figure 3.9 Appropriate building massing for street facing hotel/convention center on Broadway Street
Figure 3.10 Example of a roundabout
Figure 3.11 Mixed-use infill
48 City of King | West Broadway Master Plan
CONCEPTOS Y EJEMPLOS
Hotel y Centro de Convenciones. Esta oportunidad de
desarrollo presenta el desafío por si es financieramente viable, estilísticamente suficiente para actuar como
puerta y punto de interés, y diseñado para interactuar
con la calle de una manera que se integra con el entorno de desarrollo, y a la vez que mejore la transitabilidad.
Figura 4.9 muestra un ejemplo de este tipo de desarrollo.
Rotonda. Las rotondas son para calmar el tráfico
sirven como herramientas para reducir la velocidad del
conductor, la congestión y hacer que las intersecciones sean más seguras para los peatones y automovilistas.
Figura 4.10 es un ejemplo de una rotonda de conexión
con las calles que son similares a las de San Antonio y la intersección de la calle Broadway. El centro de la rotonda es un espacio ideal para una puerta de interés o punto
de referencia. Véase el capítulo 4 (Distribución del Plan Maestro) para obtener más información sobre como
mejorar la circulación.
Usos Mixtos para desarrollar en lotes vacíos. El Desarrollo de uso mixto podría conectarse con el desarrollo actual así proporcionar los pequeños espacios comerciales para un bloque coherente y específico. Esto ayudaría a dar a la zona un carácter distinto que mejoraría la experiencia de los peatones. Figura 4.11 muestra un ejemplo del tipo de edificio que se podrían desarrollar en la esquina de la calle Broadway y Franciscan Way.
Nuevas calles. La longitud del bloque ideal para un
entorno amigable para los peatones en la zona del Plan
es de unos 400 pies. El Área de Plan tiene bloques doble de largos, que van a lo largo de 600 a 800 pies. Las calles nuevas romperían los bloques largos y permitirían que
más peatones, bicicletas, y vehículos tengan acceso.
Dependiendo de las necesidades, nuevas calles también
podría proporcionar estacionamiento en paralelo o
en diagonal. Véase el capítulo 4 para obtener más
información sobre como mejorar la circulación.
49 Chapter 3: Preferred Plan
3.4 MIXED-USE COMMERCIAL DISTRICT (MCD)
DISTRICT DESCRIPTION
The Mixed-Use Commercial District (MCD) begins where Broadway Street intersects Franciscan Way and extends to the parcel on the east side of the intersection of Broadway Street and Canal Street (Figure 3.12). The MCD encourages mixed-use infill development with the intent of increasing pedestrian safety and creating a sense of place.
The MCD is located in the heart of the Plan Area. The District receives traffic from Highway 101, downtown, King City High School, and Mee Memorial Hospital. The Preferred Plan capitalizes on this exposure by allowing denser development and alleviating traffic on Broadway Street by extending Talbot Street through the MCD and HSD. By breaking up the block, businesses and residents can more easily and safely access the MCD by vehicle, bicycle, or on foot.
The MCD will serve as a transition from the automobile-oriented HSD to the pedestrian-oriented MRD. Through a variety of design techniques, including pedestrian-oriented building frontages built to the property line and pedestrian-only paseos, the MCD will create a node that attracts people from downtown and other parts of the City.
In This Section:
DISTRICT DESCRIPTION
EXISTING CONDITIONS
POTENTIAL FUTURE DEVELOPMENT
CONCEPTS AND EXAMPLES
Figure 3.12 Parcels in the MCD
Broadway St. San Antonio Dr.
San Lorenzo Ave.
Canal St.
Franciscan Way
Mildred Ave.
N Potential New Street
Bassett St,
Talbot St.
50 City of King | West Broadway Master Plan
3.4 DISTRITO COMERCIAL
DE USOS MIXTOS (MCD)
DESCRIPCIÓN DEL DISTRITO
El Distrito Comercial de uso mixto (MCD), comienza en la calle Broadway se cruza Franciscan Way y se extiende a
la parcela en el lado este de la intersección de la calle Broadway y calle Canal (Figura 4.12). El MCD fomenta el desarrollo de uso mixto con la intención de aumentar la seguridad de los peatones y crear un sentido de lugar.
El MCD se encuentra en el corazón del Plan del Área. El distrito recibe el tráfico de la carretera 101, del centro, King City High School, y Mee Memorial Hospital. El Plan Preferido aprovecha esta exposición, al permitir el
desarrollo más denso. También tiene capacidad para el
flujo de tráfico a través de la adición de una nueva calle en el lado sur del Área del Plan, que puede extenderse
a Talbot Street a través de la MCD y HSD. Al romper el
bloque, las empresas y los residentes pueden acceder
fácilmente y con seguridad el MCD en vehículo, bicicleta o pie.
El MCD servirá de transición de el HSD con usos orientados al automóvil a servicios orientados al peatón MRD. A
través de una variedad de técnicas en diseño, incluyendo la construcción de fachadas orientada al peatón
construidas a la línea de propiedad y paseos peatonales, el MCD se creará de un modo lo que atrae a la gente
hacia el centro y de otras partes de la ciudad.
51 Chapter 3: Preferred Plan
EXISTING CONDITIONS
There are three key opportunity sites in the MCD. The first opportunity site is a trailer park on the corner of Broadway Street and Franciscan Way. The trailer park has a single road interacting with Broadway Street and is surrounded by a large fence. The park was frequently mentioned as a concern during the public outreach process. However, it provides a significant number of affordable housing units and is protected by State mobile home park law. Figure
3.13 illustrates current conditions at the trailer park.
The second opportunity site is the large shopping center mid-block between Broadway Street and Canal Street.
The site has a large parking lot that could be infilled with a pedestrian-scale, mixed-use building. The site is large enough that a new development project could be sited
to maintain the existing structure and sufficient parking.
Figure 3.14 shows this opportunity site.
Finally, a large vacant lot on the southeast corner of
Broadway Street and Canal Street could be developed
in any number of ways, including entertainment services, mixed-use office and residential buildings, and other
commercial services. Figure 3.15 shows this vacant lot.
Figure 3.13 Opportunity site at the corner of Franciscan Way and Broadway Street.
Figure 3.14 Opportunity site mid-block between Broadway Street and Canal Street
Figure 3.15 Opportunity site on the southeast corner of Broadway Street and Canal Street
52 City of King | West Broadway Master Plan
CONDICIONES ACTUALES
Hay tres sitios de oportunidad clave en la MCD. El sitio de la primera oportunidad es un parque de casas movibles
o también conocidas como “trailas” en la esquina
de la calle Broadway y Franciscan Way. El parque de
casas movibles tiene un camino con conexión con la
calle Broadway y está rodeada por una barda grande.
Este sitio a sido mencionado con frecuencia como un
problema durante el proceso de divulgación pública.
Sin embargo, proporciona un número significativo de
unidades de vivienda de bajos ingresos y está protegido por la ley del Estado (Véase el Apéndice E para obtener más información sobre la ley estatal de casas móviles).
Figura 3.13 ilustra las condiciones actuales en el parque de casas movibles.
El segundo sitio de oportunidad es el gran centro comercial a mitad de cuadra entre la calle Broadway y la calle
Canal. El sitio tiene un gran estacionamiento que se podría desarrollar en un edificio de uso mixto para promover en más escala peatonal. El sitio es lo suficientemente grande que un nuevo proyecto de desarrollo podría ser situado de manera para mantener la estructura existente y obtener
suficiente estacionamiento. Figura 3.14 muestra este sitio oportunidad.
Por último, el tercer sitio de oportunidad es un gran terreno baldío en la esquina sureste de la calle Broadway y la calle Canal que podría desarrollarse en un número de maneras, incluyendo servicios de entretenimiento, oficinas de uso mixto y edificios de viviendas y otros servicios comerciales.
Figura 3.15 muestra este terreno baldío.
53 Chapter 3: Preferred Plan
POTENTIAL FUTURE DEVELOPMENT
Figures 3.16 and 3.17 represent a potential build-out
scenario for the MCD. Five primary opportunities are
identified:
A. Retail development with a paseo connecting the north and south sides of the block.
B. Infill can take advantage of excess parking, while also creating an active and engaging street front.
C. New mixed-use development could provide residential, commercial, or office uses.
D. Mixed-use commercial can improve the image of
the trailer park along Broadway Street while providing
affordable units on upper floors.
E. New road on the south side of the MCD can create
better circulation through the area and alleviate traffic on Broadway Street.
B
A
D C
Broadway St.
Franciscan Way
N
Figure 3.16 Preferred build-out for the MCD
Figure 3.17 Opportunities for MCD located on an aerial
map with current conditions
E
A
B
C
D
E
Mildred Avenue
N
Broadway St.
King City
High School
54 City of King | West Broadway Master Plan
POSIBLE FUTURO DESARROLLO
Figuras 3.16 y 3.17 representan el posible desarrollo
completo para el MCD. Cinco oportunidades se
identifican:
A. Usos de ventas al por menor desarrollados con un
paseo que conecta el norte y sur del bloque.
B. Desarrollar un edificio en el estacionamiento para
aprovechar el exceso del espacio y al mismo tiempo
ayudar a la creación de una fachada apropiada y
presentarse como un área mas activa.
C. Nuevos edificios con usos mixtos en la parcela
vacante podría proporcionarse a los usos residenciales, comerciales o de oficina.
D. Usos Comerciales mixtos puede ayudar a limpiar
la imagen del parque de casas móviles a lo largo de
Broadway, y a la vez proporcionar viviendas asequibles
en los pisos de arriba.
E. Un Camino Nuevo en el lado sur de MCD crean una zona más transitable, para bicicletas, peatones y manejable. 55 Chapter 3: Preferred Plan
CONCEPTS AND EXAMPLES
Mixed-Use Development. Vertical mixed-use
development usually has commercial uses on the ground
floor with residential uses on the top floors. Mixed-use development allows residents and businesses to be
adjacent to one another while also providing a streetfronting building that enhances the pedestrian experience.
Parking for these developments is generally on-street or at the rear of the parcel. Through new building regulations in Chapter 5 (Development Standards), projects will be
required to vary façade, lot orientation, and height in order to create an appropriate rhythm and scale in the
Plan Area. Figure 3.18 shows a successful mixed-use
project in Grover Beach, CA.
Development Featuring a Paseo. Placing a paseo
in new development allows for more store fronts, more
direct natural daylight, and inner-block connectivity. By encouraging pedestrians to pass through the parcel, the development simultaneously provides a safe place to walk and pedestrian traffic for shop owners. Combined with
mixed-use buildings, paseo development can provide
an engaging place to live, work, and shop. Figure 3.19
illustrates how a paseo can be incorporated into new and existing development.
Parking Lot Infill. With the new regulations outlined in Chapter 5 (Development Standards), property owners
will be able to build in oversized parking lots. Figure 3.20 shows an example of a commercial development infill in
a parking lot. This development fronts the right-of-way, which provides an active and engaging pedestrian
environment.
Figure 3.18 Mixed-use development
Figure 3.19 New development with a prominently
featured paseo
Figure 3.20 New street-fronting commercial development
in what used to be an excessively large parking lot.
56 City of King | West Broadway Master Plan
CONCEPTOS Y EJEMPLOS
Desarrollo de uso mixto. Desarrollo Vertical usualmente tiene usos comerciales o oficinas en el piso de abajo y con uso residencial en los pisos de arriba. El desarrollo de uso mixto permite a los residentes y negocios que esté más
cerca el uno al otro mientras que también proporciona un edificio en la con una fachada mas atractivas y accesible a peatonal. Estacionamientos para estos acontecimientos es generalmente en la calle o en la parte trasera del
lote. A través de las normas de construcción nueva en el capítulo 5 (Desarrollo de Normas), los proyectos tendrán que variar la fachada, la orientación, y la altura con el fin de crear un ritmo adecuado y a la escala en la zona del Plan. Figura 3.18 muestra un ejemplo al éxito del proyecto de uso mixto en Grover Beach, CA.
Desarrollo con un paseo. Colocación de un paseo
en el desarrollo de nuevos edificios permite almacenar
más, luz natural y más directa, y la conectividad interna del bloque. Al alentar a los peatones que pasan por la
parcela, el desarrollo al mismo tiempo proporciona un
lugar seguro para caminar para los peatones y para los
propietarios de la tienda. Combinada con edificios de uso mixto, el desarrollo de paseo puede proporcionar un lugar de participación para vivir, trabajar, y dueños de tienda.
Figura 3.19 ilustra cómo un paseo se puede incorporar en el desarrollo de nuevos y existentes edificios.
Lote para estacionamiento. Con la nueva normativa
que se indica en el capítulo 5 (Desarrollo de Normas),
los propietarios podrán construir estacionamientos de
gran tamaño. Figura 3.20 muestra un ejemplo de un
lote donde se desarrollo un estacionamiento comercial.
Este desarrollo esta al frente del derecho de vía, lo que proporciona un entorno peatonal activo y atractivo.
57 Chapter 3: Preferred Plan
3.5 MIXED-USE RESIDENTIAL DISTRICT (MRD)
DISTRICT DESCRIPTION
The Mixed-Use Residential District (MRD) begins about mid-block on Broadway Street between Canal Street and Mildred Avenue and runs to San Lorenzo Avenue (Figure 3.21). The MRD encourages mixed-use projects with a strong emphasis on providing a variety of residential building types by renovating old motels and/or building new residential and mixed-use developments.
The MRD surrounds the entrance to King City High School and abuts the historic downtown corridor. As a result, the MRD experiences a large amount of pedestrian traffic. The area already hosts many housing options and is somewhat pedestrian-oriented, with smaller blocks, lots, and buildings. New housing in the MRD could serve a wide variety of households, such as families with children, employees at King City High School or Mee Memorial Hospital, people working in other parts of the City, and seniors.
By encouraging compact residential development in the downtown area, the MRD will provide a place to live for those who want to be within walking distance to work, entertainment, and daily services.
Figure 3.21 Parcels in the MRD
In This Section:
DISTRICT DESCRIPTION
EXISTING CONDITIONS
POTENTIAL FUTURE DEVELOPMENT
CONCEPTS AND EXAMPLES
Broadway St. San Antonio Dr.
San Lorenzo Ave.
Canal St.
Franciscan Way
Mildred Ave.
N Potential New Street
58 City of King | West Broadway Master Plan
3.5 USO MIXTO ZONA
RESIDENCIAL (MRD)
DESCRIPCIÓN DEL DISTRITO
El distrito de uso mixto residencial (MRD) comienza a mitad de la cuadra sobre la calle Broadway entre la calle Canal y Avenida de Mildred y corre a la avenida de San Lorenzo (Figura 3.21). El MRD anima a los proyectos de uso mixto con el enfoque en la prestación de una variedad de tipos de edificios residenciales mediante la renovación de
viejos moteles y / o la construcción de nuevos desarrollos de uso mixto y residencial.
El MRD rodea la entrada de King City High School y sigue del centro histórico. Como resultado, el MRD experimenta una gran cantidad de tráfico peatonal. El área alberga
ya muchas opciones de vivienda y sirve un poco a la
orientación peatonal, con bloques más pequeños, lotes
y edificios. Nuevas viviendas en el MRD puede servir a
una amplia variedad de los hogares, como las familias
con niños, los empleados de King City High School o Mee Memorial Hospital, las personas que trabajan en otras
partes de la ciudad, y a los de tercera edad.
Por animar un área de desarrollo residencial compacto
en el centro de la ciudad, el MRD proporcionará un
lugar para vivir para aquellos que quieren estar a poca distancia del trabajo, entretenimiento y servicios diarios. 59 Chapter 3: Preferred Plan
EXISTING CONDITIONS
There are several motels in the MRD that have been
informally converted to housing units. These sites provide an opportunity for renovation in some cases, and new
development in other cases. These sites could be utilized for diverse housing purposes ranging from affordable
short-term housing (for seasonal laborers) to upscale
condominiums (for professionals working at King City High School or Mee Memorial Medical Center). Figure 3.22
shows an example of a motel on Broadway Street and
Mildred Avenue. Figure 3.23 shows locations of the four older motels in the MRD.
There are also several underutilized parcels in the MRD.
Figure 3.24 illustrates development that is auto-oriented with poor street frontage and is not pedestrian-friendly.
New residential and commercial development could infill these parcels with more pedestrian-friendly projects built to the property line.
Figure 3.22 Old motel on Broadway Street in the MRD
Figure 3.23 Motel opportunity sites
Figure 3.24 Opportunity site at on Broadway Street
between Canal Street and Mildred Avenue
N
Broadway St.
60 City of King | West Broadway Master Plan
LAS CONDICIONES ACTUALES
Hay varios moteles en el MRD que se han convertido
de manera informal a unidades de vivienda. Estos sitios proporcionan una oportunidad para la renovación en
algunos casos, y de nuevo desarrollo en los demás casos.
Estos sitios podrían ser utilizados para fines de vivienda diversos como viviendas económicas a corto plazo
(para los trabajadores de temporada) viviendas como
condominios de lujo (para profesionales que trabajan en King City High School o Mee Memorial Medical Center).
Figura 3.22 muestra un ejemplo de un motel en la calle
Broadway y la Avenida de Mildred. Figura 3.23 muestra la ubicación de los cuatro moteles de más edad en el MRD.
También hay varias parcelas subutilizadas en el MRD.
Figura 3.24 ilustra el desarrollo que son auto-orientadas y que tienen fachadas pobres y no son orientados para
los peatones. Los nuevos desarrollos residenciales y
comerciales pueden ayudar estas parcelas con proyectos
para construir edificios a la línea de la propiedad y ser mas apropiados para los peatones
61 Chapter 3: Preferred Plan
POTENTIAL FUTURE DEVELOPMENT
Figures 3.25 and 3.26 represent a potential buildout scenario for the MRD. While the City encourages renovation or adaptive reuse of existing hotels, this may not be feasible for all of the hotels in this district. The following descriptions of future development recognize
this constraint.
A. Hotel rehabilitation could provide high quality
apartments or small units at a lower cost as compared
to new development. This option also allows for the
preservation of historic buildings and the unique
characteristics of the Plan Area (such as the motel with the palm tree growing out of the lobby, see Figure 3.22).
B. New medium density housing could satisfy housing
needs in an efficient, centralized location near existing services and transportation options.
C. In some cases, hotel demolition for the purpose of
providing high quality new housing in a central location for the residents of the City may be the best design solution.
D. New mixed-use developments with an emphasis on
high quality market-rate and work-force housing.
B
A
D
C
Broadway St.
N
Figure 3.25 Preferred build-out for MRD
Figure 3.26 Opportunities for MRD located on an aerial
map with current conditions
A
B
C
D
Mildred Ave.
San Lorenzo Ave.
N
Broadway St.
N Mildred Ave.
King City
High School
62 City of King | West Broadway Master Plan
DESARROLLO FUTURO POTENCIAL
Figuras 3.25 y 3.26 representan un desarrollo potencial y completo escenario para el MRD. Cuatro oportunidades
se identifican:
A. Rehabilitación de Hoteles para viviendas o unidades
pequeñas, proveer unidades de alta calidad sin el costo de construir nuevos edificios. Esta opción también permite la preservación de edificios históricos y las características únicas de los planes en el área (como el motel con el árbol de palma que crece fuera del vestíbulo, ver Figura 3.22).
B. Vivienda de densidad media podría satisfacer
las necesidades de vivienda en un lugar eficiente y
centralizado, cerca de los servicios existentes y las
opciones de transporte.
C. Demolición de Hotel con el fin de proporcionar nuevas viviendas de alta calidad en una ubicación central para los residentes de la ciudad.
D. Nuevos desarrollos de uso mixto, con énfasis en la
alta calidad del mercado y viviendas para la fuerza de
trabajo.
63 Chapter 3: Preferred Plan
CONCEPTS AND EXAMPLES
Hotel Rehabilitation. Old hotels and motels can be
converted to residential properties. Figure 3.27 is an
example of a project that, although different in scale
than the motels in the MRD, successfully converted an old hotel into mixed-income housing with ground floor retail while preserving a building of historic value. The use of existing structures reduces the environmental impact of the construction process and can provide a lower cost
alternative to demolition and new construction.
Hotel Demolition for New Housing. Some of the old
hotels in the MRD may need to be demolished in order
to be converted to higher quality housing. Figure 3.28
illustrates a type of housing that could effectively replace the density of units currently provided by hotels and motels.
New Residential Development. New housing on
Broadway Street could help satisfy housing needs in
an efficient centralized location near services and
transportation. Housing in the MRD would need little new infrastructure and could support downtown businesses.
Figure 3.29 illustrates an appropriate housing type in the MRD.
Figure 3.27 Rehabilitated hotel
Figure 3.28 Appropriate high-density housing
Figure 3.29 Street-fronting medium-density housing with sufficient off-street parking
64 City of King | West Broadway Master Plan
CONCEPTOS Y EJEMPLOS
La Rehabilitación de Hoteles. Hoteles y moteles viejos
pueden convertir en propiedades residenciales. Figura
3.27 es un ejemplo de un proyecto que, aunque diferentes en la escala de los moteles en el MRD, convertidos
exitosamente de un antiguo hotel a usos mixtos con planta baja de ventas al por menor y viviendas de ingresos mixtos en la planta de arriba, y a la vez preserva el valor del un edificio histórico. Al usar las estructuras actuales reduce el impacto ambiental durante el proceso de construcción y
puede proporcionar una alternativa de menor costo a la
demolición y nueva construcción.
Demolición de Hoteles para Nuevas Viviendas.
Algunos de los hoteles de edad en el MRD es posible que tenga que ser demolidos para convertirse a una vivienda de mayor calidad. Figura 3.28 ilustra un tipo de vivienda que efectivamente podría sustituir a la densidad de las unidades actuales que proveen los hoteles y moteles.
Nuevo Desarrollo Residencial. Nuevas viviendas en
el oeste de Broadway podrían ayudar a satisfacer las
necesidades de vivienda en una ubicación centralizada,
eficiente, y cerca de los servicios y el transporte. Vivienda en el MRD necesitaría poca infraestructura nueva y podría apoyar a las empresas del centro. Figura 3.29 ilustra un tipo de vivienda adecuada en el MRD.
65 Chapter 3: Preferred Plan
3.6 IMPLEMENTATION
STRATEGIES
This section provides a series of strategies to implement the Preferred Plan.
1. Adopt recommended development standards
(Chapter 5).
2. Consider circulation recommendations (Chapter 4).
3. Begin a relationship with a non-profit business incubator organization. The City should recruit organizations
such as El Pajaro CDC from Watsonville, California, to
assist local entrepreneurs, particularly small business owners from the Latino community. This will become
especially important in the Plan Area where there is
large commercial development potential.
4. Enter into a relationship with King City High School and surrounding neighborhoods. By engaging community
and student groups, the City can create “buy-in” for
projects that need volunteer labor such as public
art. The City should create a space for these groups
to express themselves. Options for these expressions
include community garden plots, space for street
murals, and space for physical art.
66 City of King | West Broadway Master Plan
3.6 ESTRATEGIAS PARA
IMPLEMENTAR
Esta sección incluye una serie de estrategias para
implementar el Plan Preferido.
1. Adoptar las normas de desarrollo recomendadas
(capítulo 5).
2. Adoptar las recomendaciones para mejorar la
circulación (Capítulo 4).
3. Comenzar una relación con una organización sin fines de lucro que sirve como incubadora de negocios. La
Ciudad debería de contratar organizaciones tales como
El Pájaro CDC de Watsonville, California, para ayudar
a los empresarios locales, propietarios de negocios
pequeños en particular de la comunidad latina. Esto será especialmente importante en el área de West Broadway,
donde existe gran potencial de desarrollo comercial.
4. Entrar en una relación con King City High School y las vecindades cercas. Participar en grupos de la comunidad y de los estudiantes, la Ciudad puede crear un puente de ayuda para los proyectos que necesitan mano de obra
voluntaria, como arte público. La ciudad debe crear un
espacio para que estos grupos se expresen. Opciones
para estas expresiones incluyen parcelas de jardín
comunitario, lugares para murales, y el espacio para el arte físico.
67 Chapter 4: Circulation
4. Circulation
In This Section:
4.1 EXISTING CONDITIONS
4.2 CIRCULATION RECOMMENDATIONS
Chapter Overview
Chapter 4 summarizes the existing automotive, pedestrian, and bicycling conditions in the Plan Area and outlines
relevant existing circulation strategies.
In order to increase the Plan Area vibrancy, walkability, and pedestrian-orientation, this Chapter also provides
several circulation recommendations including the
implementation of regional bicycle plans and the
adoption of new development standards.
68 City of King | West Broadway Master Plan
4. CIRCULACIÓN
CAPÍTULO GENERAL
En resume del Capítulo 4 contiene las condiciones
peatonal, de automóvil, y de montar en bicicleta dentro del Área del Plan y se enlacen las estrategias pertinentes para ayudar las condiciones existentes de circulación.
Se presentan varias recomendaciones de circulación con
el fin de aumentar la vitalidad del Área del Plan, peatones, y la orientación de peatones, incluida recomendación es la aplicación de los planes regionales para bicicletas y la adopción de normas de desarrollo.
69 Chapter 4: Circulation
Broadway St.
Franciscan
Wy.
Canal St.
San Antonio Dr.
Mildred Ave.
San Lorenzo Ave.
Plan Area
Citywide Context Circulation Map
City Limits N
HWY 101 Access
*
Historic Corridor
101
First St.
*
Canal St.
San Antonio Dr.
Broadway St.
*
Figure 4.1 Existing circulation in a citywide context
Figure 4.2 Streets in the Plan Area
4.1EXISTING CONDITIONS
CITYWIDE CONTEXT
Broadway Street serves as a major thoroughfare in the City of King. It connects to First Street at its eastern terminus, and runs through the Historic Downtown Corridor and the Plan Area, connecting to Highway 101 at its western terminus.
Broadway Street can also be accessed from Highway 101
via Canal Street. Figure 4.1 provides a map of Broadway Street in relation to the rest of the City.
STREET TYPES
According to the 1998 General Plan the West Broadway
Master Plan Area includes two major arterials (Broadway Street and San Antonio Road), three collector streets
(Canal Street, Mildred Avenue, and Franciscan Way) and
one local street (San Lorenzo Avenue). Figure 4.2 provides a map of streets in the Plan Area. Right-of-ways vary
between 45 and 80 feet in the Plan Area and between
60 and 80 feet along Broadway Street. Most of Broadway
Street has one travel lane in each direction, and includes a center turn lane and on-street parking.
San Antonio Drive is the only four lane arterial in the Plan Area. It has a 75 foot right-of-way and no on-street parking.
According to the 1998 General Plan, San Antonio Drive is a loop road serving to divert traffic from Broadway Street and its cross streets. The existing configuration supports this type of use.
*
N
Collector Streets
Plan Area Street Map
Plan Area
Parcels
Arterial Streets
Local Streets
70 City of King | West Broadway Master Plan
4.1 CONDICIONES
ACTUALES
CONTEXTO PARA TODA LA CIUDAD
La Calle Broadway sirve como una importante vía pública para la Ciudad del Rey. Se conecta a la Celle Primera al oriente termino, y se corre a través del Histórico Corredor Central y la zona del Plan Maestro de oeste de Broadway, y es la conexión a la autopista 101 en su termino occidental.
El oeste de la calle Broadway también se puede acceder
desde la carretera 101 a través de la calle Canal. Figura
4.1 proporciona un mapa del oeste de Broadway, en
relación con el resto de la ciudad.
TIPO DE CALLES
De acuerdo con el Plan General de 1998 el Plan Maestro
del oeste de Broadway incluye dos principales arterias
(calle Broadway y San Antonio Road), y tres calles de
colector (calle Canal, la avenida de Mildred, y Franciscan Way). Figura 4.2 proporciona un mapa de las calles en el Área del Plan. El derecho de vía en las calles varían entre 45 y 80 pies en el Área del Plan y entre 60 y 80 pies a lo largo de la calle Broadway. La mayor parte de la calle
Broadway tiene un carril en cada dirección, e incluye un carril central de vuelta y estacionamiento en la calle.
San Antonio Drive es la única calle arterial de cuatro
carriles en el Área del Plan. Cuenta con una de 75 pies de derecho de vía y no se permite estacionamiento en
la calle. De acuerdo con el Plan General de 1998, San
Antonio Drive es un camino de lazo que sirve para desviar el tráfico de la calle Broadway y sus calles transversales. La configuración actual apoya este tipo de uso.
71 Chapter 4: Circulation
COMMUTER RATES
Figure 4.3 shows means of transportation to work for
commuters between 2005 and 2009. According to the US
Census (2010), 90 percent of City residents commuted to work via automobile. Fifty-five percent of car commuters were “single driver”, while 45 percent carpooled to work.
No residents reported using public transit for their work commute, one percent of commuters rode bikes, seven
percent walked, and two percent reported using some
other means of transportation.
Figure 4.4 shows travel time to work by number of commuters for 2005 to 2009 (US Census, 2010). According to the data, the greatest percentage of commuters travelled less
than 10 minutes to work (26 percent). The second highest percentage of commuters travelled between 30 and 60
minutes to work (25 percent).
Figure 4.5 shows travel time to work for commuters by
means of transportation (US Census, 2010). According to the data, approximately 40 percent of car commuters
travelled less than 15 minutes to work, while nearly 30 percent travelled over 30 minutes to work. One-hundred
percent of bike commuters travelled less than 10 minutes to work, and over 90 percent of walking commuters travelled less than 15 minutes to work. No residents reported using public transit.
90%
1%
7%
2%
Total car, truck, or van
Bicycle
Walk
Other
Figure 4.3 Means of Transportation to Work, 2005-2009
Source: US Census Bureau. 2005-2009 American Community Survey 5-Year Estimates Table B08301
Source: US Census Bureau. 2005-2009 American
Community Survey 5-Year Estimates Table B08301
Figure 4.4 Travel Time to Work, by Number of
Commuters, 2005-2009
0.00%
5.00%
10.00%
15.00%
20.00%
25.00%
30.00%
Less than 10 minutes
10 to 15 minutes 15 to 20 minutes 20 to 30 minutes 30 to 60 minutes Over 1 hour
Percentage of Commuters
Travel Time to Work
Source: US Census Bureau. 2005-2009 American
Community Survey 5-Year Estimates Table C08134
*89 estimated to travel by “Other means”
Figure 4.5 Travel Time to Work, by Means of
Transportation, 2005-2009
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
TRAVEL TIME TO WORK, BY MEANS OF TRANSPORTATION*
PERCENTAGE OF COMMUTERS
LESS THAN 10 MINUTES
10 TO 15 MINUTES
15 TO 30 MINUTES
OVER 30 MINUTES
2,815 DRIVE ALONE
1,762 CARPOOL
289
WALK
30 BICYCLE
0 TRANSIT
72 City of King | West Broadway Master Plan
TARIFAS DEL VIAJERO
La Figura 4.3 muestra los medios de transporte para los viajeros entre el 2005 y el 2009. De acuerdo con el Censo de EE.UU., el 90 por ciento de los residentes de la ciudad viaja para el trabajo a través del automóvil. Cincuenta y cinco por ciento de los viajero de coches se clasifico como viajando solo, mientras que el 45 por ciento viajan en compañía .Ninguno de los residentes reportaron
haber usado el transporte público para viajar al trabajo, uno por ciento de los pasajeros montados en bicicletas, siete por ciento caminaba, y dos por ciento reportaron
haber usado otros medios de transporte.
La Figura 4.4 muestra el tiempo de viajes al trabajo por el número de pasajeros el año 2005 a 2009 (Censo de los EE.UU.).Según los datos, el mayor porcentaje de pasajeros viajaron menos de 10 minutos al trabajo (26 por ciento). El segundo mayor porcentaje de viajeros estaban entre 30 y 60 minutos del trabajo (25 por ciento).
La figura 4.5 muestra el tiempo de viaje al trabajo por los medios de transporte (Censo de los EE.UU., 2010).
Según los datos, aproximadamente el 40 por ciento de
los viajeros en auto recorren al menos de 15 minutos al trabajo, mientras que casi el 30 por ciento viajó más de 30 minutos para trabajar. El cien por ciento de los pasajeros viajando en bicicleta están a menos de 10 minutos del
trabajo, y más del 90 por ciento de los pasajeros viajando a pie están a menos de 15 minutos del trabajo. Ninguno
de los residentes reportaron haber usado el transporte
público.
73 Chapter 4: Circulation
NON-AUTOMOTIVE CIRCULATION
CONDITIONS
Table 4.1 summarizes the existing pedestrian and bicycle levels of service (LOS) within the Plan Area. Pedestrian and bicycle LOS were calculated using a method outlined
in the article “Bicycle and Pedestrian Level-of-Service Performance Measures and Standards for Congestion
Management,” written by Linda Dixon and published in the Transportation Research Record. The method developed
by Dixon quantitatively measures existing street conditions affecting the bicycle and pedestrian environment such as lane widths, intersection impediments, traffic speeds and sidewalk maintenance. Measurements of performance
were modified slightly by the Consultant Team to best suit the City
Levels of service for bicycles and pedestrians are defined by Dixon (1996) in the Transportation Research Record.
Standards for these values are defined below.
• Pedestrian LOS. This measurement considers
existing sidewalk conditions, curb cuts, pedestrian
amenities, traffic speeds, traffic LOS, general sidewalk maintenance, and links to public transit.
• LOS A: Highly pedestrian oriented and will
likely attract pedestrian trips. These roadways
will have wide sidewalks, safe intersections,
sufficient amenities and slow traffic speeds.
• LOS B: Provide many of the amenities that
attract pedestrian trips, but lack the number
and quality of amenities in a LOS A roadway.
Pedestrians can anticipate a low to moderate
level of interaction with motor vehicle traffic.
• LOS C: Adequate for pedestrian use, but will
likely not attract a high number of pedestrian
trips. Sidewalks will likely have deficiencies in
maintenance and may be located on roadways
with high speeds and high traffic volumes.
• LOS D: Inadequate for pedestrian use. Sidewalks
will have more deficiencies in maintenance and
are more likely to violate ADA requirements.
Additionally, intersections are likely to be more
frequent and difficult.
• LOS E: Inadequate for pedestrian use. These
roadways may or may not provide a pedestrian
facility and will not meet ADA requirements.
Pedestrians can anticipate a high level of
interaction with motor vehicles.
• Bicycle LOS. This measurement considers existing bike facilities, curb cuts, traffic speeds, traffic LOS, general road maintenance, and links to transit.
Table 4.1 Existing Pedestrian and Bicycle Level of Service (LOS), by Street Segment
SEGMENT OF BROADWAY STREET PED LOS BIKE LOS PREFERRED LOS
1. Between San Antonio and Franciscan Wy. D D A - C
2. Between Franciscan Wy. and Canal St. C E A - C
3. Between Canal St. and Mildred St. C E A - C
4. Between Mildred St. and San Lorenzo Ave. C E A - C
ENTIRE CORRIDOR C E A - C
Source: Dixon, Linda B. Bicycle and Pedestrian Level-of-Service Performance Measures and Standards for Congestion Management Systems. In Transportation Research Record 1538, TRB, National Research Council, Washington, D.C., 1996. 74 City of King | West Broadway Master Plan
LAS CONDICIONES DE CIRCULACIÓN
PARA PEATONES Y CICLISTAS
Tabla 4.1 resume los servicios para los peatones y de
bicicletas (LOS) dentro del Área del Plan. Servicios para los peatones y bicicletas LOS fueron calculados utilizando un método escrito en el artículo Nivel del Servicio y congestión para Ciclistas y Peatones y las Normas de Desempeño,
escrito por Linda Dixon y publicado en el Registro de
Investigación del Transporte. El método de desarrollado por Dixon cuantitativamente analiza las condiciones
actuales de la calle que afectan a la bicicleta y el medio ambiente de peatones como lo ancho de los carriles, los impedimentos de intersección, la velocidad del tráfico y el mantenimiento de las banquetas. La evaluación del
rendimiento se han modificado ligeramente por el equipo consultor que mejor se adapte a la Ciudad.
Los niveles de servicio para las bicicletas y los peatones se definen por Dixon (1996) en el Registro de Investigación del Transporte. Las normas para estos valores se definen a continuación.
Los Servicios Peatonal. Esta medida considera las
condiciones actuales de las banquetas, rampas,
instalaciones de peatones, la velocidad del tráfico,
servicios de tráfico, el mantenimiento general de las
banquetas, así como enlaces al transporte público.
• LOS A: Orientado a los peatones que probablemente
atraerá a más viajes de peatones. Estos caminos
tendrán amplias banquetas, cruces seguros, los
servicios suficientes y de baja velocidad del tráfico.
• LOS B: Proporcionar muchas de las comodidades
que atraen a los peatones, pero carecen de la
cantidad y calidad de los servicios en una carretera.
Los peatones pueden anticipar un bajo a moderado
nivel de interacción con el tráfico de vehículos de
motor.
• LOS C: Adecuado para uso peatonal, pero es
probable que no atraen a un gran número de viajes
de peatones. Las banquetas tendrán probablemente
las deficiencias en el mantenimiento y se encuentren
en las carreteras con alta velocidad y alto volumen
de tráfico.
• LOS D: inadecuada para el uso peatonal. Las banquetas tendrán más deficiencias en el mantenimiento y son
más propensas a violar los requisitos de accesibilidad
ADA. Además, las intersecciones suelen ser más
frecuentes y más difíciles.
• LOS E: inadecuada para el uso peatonal. Estas
carreteras pueden o no constituir un servicio
de peatones y no cumplir los requisitos de ADA.
Los peatones pueden anticipar un alto nivel de
interacción con vehículos de motor.
• LOS bicicleta. Esta medida considera las instalaciones existentes de bicicletas, rampas en las banquetas, las
velocidades del tráfico, mantenimiento general de
carreteras, y los vínculos con el tránsito.
75 Chapter 4: Circulation
Pedestrian Conditions
Sidewalks are “continuous” within the Plan Area and
conditions are generally smooth and free of major tripfall hazards. However, the aesthetics of the pedestrian experience are negatively impacted by occasional
weeds and mismatched concrete.
Most intersections are marked with pedestrian crosswalks and are wheelchair accessible. There are four instances of “incomplete” pedestrian crossings, where there is at least one crossing unmarked on the pavement.
As shown in Figure 4.6 there are 27 instances of curb
cuts along Broadway Street within the Plan Area. Curb
cuts create pedestrian-vehicle conflict points and
potential safety hazards. The vertical changes in sidewalk surface also pose obstacles for pedestrians with physical challenges.
Based on these conditions, the pedestrian LOS calculated for Broadway Street is a LOS C. A LOS C is considered
adequate for pedestrian use, but will likely have
deficiencies in maintenance.
TRANSIT CONNECTIONS
The City is served by the Monterey-Salinas Transit (MTS) bus line 23 which provides connections to Soledad, Greenfield, Gonzales, Chualar, and Salinas. Data provided by MST
indicates that among 11 bus stops located in the City, an average of seven riders boarded each stop per day in
2010. There are two bus stops within the Plan Area. They are located on Franciscan Way near Broadway Street,
and on Canal Street near Bassett Street. The bus stop on Canal Street reportedly had the highest boarding rate
of any stop within the City, with more than 32 average
persons boarding per day in 2010.
• LOS A: Generally safe and attractive to all
bicyclists. Bicyclists can anticipate a low level of
interaction with motor vehicles.
• LOS B: Adequate for all bicyclists. Bicyclists can
anticipate a low level of interaction with motor
vehicles. These roadways have either on- or offstreet facilities (designated bike lane). • LOS C: Adequate for most bicyclists. Bicyclists
can anticipate a moderate level of interaction
with motor vehicles. These roadways will
typically have an on-street facility (designated
bike lane).
• LOS D: Bicyclists can anticipate a moderate
to high level of interaction with motor vehicles
and these roadways may not have an on-street
facility (designated bike lane).
• LOS E: These roadways require cautious use by
advance riders and bicyclists can anticipate a
high level of interaction with motor vehicles.
Figure 4.6 shows existing conditions along Broadway Street in the Plan Area, including stop signs, a traffic signal, bus stops, and curb cuts. Traffic is uncontrolled along Broadway Street, except for the signal light at San Antonio Drive and the four-way stop sign at Mildred Street.
Bicycle Conditions
While the wide traffic lanes allow adequate space
for bicyclists, there are no bicycle facilities in the Plan Area. In addition, the lack of crosswalks, stop signs, and signals make the area less than ideal for bicycling. The bicycle LOS for the Broadway Street corridor is a LOS E.
As described above, a LOS E for bicycles means that
bicyclists can anticipate moderate to high interaction with motor vehicles. However, despite limited bike facilities, the majority of community members who participated in
public engagement efforts reported that they feel safe
riding a bicycle on Broadway Street.
76 City of King | West Broadway Master Plan
LOS A: Por lo general lo seguro y atractivo para todos los ciclistas. Los ciclistas pueden anticipar un bajo nivel de interacción con vehículos de motor.
LOS B: Adecuada para todos los ciclistas. Los ciclistas pueden anticipar un bajo nivel de interacción con
vehículos de motor. Estos caminos tienen instalaciones
o están fuera de la calle (designado un carril para
bicicletas).
LOS C: Adecuada para la mayoría de los ciclistas.
Los ciclistas pueden anticipar un nivel moderado de
interacción con vehículos de motor. Estas carreteras suele tener una instalación en la vía pública (designado un
carril de bicicleta).
LOS D: Los ciclistas pueden anticipar un nivel de moderado a alto de interacción con vehículos de motor y carreteras que pueden no tener una instalación en la vía pública
(designado bicicleta carril).
LOS E: Estas carreteras requieren el uso prudente de los corredores y ciclistas avanzados para anticipar un alto nivel de interacción con vehículos de motor.
La figura 4.6 muestra las condiciones existentes a lo largo de la calle Broadway en el área del plan, incluyendo las señales de alto, una señal de tránsito, paradas de autobús, y rampas en las banquetas. El tráfico no es controlado a lo largo de Broadway, a excepción de la señal de luz en San Antonio de unidad y de la señal de parada de cuatro vías en la calle de Mildred.
Condiciones de bicicletas
Mientras que los carriles de circulación anchos permiten un espacio adecuado para los ciclistas, no hay
instalaciones para bicicletas en el área de Plan. Además, la falta de paseos de peatones, señales de alto, y pocas señales para el ciclismo. Los Servicios para bicicleta
por el corredor de Broadway Street es una E. Como se
describió anteriormente, una de las bicicletas LOS E
significa que los ciclistas pueden anticipar de moderada a alta interacción con vehículos de motor. Sin embargo, a pesar de las instalaciones de modo limitada, la mayoría de los miembros de la comunidad que participaron en los esfuerzos de compromiso público se sientan seguros en
bicicleta en el oeste de la calle Broadway.
Condiciones de peatones
Las banquetas son “continuas” en el Área del Plan y
las condiciones son generalmente suaves y libres de los principales peligros de caída. Sin embargo, la estética de la experiencia de los peatones se ven negativamente
afectados por las malas hierbas ocasionales y concreto
que no coinciden.
La mayoría de las intersecciones están marcadas con el
paso de peatones y personas minusválidas. Hay cuatro
arias de cruce peatonal que estan “incompletas”, o
el cruce no tiene la accesibilidad para personas con
discapacidades.
Como se muestra en la Figura 4.6, hay 27 rampas en las
banquetas a lo largo de la calle Broadway dentro del
Área del Plan. Frenar rápido crea puntos de conflicto
para el vehículo-peatón y peligros de seguridad. Los
cambios verticales en la superficie de la banqueta
también representan obstáculos para los peatones con
dificultades físicas.
En base a estas condiciones, Para mejorar los servicios para los peatones en la calle Broadway esta bajo LOS C.
LOS C se considera adecuado para el uso peatonal, pero
es probable que tengan deficiencias en el mantenimiento. 77 Chapter 4: Circulation
B
Bus Stop Bench Provided
Bus Stop
Bus Stop Shelter Provided
Broadway Street
Canal Street
South Mildred Avenue
North San Lorenzo Ave
Franciscan Way
North Mildred Avenue
San Antonio Drive
101
Plan Area
Existing Circulation Conditions Map
Stop Sign
Signal Intersection
N
Curb Cut
Figure 4.6 Map of Existing Circulation Conditions in the Plan Area B
B
B
B
78 City of King | West Broadway Master Plan
CONEXIONES DE TRANSITO
La ciudad es servida por la línea de autobús numero 23
del Monterey-Salinas Transit (MTS) que ofrece conexiones a King City, Greenfield, Soledad, Gonzales, Chualar, y
Salinas. Datos proporcionados por MST indica que entre
las 11 paradas de autobús ubicada en la ciudad, un
promedio de siete pasajeros abordaron cada parada por
día en 2010. Hay dos paradas de autobús dentro del Área del Plan. Están situados en Franciscan Way cerca de la
calle Broadway, y en Canal Street, cerca de Bassett Street.
La parada de autobús en la calle Canal supuestamente
tuvo la mayor tasa de embarque que cualquier otra
parada dentro de la ciudad, con más de 32 personas
promedio por día de embarque en 2010.
79 Chapter 4: Circulation
EXISTING CIRCULATION STRATEGIES
Broadway Street has been the subject of several
transportation planning documents and circulation
studies.
General Plan Circulation Element
The City’s 1998 General Plan Circulation Element outlines a number of goals and policies for city-wide circulation, but does not list any specific goals for Broadway Street. Key ideas mentioned in the Circulation Element include:
• Encouraging the use of bicycles as a viable
transportation mode, and assuring that pedestrian
access is fully accommodated in all new and existing
development.
• Providing bike lanes on all new arterial and collector streets, where necessary, particularly on First Street, Canal Street and San Antonio Road.
• Encouraging King City High School District to
continue the use of crossing guards to provide a safe
pedestrian crossing at Broadway and Canal Streets.
• Considering appropriate methods to regulate traffic
speeds or volumes to assure safety and to protect
the pedestrian amenity of the downtown. Methods
may include street trees, bulb-outs, wider sidewalks,
tighter turning radii, street furniture and street lighting.
Transit Authority of Monterey County
The Transit Authority of Monterey County (TAMC) identified Broadway Street as a recommended Class II Bicycle Facility in its 2010 TAMC Bicycle and Pedestrian Master Plan.
Street Improvements
City plans for the Plan Area are included in Appendix
E. The City faces the difficult challenge of balancing its automobile LOS with pedestrian and bicycle accessibility.
As figure 4.7 shows, the City has considered widening
Broadway Street to four lanes between Mildred Avenue
and Canal Street to remedy congestion as well as to
improve the intersection of Mildred Avenue and Broadway Street, which is a LOS D. This improvement would also have significant impacts on Broadway Street between Mildred
Avenue and San Antonio Avenue on Broadway Street
going from four lanes back to two lanes.
As funding for circulation improvements in the Plan
Area are solidified, the City should carefully consider the diverse needs of different user groups and opportunities to divert traffic away from Broadway Street (see Circulation Recommendation 3 and Section 3.4 for discussion of
potential new streets in the Plan Area).
Figure 4.7 Suggested Lane Addition between Mildred Avenue and Canal Street Canal Street
Mildred Avenye
N
80 City of King | West Broadway Master Plan
LAS ESTRATEGIAS DE CIRCULACIÓN
La calle Broadway ha sido sujeto para varios documentos de planificación, de transporte, estudios de circulación.
Dentro del Plan General: Elemento de Circulación
El Plan General de la Ciudad completado en 1998
contiene un Elemento de Circulación que presenta
una serie de metas y pólizas para la circulación de la
ciudad, pero no incluye metas específicas para la calle Broadway. Las claves que se mencionan en el Elemento
de Circulación son:
• Animar el uso de la bicicleta como medio de
transporte viable, y asegurar que el acceso peatonal
está totalmente alojado en todos los nuevos y actual
desarrollos.
• Proporcionar los carriles para bicicletas en todas las nuevas calles arteriales y colectoras, cuando sea
necesario, sobre todo en la calle Primera, la calle
Canal y el camino de San Antonio.
• Animar el Distrito de King City High School para
continuar el uso de guardias de cruce para
proporcionar seguridad para los peatones cruzando
las calles Broadway y Canal.
• Tomando en cuenta los métodos adecuados para
regular las velocidades del tráfico o los volúmenes para garantizar la seguridad y proteger el equipamiento
peatonal en el centro de la ciudad. Los métodos
pueden incluir árboles en las calles, salidas de bulbo, banquetas más anchas, canales de desplazamiento
más sercanas, mobiliario urbano en las banquetas y
más adumbración pública.
Autoridad de Tránsito del Condado de Monterey
(TAMC)
La Autoridad de Tránsito del Condado de Monterey
(TAMC) identificó la calle Broadway como Clase II,
recomienda Fondos de bicicletas en su Plan Maestro de
peatones y bicicletas TAMC 2010.
Áreas de mejorar las calles
Planos de la ciudad específicamente el Área del Plan
se incluyen en el Apéndice E. La ciudad se enfrenta el
reto difícil de equilibrar Los Servicios de Automóvil con Los Servicios Peatones y la accesibilidad de bicicletas.
Como muestra el gráfico 4.7 muestra, la ciudad ha
considerado la ampliación de la calle Broadway a cuatro carriles entre la avenida Mildred y la calle Canal para remedir a la congestión, así como tambien mejorar la
intersección de la avenida Mildred y la calle Broadway, como se describe LOS D. Mejorar esta área tendría
impactos importantes para la calle Broadway entre la
avenida Mildred y la avenida San Antonio dentro del
oeste de la Calle Broadway, porque pasaría de cuatro
carriles a dos carriles.
La financiación de estos mejoramientos en la circulación se solidifican, la ciudad debe considerar cuidadosamente las diversas necesidades de diferentes grupos de usuarios y las oportunidades para desviar el tráfico fuera del
oeste de la calle Broadway (véase el numero 3 de las
Recomendación de circulación y la Sección 3.4 para la
discusión de nuevas calles en el Área del Plan).
81 Chapter 4: Circulation
4.2 CIRCULATION
RECOMMENDATIONS
The following recommendations are aimed at improving
bicycle and pedestrian access while maintaining an
acceptable automobile environment.
RECOMMENDATION 1. IMPLEMENT TAMC
BICYCLE LANE SUGGESTIONS
Why: The City understands the importance of alternative modes of transportation and intends to provide nonmotorists with safe access to the businesses, schools, and parks located in or near the Plan Area.
How: Provide continuous Class II bicycle lanes of at least six feet with appropriate signs along Broadway Street
between San Antonio Drive and San Lorenzo Avenue.
Figure 4.8 illustrates potential bicycle lane alignment on a segment of Broadway Street.
Responsible Parties: Public Works, Community
Development Department
Timeframe: 5-10 years
Funding: TAMC Bicycle and Pedestrian Facilities Program RECOMMENDATION 2. LIMIT BROADWAY
STREET CURB CUTS TO IMPROVE PEDESTRIAN
AND BICYCLE SAFETY
Why: Reducing the amount of curb cuts on Broadway
Street reduces the amount of potentially dangerous
interactions between user types (vehicles, bicyclists and pedestrians). As development progresses over time,
the major points of ingress and egress will be shared or taken off Broadway Street and moved to side streets. This will result in fewer cars slowing or stopping to turn from Broadway Street, making the street safer for pedestrians and bicyclists. This also provides better access to parking, which will be required to be in the rear or on the sides of parcels.
How: Adopt Development Standards as suggested in
Chapter 5
Responsible Parties: Planning Commission and City Council Timeframe: Immediately
Funding: None Required
Figure 4.8 Potential Broadway Street Alignment with Bicycle Lanes Franciscan Way
Broadway Street
N
82 City of King | West Broadway Master Plan
4.2 RECOMENDACIONES
DE CIRCULACIÓN
Las siguientes recomendaciones están dirigidas a mejorar el acceso de bicicletas y peatones, manteniendo un
ambiente de automóviles aceptable.
RECOMENDACIÓN 1. IMPLEMENTAR
SUGERENCIAS DE TAMC (CARRIL DE
BICICLETAS)
Por qué: La ciudad comprende la importancia de los
modos alternativos de transporte y tiene la intención
de ofrecer un acceso seguro al no-conductor de las
empresas, escuelas y parques situados en o cerca
del área del Plan.
Cómo: Proporcionar Clase II carriles-bici de por lo
menos dos metros con la señalización adecuada a
lo largo de la calle Broadway entre San Antonio y
San Lorenzo Avenue. Figura 4.8 ilustra la alineación
potencial de carril bici en un segmento de la calle
Broadway.
Interesados: Obras Públicas, Departamento de
Desarrollo Comunitario
Plazo: 5-10 años
Financiación: Programa de bicicletas y peatones
TAMC instalaciones
RECOMENDACIÓN 2. LÍMITE DE BROADWAY
STREET RAMPAS EN LAS ACERAS MEJORAR
LA SEGURIDAD PEATONAL Y EN BICICLETA
Por qué: La reducción de la cantidad de rampas en
las aceras de la calle Broadway reduce la cantidad
de interacciones potencialmente peligrosas entre
los tipos de usuarios (vehículos, ciclistas y peatones).
Dado que el desarrollo progresa con el tiempo,
los principales puntos de entrada y la salida serán
compartidos con la calle Broadway y se trasladó a
las calles laterales. Esto se traducirá en menos coches retrasar o detener a su vez de la calle Broadway, por
lo que la calle más segura para peatones y ciclistas.
Esto también proporciona un mejor acceso de
estacionamiento, que tendrá que estar en la parte
trasera o en los lados de las parcelas.
Cómo: Adoptar las normas de desarrollo tal como se
sugiere en el capítulo 5
Los sujetos responsables: Comisión de Planeamiento y
el Concejo Municipal
Plazo: Inmediatamente
Financiación: No se requiere ninguno
83 Chapter 4: Circulation
RECOMMENDATION 3. REDUCE BLOCK SIZE
Why: Section 3.4 describes the large block size in the Plan Area. By breaking up the block with new streets, the Plan Area gains walkability and allows for additional automobile circulation options. New streets could also provide onstreet parking. Figure 4.9 illustrates potential locations for new streets in the Plan Area.
How: Build new streets as explained in Sections 3.4 and 3.5 Responsible Parties: Public Works, Community
Development Department
Timeframe: To Be Determined (as development projects
are approved)
Funding: Impact Fees, Exactions, Redevelopment Agency
RECOMMENDATION 4. ADDRESS
INTERSECTION ISSUES AT EAST SAN ANTONIO
DRIVE AND BROADWAY STREET
Why: The intersection at East San Antonio Drive and
Broadway Street contains an on-ramp for Highway 101,
which means there are five entry and five exit points.
As currently configured, the intersection is difficult for automobiles, bicyclists, and pedestrians to navigate.
Figure 4.10 shows the intersection with the addition of bicycle lanes.
As an alternative to a traffic signal, the CIty should
consider a roundabout for this intersection. A roundabout could provide a safer, more efficiant system for motorists, pedestrians, and bicyclists, as well as provide a landmark for the northern gateway to the City.
Figure 4.9 Potential New Streets in the Plan Area
Broadway Street
Franciscan Way
N
Canal Street
84 City of King | West Broadway Master Plan
RECOMENDACIÓN 3. REDUCIR TAMAÑO
DEL BLOQUE
Por qué: la sección 3.4 se describe el tamaño de bloque grande en el Área del Plan. Al romper el bloqueo con
nuevas calles, el Área del Plan mejora la circulación de peatonales y permite más opciones de circulación a los
automóviles. Calles nuevas también podría proporcionar
estacionamiento en la calle. La figura 4.9 ilustra posibles ubicaciones para nuevas calles en el Área del Plan.
Cómo: Crear nuevas calles, como se explica en las
secciones 3.4 y 3.5
Interesados: Obras Públicas, Departamento de
Desarrollo Comunitario
Plazo: A ser determinado (como los proyectos de
desarrollo aprobados)
Financiación: Tarifas de Impacto, exacciones,
Agencia de Reurbanización
RECOMENDACIÓN 4. ABORDAR EL
PROBLEMA DE LA INTERSECCIÓN EN
EAST SAN ANTONIO DRIVE Y LA CALLE
BROADWAY
Por qué: La intersección de East San Antonio Drive
y la calle Broadway contiene una rampa de
acceso para la autopista 101, que significa que
hay cinco entradas y cinco puntos de salida. En su
configuración actual, la intersección es difícil para
los automóviles, ciclistas y peatones para navegar
Figura 4.10 muestra la intersección con la adición de
carriles para bicicletas.
Como alternativa a una señal de tráfico, la ciudad debe considerar una rotonda de la intersección. Una rotonda
podría proporcionar un seguro, el sistema más efectivo
para los automovilistas, peatones y ciclistas, así como proporcionar un punto de referencia para la entrada
norte de la ciudad.
Sin embargo, debido a que la intersección es inusual en el tamaño y la configuración de carril, el Ayuntamiento tendrá que estudiar la viabilidad y el costo de una rotonda.
Cómo: Llevar a cabo un estudio inicial de la viabilidad y el costo de una rotonda en la intersección de East
San Antonio Drive y la calle Broadway
Interesados: Obras Públicas, Departamento de
Desarrollo Comunitario
Plazo: 2-5 años (para el estudio de viabilidad)
Financiación: Subvenciones de Caltrans
85 Chapter 4: Circulation
Figure 4.10 Intersection of Broadway Street and San Antonio Drive with Bicycle Lane Improvements on Broadway Street However, because the intersection is unusual in size and lane configuration, the City will need to study the feasibility and cost of a roundabout.
How: Conduct an initial study for the feasibility and cost of a roundabout at the intersection of East San Antonio Drive and Broadway Street
Responsible Parties: Public Works, Community
Development Department
Timeframe: 2-5 years (for feasibility study)
Funding: Caltrans Grants
86 City of King | West Broadway Master Plan
87 Chapter 5: Development Standards
5. Development Standards
Chapter Overview:
Chapter 5 provides regulatory standards governing
land use and building form within the West Broadway
Master Plan Area. The Form-Based Code implements the
community’s vision for the Plan Area and Preferred Plan described in Chapter 3.
The Form-Based Code is organized as follows: Section
5.1 (Regulating Plan) illustrates which parcels fall
within each Zone. Section 5.3-5.7 (Building Standards)
provide regulations for building placement, height, lots, encroachment, and frontages. Additional standards
provide regulations for parking requirements, allowed land uses, mobile vending carts, and sidewalk cafes.
The Form-Based Code is intended for adoption in the Zoning Code for the City of King. Upon adoption it will supersede and replace the Zoning Code provisions regarding zoning districts, allowable land uses, permit requirements, and development standards in the applicable area. If a
conflict arises between the Form-Based Standards and Title 17 of the City Municipal Code, the Form-Based Standards prevail.
In This Chapter:
5.1 REGULATING PLAN
5.2 ZONE DESCRIPTIONS
5.3 BUILDING STANDARDS: BUILDING PLACEMENT
5.4 BUILDING STANDARDS: HEIGHT & LOTS
5.5 BUILDING STANDARDS: ENCROACHMENTS &
FRONTAGES
5.6 PARKING STANDARDS
5.7 ALLOWED LAND USES AND PERMIT REQUIREMENTS
5.8 FRONTAGE TYPES
5.9 MISCELLANEOUS STANDARDS
5.10 GLOSSARY
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5.1REGULATING PLAN
Highway Serving District (HSD)
Mixed-Use Commercial District (MCD)
Districts
Mixed-Use Residential District (MRD)
N
Broadway St.
San Antonio Dr.
San Lorenzo Ave.
Canal St.
Franciscan Way
Mildred Ave.
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Highway Serving District (HSD): The primary intent of this zone is to regulate physical form and use to allow for automobileoriented development that serves visitors or residents exiting Highway 101. The secondary intent of the zone is to serve as a buffer and transition area to the more pedestrian-oriented MCD and MRD.
Mixed-Use Commercial District (MCD): The primary intent of this zone is to regulate physical form and use to encourage larger commercial development that not only creates jobs and/or generates tax revenue for the City, but also creates a sense of place, enhances the pedestrian experience, and provides services to residents and visitors.
Mixed-Use Residential District (MRD): The primary intent of this zone is to regulate physical form and use to create a mixeduse, walkable corridor adjacent to the downtown corridor. MRD also gives property owners flexibility by allowing for a variety of commercial and residential uses and frontage types.
5.2 ZONE DESCRIPTIONS
Broadway St.
Broadway St.
Broadway St. Broadway St.
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BUILDING PLACEMENT ZONE
HSD MCD MRD
BUILD-TO LINE (BTL) (DISTANCE FROM PROPERTY LINE)
Front (a) 5’ 0’ 0’
SETBACK (DISTANCE FROM PROPERTY LINE)
Side (min.) (b)
Adjacent to Residential Use - 10’ 10’
Adjacent to all other Zones 0’ 0’ 0’
Rear (min.) (c)
Adjacent to Residential Use - 10’ 10’
Adjacent to all other Zones 0’ 0’ 0’
BUILDING FORM
Primary Street Facade built to BTL (min.) (d) 60% 70% 70% NOTES
All ground floor uses must have a main entrance on the primary street or side street. Upper floor nonresidential uses must have a main entrance on the primary street. Upper floor residential uses may have their primary entrance on a side street or alley.
Any building wider than 50’ must be designed to read as a series of buildings each no wider than 50’.
Loading docks, overhead doors, and other service entries are prohibited on street-facing facades.
Primary street facade at BTL can be less than 70% for Stoop and Dooryard frontage types. See Section
5.5 for all frontage type standards.
(a)
(b)
(c)
(d)
5.3 BUILDING STANDARDS:
BUILDING PLACEMENT 5.4 5.4
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5.4 BUILDING STANDARDS: HEIGHT & LOTS
HEIGHT1 ZONE
HSD MCD MRD
Building Max. (a) 40’;
3 Stories
30’;
3 Stories
30’;
3 Stories
Finish Ground Floor Level (max. distance above sidewalk) (b) 3”2 3” 18”2 First Floor Ceiling Height (min. clearance for non-residential uses) (c) 14’ 14’ 12’ First Floor Ceiling Height (min. clearance for residential uses) (c) 8’ 8’ 8’ Upper Floor Ceiling Height (min. clearance) (d) 8’ 8’ 8’
LOT MERGERS AND SUBDIVISIONS
A Use Permit shall be submitted and appropriate findings of fact made before any subdivision or lot assembly within the Plan Area. To evaluate lot size and building site area, proposals must be found consistent and compatible with the standards within the WBMP. The following findings of fact must be made in order to approve any subdivision or lot assembly, in addition to other required findings for Use Permits in Title 17 of the City Municipal Code.
A. The lot division or assembly is in character with the Form-Based Code of the WBMP and all standards within the WBMP land guidelines.
B. The lot division or assembly is similar in size and shape to surrounding lots within the WBMP and within the same district land use designation.
(a)
(c)
(d)
(b)
NOTES
1 Minimum and maximum building heights are measured from the average finished grade at the front setback line to the base of the eave or cornice.
2 Finished ground floor level differs for the Stoop frontage type. See Section 5.5 for frontage type standards.
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5.5 BUILDING STANDARDS: ENCROACHMENTS
AND FRONTAGES
ENCROACHMENTS1, 2, 3 ZONE
HSD2 MCD MRD
FRONTAGES
Forecourt 0’ 0’ 0’
Shopfront 4 0’ 0’ 0’
Gallery 24” from
curb face
24” from
curb face
24” from
curb face
Arcade 24” from
curb face
24” from
curb face
24” from
curb face
Stoop - 0’ 0’
Dooryard - 0’ 0’
OTHER ENCROACHMENTS
Rear ground floor (max. into City property or setback) 4’ 4’ 4’
UPPER FLOOR ENCROACHMENTS (BALCONIES, BAY WINDOWS, CANTILEVERED ROOMS) Front (max.) 2’ 2’ 2’
Side Street (max. into City property or setback) 4’ 4’ 4’ Rear (max. into City property or setback) 6’ 6’ 6’
NOTES
1 Any encroachment onto City property requires a City encroachment permit. 2 HSD has a 5’ build-to line. In HSD, an encroachment occurs when a building enters into the setback. 3 In no case shall an encroachment extend beyond 24” from curb face. 4 Awnings may encroach into the right-of-way up to 24” from curb face. - Not permitted in Zone.
(a)
(a) (b)
(a)
(b)
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PARKING ZONE
HSD MCD MRD
LOCATION (DISTANCE FROM PROPERTY LINE)
Front Setback (min.) 30’ 30’ 30’
Side Setback (min.) 0’ 0’ 0’
Side Street Setback (min.) 5’ 5’ 5’
Rear Setback (min.) 5’ 5’ 5’
Parking Drive Width (max.) 15’ 11’ 11’
REQUIRED SPACES
Ground Floor
Uses < 3,000 sf none none none
Uses > 3,000 sf 1 space/1,000 sf 1 space/1,000 sf 1 space/1,000 sf Upper Floors
Residential Uses 1 space/unit 1 space/unit 1 space/unit Other Uses 1 space/1,000 sf 1 space/1,000 sf 1 space/1,000 sf NOTES
These parking standards apply to new development, additions greater than 50 percent of the existing structure, and land use changes in existing structures. Existing uses or similar uses that move into existing spaces do not need to provide additional parking.
Parking should be located behind buildings and structures. 50% of the on-street parking spaces adjacent to lot can count toward parking requirements.
If required minimum space total is not a whole number, it must be rounded up to the nearest whole number.
Parking may be provided off-site within 1,320 feet or as shared parking.
Parking drives are highly discouraged along Broadway Street and only permitted if there is no other option for access to parking.
On corner lots, parking drives shall not be located on primary street.
Shared drives are encouraged between adjacent lots.
Off-street spaces do not need to be covered.
5.6 PARKING STANDARDS
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Chapter 5: Development Standards
5.7 ALLOWED LAND USES AND
PERMIT REQUIREMENTS
LAND USE TYPE1, 2, 3 ZONE
HSD MCD MRD
RECREATION, EDUCATION & PUBLIC ASSEMBLY
Commercial recreation facility: Indoor
< 1,500 sf P P P
> 1,500 sf UP UP UP
Health/fitness facility
< 1,500 sf P P P
> 1,500 sf P UP UP
Library, museum, or art gallery P P P
Meeting facility, public or private P UP UP
Park, playground P P P
School, public or private UP UP UP
Studio: art, dance, martial arts, music, etc.
< 1,500 sf P P P
> 1,500 sf UP UP UP
Theater, cinema, or performing arts
< 5,000 sf P P UP
> 5,000 sf UP UP UP
RESIDENTIAL
Ancillary Building P P P
Dwelling: Multi-Family-Rowhouse - - P
Dwelling: Multi-Family-Triplex - - P
Dwelling: Multi-Family-Fourplex or larger - UP P
Group Home, 6 or fewer residents P4 P4 P
Group Home, 7 or more residents P4 P4 P
Live/work unit - P4 P
Mixed-use project residential component P4 P4 P
RETAIL
Artisan Shop - P P
Bar, tavern, night club UP UP UP
1 A definition of each Land Use Type can be found in the Glossary. 2 Similar uses permitted or conditionally permitted, as determined by the Director or the Planning Commission to be of the same general character as the listed uses.
3 Drive-thrus are not allowed with any use in any Zone except HSD. 4 Residential allowed on upper floors or behind a non-residential use. 102
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Chapter 5: Development Standards
LAND USE TYPE1, 2, 3 ZONE
HSD MC MR
RETAIL, CONT.
General retail, except with any of the following features: P P P Alcoholic beverage sales, off-premise UP UP UP
Floor area over 8,000 sf UP UP UP
On-site production of items sold UP UP -
Operating between 9 pm and 7 am UP UP UP
Neighborhood Market < 8,000 sf P P P
Nursery < 10,000 sf - UP UP
Restaurant, café, coffee shop P P P
SERVICES: BUSINESS, FINANCIAL, PROFESSIONAL
ATM P P P
Business support service - P P
Financial Services - P P
Medical services: Clinic, urgent care P UP UP
Medical services: Doctor Office P P UP
Medical services: Extended Care UP UP UP
Office: Professional, administrative P P P
SERVICES: GENERAL
Bed & Breakfast
4 guest rooms or less - P P
Greater than 4 guest rooms - UP UP
Child day-care centers - P P
Child day-care: Large family day-care homes - P P
Child day-care: Small family day-care homes - P P
Lodging P UP UP
Personal Services P P P
TRANSPORTATION, COMMUNICATIONS, INFRASTRUCTURE
Parking facility, public or private UP UP UP
Train/multi-modal depot UP UP UP
Wireless telecommunications facility UP UP -
VEHICLE SERVICES
Auto Gas Station P P UP
Auto Parts Sales - P UP
Auto Repair Garage - P UP
Car Wash UP P UP
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Chapter 5: Development Standards
5.8 FRONTAGE TYPES
ARCADE
An Arcade is a frontage wherein a colonnade
supporting habitable space overlaps the sidewalk,
and the ground floor facade is aligned with the
property line. Arcades should be used in conjunction
with Shopfront frontages.
The Arcade must extend close enough to the curb
so that a pedestrian cannot bypass it. The space
between the face of the curb and the outside face
of the posts or columns should be 24 inches from
curb face to provide sufficient room for overhanging
bumpers but to discourage walking along the outside
of the Arcade. Additionally, Arcades should provide
a minimum of eight feet between the building
facade and the inside of the posts or columns, and a
minimum of 10 feet clearance above the sidewalk.
Arcades are most effective if they are used on both
sides of the street and for the entire length of the
block, and can be combined with Galleries.
Key Design Characteristics:
• Upper floors project into the right-of-way;
• Colonnades support the building mass above
the sidewalk;
• Typically combined with Shopfronts.
ROW Property Line
Easement
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Chapter 5: Development Standards
DOORYARD
Dooryards are elevated gardens or terraces
providing flexible outdoor space. If a building’s
ground floor use is residential, Dooryards are
typically landscaped to provide additional buffer
and privacy. If the ground floor use is commercial,
Dooryards are typically hardscaped to provide
outside seating or merchandise display areas.
Dooryards are enclosed by low garden walls built
to the property line, with steps leading from the
sidewalk to the elevated yard. Building facades are
set back from the property line, and buildings are
accessed directly from the Dooryards.
Garden walls enclosing the Dooryard should not
exceed 42 inches in height. Landscaping should be
limited to plants not exceeding 42 inches height at
maturity.
Key Design Characteristics:
• Front yard is elevated and enclosed by a low
garden wall;
• Steps lead from the sidewalk to the Dooryard,
which provides direct access to the building.
ROW Property Line Setback
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Chapter 5: Development Standards
FORECOURT
A Forecourt is a frontage wherein a portion of the
facade is on the built-to-line and a portion (usually
a central portion) is set back, creating a small
court space. The space can be used as an entry or
shared garden court for apartment buildings, or as
an additional shopping or restaurant seating area
within commercial and mixed-use areas. Forecourts
may be landscaped or paved, depending on the
ground floor uses. Forecourts may be combined with
other frontage types, such as Shopfronts or Awnings.
Forecourts shall be at minimum ten feet in width and
depth, however, the width of a Forecourt shall not
exceed 30 percent of the overall facade width, and
the depth shall be equal to or less than the width.
Eighty percent of the ground floor frontage should
be transparent (windows or doors with glass panels)
and 30 percent of the upper floor frontage should
be transparent. The proportions and orientation of
Forecourts should be carefully considered for solar
orientation and user comfort.
Key Design Characteristics:
• A portion of the building is set back and provides
building access;
• Forecourts may be combined with other frontage
types;
• Forecourts may be landscaped or hardscaped,
and may be elevated.
ROW Property Line
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Chapter 5: Development Standards
GALLERY
A Gallery is a frontage wherein the main facade
is at the property line and the gallery element
encroaches on the sidewalk. The entry should be at
the same grade as the sidewalk. Galleries can be
one story in a two story building, and two stories in a three story building. Galleries must have a consistent
depth along a frontage and should be used with
a Shopfront frontage. The upper floor of a gallery
should be used as active balcony space serving
upper floor residential and office uses.
The Gallery must extend close enough to the curb
so that a pedestrian cannot bypass it. The space
between the face of the curb and the outside face
of the posts or columns should be 24 inches from
curb face to provide sufficient room for overhanging
bumpers but to discourage walking along the outside
of the Gallery. Additionally, Galleries should provide
a minimum of eight feet between the building
facade and the inside of the posts or columns, and a
minimum of 10 feet clearance above the sidewalk.
Galleries are most effective if they are used on both
sides of the street and for the entire length of the
block.
Key Design Characteristics:
• Colonnade attached to the building facade
projects over the sidewalk;
• Typically combined with storefronts.
ROW Property Line
Easement
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Chapter 5: Development Standards
SHOPFRONT
A Shopfront is a frontage wherein the main facade
of the building is at or near the property line,
although partially recessed storefronts, such as
recessed entrances, are common. Shopfronts are
conventional for retail use. Shopfront frontages
should have a canopy, awning or pedestrianscale sign overhanging the sidewalk. The building entrance should be at sidewalk grade and provide
direct access to a non-residential ground floor use.
Eighty percent of the ground floor frontage should
be transparent (windows or doors with glass panels)
and 30 percent of the upper floor frontage should
be transparent.
Key Design Characteristics:
• Storefront with large, transparent windows and
doors aligned with the property line;
• Entrance at sidewalk grade;
• Optional awnings project over the sidewalk.
ROW Property Line
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Chapter 5: Development Standards
STOOP
A Stoop is a frontage wherein the main facade is
aligned close to the frontage line and the elevated
stoop is built to the property line, engaging the
sidewalk. The entrance is usually an exterior stair and landing. Building facades are set back just enough
to provide space for the Stoop.
Stoops should be elevated a minimum of 18 inches
and a maximum of 36 inches from the sidewalk to
secure privacy for the windows. A Stoop’s landing
may be covered or uncovered, and should be at
minimum four feet wide and four feet deep to
provide sufficient usable space.
Landscaping on either side of the Stoop may be at
grade or elevated, and may be surrounded by a
wall not exceeding 24 inches in height. Landscaping
should be limited to plants not exceeding 42 inches
height at maturity.
Key Design Characteristics:
• Short stairs with small covered or uncovered
landings provide access to the building;
• Stoop may be parallel or perpendicular to the
sidewalk;
• Stoop may be combined with raised planting
beds and low garden walls.
ROW Property Line Setback
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Chapter 5: Development Standards
5.9 MISCELLANEOUS STANDARDS
MOBILE VENDING CARTS
No part of a mobile vending cart shall encroach upon any part of the sidewalk frontage of any adjacent premises, right-of-way, or alley.
An operating establishment shall not sell, serve or allow consumption of alcoholic beverages from its mobile vending cart without receiving the required license from the State ABC. Alcoholic beverages shall be served from the mobile vending cart only if being consumed on-site at the establishment. Notwithstanding any contrary or different hours of operations in its alcoholic beverages license, an establishment shall not sell, serve or allow consumption of alcoholic beverages from a mobile vending cart after the mobile vending cart’s closing time.
A mobile vending cart shall comply with all applicable building, health, safety, fire, zoning, and environmental standards.
SIDEWALK CAFÉS
No part of a sidewalk café area shall encroach upon any part of the sidewalk frontage of any adjacent premises, right-of-way, or alley.
A sidewalk café must leave a minimum five-foot unobstructed passageway for pedestrians along the length of the café. The five-foot pedestrian passageway must be free of planter strips, tree wells, or any other sidewalk vegetation.
The passageway must also be free of streetlights, flag poles, trash receptacles, benches, or any other physical obstruction narrowing the width of the passageway.
An encroachment permit must be secured from the Public Works Department before operating a sidewalk café.
The holder of a sidewalk café permit shall fully insure, indemnify, defend and hold harmless the City and in their capacity as such, the officers, agents, and employees thereof from and against any and all claims and damages in any way arising out of or through the acts or omissions of the permit holder or its employees in the construction, operation, maintenance, use, placement or condition of the sidewalk café. An applicant for a sidewalk café shall provide proof of such insurance before an encroachment permit may be issued or renewed.
A sidewalk café shall close and all café seating shall be removed from the café area no later than 11 p.m. The café area shall be cleared of all other furniture, debris, and obstructions to the sidewalk no later than midnight. Exceptions to this standard may be allowed with a Use Permit.
An operating establishment shall not sell, serve or allow consumption of alcoholic beverages on its sidewalk café without receiving the required license from the State ABC. Alcoholic beverages shall be served on the sidewalk café only in conjunction with the service of food. Notwithstanding any contrary or different hours of operations in its alcoholic beverages license, an establishment shall not sell, serve or allow consumption of alcoholic beverages on its sidewalk café after the sidewalk café’s closing time.
The following are prohibited in the café area: cooking of food; unshielded trash or refuse storage; advertisements (exclusive of menus intended to be read from the café); outdoor entertainment, music, speakers or public address systems; and exclusively carry out transactions.
A sidewalk café shall comply with all applicable building, health, safety, fire, zoning, and environmental standards. 118
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Chapter 5: Development Standards
A. Definitions
Alcoholic Beverage Sales, Off-Premise: The retail sale of beer, wine, and/or spirits in sealed containers for off-site consumption, either as part of another retail use, or as a primary business activity.
Ancillary Building: A building that is secondary or ancillary to a primary structure on the lot.
Artisan Shop: Premises used for the creation, assemblage, and/or repair of artifacts, using handpowered and table-mounted electrical machinery. Includies the retail sale of these items.
ATM: An automated teller machine (ATM) is a omputerized, self-service machine used by banking customers for financial transactions, including deposits, withdrawals and fund transfers, without faceto-face contact with financial institution personnel.
Automobile Gas Station: A building, lot, or use having fuel pumps and storage tanks where motor vehicle fuels, lubricating oil, grease, or accessories for motor vehicles are dispensed, sold, or offered for sale only. Repair services are an incidental use. Retail sales are limited to a convenience market up to 2,500 square feet.
Automobile Parts Sales: Stores that sell new or re-manufactured automobile parts, tires, and accessories.
Establishments that provide installation services are instead included under “Auto repair garage.” Automobile Repair Garage: A garage used for general repair, rebuilding or reconditioning of engines, motor vehicles or trailers; towing service; for collision service including body or frame, strengthening or repair,; or for painting. Includes businesses dealing in used parts and tire recapping establishments.
B. Definitions
Bar, Tavern, Night Club:
Bar, Tavern: A business where alcoholic beverages are sold for on-site consumption. The business does not operate as part of a larger restaurant. Includes bars, taverns, pubs, wine bars and tasting rooms, and similar establishments where any food service is subordinate to the sale of alcoholic beverages. May also include beer brewing as part of a microbrewery (“brew-pub”) and other beverage tasting facilities.
Night Club: A facility serving alcoholic beverages for on-site consumption, and providing entertainment, examples of which include live music and/or dancing, comedy, etc. Does not include adult-oriented businesses.
Bed & Breakfast: A residential structure with one or more bedrooms rented for overnight lodging, where meals may be provided subject to applicable Health Department regulations.
Build-to Line (BTL): A property line along which a building façade must be placed.
5.10 GLOSSARY
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Business Support Service: An establishment within a building that provides services to other businesses.
Examples of these services include: computer-related services (rental, repair); copying, quick printing, and blueprinting services; film processing and photofinishing (retail); land mailing and mail box services.
C. Definitions
Car Wash: A place where motor vehicles are vacuumed, cleaned, washed and/or waxed. Does not include the retail sale of motor vehicle fuels.
Child Day-Care: The provision of nonmedical care and supervision of minor children for periods of less than twenty-four hours. This land use includes the following types of facilities, all of which are required to be licensed by the California State Department of Social Services:
Child Day-Care Center: Commercial or non-profit child day-care facilities designed and approved to accommodate fifteen or more children. Includes infant centers, preschools, sick-child centers, and school-age day-care facilities. These may be operated in conjunction with other approved land uses, or as an independent land use.
Large Family Day-Care Home: A day-care facility located in a single-family residence where an occupant of the residence provides care and supervision for eight to fourteen children. Children under the age of ten years who reside in the home count as children served by the day-care facility.
Small Family Day-Care Home: A day-care facility located in a single-family residence where an occupant of the residence provides care and supervision for either six or fewer children, or eight or fewer children provided that no more than two of the children are under the age of two and at least two of the children are over the age of six. Children under the age of ten years who reside in the home count as children served by the day-care facility.
Commercial Recreation Facility, Indoor: An establishment providing indoor amusement and entertainment services as a primary use for a fee or admission charge, including: bowling alleys, coin-operated amusement arcades, electronic game arcades (video games, pinball, etc.), ice skating and roller skating, and pool and billiard rooms. Four or more electronic games or amusement devices (e.g., pool or billiard tables, pinball machines, etc.) in any establishment, or a premises where 50 percent or more of the floor area is occupied by electronic games or amusement devices, are considered a commercial recreation facility; three or fewer machines or devices are not considered a land use separate from the primary use of the site. This use does not include adult-oriented businesses.
D. Definitions
Day Care Center: See Child Day-Care Facility.
Dwelling, or Dwelling Unit: A room or group of internally connected rooms that have sleeping, cooking, eating, and sanitation facilities, but not more than one kitchen, which constitute an independent housekeeping unit, occupied by or intended for one household on a long-term basis.
Dwelling, Multi-Family: A residential structure containing two or more dwelling units located either side by side or one on top of the other.
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Fourplex or Larger: A building with four or more separate dwellings.
Rowhouse: A building with two or more single-family dwellings located side by side, with common walls on the side lot lines, the façades reading in a continuous plan.
Triplex: A building with three separate dwellings.
F. Definitions
Façade: The vertical surface of a building, generally set facing a street (“front façade”).
Financial Services: Includes banks and trust companies, credit agencies, holding companies, lending and thrift institutions, other investment companies, securities/commodity contract brokers and dealers, security and commodity exchanges, vehicle finance (equity) leasing agencies. Does not include check-cashing stores.
G. Definitions
General Retail: Stores and shops intended to serve as destination retail, rather than convenience shopping.
Examples of these stores and lines of merchandise include: antique stores; art galleries, art supplies, including framing services; books, magazines, and newspapers; cameras and photographic supplies; clothing, shoes, and accessories, including boutiques and vintage clothing stores; collectibles (cards, coins, comics, stamps, etc.); drug stores and pharmacies; dry goods, fabrics and sewing supplies; furniture and appliance stores; general merchandise; hobby materials; home and office electronics; house plants or other nursery products, including cut flowers; jewelry, luggage and leather goods; musical instruments; small wares; specialty grocery stores; specialty shops; sporting goods and equipment; stationery, toys and games; variety stores; and videos, DVD’s, records, CD’s, including rental stores, but does not include drivethrus.
Group Home: A dwelling unit licensed or supervised by any federal, State or local health/welfare agency which provides twenty-four-hour nonmedical care of unrelated persons who are not disabled but are in need of personal services, supervision, or assistance essential for sustaining the activities of daily living or for the protection of the individual in a family-like environment. Group Homes include: Children’s homes; rehabilitation centers; and self-help group homes. Medical care may be provided in conjunction with group homes that provide alcoholism or drug abuse recovery or treatment services. Convalescent homes, nursing homes and similar facilities providing medical care are included under the definition of “Medical Services - Extended Care.”
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H. Definitions
Health/Fitness Facility: A fitness center, gymnasium, health or athletic club, which may include any of the following: exercise machines, weight facilities, or group exercise rooms; sauna, spa or hot tub facilities; indoor tennis, handball, or racquetball; archery and shooting ranges; other indoor sports activities; and indoor or outdoor pools.
L. Definitions
Library, Museum, Art Gallery: Public or quasi-public facilities, examples of which include: aquariums, arboretums, art galleries and exhibitions, botanical gardens, historic sites and exhibits, libraries, museums, planetariums, and zoos. May also include accessory retail uses such as a gift/book shop, restaurant, etc.
Live-Work Unit: An integrated housing unit and working space, occupied and utilized by a single household in a structure that has been designed or structurally modified to accommodate joint residential occupancy and work activity, and which includes:
1. Complete kitchen space and sanitary facilities in compliance with the Building Code; and
2. Working space reserved for and regularly used by one or more occupants of the unit.
Lodging: A facility (typically a hotel or motel) with guest rooms or suites, with or without kitchen facilities, rented to the general public for transient lodging. Hotels typically include a variety of services in addition to lodging; for example, restaurants, meeting facilities, personal services, etc. Also includes accessory guest facilities such as swimming pools, tennis courts, indoor athletic facilities, accessory retail uses, etc.
M. Definitions
Medical Services - Clinic, Urgent Care: A facility other than a hospital where medical, mental health, surgical and other personal health care services are provided on an outpatient basis. Examples of these uses include: medical offices with five or more licensed practitioners and/or medical specialties, outpatient care facilities, urgent care facilities, and other allied health services. These facilities may also include incidental medical laboratories. Counseling services by other than medical doctors or psychiatrists are included under “Offices - Professional/Administrative.” Medical Services - Doctor Office: A facility other than a hospital where medical, dental, mental health, surgical, and/or other personal health care services are provided on an outpatient basis, and that accommodates no more than four licensed primary practitioners (for example, chiropractors, medical doctors, psychiatrists, etc.) within an individual office suite. A facility with five or more licensed practitioners is instead classified under “Medical Services - Clinic, Urgent Care.” Counseling services by other than medical doctors or psychiatrists are included under “Offices - Professional/Administrative.” 123
Chapter 5: Development Standards
Medical Services - Extended Care: Residential facilities providing nursing and health-related care as a primary use with in-patient beds. Examples of these uses include: board and care homes; convalescent and rest homes; extended care facilities; and skilled nursing facilities. Long-term personal care facilities that do not emphasize medical treatment are included under “Group Home.” Meeting Facility, Public or Private: A facility for public or private meetings, including: community centers; religious assembly facilities (e.g., churches, mosques, synagogues, etc.); civic and private auditoriums; and Grange halls, union halls, meeting halls for clubs and other membership organizations, etc. Also includes functionally related internal facilities such as kitchens, multi-purpose rooms, and storage. Does not include conference and meeting rooms accessory and incidental to another primary use, and which are typically used only by on-site employees and clients, and occupy less floor area on the site than the offices they support. Does not include: cinemas, performing arts theaters, indoor commercial sports assembly or other commercial entertainment facilities. Related on-site facilities such as day care centers and schools are separately defined, and separately regulated by this Form-Based Code.
Mixed-use: Multiple functions within the same building or the same general area through superimposition or within the same area through adjacency.
N. Definitions
Neighborhood Market: A neighborhood serving retail store of 8,000 square feet or less in gross floor area, primarily offering food products and merchandise oriented to daily convenience shopping needs. May be combined with smaller scale food service (e.g., delicatessen).
Nursery: A commercial agricultural establishment, where plants are propagated, grown or cultivated or from which source plants are offered for distribution or sale. Also includes establishments engaged in the sale of these products (e.g., wholesale and retail nurseries) and commercial-scale greenhouses. Does not include the outdoor production of ornamental plants in the soil on the site. The sale of house plants or other nursery products entirely within a building or greenhouse is also included under “General Retail.” 124
City of King | West Broadway Master Plan
O. Definitions
Office: Business, Service, Professional and Administrative.
Professional and Administrative: Office-type facilities occupied by businesses that provide professional services or are engaged in the production of intellectual property. Examples of these uses include:
accounting, auditing and bookkeeping services; advertising agencies; attorneys; business associations and chambers of commerce; commercial art and design services; construction contractors (office facilities only); counseling services; court reporting services; design services including architecture, engineering, landscape architecture, urban planning, detective agencies and similar services; educational, scientific and research organizations; financial management and investment counseling; insurance agents; literary and talent agencies; management and public relations services; media postproduction services; news services; photographers and photography studios; political campaign headquarters; psychologists; real estate agents; secretarial, stenographic, word processing, and temporary clerical employee services; travel agencies; utility company offices; and writers and artists offices.
P. Definitions
Park, Playground: An outdoor recreation facility that may provide a variety of recreational opportunities including playground equipment, open space areas for passive recreation and picnicking, and sport and active recreation facilities.
Parking Facility, Public or Private: Parking lots or structures operated by the City, or a private entity providing parking for a fee. Does not include towing impound and storage facilities.
Personal Services: Establishments that provide non-medical services to individuals as a primary use.
Examples of these uses include: barber shops and beauty salons; clothing rental; dry cleaning pick-up stores with limited equipment; home electronics and small appliance repair; laundromats (self-service laundries); locksmiths; massage (licensed, therapeutic, non-sexual); nail salons; pet grooming with no boarding; shoe repair shops; tailors; and tanning salons. These uses may also include accessory retail sales of products related to the services provided.
R. Definitions
Residential Care, 6 or Fewer Clients: A single dwelling or multi-unit facility with six or fewer clients, licensed or supervised by a federal, State, or local health/welfare agency that provides 24-hour nonmedical care of unrelated persons who are handicapped and in need of personal services, supervision, or assistance essential for sustaining the activities of daily living or for the protection of the individual in a family-like environment. Does not include “Day Care Centers”, which are separately defined. 125
Chapter 5: Development Standards
Residential Care, 7 or more Clients: A single dwelling or multi-unit facility with seven or more clients, licensed or supervised by a federal, State, or local health/welfare agency that provides 24-hour nonmedical care of unrelated persons who are handicapped and in need of personal services, supervision, or assistance essential for sustaining the activities of daily living or for the protection of the individual in a family-like environment. Does not include “Day Care Centers,” which are separately defined.
Restaurant, Cafe, Coffee Shop: A retail business selling ready-to-eat food and/or beverages for on - or off-premise consumption. Drive-thru services are not allowed in the MCD and MRD Zones. These include eating establishments where customers are served from a walk-up ordering counter for either on- or offpremise consumption (“counter service”); establishments where customers are served food at their tables for on-premise consumption (“table service”), that may also provide food for take-out; and establishments with sidewalk cafes and mobile vending carts. Mobile vending carts on private property are subject to all relevant health and safety regulations.
S. Definitions
School, Public or Private: Includes the following facilities:
Elementary, Middle, Secondary: A public or private academic educational institution, including elementary (kindergarten through 6th grade), middle and junior high schools (7th and 8th grades), secondary and high schools (9th through 12th grades), and facilities that provide any combination of those levels. May also include any of these schools that also provide room and board.
Specialized Education/Training: A school that provides education and/or training, including tutoring, or vocational training in limited subjects. Examples of these schools include: art school; ballet and other dance school; business, secretarial, and vocational school; computers and electronics school; drama school; driver education school; establishments providing courses by mail; language school; martial arts; music school; professional school (law, medicine, etc.); and seminaries/religious ministry training facilities.
Does not include pre-schools and child day care facilities (see “Day Care Center”). See also the definition of “Studio - Art, Dance, Martial Arts, Music, etc.” for smaller-scale facilities offering specialized instruction.
Setback: The mandatory distance between a property line and a building or appurtenance. This area must be left free of structures that are higher than three feet excluding fences, except as noted in the Development Standards.
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Studio: Art, Dance, Martial Arts, Music, etc: Small scale facilities, typically accommodating no more than two groups of students at a time, in no more than two instructional spaces. Examples of these facilities include: individual and group instruction and training in the arts; production rehearsal; photography, and the processing of photographs produced only by users of the studio facilities; martial arts training studios; and gymnastics instruction, aerobics, and gymnastics studios with no other fitness facilities or equipment.
Also includes production studios for individual musicians, painters, sculptors, photographers, and other artists.
T. Definitions
Theater, Cinema or Performing Arts: An indoor facility for group entertainment, other than sporting events.
Examples of these facilities include: civic theaters, facilities for “live” theater and concerts, and movie theaters.
Transparency: The percentage of a building facade that is made from glazed clear glass.
Train/multi-modal depot: Passenger stations for vehicular and rail mass transit systems; also terminal facilities providing maintenance and service for the vehicles operated in the transit system. Includes buses, taxis, railway, etc.
U. Definitions
Use Permit: The terms Use Permit and Conditional Use Permit are used interchangeably in this document.
W. Definitions
Wireless Telecommunications Facility: Public, commercial and private electromagnetic and photoelectrical transmission, broadcast, repeater and receiving stations for radio, television, telegraph, telephone, data network, and wireless communications, including commercial earth stations for satellite-based communications. Includes antennas, commercial satellite dish antennas, and equipment buildings. Does not include telephone, telegraph, and cable television transmission facilities utilizing hard-wired or direct cable connections.
127
Appendices
128
Appendix A
Stakeholder Interview Survey Instrument
City of King West Broadway Master Plan
Stakeholder Interview Questions
7/26/10
Date: Interviewer:
Duration: Format (circle): one-on-one group phone
Name: King City resident?
Occupation: Affiliation:
Contact Information:
Confidentiality: Per Lisa Wise Consulting, Inc. policy and internal protocol we ensure that your name and identifying information is kept confidential. Any remarks or information provided during this interview will not be associated with your name for report, presentation, and discussion purposes. Your participation is voluntary and you may terminate the interview at any time.
1. What do you like best about the West Broadway area? What do you see as strengths?
2. What do like least about the West Broadway area? What do you see as weaknesses or challenges?
3. What types of services are or have been successful in the West Broadway area?
4. What type of services would you like to see in the West Broadway area?
5. Are there specific issues with pedestrian, bicycle and automobile safety on West Broadway Street?
6. What would make West Broadway Street more walkable or bikeable?
7. Please rank the following in order of importance:
___ Sidewalks
___ Street trees
___ Pedestrian Safety
___ Street Furniture
___ Bicycle Lanes
___ Other ________________
8. What is your vision for the West Broadway area?
9. Any additional comments?
129
Appendix B
City of King | West Broadway Master Plan
Stakeholder Interviews Summary
In early 2010 the City of King was awarded a second Caltrans Environmental Justice Grant for strategic planning for West Broadway Street. The West Broadway Master Plan (Plan) is an extension of the Historic Corridor Revitalization Plan (2009 Environmental Justice Grant). The Plan aims to enhance consistency and flow through the City’s Downtown Core.
The West Broadway Master Plan will provide guidance for enhancing business opportunities; access to jobs and shopping for underserved residents; recommendations for redevelopment and infill projects; implementation programs; and circulation and streetscape improvements for transit, pedestrians, and bicyclists.
A robust and inclusive public participation process will drive the preparation of the Plan.
Community input is critical to creating a community vision that reflects the City’s history and strengthens community identity. Input from a wide range of stakeholders is important to the process and is a major component of the Grant.
In July 2010 the Consultant Team conducted personal interviews with 11 stakeholders representing a range of interests in the City. The one-on-one interviews provided a formal setting to gather feedback from interested stakeholders. Interviewees were invited to participate based on the recommendations of the City of King’s Community Development Department and its director, Doreen Liberto-Blank.
The Consultant Team will continue to collect input from the community via four Community Workshops scheduled from August 2010 through April 2011. The interviews summarized in this report are a key component in understanding the community’s vision of the West Broadway Planning Area.
Nature of the Interview Process
The interviews were comprised of general, open‐ended questions intended to invite conversation (see Appendix A for the interview instrument). This method relies on interviewees to drive the interview session in an open, conversational manner. The aim of the interviews was to collect information regarding the community’s current impression of existing conditions along West Broadway Street, and what they envision the area to become in the future. The interviews provide a wide range of responses and help develop a picture of the most important issues facing West Broadway Street.
The design for the fieldwork protocol is derived from a long tradition of anthropological and sociological research that champions the importance of questions that are informant centered, that honor the informant’s perception of a problem and that work toward integrating multiple views of the same problem.
Stakeholder Interview Summary Results
130
The Interviews
The interviews were conducted over the course of two days (July 27, 2010 and July 28, 2010). A total of 11 people were interviewed in 10 interview sessions. Interviews were conducted by two members of the Consulting Team and lasted between 30 minutes and one hour each.
Interviewers collected basic demographic data on each interviewee including whether or not the interviewee was a resident of the City of King, their professional role and affiliation, and their impressions of West Broadway Street. Among interviewees, 46 percent were business owners and advocates, 27 percent were community workers, 18 percent were media representatives, including employees from the local radio station and newspaper, and nine percent were elected or appointed City officials (see Figure 1).
Primary Areas of Concern
Interviewees were asked to discuss the weaknesses or areas of concern along West Broadway Street. The results were categorized by the Consultant Team into three major areas of concern:
poor visual quality, lack of safety, and limited services. Table 1 shows these primary categories and lists the key issues mentioned by stakeholders for each category. Figure 2 illustrates the frequency each category was mentioned. Poor visual quality represented 62 percent of responses, lack of safety represented 23 percent, and a lack of services was reported by 15 percent of the respondents.
9%
27% 46%
18%
Interview Subjects Profile
Elected or Appointed City
Officials
Business Owner or
Advocate
Community Workers
Media Representatives
Figure 1. Stakeholder Interview Subjects Profile
Appendix B
Stakeholder Interview Summary Results, continued
131
Figure 2. Primary Areas of Concern
Table 1. Primary Areas of Concern, and Key Issues
Category Issues
Poor Visual Quality Too many vacant lots; Poor curb-appeal of trailer parks cemetery, and motels; Large parking lots.
Lack of Safety Too dark at night; Difficult to see pedestrians; Area not walkable.
Limited Services Lack of restaurants, furniture stores, and clothing stores; Need more services for high school students.
Strengths
Respondents were also asked to discuss the strengths of West Broadway. The most frequently mentioned strength was the presence of King City High School. Other common responses included the Auto Plaza, Mee Memorial Hospital, West Broadway’s location as the City’s “Main” street, existing landscaping, the auditorium at King City High School, and the Safeway shopping center. Figure 3 illustrates the primary strengths, and the frequencies they were mentioned by stakeholders.
62%
23%
15%
Primary Areas of Concern
Poor Visual Quality
Lack of Safety
Limited Services
Appendix B
Stakeholder Interview Summary Results, continued
132
Figure 3. Primary Strengths
Desired Services
Interview subjects were asked to consider services they would like to see on West Broadway.
Responses were organized into two categories: Private Realm and Public Realm. These primary categories were further organized into subcategories. Table 2 shows primary and subcategories for desired services in West Broadway.
Table 2. Desired Services Categories
Category Issues
Private Realm
Restaurants + Services
Shopping
Hotels
Housing + Mixed-Use
Architecture + Design
Other
Public Realm
Recreation + Community Center
Plazas +Parks
Other
For the private realm, respondents most frequently mentioned restaurants and services. Within the restaurants and services subcategory, respondents mentioned franchise restaurants with brand recognition, bars with pool tables or a game room, and cafés with outdoor seating. Figure 4 illustrates the frequency that the private realm subcategories were mentioned. 39%
17%
17%
11%
6%
5%
5%
Primary Strengths
King City High School
Auto Plaza
Hospital/Clinics
Good Landscaping
Safeway/Rite Aid
Shopping Center
Auditorium/Theater
Appendix B
Stakeholder Interview Summary Results, continued
133
For the public realm, recreation programs and a community center were most frequently mentioned, followed by a new plaza or park. Ideas discussed included a new community center, hotel, and event center on the vacant City-owned property at West Broadway and Franciscan Way. Respondents also mentioned the possibility of a new park or plaza at 1023 Broadway, potentially modeled after the City of Greenfield’s new plaza, and an open space at Broadway and Canal Streets. Figure 5 illustrates the frequency that the public realm subcategories were mentioned by stakeholders.
32%
41%
14%
4%
4% 5%
Desired Services: Private Realm
Restaurants + Services
Shopping
Hotels
Housing + Mixed Use
Architecture + Design
Other
67%
16%
17%
Desired Services: Public Realm
Recreation Programs +
Community Center
Plaza + Parks
Other
Figure 4. Desired Services from the Private Realm
Figure 5. Desired Services from the Public Realm
Appendix B
Stakeholder Interview Summary Results, continued
134
Circulation Issues
Discussions on circulation were an important element of the stakeholder interviews. Interviewees were asked to discuss circulation safety and ways to make West Broadway more amenable to walking and bicycling. Major circulation safety issues mentioned by stakeholders included insufficient traffic signals and dangerous intersections, the lack of a bike lane, an unsafe traffic environment for students, poor lighting at night, and trucks blocking the street while unloading.
Figure 6 illustrates the frequency of responses from stakeholders regarding circulation safety.
In addition to circulation issues, Interview participants were also asked to list elements that they believed would make West Broadway a more walkable and bikeable area. The most common response was street furniture and lights. Other common responses were more parks and improved landscaping, circulation improvements, and other features such as bike parking, and requiring parking lots on side streets or at the rear of buildings instead of along West Broadway.
Figure 7 illustrates the frequency of responses regarding West Broadway’s walkability and bikeability.
45%
25%
10%
10%
10%
Circulation Safety Issues
Intersection
safety
Lack of bike lane
Student safety
needs to be
improved
38%
31%
23%
8%
Elemets to make West Broadway
more Walkable/Bikeable
Street Furniture + Lights
Parks + Landscaping
Circulation Improvements
Other
Figure 6. Circulation Safety Issues
Figure 7. Elements to make West Broadway more Walkable/Bikeable Appendix B
Stakeholder Interview Summary Results, continued
135
As a final circulation question, interview participants were asked to rank a list of items from most important to least important. Pedestrian safety was the most important item for the majority of respondents. Improvements to the area’s sidewalks were the second most important, followed by street trees, bike lanes, and street furniture. The results are summarized in Table 3.
Table 3. West Broadway Improvements Ranking
Ranking
(in order of
importance)
Item
1 Pedestrian Safety
2 Sidewalks
3 Street Trees
4 Bike Lanes
5 Street Furniture
6 Other
Conclusion
The West Broadway Master Plan interviews revealed much about the area and the needs of King City’s residents. The following is a summary of the results described in greater detail above:
The biggest strength of the Project Area is King City High School. Because there are so many students travelling to and from the school, pedestrian and bicycle safety is a major concern.
Pedestrian and bicycle safety can be improved with a bike lane, streetlights at night, and improved intersection safety through more signals and crosswalks.
Visual quality was frequently mentioned as one of the area’s major weaknesses. Respondents had a number of suggestions for improving visual quality, including filling in West Broadway’s numerous underutilized and vacant parcels with well-maintained, well-designed buildings suited to the City’s historic identity. Interviewees would like to see more mixed-use buildings and commercial storefronts. Improving the curb appeal of some of West Broadway’s existing uses can also help improve the aesthetics of the area.
According to interviewees, West Broadway lacks the services to fulfill the needs of the City’s residents. Residents would like to see more restaurants in the area, as well as more shops for furniture, clothing, antiques, and sporting goods. Additionally, because of the presence of King City High School, respondents would like to see more services catering to students.
Mee Memorial Hospital was mentioned as an asset on West Broadway. Many interview respondents discussed the idea of creating a medical center adjacent to the hospital. Another idea was a hotel and convention center or community center on the City-owned vacant parcel.
Appendix B
Stakeholder Interview Summary Results, continued
136
BACKGROUND
The City of King West Broadway Master Plan features
a comprehensive public outreach effort. The first
community workshop for the West Broadway Master
Plan was held at City Hall on August 30th. City Staff
heavily advertised the workshop, however the
meeting was poorly attended. Given the low turnout,
the City discussed holding the second community
meeting at a public event. After considering several
options, the City decided to host the next public
event at the weekly farmers’ market on October 20,
2010.
The primary goal was to gather data for the creation
of alternative plan proposals. The secondary goal
was to educate residents about the West Broadway
Master Plan and promote the third community
workshop, planned for December 11, 2010.
SUMMARY
Over fifty community members participated in the
Farmers’ Market outreach event. The participants
represented a wide range of community members
including children, non-English speakers, long-time
residents, and new members of the community.
Figure 1 shows community members participating at
the farmers’ market booth.
Figure 1. Images of the Community
Workshop at the Farmers’ Market.
Appendix C
October 20, 2010 Workshop Summary
137
The City expected a wide demographic range of
participants and prepared data gathering tools
that would allow Spanish speakers and other nontraditional community workshop attendees to participate. Three primary data gathering tools
were utilized: visual preference posters, cognitive
maps, and wish poems.
VISUAL PREFERENCE POSTERS
A visual preference poster is a poster with
thematically similar images on it. The goal of the
preference poster exercise is to elicit public opinion
about the appropriateness or inappropriateness
of various design elements and amenities in the
project area. At the farmers’ market community
workshop, there were posters displaying options for
building styles, street furniture, parks and gardens,
and gateways and streetscapes. Participants were
given four green dots and four red dots and asked
to judge the items they liked most and the items they
liked least. The results are summarized below and
visually represented in Figure 2.
BUILDING STYLES. The building styles that received
the most positive votes were a large three-story hotel
and zero setback small buildings with balconies.
Participants were mixed in regards to buildings with
large front setbacks and breezeways.
STREET FURNITURE. Participants tended to like
ornate streetlights over more traditional models.
Several participants commented that they liked the
idea of solar powered streetlights. Respondents were
fairly mixed in their opinions about street benches,
but the bench that received the most votes was a
classic wooden bench with metal sidings.
Figure 2. Preferred Images from Visual
Preference Survey, by Category. building style preferences street furniture preferences park preferences streetsape preferences Appendix C
October 20, 2010 Workshop Summary, continued
138
PARKS AND GARDENS. Participants were
overwhelmingly in favor of a pocket park with a
water feature. The second most preferred parks were
community gardens and traditional playgrounds.
Additionally, there was a lot of interest in skate parks.
However, several respondents noted that the City
already has a large skate park.
GATEWAYS AND STREETSCAPES. Gateways
received the most negative feedback of any
category in the survey. The only gateway that
had a positive ratio of green to red stickers was an
overhead arch with brick columns. The participants
were uniformly in favor of roses and bulb-outs
for streetscapes, but clearly rejected the idea of
medians.
COGNITIVE MAPS
An aerial map of the City was overlaid with a GIS
layer of the streets to create a circulation map.
Respondents were instructed to draw common
walking and biking routes from their homes to major
destinations throughout the City, including shopping
areas, schools, and parks. See Figure 3 for an
example of a completed cognitive map.
Most participants that rode their bicycle or walked a
significant distance were young children. Participants
traced the routes they ride their bikes through the
City and to school. Key destinations were Del Rey
and Santa Lucia Elementary Schools, Chalone Peaks
Middle School, and the City’s skate park.
Figure 3. A Completed
Cognitive Map.
Figure 4. A Completed Wish
Poem.
Appendix C
October 20, 2010 Workshop Summary, continued
139
WISH POEMS
Wish poems are handouts with fill-in-the-blank
statements asking participants to list elements they
like about West Broadway and elements they wish
West Broadway had. The goal of the Wish Poem is to
reduce complex land use and circulation concepts
to simple statements about missing services, safety
issues and aesthetic preferences. See Figure 4 for an
example of a wish poem.
A wide variety of information, from the desire for
a park to improved commercial traffic flow, was
obtained. Below is a complete summary of the
participants’ wishes.
I wish that West Broadway...
• had hanging flower pots.
• had a water park.
• had another park.
• would improve commercial traffic flow.
• would have a good mixture of nature and
construction .
• will focus on resident utility, not aesthetics/
tourism.
• had a bigger skate park with a pool (to skate in).
• had more motels and fast food (not enough
nice rooms at the fair grounds).
• had no mobile home park.
• had more medical stuff.
• had things for teenagers.
CONCLUSION
The October 20, 2010 Farmers’ Market Event was
a successful community meeting. By holding the
meeting at the farmers’ market the City was able
to take the planning effort to the public, involving
a diverse set of individuals whose opinions would
not have otherwise been heard. The City will
use the valuable information obtained from this
outreach effort to create alternatives for the West
Broadway Master Plan area. These alternatives will
be presented at the third workshop scheduled for
December 11, 2010, at the City of King City Hall.
Appendix C
October 20, 2010 Workshop Summary, continued
140
Appendix D
SMART GROWTH
Smart Growth is a way of reorienting the built environment away from sprawl and towards denser, pedestrianfriendly patterns of development (Smart Growth Network, 2010). Traditionally, large urban or suburban areas have been used to illustrate how Smart Growth tenets can discourage sprawl. While some research has been done on the health and economic implications of smart growth in small towns (Dalby, 2008; Casey-Lefkowitz and Jensen, 2001), the actual application of Smart Growth principles to small towns is a relatively new endeavor.
Several guides, such as the Smart Growth Network’s Putting Smart Growth to Work in Rural Communities, recommend ways to scale Smart Growth down to the rural and small-town level (Mishkovksy et al., 2010). O’Connell (2009) suggests discussions about Smart Growth held at the local level can yield effective strategies for planning and build social capital between a community and its residents.
The following Smart Growth themes were used to develop the West Broadway Master Plan:
1. Mix land uses and create attractive walkable neighborhoods with a strong sense of place.
Smart Growth supports the integration of mixed land uses as a critical component of achieving better places to live. By putting uses in close proximity to one another, alternatives to driving, such as walking or biking, become more viable. Mixed land uses can also provide a more diverse and sizable population and commercial base for supporting public transit and retail. It enhances the vitality and perceived security of an area by increasing the number of people on the street. Finally, It helps streets, public spaces, and retail again become places where people meet (Smart Growth Network, 2010).
Potential Actions:
•Encourage mixed use development with residential uses on upper floors and commercial and office uses on the ground floor.
•Take advantage of the high volume of student foot traffic in the area by allowing street food vendors. •Reduce minimum setbacks, bringing buildings closer to the street to improve the pedestrian environment and create a sense of place.
•Produce a coherent streetscape to unify the street
•Introduce traffic calming measures to improve pedestrian and bicycle safety and make West Broadway more walkable.
141
Appendix D
Smart Growth, continued
2. Provide a variety of transportation choices.
Communities are beginning to implement new approaches to transportation planning, such as better coordinating land use and transportation; increasing the availability of high quality transit service; creating redundancy, resiliency and connectivity within their road networks; and ensuring connectivity between pedestrian, bike, transit, and road facilities. In short, they are coupling a multi-modal approach to transportation with supportive development patterns, to create a variety of transportation options (Smart Growth Network, 2010).
Potential Actions
•Develop a bicycle plan to improve bike safety and viability. •Incorporate traffic calming measures into the circulation system to enhance the pedestrian and cycling experience.
•Establish a “Safe Routes to School” program.
•Reduce minimum setbacks, bringing buildings closer to the street to improve the pedestrian environment. •Develop design guidelines suggesting rear surface parking lots with side street or alley access, to minimize curb cuts and surface parking lots fronting West Broadway.
3. Provide a safe area for residents and visitors.
Several community members and City officials have expressed concern about crime in the City. Defensible Space theory suggests that when common areas don’t have any clear users, they are more easily used by criminal elements.
West Broadway has several large opportunity sites. These sites currently lay abandoned. The large empty lots make surveillance in the area difficult. The sites’ proximity to the high school and residential neighborhoods could be strategically used to involve the area’s youth and residents in place making. By involving neighborhoods and the high school in planning these sites, residents will take “ownership” not just of the lot, but of the surrounding areas as well. Once the community has a vested interest in maintaining the sites, they will also have a vested interest in surveying the area for criminal behavior.
Potential Actions:
•Construct a community center, community garden, or park on one of the city-owned vacant parcels. •Create programs that encourage cooperation with the high school, business owners, and surrounding neighborhoods.
142
Appendix E
Circulation Concept Plan Maps
143
Appendix E
Circulation Concept Plan Maps, continued
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Appendix E
Circulation Concept Plan Maps, continued
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Circulation Concept Plan Maps, continued
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Appendix E
Circulation Concept Plan Maps, continued
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Circulation Concept Plan Maps, continued
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Appendix E
Circulation Concept Plan Maps, continued
149
AMENDED
AGENDA
REGULAR MEETING OF THE
CITY OF KING CITY COUNCIL
AND
Sitting as SUCCESSOR AGENCY OF
THE RDA FOR THE CITY OF KING
TUESDAY JANUARY 24, 2023
6:00 P.M.
CITY HALL
212 S. VANDERHURST AVENUE
KING CITY, CALIFORNIA 93930
The City Council meeting will be conducted in hybrid in-person/virtual format.
To join the meeting virtually, please use the link below to join the Zoom meeting:
https://bit.ly/3e0zvaR
Meeting ID: 881 5287 9536
Or by telephone: 1-669-900-9128
Passcode: 052933
In compliance with the Americans with Disabilities Act, if you need special assistance to participate in a City meeting, Please contact the City Clerk's Office (831-386-5925) at least 48 hours prior to the Meeting to ensure that reasonable arrangements can be made to provide accessibility to the meeting. * Please submit all correspondence for City Council PRIOR to the meeting with a copy to the City Clerk.
1. CALL TO ORDER
2. ROLL CALL: Council Members Darlene Acosta, Robert Cullen, Carlos DeLeon, Mayor Pro Tem Carlos Victoria, and Mayor Mike LeBarre
3. FLAG SALUTE
4. CLOSED SESSION ANNOUNCEMENTS
5. SPECIAL PRESENTATIONS
A. Police Department Annual Award Ceremony
6. PUBLIC COMMENT
Any member of the public may address the Council for a period not to exceed three minutes’ total on any item of interest within the jurisdiction of this Council that is not on the agenda. The Council will listen to all communications; however, in compliance with the Brown Act, the Council cannot act on items not on the agenda. Comments should be directed to the Council as a whole and not to any individual Council Member. Slanderous, profane or personal remarks against any Council Member, staff member or member of the audience is not permitted.
7. COUNCIL COMMUNICATIONS & COMMITTEE REPORTS
Individual Council Members may comment on Council business, his or her Council activities, City operations, projects or other items of community interest. Council Members may also request staff to report back at a subsequent meeting on any matter or take action to direct staff to prepare a staff report for a future agenda.
8. STAFF COMMUNICATIONS
Comments presented by the City Manager, City Attorney or other staff on City business and/or announcements.
9. CONSENT AGENDA
The following items listed below are scheduled for consideration as a group. The recommendations for each item are noted. Members of the audience may speak on any item(s) listed on the Consent Agenda. Any Council Member, the City Manager, or the City Attorney may request that an item be withdrawn from the Consent Agenda to allow for full discussion.
The Council may approve the remainder of the Consent Agenda on one motion. Items withdrawn from the Consent Agenda may be considered by separate motions at the conclusion of the discussion of each item.
A. Consideration: Meeting Minutes of January 10, 2022, Council Meeting Recommendation: approve and file.
B. Consideration: City of King Check Register January 1, through January 15, 2023
Recommendation: receive and file.
C. Consideration: Successor Agency Check Register January 1, through January 15, 2023
Recommendation: receive and file.
D. Consideration: King KCCP Payments for The Month of December 2022 Recommendation: receive and file.
E. Consideration: A Resolution of the City Council of the City of King Making Findings Related to the Continued Existence of a State of Emergency Due to COVID-19 and Re-Authorizing the Conduct of Public Meetings of the Legislative Bodies of the City Via Remote Teleconferencing for an Additional 30-Day Period Pursuant to the Ralph M. Brown Act as Amended by Assembly Bill No. 361
Recommendation: adopt a Resolution making findings related to the continued existence of a State of Emergency due to COVID-19 and re-authorizing the conduct of public meetings of the legislative bodies of the city via remote teleconferencing for an additional 30-day period pursuant to the Ralph M.
Brown act as amended by AB 361.
10. PUBLIC HEARINGS
None
11. REGULAR BUSINESS
A. Consideration: Workshop Regarding Land Use Element (Opportunity Area #1) Recommendation: 1) conduct a workshop on the process of preparing the Land Use Element Update (LUE), focusing on Opportunity Area #1; 2) discuss and/or provide staff direction regarding LUE polices, designations and regulations involving Opportunity 1; and 3) discuss and provide comments regarding the proposed Monarch Inn senior housing project concept plan.
12. CITY COUNCIL CLOSED SESSION
Announcement(s) of any reportable action(s) taken in Closed Session will be made in open session and repeated at the beginning of the next Regular City Council meeting as this portion of the meeting is not recorded.
A. Conference with Legal Counsel – Liability Claims (Pursuant to Government Code Section 54956.95) Consideration of claim no. 2023- 01 by Claimant Jose Rito Gutierrez Gomez principal for Rito Insurance Agency, alleging his business was defamed, harmed, and sustained reputation harm, by King City’s press release in King City, CA on 7/14/2022.
B. Conference with Labor Negotiators
Agency Representative: Steven Adams
Employee Organization: KCPSA
Gov. Code Section: 54957.6
13. ADJOURNMENT
The City of King is an equal opportunity provider and employer.