Agenda packet — Morgan Hill City Council, October 23, 2024 (part 3 of 4)

November 2009 2-21
CHAPTER 2: LAND USES AND DEVELOPMENT STANDARDS
Affordable Housing
The City’s regulations exempt residential
development within the Specifi c Plan boundary
from providing deed-restricted affordable
housing for rental or for-sale housing. Projected
residential development is anticipated to include
mixed-use developments and smaller unit sizes
than the City as a whole and, therefore, the
units would “naturally” be more affordable than
development outside of Downtown. Rental
units also add to the overall supply of affordable
housing, which would be provided by apartments
and other rental housing units.

Residential Development Control
System (RDCS)
Morgan Hill voters approved a ballot measure in
May 2009 to exempt 500 residential units from
the RDCS process within the Downtown area
(Blocks 1 – 20), within the city’s current RDCS
population cap of 48,000 persons in the year
2020. The 500 units represents an average of 45
units per year. Under the exemption, residential
and mixed use development in Downtown
that are consistent with the Specifi c Plan will
need to secure a Design Permit, Development,
Agreement, and Building Permit, with some
uses also requiring a Conditional Use Permit or
DAUP. If a project proposes a change to the
Specifi c Plan development standards, a Planned
Development zoning designation would be
required, but the residential units would still be
exempt from the RDCS.

Zoning Districts
The following sections serve as the land use
and certain parking zoning regulations and
standards for this Specifi c Plan. The regulations
and standards in these sections supersede those
in the Morgan Hill Zoning Ordinance (Zoning
Ordinance) for properties within the Specifi c
Plan area boundary. Zoning districts in this area
include:

CBD Central Business District (no
minimum, no maximum density)
Ground Floor Overlay (GFO)
RE Residential Estate (0-1 du/ac)
D-R2 Downtown Medium-Density
Residential (5-14 du/ac)
D-R3 Downtown Medium-Density
Residential (14-21 du/ac)
D-R4 Downtown High-Density
Residential (21-40 du/ac)
D-PF Downtown Public Facilities
PD Planned Development
Sites designated as CC-R or CO zoning districts
shall use the standards provided in the Zoning
Ordinance and Municipal Code.

Figure 8 lists the permitted, conditionally
permitted, permitted by Downtown
Administrative Use Permit, and not permitted
uses for the above zoning districts (excluding
Planned Development).

Other Morgan Hill Zoning Ordinance and
Municipal Code provisions, where not in confl ict
with the standards within this Specifi c Plan,
continue to apply. Examples include, but are not
limited to, Flood Damage Prevention Overlay
District (Chapter 18.42), Design Permit (Chapter

18.74), Historic and Archaeological Resources
(Chapter 18.75), Water-Conserving Landscape
(Chapter 18.73), Signifi cant Tree (Chapter

12.32), and Parking Ordinance (Chapter 18.50)
provisions not in confl ict with this Plan.
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November 2009
Morgan Hill Downtown Specific Plan
2-22
Permitted Uses
Figure 8 below lists uses that are permitted (P), conditionally permitted (C), conditionally permitted with a Downtown Administrative Use Permit (A), and not permitted (N).

Use
(Block 16 is subject to special use restrictions. Uses with an N in the column after the CBD column means that retail or commercial use is prohibited on Block 16)
CBD
CBD
Block
16 GFO D-PF
R2
D-R3
D-R4
RE
Commercial/Service/Retail Uses
Antique shop, vintage clothing and collectibles P N P N N N Arts and crafts gallery P N P N N N
Bed and Breakfast Lodging C N N N C C
Commercial recreation (3,000 sq. ft. or less) P C C N N Commercial recreation (greater than 3,000 sq. ft.) C C C N N Commercial service P A N N N
Convenience market/store C N C N N N
Dry cleaner, shoe repair P N C N N N
Family day care, small C N N P P
Financial services, bank P C N N N
Food service, takeout P N P N N N
Hotel C N C N N N
Nightclub and bar (ancillary to a restaurant) C N C N N N Nightclub, bar, theater (not ancillary to a restaurant) C N C N N N Nursery school/large family day care facility C N C C C Personal services P A N N N
Public/quasi-public building (education, cultural, or publicservice) C APCC Public Parking Lots or Structures P C P C N
Restaurant (beer & wine permitted; bars conditionally permitted) P N P N N N Retail store P N P N N N
School, general educational C N N C N N
Social hall, lodge, fraternal organization, community club, religious facilities C NNC CC
Specialty food market P N P N N N
Theater C N C N N N
Residential Uses
Duplex, triplex C N N P N
Congregate care for the elderly/assisted living facility (>6) N N C C N Home occupations (in accordance with Chapter 18.04.225: Home Occupations, of the Zoning Ordinance) P CNP P
Live/work unit P C N N N
Mixed use residential (residential use above some other use) P P N N N Multi-family dwelling C C N P N
Nursing/convalescent hospital N N C C N
Residential congregate care facility - large (>6) N N C C N Residential congregate care facility - small (<6) N N N P P Single-family attached dwelling C N N P P
Single-family detached dwelling C N N P P
Figure 8
Permitted Uses (within the Specifi c Plan Boundary)

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November 2009 2-23
CHAPTER 2: LAND USES AND DEVELOPMENT STANDARDS
Offi ce/Professional Uses
Business, trade or tutoring school P A C N N
Business support services P A N N N
Hospital P N N N N
Medical offi ce P N N N N
Offi ce, administrative P A C N N
Professional offi ce P A C N N
Other Uses
Drive-in establishments C N N N N
Public Parking Lots or Structures P C P C N
Other uses similar to permitted or conditionally permitted uses as determined by the Planning Commission to be permitted C CCCC Use
(Block 16 is subject to special use restrictions. Uses with an N in the column after the CBD column means that retail or commercial use is prohibited on Block 16)
CBD
CBD
Block
16 GFO D-PF
R2
D-R3
D-R4
RE
Figure 8 (Continued)
Permitted Uses (within the Specifi c Plan Boundary)
Requirement for Air Quality and
Transportation Demand Management
Plan (AQ-TDM Plan)
As part of the Design Permit process, all projects
subject to the Design Review requirements shall
submit a proposed Air Quality and Transportation
Demand Management Plan (AQ-TDM Plan)
for review and action by the Community
Development Director. The AQ-TDM Plan will
incorporate appropriate measures at appropriate
locations as determined through the design
permit process, such as the following, to reduce
air quality impacts:

Provide bicycle lanes, sidewalks and/or
paths, connecting project residences
to adjacent schools, parks, the nearest
transit stop and nearby commercial
areas.

Provide secure and conveniently placed
bicycle parking and storage facilities at
parks and other facilities.

Allow only natural gas fi replaces.

No wood burning devices would be
allowed.

Construct transit amenities such as bus
turnouts/bus bulbs, benches, shelters,
etc.
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Provide direct, safe, attractive
pedestrian access from project land
uses to transit stops and adjacent
development.

Provide showers and lockers for
employees bicycling or walking to work.

Provide transit information kiosks and
bicycle parking at commercial facilities.

Provide secure and conveniently located
bicycle parking and storage for workers
and patrons.

Public parking lots constructed or assisted by
the City or Redevelopment Agency of Morgan
Hill and private residential parking facilities of
50 spaces or more shall include the following
amenities:

Electric vehicle charging facilities.

Preferential parking for Low Emission
Vehicles (LEVs).
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November 2009
Morgan Hill Downtown Specific Plan
2-24
Central Business District (CBD)
A large portion of Downtown along Monterey
Road and to the west of the railroad tracks, as
well as the VTA/RDA Block 16, is within the
CBD Central Business District. Each project
will be carefully reviewed to ensure compatibility
with the vision and intent of this plan. The design
guidelines included in this document will serve
to assist city staff, the Planning Commission
and/or the City Council in making consistency
determinations and with design permits.

Purpose of the CBD District
The CBD designation is generally applied to
parcels within the Downtown Core and over
Block 16, the existing VTA/Caltrain parking
lot. Figure 9, below, illustrates the development
standards for the CBD zoning district.

The purposes of this district are to:
implement the goals and objectives of
the Downtown Morgan Hill Specifi c
Plan;
support traditional architectural styles
and features, while also allowing
for design creativity and use of
contemporary materials in a manner
found to be compatible with the
Downtown vision and character;
provide a variety and intermixture of
residential, commercial, and public
activities in the downtown core;
provide additional housing stock, and
conserve housing stock in residential
areas west of Monterey Road; and
increase residential and commercial
densities in the Downtown Core.

Density
No minimum; and no specifi ed
maximum
Development Standards
Lot area: 3,500 square feet minimum
Lot width: 40 feet minimum
Lot depth: 80 feet minimum
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Maximum building coverage: not
specifi ed;
Floor area ratio: 2.0 maximum or 2.25
maximum for sites of 22,000 square
feet or more. FAR is the total building
square footage (excluding parking areas)
divided by the total site (parcel) square
footage;
Minimum number of fl oors: 2 stories;
Maximum number of fl oors: 3 stories,
except that 4 stories are allowed on
sites of 22,000 square feet or more. A
stepback is required for buildings with
4 stories. There is no specifi c distance
for the stepback; however, the stepback
shall maintain a “human scale” and
provide for adequate solar access to the
adjacent street. The stepback is subject
to review and a design permit to ensure
that the design provides for a human
scale and adequately maintains solar
access onto adjacent public sidewalks;
Maximum building height (measured
from ground to top of the roof plate):

Two story building: 35 feet;
Three story building: 45 feet; and
Four story building: 55 feet.

Setbacks:

Front: 0 feet minimum and 10 feet
maximum for commercial/offi ce/
mixed-use; and 6 feet minimum and
15 feet maximum for residential
uses. Residential porches or similar
structure may extend into the
setback up to 5 feet;
Side: 0 feet minimum for
commercial/offi ce/mixed-use;
and 5 feet minimum for residential
uses; and
Rear: 0 feet minimum for
commercial/offi ce/mixed-use; and
10 feet minimum for residential
uses.
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November 2009 2-25
CHAPTER 2: LAND USES AND DEVELOPMENT STANDARDS
A: Sidewalk
B: Front Building Facade: The facade shall be built
anywhere within 0' to 10' (commercial/office/mixed-use) and 6' to 15' (residential) of property lines adjacent to the street. Storefronts, building entrances, and upper floor balconies may be recessed into the facade. Residential
porches or similar structures may encroach into the
setback by up to 5'.

C: Building Depth: 50' (minimum) and 120' (maximum) as
measured from the front building facade, unless otherwise labeled in Figure 6.

D: Building Zone: No maximum building coverage is
specified (a building may occupy up to 100% of the site).

Rear areas not covered by a building may be occupied by rear yards, courtyards, plazas, parking lots, and/or
loading/unloading zones
E: Minimum Lot Area: 3,500 square feet.

F: Access to parking and loading/unloading facilities shall include a minimum driveway width of 20'. The center
line of all driveways shall be at least 30' from an
intersection.

G: Minimum Lot Width: 40'.

H: Minimum Lot Depth: 80'.

I: Building Corner: The setback at the building corner
adjacent to the intersection may be angled, curved, or
recessed if a building entrance is created at the corner.

J: Side Setback: 0' minimum for commercial; office; and mixed-use; and 5' minimum for residential.

K: Rear Setback: 0' minimum for commercial, office, and mixed-use; and 10' minimum for residential.

Site Specifications:

D
E
B
A
A B
Corner Lots:

F
C
I
C
F
G
H
A D E
J
J
J
K
K
F
B
B
Interior Lots:

C
G
H
A: First Floor Ceiling Height: 14' minimum for
non-residential uses.

B: Minimum Number of Floors: 2
C: Maximum number of Floors: 3 stories, except that 4
stories are allowed on sites of 22,000 square feet or
more. A stepback is required for buildings with 4
stories. There is no specific distance for the stepback; however, the stepback shall maintain a “human scale”
and provide for adequate solar access to the adjacent
street. The stepback shall be subject to a design permit.

D: Maximum building height (measured from ground to
top of roof plate): 35 feet (for 2 story building), 45 feet (for 3 story building), or 55 feet (for 4 story building).

E: Maximum Floor-Area Ratio (FAR): 2.0 for sites less
than 22,000 square feet, or 2.25 for sites 22,000 square feet or greater.

Mass/Height Specifications:

C
A
D
C
B
Figure 9
CBD Development Standards

Page 306 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
2-26
Ground fl oor “fl oor-to-ceiling clear”
height: 14 feet minimum for nonresidential uses;
Ground fl oor building depth: retail
depth minimums as specifi ed by Figure
6;
The above standards are intended to
ensure creation of spaces appropriate
for retail and restaurant uses; such
spaces may be occupied by other uses
such as live/work, personal services,
and offi ces upon issuance of a DAUP;
and
Parking:

Retail*: 2.8 spaces per 1,000 square
feet;
Offi ce*: 4.0 spaces per 1,000 square
feet; and
Residential*:

1.0 space per unit (600 or fewer
square feet in unit);

1.5 spaces per unit (>600 to
1,350 square feet in unit); and

2.0 spaces per unit (>1,350
square feet in unit).
* Parking requirements based on all new and redeveloped square footage or dwelling units.

In the CBD, exceptions to parking
design requirements of Chapter

18.50: Off-street Parking and Paving
Standards, may be approved through
the Design Permit process
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Additional Required Conditions
All development is subject to the
Design Permit requirements of Zoning
Ordinance Chapter 18.74: Design
Review. Approval of Design Permits
shall be subject to making fi ndings that
the proposed construction or alteration
project is in substantial conformance
with the Design and Signage Guidelines
of the Downtown Specifi c Plan, as
well as with applicable design standards
and guidelines as contained in the city’s
Design Review Handbook.

Noticed Public Hearings shall
be held for all projects subject to
Design Permit requirements. The
Community Development Director
shall determine the appropriate process
for consideration of Design Permits;
smaller or more minor projects may be
acted upon by staff, while larger and
more signifi cant projects should be
referred to the Planning Commission
or City Council. Any Design Permit
which involves Redevelopment Agency
or City-owned sites, or for which the
RDA is entering into an Agreement to
assist with the development, should be
acted upon by the City Council, after
receiving a recommendation from staff
and/or the Planning Commission,
as determined by the Community
Development Director.
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Page 307 of 554 ends

November 2009 2-27
CHAPTER 2: LAND USES AND DEVELOPMENT STANDARDS
Ground Floor Overlay (GFO)
Purpose of the GFO District
To implement the Morgan Hill
Downtown Specifi c Plan, the
downtown ground fl oor overlay district
is intended to modify the uses allowed
in the CBD district to require retail,
restaurant and entertainment uses
on the ground fl oor that support a
continuity of display window visual
interest. For the purposes of this
chapter, “ground fl oor” means the fi rst
fl oor which is above grade. Where the
GFO district is combined with the
CBD district, the uses permitted or
conditionally permitted within the GFO
district shall apply in lieu of the uses as
normally allowed in the CBD district.

Except for the regulations relating
to uses as set forth in this section, all
other regulations shall be those of the
applicable underlying CBD district.

This district shall apply to parcels
that have frontage along portions of
Monterey Road and Third Street as
shown on Figure 6. These parcels are
required to provide ground fl oor retail,
restaurant, and/or entertainment uses
with a minimum depth of 60 feet along
Monterey Road (80 feet at intersections)
and 50 feet along Third Street (80 feet
at intersections).

Permitted Uses
See Figure 8 for permitted uses.

Conditional Uses
See Figure 8 for conditionally permitted uses.
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Downtown Administrative Use Permits
(DAUPs)
Purpose of the Downtown Administrative
Use Permit
The purpose of Downtown Administrative Use
Permits (DAUPs) is to allow for commercial,
professional and medical offi ce uses, live/work,
and personal services uses to locate in fi rst
fl oor locations on parcels located in the ground
fl oor overlay district fronting Monterey Road or
Third Street, upon a determination that the retail
market is not suffi ciently strong to accommodate
a retail use, and therefore that ground fl oor
offi ce, live/work, or personal service uses may
be allowed. Additionally, ground fl oor personal
service uses may be allowed within a tenant space
if the use is ancillary to a retail use occupying
the same space and will provide a continuity of
display window visual interest that includes the
retail component.

Application Contents
An application for a Downtown Administrative
Use Permit (DAUP) shall be made by the property
owner or agent thereof, on a form issued by
the Community Development Department.

An application shall be accompanied by the
following information except as may be waived
by the Community Development Director for
proposed uses in existing structures:

Vicinity map;
Site plan;
Floor plan;
Building elevations for facades along
Monterey Avenue and Third Street;
Signing and landscape plan;
Statement of proposed operations,
including but not limited to number
of employees, proposed hours of
operation, and if applicable, how a
personal service use relates to the retail
use within the tenant space;
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November 2009
Morgan Hill Downtown Specific Plan
2-28
Materials which demonstrate that the
subject space in the building has been
advertised for lease to retail tenants for
at least ninety days, but the owner has
been unable to locate a suitable retail
tenant at market rates; and
Other materials as required by the
Community Development Department.

Application Process
An application for a DAUP shall be
fi led with the Community Development
Department, in a form prescribed
by the Community Development
Director. After an application is
deemed complete by the Community
Development Department, such
application shall be routed to affected
city departments for comments.

The department shall notify by mail
the applicant and owners of properties
located within 300 feet of the
proposed site of the proposed use and
application for a DAUP, at least 10 days
prior to the scheduled date for decision
by the department, in order to receive
comments. The department shall also
notify the chamber of commerce,
downtown association and other
organizations with a known interest in
Downtown.

After the notice period has occurred
and comments have been considered,
the Community Development Director
will take action on the DAUP. Appeals
of the decision of the Community
Development Department shall be
fi led within 10 days, and appeals
shall be considered by the planning
commission at a noticed public hearing.

Appeals of the decision of the planning
commission shall be fi led within 10
days, and appeals shall be considered
by the city council at a noticed public
hearing. The decision of the city
council shall be fi nal.
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Evaluation, Conditions and Findings
The Community Development Director or
designee shall evaluate the application for
consistency with the following criteria:

The suitability of the site and building
for the proposed use;
The impact of the use on the
surrounding properties, and on the
GFO and CBD districts in general.

The impact of the use on traffi c
circulation and planned capacity of the
street system.

The compatibility of the use and design
with adjacent uses within the district
and its surroundings;
Whether the use will adversely affect
the peace, health, safety, morals or
welfare of persons residing or working
in the vicinity of the use;
Whether the use will impair the utility
or value of property of other persons
located in the vicinity of the site;
The applicability and conformity of
the use with provisions of Chapter

8.40 (Hazardous Materials Storage) of
the Zoning Ordinance as existing or
hereafter amended;
Review of the building with regard to
suitability of design and location to
accommodate fi rst fl oor retail use(s);
Review of materials submitted by the
applicant and determination that the
subject space in the building has been
advertised for lease to retail tenants for
at least 90 days, but the owner has been
unable to locate a suitable retail tenant
at market rates;
Whether the use will provide a public
benefi t to the city and its citizens;
Vacancy rate for commercial buildings
in the Downtown Core; and
Whether the use is clearly ancillary to
a retail use within the tenant space and
will provide a continuity of display
window visual that includes the retail
component.
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November 2009 2-29
CHAPTER 2: LAND USES AND DEVELOPMENT STANDARDS
The Community Development Director may
impose reasonable conditions on an approval of
a DAUP. Conditions may include, but shall not
be limited to, conditions requiring a review of the
use at some future time or upon certain triggering
event(s); conditions providing for expiration of
the Administrative Use Permit at some future time
or upon certain triggering event(s); conditions
imposing requirements for site maintenance and/
or improvements; conditions requiring a personal
service to be ancillary to a retail use with the same
tenant space and maintenance of display window
visual interest that includes the retail component;
conditions requiring installation and maintenance
of landscaping, regulation of vehicular ingress
and egress, traffi c circulation, regulation of signs,
establishment of development schedules or time
limits for performance or completion, and/or
any other conditions as deemed necessary by the
Community Development Director.

Approval of and issuance of the DAUP shall be
subject to the Community Development Director
making one or more of the following fi ndings:

The subject space in the building
has been advertised for lease to retail
tenants for at least 90 days, but the
owner has been unable to locate a
suitable retail tenant at market rates;
The vacancy rate for commercial space
exceeds fi ve percent in the ground fl oor
combining district for the quarter. The
Downtown Association or other entity
as determined by the City may assist
with vacancy rate surveys (as needed);
or
If the use is personal service, the
applicant has demonstrated that the
use is ancillary to a retail use within the
tenant space and provides a continuity
of display window visual interest.
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Expiration and Extensions
Approval of a DAUP shall be valid for
three years from the date of approval.

The approval may be extended one
or more times by the Community
Development Director for up to up to
three years for each extension, upon
the applicant requesting in writing such
extension and paying the established
fee. An application for an extension
may be submitted no sooner than nine
months before the expiration date of
the previously approved DAUP. The
application process, including public
noticing and appeals, shall occur in
accordance with Section 18.54.260 of
the Zoning Ordinance. Approval of
a DAUP extension shall be subject
to the Community Development
Director making the required fi ndings
as described in this Specifi c Plan. The
Community Development Director may
impose reasonable conditions on an
approval of a DAUP as outlined in this
Specifi c Plan. Conditions imposed on
an extension may be different from the
conditions imposed on the originally
approved DAUP.
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November 2009
Morgan Hill Downtown Specific Plan
2-30
Residential Estate (RE)
Purpose of the RE District
Very low density residential uses are generally not
included in downtown areas; however, given the
presence of Nob Hill (which has steep slopes,
a water tank, and other constraints), a portion
of the Downtown Core is designated as RE
(Residential Estate). The RE (Residential Estate)
district is intended to promote and encourage
a suitable environment for family life on large
parcels of land or where topography precludes
a smaller lot pattern (such as on Nob Hill within
the Specifi c Plan boundary). The RE district is to
be used only for suburban single-family homes,
appropriate agricultural uses, and the community
services and facilities appurtenant thereto.

Permitted Uses
See Figure 8 for permitted uses.

Conditional Uses
See Figure 8 for conditionally permitted uses.

Density
0-1 dwelling units per acre.

Development Standards
RE standards are as follows:

Minimum lot area: 100,00 square feet;
Minimum lot width: 150 feet;
Minimum lot depth: 150 feet;
Maximum building coverage: 25
percent;
Minimum setbacks:

Front, 50 feet,
Rear, 25 feet,
Side, 25 feet;
Maximum height: two and one-half
stories, or 30 feet;
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Side street side yard: a side yard along
the side street lot line of a corner lot
shall have a width of not less than
fi fteen feet or one-half the required
depth of the front yard, whichever is
greater; and
Parking requirements: as specifi ed in
Chapter 18.50 (Off-Street Parking
and Paving Standards) of the Zoning
Ordinance.

Additional Required Conditions
All development is subject to the
Design Permit requirements of Zoning
Ordinance Chapter 18.74: Design
Review. Approval of Design Permits
shall be subject to making fi ndings that
the proposed construction or alteration
project is in substantial conformance
with the Design and Signage Guidelines
of the Downtown Specifi c Plan, as
well as with applicable design standards
and guidelines as contained in the city’s
Design Review Handbook.

No building shall be constructed
within 80 feet of a ridgeline. To the
extent feasible, developments near
Upper Llagas Creek should follow
the “Guidelines and Standards for
Land Use Near Streams” (Santa Clara
Valley Water District, 2006). This
includes, but is not limited to, restricting
development at least 20 feet from
the top of bank, maintaining a 2 to 1
structural slope stability requirement,
and conducting a stability analysis.

Page 311 of 554 ends

November 2009 2-31
CHAPTER 2: LAND USES AND DEVELOPMENT STANDARDS
Downtown Medium-Density
Residential (R2)
Purpose of District
The R2 district is intended to stabilize and protect
the residential character of neighborhoods and to
promote and encourage a suitable environment
for family life. The R2 district is intended for
suburban detached or attached single-family
homes, and the community services appurtenant
thereto.

Permitted Uses
See Figure 8 for permitted uses.

Accessory Uses
The following accessory uses are permitted in
the R2 district:

Signs, complying with the applicable
regulations set forth in Chapter 18.76
(Sign Code) of the Zoning Ordinance;
Private garage and parking areas;
Home occupations; and
Other accessory uses and buildings
customarily appurtenant to a permitted
use.

Conditional Uses
See Figure 8 for conditionally permitted uses.

Density
5-14 dwelling units per acre.

Development Standards
R2 standards are as follows:

Minimum lot area: 3,400 square feet
Minimum site area per dwelling unit:
1,500 square feet;
Minimum lot width: 40 feet;
Minimum lot depth: 85 feet;
Maximum building coverage: 50
percent;
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Minimum setbacks:

Front, 20 feet,
Rear, 15 feet,
Side, fi ve feet;
Maximum height: two and one-half
stories, or 30 feet; and
Parking requirements: as specifi ed in
Chapter 18.50 (Off-Street Parking
and Paving Standards) of the Zoning
Ordinance.

Additional Required Conditions
The following additional conditions shall apply
in an R2 district:

All development, except a single-family
home on a lot of less than 20,000
square feet, a duplex on one lot, or
a single unit addition to an existing
structure (unless such are “sensitive
sites” per Section 18.74.060 of the
Design Review Ordinance), is subject
to the Design Permit requirements
of Zoning Ordinance Chapter 18.74:

Design Review. Approval of Design
Permits shall be subject to making
fi ndings that the proposed construction
or alteration project is in substantial
conformance with the Design and
Signage Guidelines of the Downtown
Specifi c Plan, as well as with applicable
design standards and guidelines as
contained in the city’s Design Review
Handbook.

All manufactured homes are subject to
Design Permit approval.
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Page 312 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
2-32
No building shall be constructed
within 80 feet of a ridgeline. To the
extent feasible, developments near
Upper Llagas Creek should follow
the “Guidelines and Standards for
Land Use Near Streams” (Santa Clara
Valley Water District, 2006). This
includes, but is not limited to, restricting
development at least 20 feet from
the top of bank, maintaining a 2 to 1
structural slope stability requirement,
and conducting a stability analysis.

All proposed structures shall be
constructed outside of the 100-year
fl oodplain unless such development
is consistent with the limitations
contained in Chapter 18.42 (Flood
Damage Prevention) of the Zoning
Ordinance.
▪ Downtown Medium-Density
Residential (D-R3)
The D-R3 district is intended to stabilize and
protect the residential character of neighborhoods,
and to promote a suitable environment for
family and adult communities in a higher-density
environment than other residential zoning
categories would allow.

Permitted Uses
See Figure 8 for permitted uses.

Accessory Uses.

The following accessory uses are permitted in
the D-R3 district:

Signs, complying with the applicable
regulations set forth in Chapter 18.76
(Sign Code) of the Zoning Ordinance;
Private garages and parking areas;
Home occupations;
Other accessory uses and accessory
buildings customarily appurtenant to a
permitted use.

Conditional Uses
See Figure 8 for conditionally permitted uses.

Density
14-21 dwelling units per acre.

Development Standards
D-R3 standards are as follows:

Minimum lot area: 3,200 square feet;
Minimum site area per dwelling unit:
1,200square feet;
Minimum lot width: 40 feet;
Minimum lot depth: 80 feet;
Maximum building coverage: 70
percent;
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Page 313 of 554 ends

November 2009 2-33
CHAPTER 2: LAND USES AND DEVELOPMENT STANDARDS
Minimum setbacks:

Front, 15 feet,
Rear, 15 feet,
Side, 5 feet;
Maximum height: 3 stories, or 35 feet;
All residential development fronting
on an arterial street as defi ned by the
general plan, shall provide a minimum
front yard setback of 20 feet; and
Parking requirements as specifi ed in
Chapter 18.50 (Off-Street Parking
and Paving Standards) of the Zoning
Ordinance.

Additional Required Conditions
All development, except a single-family
home on a lot of less than 20,000
square feet, a duplex on one lot, or
a single unit addition to an existing
structure (unless such are “sensitive
sites” per Section 18.74.060 of the
Design Review Ordinance), is subject
to the Design Permit requirements
of Zoning Ordinance Chapter 18.74:

All manufactured homes are subject to
Design Permit approval.
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No building shall be constructed
within 80 feet of a ridgeline. To the
extent feasible, developments near
Upper Llagas Creek should follow
the “Guidelines and Standards for
Land Use Near Streams” (Santa Clara
Valley Water District, 2006). This
includes, but is not limited to, restricting
development at least 20 feet from
the top of bank, maintaining a 2 to 1
structural slope stability requirement,
and conducting a stability analysis.

Page 314 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
2-34
Downtown High-Density Residential
(D-R4)
The D-R4 district is intended to promote a
suitable environment for family and adult
communities in a higher-density environment
than other residential zoning categories would
allow.

Permitted Uses
See Figure 8 for permitted uses.

Accessory Uses
The following accessory uses are permitted in
the D-R4 district:

Conditional Uses
See Figure 8 for conditionally permitted uses.

Density
21-40 dwelling units per acre.

Development Standards
D-R4 standards are as follows:

Minimum lot area: 3,000 square feet;
Minimum site area per dwelling unit:
700 square feet.

Minimum lot width: 40 feet;
Minimum lot depth: 75 feet;
Maximum building coverage: 80
percent;
Minimum setbacks:

Front, 10 feet,
Rear, 15 feet,
Side, 5 feet;
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Maximum height: three stories; or 45
feet; and
All residential development fronting
on an arterial street as defi ned by the
general plan, shall provide a minimum
front yard setback of 20 feet.

Parking*:

1.0 space per unit (< 600 square
foot unit);

1.5 spaces per unit (600 - 1,350
square foot unit); and

2.0 spaces per unit (> 1,350 square
foot unit).
* Parking requirements based on all new and
redeveloped dwelling units.

All manufactured homes are subject to
Design Permit approval.
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Page 315 of 554 ends

November 2009 2-35
CHAPTER 2: LAND USES AND DEVELOPMENT STANDARDS
No building shall be constructed
within 80 feet of a ridgeline. To the
extent feasible, developments near
Upper Llagas Creek should follow
the “Guidelines and Standards for
Land Use Near Stream” (Santa Clara
Valley Water District, 2006). This
includes, but is not limited to, restricting
development at least 20 feet from
the top of bank, maintaining a 2 to 1
structural slope stability requirement,
and conducting a stability analysis.

All proposed structures shall be
constructed outside of the 100-year
fl oodplain unless such development
is consistent with the limitations
contained in Chapter 18.42 (Flood
Damage Prevention) of the Zoning
Ordinance.
▪ Downtown Public Facilities (D-PF)
The D-PF public facilities district is intended
to accommodate governmental, public utility,
educational and community service or recreational
facilities. The D-PF district is intended to be
applied to existing public facilities as identifi ed by the general plan and other areas where deemed
appropriate.

Permitted Uses
See Figure 8 for permitted uses.

Conditional Uses
See Figure 8 for conditionally permitted uses.

Development Standards
D-PF standards are as follows:

Minimum lot area: not specifi ed;
Minimum lot width: not specifi ed;
Minimum lot depth: not specifi ed;
Maximum building coverage: not
specifi ed;
Minimum setbacks: not specifi ed;
Maximum height: three stories, or 45
feet as measured from the ground to
the top of the roof plate;
Parking requirements: Parking spaces
shall be provided in the amount as
specifi ed in Chapter 18.50: Off-street
Parking and Paving Standards. In the
D-PF Downtown Public Facilities
District, exceptions to parking design
requirements of Chapter 18.50 may be
approved through the Design Permit
process;
Areas used for outdoor storage shall
meet the minimum design standards
applicable to off-street parking facilities
with respect to paving, grading,
drainage, access to public streets,
safety and protective features, lighting,
landscaping and screening;
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Page 316 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
2-36
All uses, whether permitted or
conditional, shall be conducted in such
a manner so as to avoid any nuisance,
hazard or commonly recognized
offensive condition or characteristic,
as established by the performance
standards of Chapter 18.48
(Performance Standards) of the Zoning
Ordinance; and
Signs shall be regulated in accordance
with Chapter 18.76 (Sign Code) of
the Zoning Ordinance and Chapter 6
(Signage Guidelines) of this Specifi c
Plan.

Facilitate and promote coordination
of design, access, use, and other
features associated with development
of multiple adjacent properties or large
single properties;
Encourage fl exibility of site planning
when it will enhance the area in which it
is proposed; and
Allow construction and reservation
of housing units for lower income or
senior households.

General Provisions
To achieve the purpose of the PD overlay
district, variations from the standards specifi ed
elsewhere in the above development standards
and in Division I of the Morgan Hill Zoning
Ordinance may be allowed as long as they
variations are consistent with the overall intent,
goals, and policies of this Specifi c Plan. Variations
can include but are not limited to permitted
or conditional uses (consistent with the Plan
designation on the site), lot sizes, lot coverage,
setback requirements, parking, building height,
fl oor-area ratio (FAR), and density, the City
Council determines and fi nds that , the proposed
development will provide substantial compliance
with the district regulations and other provisions
in this Specifi c Plan and Division I of the Zoning
Ordinance related to the public health, safety and
general welfare.

In that the CBD Mixed Use General Plan land
use designation has no maximum density, PD
amendments which may increase density via
greater height and FAR than base Specifi c Plan
standards for the CBD District, will be processed
as a PD zoning and Specifi c Plan zoning
amendment, but will not require an amendment
to the General Plan.
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Page 317 of 554 ends

November 2009 2-37
CHAPTER 2: LAND USES AND DEVELOPMENT STANDARDS
Applicability
Any development within any zoning
district which proposes to deviate from
standards of the underlying zoning
district.

Establishment and Initiation.

A PD overlay district may be established upon the
application of a property owner in accordance
with procedures established in Chapter 18.62
(Amendments) of the Zoning Ordinance and by
fulfi lling the provisions of this chapter.

The Planning Commission or City Council
may initiate a PD overlay zone in accordance
with the procedures set forth in Chapter 18.62
(Amendments) of the Zoning Ordinance without
a development plan submittal. A conceptual
plan for future development of land zoned as
PD by the City Council shall be submitted by the
fi rst applicant proposing to develop within the
PD subsequent to its establishment by the city.

Future development of land designated as PD
would be subject to development plan submittal
requirements and all other requirements specifi ed
in this chapter.

Development Plan, Review, and Approval
A request for establishment of or amendment
to a PD shall follow the same procedures as
established for zoning amendments, as defi ned
and described in Chapter 18.62 (Amendments)
of the Zoning Ordinance or as specifi ed within
this chapter.

Preliminary review for Mixed Use and NonResidential Overlays.

Prior to fi ling an application for approval
of a PD overlay district a preliminary plan
review application should be completed. The
preliminary review process will include the review
and recommendations from the Development
Review Committee and public hearings before
the Planning Commission and City Council.
▪
Residential Density
Where residential development is proposed as
part of the planned development, the residential
portion of the development shall not exceed
the density limits established by this Specifi c
Plan except that density bonuses may be
granted pursuant to the provisions of Chapter

18.47 (Affordable Housing Bonuses and Other
Incentives) and Chapter 18.78 (Residential
Development Control System) of the Zoning
Ordinance.

Permitted Uses
All permitted uses in the respective
underlying zoning district unless
otherwise noted in the PD plan or text.

All uses shown on the development
plan and/or specifi ed with PD text for
a particular PD district as approved by
the City Council.

In the industrial portions of a PD
overlay zone only, “adult businesses”
as defi ned by Sections 18.04.018.2 et
seq. and 18.48.170 and 18.48.180 of
the Zoning Ordinance are permitted
subject to conformity to all city codes,
including receipt and maintenance
in good standing of a police permit
pursuant to Sections 5.60.010 et seq. of
the Municipal Code.

Signs, complying with the applicable
regulations set forth in Chapter 18.76
(Sign Code) of the Zoning Ordinance.

Park for approved and conditional uses.

Home occupations.

Other accessory uses and buildings
customarily appurtenant to a permitted
use.

All uses must meet the performance standards
established in Chapter 18.48 (Performance
Standards) of the Zoning Ordinance.
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Page 318 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
2-38
Conditional Uses
All conditional uses in the underlying
zoning district unless otherwise noted
in the PD plan or text.

All uses shown as conditional on the
development plan and/or specifi ed
within the PD text as conditional for
a particular PD district as approved by
the City Council.

Design Review and Approval
Architectural and site review approval
shall be required of all uses situated on
sensitive sites, as defi ned in Chapter

18.74 (Design Review) of the Zoning
Ordinance, such as hillsides, streams,
historic structures, and other uses
as defi ned in Chapter 18.74 (Design
Review).

Development Plan and Implementation
The design and location of all physical
and landscape improvements shall be
consistent with the Development Plan
established for the PD.

Modification to Approved Planned
Developments
No signifi cant modifi cations to an
approved PD shall be permitted unless
approved by the City Council. Minor
modifi cations consistent with the
approved fi nal development plans
may be approved by Community
Development Director based on the
following fi ndings:

The modifi cation is consistent with
the intent, goals, and policies of
this Specifi c Plan.

The modifi cation is consistent
with the intent of the original PD
approval.

The modifi cation will not have an
adverse impact upon the owners of
surrounding properties.

The modifi ed project is
consistent with the environmental
determination.
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When the Community Development
Director fi nds that a proposed
modifi cation differs substantially from
the approved PD, an amendment to the
approved PD will be required through
the public hearing process, planning
commission and City Council.

Designation on Zoning Map
Once a Planned Development Overlay District
has been established by the approval of the City
Council the offi cial zoning map shall be amended
to include the symbol “PD” for all development
along with the underlying zoning designation.
▪

Page 319 of 554 ends

November 2009 3-1
CHAPTER 3: MULTI-MODAL CIRCULATION AND STREETSCAPES
Chapter 3: Multi-Modal Circulation and
Streetscapes
Overview
Streetscape improvements have already been completed for Depot Street between Main Avenue and Fifth Street. Streetscape improvements for the Third Street Plaza and Promenade project will be complete by January 2010. This chapter discusses other priorities for circulation and streetscape improvements.

Sketch and plan for the proposed redesign of Third Street

Page 320 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
3-2
Monterey Road
Monterey Road provides major access to
Downtown from both the north and the south.

With four travel lanes (two in each direction),
it serves not only as a major access route to
Downtown, but also as a circulation route for
through traffi c. In the past, Monterey Road
served as an alternative route to U.S. Highway 101
when traffi c backed up on the freeway. By virtue
of its width and large through-traffi c volumes,
Monterey Road can pose internal circulation
confl icts within Downtown. In addition, the
perceived width of the street, traffi c volumes,
and vehicle speeds have resulted in a physical and
psychological barrier separating Downtown into
two segments: one east and one west of Monterey
Road. The improvements to East Third Street
will extend across Monterey Road to West Third
Street and will have the added benefi t of traffi c
calming.

Several construction projects have been
completed or have started in recent years that
have, or soon will, increase overall traffi c capacity
in the north-south direction. Highway 101 was
widened in 2001 to provide additional lanes
and traffi c capacity. Butterfi eld Boulevard has
been completed between Cochrane Road and
Tennant Avenue, and within the next fi ve years
will be extended north to Madrone and south to
Watsonville Road to provide an alternative northsouth route through Morgan Hill to the east of Downtown.

Additionally, the Santa Teresa Corridor, which
includes Santa Teresa Boulevard, Sunnyside
Avenue, DeWitt Avenue, and Hale Avenue, is
planned to become a unifi ed north-south route
that would roughly parallel Monterey Road to
the west of downtown. A major portion of this
corridor (Main Avenue to Dewitt Avenue) will be
completed within the next fi ve years.

The planned parallel north-south routes could
allow traffi c to be shifted off Monterey, enabling
reduction of travel lanes from four to two. This
would free up right of way for dedication to other
purposes such as wider sidewalks, angled parking
and other streetscape amenities, to support a
truly pedestrian-friendly, human-scale downtown
where people, rather than cars, are emphasized.

The existing confl icts and barriers along
Monterey Road should be reduced or eliminated
to increase safety and encourage pedestrian
activity. Monterey Road improvements through
Downtown should be considered after feasibility
analyses are complete and the improvements are
determined to be feasible and desirable. It is
estimated that improvements would likely occur
after 2015. The new Citywide traffi c model and
master traffi c analysis will provide information
regarding the traffi c levels of service and phasing
conditions to be met prior to reducing lanes on
Monterey Road.

Two approaches could be used to improve the
conditions along Monterey Road: reducing the
number of travel lanes through Downtown and
applying traffi c calming measures.

Page 321 of 554 ends

November 2009 3-3
CHAPTER 3: MULTI-MODAL CIRCULATION AND STREETSCAPES
Monterey Road Narrowing
The City of Morgan Hill has studied a possible
Circulation Element Amendment to narrow
Monterey Road from 4 lanes to 2 lanes, between
Main and Dunne Avenues. This Downtown
Specifi c Plan will accommodate any decision that
may be made regarding Monterey Road through
the downtown area; the goals of the Plan can be
met with Monterey Road remaining 4 lanes, and
could also be met under a 2-lane Monterey Road
confi guration. Decisions about the confi guration
of Monterey Road through Downtown will be
made in the context of the Circulation Element
of the General Plan, not the Downtown Specifi c
Plan.

There are a variety of options for use of the
right-of-way if Monterey Road is reduced to two
vehicular travel lanes. Some of these options
include the addition of either bike routes or
“sharrows”, through Downtown, widening
of sidewalks, or the construction of diagonal
parking to increase parking resources. The center
median may, or may not, be retained. The exact
use of the right-of-way would be subject to a
community decision-making process.

Monterey Road Streetscape and Traffic
Calming
Steps should be taken to slow traffi c speeds in
order to make crossing easier for pedestrians and
to enhance its visual appearance and strengthen
the image of downtown as a unique pedestrian
zone. Based on further study and design, public
improvement plans will be developed, drawing
on the following techniques:

1. Entry Point Treatment
Trees, landscaping and/or public art
focal point improvements should be
added at the corners of Dunne and
Main Avenues to signal entry into a
special zone. Special raised paving
bands could be constructed north of
Dunne Avenue and south of Main
Avenue to provide a tactile and visual
signal for traffi c to slow down. Special
signage or some other identity feature
such as public art or sculpture should
be installed at the Dunne Avenue
and Main Avenue entries to signal
Downtown as a special zone.

2. Special Banner Signage
Support standards for the display of
seasonal or special events banners
should be installed on existing and new
streetlights. Banner poles should also be
considered.

Existing special paving on Depot Street

Page 322 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
3-4

3. Third Street Improvements
These improvements should be
installed to link the east and west sides
of Monterey Road visually.

4. Median Landscaping and Tree
Lighting
Encourage consistent landscaping
throughout the existing center median
between Main Avenue and Dunne
Avenue. Pin lighting or up lighting
should be installed to median trees to
signal entry into a nighttime activity
area.

5. Pedestrian Crosswalk Emphasis
Special treatments should be
implemented to increase the visibility
of crosswalks to motorists by:
enhancing the color edge
striping, and
adding push button-activated
fl ashing pin lights in crosswalk
striping, in areas with wide
crossings.
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6. Speed Humps for Four-Lane
Monterey Road
Speed humps have been installed near
Third Street to reduce the speed of
vehicles. If Monterey Road is narrowed,
these speed humps should be removed
along with the associated signage.

7. Bike Routes
Bike routes or “sharrows” between
Dunne Avenue and Main Avenue are
encouraged. These may consist of
markings on the road and/or signage
alerting motorists to share the lane with
bicyclists. This is consistent with the
City’s Bike Map (see Figure 10).

Existing median with landscaping and pedestrian
space on Monterey Road
Existing speed humps on Monterey Road

Page 323 of 554 ends

November 2009 3-5
CHAPTER 3: MULTI-MODAL CIRCULATION AND STREETSCAPES
Figure 10
Bike Map
Source: City of Morgan Hill

Page 324 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
3-6
Third Street
Third Street is wider than the other east-west
streets in Downtown, possibly because of its
historic linkage between the railroad and the
Monterey Highway (now Monterey Road), which
was the main route through the community. This
street carries very little traffi c and will soon be
reconfi gured with one traffi c lane in each direction, on-street parking, and wider sidewalks. The
sidewalks will be wide enough to accommodate
outside dining, displays (i.e. produce and fl owers),
and additional landscaping. Bulbouts and a midblock pedestrian crossing will be constructed to encourage pedestrian activity and slow vehicular
traffi c along the street. The fi nal street design
should be coordinated with private development
to ensure consistency of design and that the
private/public spaces are complementary to one
another.

The landscape improvements and the activities
along the street will serve to provide a strong
link between the commuter rail station on Depot
Street and the uses along Monterey Road. Third
Street will be designed to allow it to be closed
off periodically for informal markets, art shows,
music events, and other community activities.

Potential to move the Farmers’ Market to Third
Street
Depot Street
Depot Street has been improved with landscaping,
streetlights, bike lanes, bulbouts, and enhanced
sidewalks to serve as a strong pedestrian link
between the train station, the Community and
Cultural Center, the neighborhoods to the north,
and Downtown via Third Street.

Looking south along Depot Street
The City of Morgan Hill has studied a possible
Circulation Element Amendment to change
the current plan to close Depot Street when
the planned Dunne/UPRR grade separation
(undercrossing) project occurs, so that Depot
Street can remain connected to Dunne Avenue.

Depot Street offers an important alternate northsouth travel route within the downtown, and provides access to public parking lots located on
Depot Street. This Downtown Specifi c Plan will
accommodate any decision that may be made
regarding Depot Street; however, the preferred
option would be a plan to re-route Depot Street
through the existing Community & Cultural
Center parking lot, to connect to Dunne Avenue
at the existing Church/Dunne traffi c signal, to
create an intersection. This would allow Depot
Street to remain connected to Dunne Avenue
even when the Dunne/UPRR grade separation
project occurs. This project should be designed
in a manner that allows suffi cient site area for
structured parking, accommodates private
property access requirements, and facilitates
pedestrian travel to CCC and Gavilan College
uses.

Page 325 of 554 ends

November 2009 3-7
CHAPTER 3: MULTI-MODAL CIRCULATION AND STREETSCAPES
Pedestrian-Friendly, Multi-Modal
Circulation
Other streets in the Downtown Core should have
beautifi cation improvements including narrowing
the streets if possible, providing bulbouts,
installing special paving at corners or in crosswalks,
bike route signs or “sharrow” markings, on-street
parking improvements, lighting and landscaping
improvements. As stated earlier, improvements
along Depot Street have recently been constructed
and improvements are underway along Third
Street.Streetscape improvements along Monterey
Road should be given a high priority, under either
the existing 4-lane confi guration or a possible 2-
lane confi guration. The City should carry out a
Monterey Road Streetscape alternatives design
planning process, with broad public participation,
in order to develop the preferred improvements
for Monterey Road. Other side streets should
also be planned for streetscape improvements,
though not as elaborate as Third Street. Since the
Sunsweet Site (on Block 4) is relatively large and
will likely redevelop soon, Fourth Street should
be given the highest priority for improvements
among the side streets. After Fourth Street,
priority should be given to Second Street, First
Street, Fifth Street, and Main Street, all between
Monterey Road and Depot Street.

Two-way streets (streets with vehicular movement
in both directions) are strongly encouraged, and
one-way streets should be avoided, whenever
feasible. One way side streets may require removal
of parking spaces along one side of the street
and could negatively impact vehicular circulation,
both of which are not recommended.

Mid-block crossings (using bulbouts to expand
the sidewalk into parking space areas to narrow
the paved street surface) on commercial and
mixed-use streets are strongly encouraged
to facilitate pedestrian activity and increase
pedestrian connectivity.

Pedestrian links are strongly encouraged to
connect parking lots to Monterey Road, Third
Street, and larger developments, such as the
Sunsweet Site. Mid-block pedestrian connections
are encouraged to connect one side street
to another (i.e. an off-street pedestrian link
that connects Third Street to Fourth Street).

Pedestrian connections should be provided by
the property owner and developer.

Pedestrian links from Monterey Road to rear
parking lot increase accessibility to lots without
creating additional driveways

Page 326 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
3-8
The City constructed a plaza between the County
Courthouse on Butterfi eld Boulevard and the
Pedestrian Railroad Crossing just east of the
corner of Depot and Third Street. This plaza is
designed to facilitate pedestrian travel from the
Courthouse into Downtown. The Plaza serves
as a demonstration site for sustainable design
and landscaping techniques. Figure 11 contains
a conceptual plan for the County Courthouse,
plaza, and pedestrian connections.

If additional tracks or high-speed trains are added,
a grade-separated pedestrian/bike connection
should be studied and constructed as part of
these improvements. The design of this crossing
should complement Downtown development,
make users feel safe and welcome, and serve as a
gateway statement to train passengers.

The Santa Clara Valley Water District and the City
of Morgan Hill have created preliminary plans
for fl ood control improvements along Upper
Llagas Creek through the downtown area. Due
to the right-of-way constraints and underground
locations, providing a Downtown creekside trail
may not be feasible from Second to Fourth
Street, from Fifth Street to Dunne Avenue, or
along Monterey Road and Second Street. Rightof-way widths to the north and south of those Downtown areas are less restrictive and a trail
will be developed in these areas. Where the trail
connection through Downtown is not feasible
along the creek, signs should be posted at the
north and south trailheads to direct pedestrians
and bicyclists to sidewalks and bike routes or
“sharrows” through Downtown, and then
connecting to the other trailheads.

A majority of the West Third Street parcel
owned by the Redevelopment Agency will be
needed to accommodate the PL566 fl ood control
project improvements. Prior to that time, the
parcel should be used as passive open space with
on-street parking. When the PL566 project is
implemented, this parcel could become a passive
pocket park and pedestrian amenity with a strong
connection to the creek improvements, perhaps
with interpretive signage about the PL566 Upper
Llagas project purposes of fl ood control and
riparian habitat. Figure 12 shows the property
owned by the Redevelopment Agency and Upper
Llagas Creek.

As a good practice measure to support pedestrian
safety and promote safe vehicular travel, the
City of Morgan Hill should carry out regular
monitoring of the unsignalized intersections in
the Downtown area, especially those at Monterey/
Fifth, Monterey/Fourth, and Monterey/Central,
to evaluate the possibility of restricting cross
traffi c movements or implementing other
restrictions supportive of safe travel downtown.

Source: City of Morgan Hill

Page 327 of 554 ends

November 2009 3-9
CHAPTER 3: MULTI-MODAL CIRCULATION AND STREETSCAPES
Figure 11
County Courthouse and Plaza

Page 328 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
3-10
Figure 12
Redevelopment Agency Parcel
Source: City of Morgan Hill

Page 329 of 554 ends

November 2009 3-11
CHAPTER 3: MULTI-MODAL CIRCULATION AND STREETSCAPES
Downtown Streetscape Design
The following fi gures are representations of what each street may look like based on the above standards. Figure 13 shows the existing improvements made to Depot Street. Figure 14 shows conceptual design parameters for East Third Street. Figure 15 shows a possible layout for side streets.

Streetscape planning efforts with public participation opportunities will be carried out prior to any fi nal decisions by the City Council regarding sidewalk widths, arrangement of parking spaces, provision of bike routes or sharrows, and other streetscape amenities.

Monterey Road
Monterey Road presently includes four travel lanes, and center landscaped median, parallel parking on each side, and sidewalks. The wide right-of-way allows for several options for redesigning the street layout. Some options that residents and business and property owners have discussed are:
wider sidewalks;
angled parking; and
removing all or portions of the median.

The actual use of the right-of-way will be subject to a community decision-making process.

Main Avenue/Monterey Road Intersection Operations
The intersection of Main Avenue and Monterey Road is one of the most congested in Morgan Hill, but there are limited opportunities to improve operations due to the existence of buildings on each of the corners of the intersection. While this Plan does encourage the property owners and the Redevelopment Agency to work together to redevelop the uses along Monterey Road and at the corners, there may be opportunities to implement certain operational measures that could improve service. As an action item of this Plan, the City should evaluate the traffi c lights and controls at the intersection, and study not allowing left turns from Main to Monterey and to parking lots in either direction during peak hours, and implement as feasible.
▪
▪
▪

Page 330 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
3-12
Figure 13
Existing Depot Street Layout
Depot Street
Depot Street is 60 feet wide and has one travel lane in each direction. Depot Street has recently received various streetscape improvements, such as bulbouts, wider sidewalks, and bike lanes on each side. There are no additional streetscape improvements for Depot Street at this time due to the recent upgrades.

Page 331 of 554 ends

November 2009 3-13
CHAPTER 3: MULTI-MODAL CIRCULATION AND STREETSCAPES
Figure 14
East Third Street Design
East Third Street
East Third Street is the widest east-west street in Downtown, with a width of 80 feet. The layout adopted by the City Council for East Third Street includes two 11.5-foot travel lanes, an 18-foot sidewalk along the north, and a 23-foot sidewalk along the south. Sidewalks have been designed to encourage outdoor dining amenities for adjacent restaurants. This street also incorporates trees, landscaping, and a public plaza.

Continued below
Continued above

Page 332 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
3-14
Figure 15
Possible Side Street Layout
Side Streets
The side streets in Downtown (First through Fifth Streets, excluding East Third Street) generally consist of a 60-foot right-of-way with one travel lane in each direction, parallel parking on each side, and sidewalks. As redevelopment occurs throughout Downtown, it will be important to enhance these streets with wider sidewalks (as feasible) and landscaping. Existing low-density neighborhood streets may transition to higher-density residential or mixed-use streets along part of the street or the entire corridor.

Each street will include different uses and the exact layout may differ between each street. A possible layout would be to have two 12-foot travel lanes, parallel parking on each side, and wide sidewalks.

Some areas, such as residential streets may include a landscaped parkway between the street and the sidewalk. Other streets, or portions of the streets, may have wider sidewalks with trees (protected with tree grates and root guards) in the sidewalks.

Page 333 of 554 ends

November 2009 4-1
CHAPTER 4: PARKING RESOURCES MANAGEMENT STRATEGY
Chapter 4: Parking Resources Management Strategy
Overview
In May 2008, DKS Associates developed
recommendations for parking resources in the
Downtown area based on existing and projected
parking demands. Existing parking conditions
were evaluated using surveys conducted in 2004
and 2006. The analysis investigated several
characteristics including occupancy, turnover,
access, circulation, conditions of parking lot
pavement and lighting conditions.

In general, the existing parking occupancy is
less than capacity for both on-street and offstreet facilities. Parking turnover varied from short durations to all-day parking for Downtown
employees. Signage, lighting and pavement
conditions are typically adequate; however,
observations made during the 2004 surveys
identifi ed a few candidate locations for potential
improvements.

While current parking demand is less than the
available supply, projected development and
redevelopment is anticipated to increase parking
demand while removing some of the existing
off-street and on-street parking supply. Based
on no on-site parking requirements for new retail
and offi ce developments, retaining the existing
availability of 103 on-street spaces for existing
residential uses, and targeting a 92 percent
occupancy rate, 808 public spaces would need to
be added to the supply by 2030.

To improve parking conditions in the Downtown
area and address the projected parking needs,
this report recommends several near-term and
long-term strategies. In the near-term, the
City of Morgan Hill should consider reducing
the time limit and increasing enforcement of
restricted parking spaces. A designated parking
lot for Downtown employees would increase
the availability of desired parking spaces for
Downtown business patrons. The City should
also work with property owners to improve the
lighting and pavement conditions of private
parking lots.

Long-term recommendations focus on increasing
the public parking capacity to meet the projected
rise in parking demand. The City of Morgan Hill
plans to fund additional public parking capacity
by converting private parking to public parking
lots and by building new off-street facilities,
possibly in the form of a joint parking structure
for multi-use shared parking. The private sector
would be responsible for some construction costs,
streetscape improvements, and maintenance
through in-lieu fees, a Parking Assessment
District, and/or contributions to the Downtown
Business Improvement District. Modifi ed parking
requirements should be established for new
developments, with particular requirements for
residential uses to provide suffi cient designated
parking. If a meter program is considered, a
Parking Pricing Strategy should be implemented.

Finally, a Parking Monitoring Program should be
created to ensure that the parking occupancy rate
remains at the desired level.

The complete analysis conducted by DKS
Associates is available through the City of Morgan
Hill Community Development Department.

Page 334 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
4-2
Survey Methodology
The 2002 Morgan Hill Parking Survey found
that there was suffi cient parking available in the
Downtown area to meet the needs of current
development levels. A limited follow-up survey
was conducted in November 2004 to detect
any changes in parking patterns since the 2002
comprehensive study.

The Downtown study area extends from Main
Street to the north, Dunne Avenue to the south,
Del Monte to the west, and Depot Street to the
east. To account for the greater parking demand
observed along Monterey Road between Main
Avenue and Third Street, a smaller “focus” area
was established in the 2004 follow-up survey.

The “focus” area consisted of both restricted (2-
hour time limit) and unrestricted parking spaces
along the entire length of Third Street between
Monterey Road and Depot Street. In addition,
the “focus” area included the restricted on-street
parking spaces on Monterey Road between Main
Avenue and Third Street, and along First, Second,
and Third Streets approximately within 100-200
feet of Monterey Road. Figure 16 depicts the
entire study area, including the boundaries of the
“focus” area.

The limited follow-up surveys were conducted
during one Weekday morning and one Saturday
morning from 10:00 A.M. to 1:00 P.M. Occupancy
and parking duration were measured along the
fi ve on-street segments and in the fi ve parking
lots with the highest occupancy identifi ed in the
2002 report. Figure 17 lists the parking survey
sites.

In addition to the 2002 comprehensive parking
surveys and the 2004 follow-up surveys, the
Metropolitan Transportation Commission (MTC)
conducted surveys in July 2006 for parking policy
recommendations supporting smart growth in the
Morgan Hill area. Because the results of these
surveys were found to be generally consistent, an
updated comprehensive parking survey was not
conducted for the 2008 report.

Existing Conditions
There are approximately 1,237 parking spaces
located within the Downtown study area (not
including a total of 699 spaces at the Caltrain
parking lot and at the Community and Cultural
Center). All parking in the Downtown core area
is currently free to users.

On-Street Parking
Of the approximately 477 on-street parking
spaces in the study area, 115 are restricted spaces
limited to either 2-hour parking (107 spaces) or
20-minute parking (9 spaces). Figure 18 illustrates
on-street parking locations.

Since the 2004 survey, however, 54 on-street
spaces have been removed due to the Third Street
Redevelopment Project and the Depot Street
Redevelopment Project. 423 spaces remain.

Off-Street Parking
The study area consists of approximately 760
off-street parking spaces available in public
parking lots, private lots provided for customers
for specifi c commercial uses, and private lots
prohibited to the public. Only two public parking
lots have posted time restrictions. The 232 spaces
available in the Morgan Hill Community and
Cultural Center parking lot and the 467 spaces at
the Caltrain/VTA parking lot were not included
in the study. Figure 19 illustrates the off-street
parking facilities in the study area.

Page 335 of 554 ends

November 2009 4-3
CHAPTER 4: PARKING RESOURCES MANAGEMENT STRATEGY
Figure 16
Project Study Area
Core Area
P04191\Location map 1.cdr TRANSPORTATION SOLUTIONS
DKS Associates
W Mt . ain S .
. s S. W1t t
W. 4t St.h
. nd t. W2 S
W. r St 3d .
o Dep t St.

W. 5th St.

W. Dunne Av.

Del Monte Av.
onter y R M e d.
. . S.P.RR
. nS
EMai t.

E. 1st S .t
E. 4th St.

E. 2n St. d
E. 3rd St.

E. 5th St.
n E. Dun e Av.

EXHIBIT 1

PROJECT STUDY AREA REGIONAL MAP
Detailed
Area Map

Page 336 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
4-4
Figure 17
Parking Survey Sites
Side/Lot# Segment/Location To/From Street
On-Street
West Monterey Road Main Street to First Street
East Monterey Road First Street to Second Street
West Monterey Road Third Street to Fourth Street
East Monterey Road Fourth Street to Fifth Street
North Third Street First Street to Second Street
Parking Lot1
#8 Wells Fargo Bank E. Main Street
#8A Public Lot Monterey Road
#13 BookSmart Bookstore/Just
Breakfast Restaurant
Monterey Road between W. First Street
and W. Second Street.
#16 Bike Shop/Restaurant/Toy Store W. Second Street to W. Third Street #19 Coffee/Bagel, restaurant E. Third Street
1 Off-Street parking lots for businesses as of 2004. See Figure 19 – Off Street Parking Facilities Location.

Page 337 of 554 ends

November 2009 4-5
CHAPTER 4: PARKING RESOURCES MANAGEMENT STRATEGY
16 A
P04191• Rvsd Drft Final off-0street parking 10-07.cdr•12/4/07

T R A NSPO R TAT IO N SO LU T IO NS
DKS Associates
Figure 18
On-Street Parking Locations

Page 338 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
4-6
Figure 19
Off-Street Parking Facilities Locations P04191•Rvsd Drft Final OnStreet Prkng no numbers.cdr•12/4/07 TRANSPORTATION SOLUTIONS DKS Associates
W. Main St.

W. 1st St.

W. 4th St.

W. 2nd St.

W. 3rd St.

Depot St.

W. 5th St.

W. Dunne Av.

Del Monte Av.

Monterey Rd.

S.P.R.R.

E. Main St.

E. 1st St.

E. 4th St.

E. 2nd St.

E. 3rd St.

E. 5th St.

E. Dunne Av.

Legend:

Unlimited Parking
No Parking*
2-Hour Parking
20-Minute Parking
EXHIBIT 2

ON-STREET PARKING LOCATION

Page 339 of 554 ends

November 2009 4-7
CHAPTER 4: PARKING RESOURCES MANAGEMENT STRATEGY
Parking Utilization
In general, the follow-up parking surveys
showed that existing parking occupancy is less
than capacity for both on and off-street parking
facilities. Figure 20 summarizes the observations
of existing supply and demand for the designated
“focus” area and entire Downtown study area.

The follow-up survey confi rmed the 2002 report
that the majority of on-street parking spaces are
not fully utilized. Unrestricted parking spaces
further away from the Downtown “focus” area
(away from Monterey Road and south of Third
Street) are considerably under-utilized (less than
50 percent). While some segments of on-street
parking experience near full occupancy, especially
during peak periods (lunch hour), additional onstreet parking was still available on nearby side streets.

Off-street parking spaces were also observed
to be under-utilized. Private lots reserved for
restaurant customers experienced high occupancy
during peak (lunch) hours, but off-street parking
in public lots was found to be available nearby.

Parking Turnover
In general, the Downtown area would benefi t from
higher turnover rates to increase the availability
of spaces near commercial businesses. While
the average turnover for on-street parking spaces
with the highest occupancy is typically less than
two hours, in accordance with the posted limits, it
was observed that a few vehicles remained parked
for longer than two hours. Figure 21 shows the
on-street parking turnover for the fi ve locations
with the highest occupancy. Likewise, vehicles
generally park for one to three hours in the two
time-restricted public parking lots, but many
vehicles remain parked for more than the 4-hour
limit. Figure 22 shows the estimated occupancy
and duration for the fi ve parking lots with the
highest observed occupancy.

Physical Conditions of Parking Facilities
On-street restricted parking spaces within the
study area are typically well signed and in good
condition along paved curbs. Unrestricted
parking outside of the “focus” area is generally
for residential use and the conditions of the
curbs and sidewalks vary from none to fully
paved. In general, public parking lots are well
maintained with good paving and lighting while
the condition of private lots varies greatly. Many
of the lots have poor striping conditions, which
could reduce the total capacity of a parking lot
if vehicles do not follow the designated parking
spaces. Inter-lot connections could lead to more
uniform management of Downtown parking
resources, leading to aesthetic improvements
and marginal effi ciency gains. Conversations
with Downtown stakeholders revealed that
many business owners believe that upgrading
the lighting and maintenance of existing parking
structures is a top near-term priority.

Parking Signage
There are three main types of signs currently
used to direct motorists to public parking lots and
on-street parking” on-street parking signs, public
parking signs with directional arrows, and public
parking signs without directional arrows. While
most signage is clear and consistent throughout
the Downtown area, fi ve signs are faded or
damaged due to vandalism and entry to the public
parking in Lot #16 is diffi cult to fi nd. The City
of Morgan Hill has recently implemented a new
Downtown Directional Signage Program, which
includes new decorative directional signage for
parking and upgrades for defi cient signs.

Page 340 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
4-8
Figure 20
Existing Parking Supply and Demand
Type of
Parking Location # of Spaces
Weekday Midday
Peak Occupancy b
Weekend
Midday Peak
Occupancy b
% Occupied % Occupied
On-Street
Focus Area 144 a 74% 74%
Downtown 477 c 39% 42%
Off-Street
Public d 88 82% 69%
Private (Commercial) d 269 56% 41%
Private (Restricted) d 32 53% 6%
Downtown 750 e 49% 32%
All Parking
Total
Focus Area 533 65% 52%
Downtown 1227 45% 36%
Notes: a – # of On-Street spaces is based on fi eld observations for the “Focus” area, and the 2002 Morgan Hill Parking Survey for other areas of Downtown b – Occupancy percentages based on updated 2004 survey results. c – Current supply has since been reduced to 320 spaces available to retail and offi ce uses (26 spaces reduced due to the Third Street Redevelopment Project, 28 spaces reduced due to the Depot Street Redevelopment Project, and 103 spaces are currently used by existing residential development).
d – Off-street parking located within the “Focus Area”
e – Number of Off-Street spaces includes Parking Lot #37 (74 spaces, west of RR tracks), but not 37A, 37B (467 spaces, east of RR tracks), or 38 (Community and Cultural Center, 232 spaces), which were not included in the 2002 Report.

Page 341 of 554 ends

November 2009 4-9
CHAPTER 4: PARKING RESOURCES MANAGEMENT STRATEGY
Figure 21
On-Street Parking Turnover
Time
Period Roadway Segment Side of Street Capacity Average Occupancy Average
Duration
(hr)
Weekday
Monterey Rd (Main - First) West 4 69% 1.8
Monterey Rd (First – Second) East 8 56% 1.5
Monterey Rd (Third – Fourth) c East 3 8% 1.0
Monterey Rd (Fourth - Fifth) c East 8 28% 1.8
Third Street (Monterey – Depot) North 25 54% a 2.2 b
Weekend
Main St (Del Monte - Monterey) South 9 47% 2.7
Monterey Rd (Main – First) East 5 50% 2.5
Monterey Rd (First – Second) West 4 81% 1.0
Monterey Rd (First – Second) East 8 66% 1.3
Third Street (Monterey – Depot) North 25 88% a 1.2 b
Notes: a – Average occupancy is based on the entire length of street (24 spaces). b – Average duration based on the fi rst 10 spaces observed for measurements of duration. c – Non-focus area, non-restricted

Page 342 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
4-10
Figure 22
Off-Street Parking Facilities Turnover
Time
Period
Parking
Lot a Parking Facility Location Capacity Average Occupancy b Average
Duration
(hr) c
Weekday
Lot #19 Coffee/Bagel, Restaurant
(E. Third Street) 17 75% 1.9
Lot #8A
Public Lot (Monterey Road)
between E. Main St & E.

Second St
23 74% 3.3
Lot #10A Paved – Maurizio’s (E. First St) 7 68% 2.8
Lot #7 Restaurant/Tattoo Shop
(Monterey Rd) 22 59% 1.6
Lot #16 Bike Shop/Restaurant
(W. Second St & W. Third St) 36 50% 3.1
Weekend
Lot #19 Coffee/Bagel, Restaurant
(E. Third St) 17 59% 1.5
Lot #8 Public Lot (Monterey Road) 38 47% 1.4
Lot #8A Unpaved (Monterey Road) 23 68% 3.3
Lot #13 Restaurant/Tattoo Shop
(Monterey Road) 26 81% 2.5
Lot #16 Bike Shop/Restaurant
(W. Second St & W. Third St) 36 69% 2.2
Notes: a – See Figure 19 (Off-Street Parking Facilities Location). b – Average occupancy is a measure of entire lot.
c – Only fi rst 10 spaces observed for measurements of duration during limited parking survey

Page 343 of 554 ends

November 2009 4-11
CHAPTER 4: PARKING RESOURCES MANAGEMENT STRATEGY
Parking Enforcement
On-street parking and publicly maintained parking
lots are currently enforced on a complaint basis
for vehicles parked for extended periods (typically
greater than three days, per City ordinance). In
previous years, parking enforcement of the
posted 2 and 4-hour time limits was shown to
be impractical by law enforcement and not
desired by the Downtown business community.

Enforcement is not urgently needed under
current parking conditions as motorists generally
adhere to posted parking signs.

Enforcement of privately owned parking lots
is currently the responsibility of the business
owners. While many of the private parking
lots have posted signs warning non-patrons of
potential towing, no enforcement was noted
during the 2004 fi eld study. However, there have
been recent reports of increased enforcement by
private lot owners of Lot #16.

Employee Parking Conditions
Currently there is no designated employee parking
area for Downtown businesses. The 2004 fi eld
observations revealed that many employees use
off-street parking lots and suggested that some
employees park on Third Street and Fourth
Street in the unrestricted on-street parking
spaces. Because some vehicles were observed
to park in 2-hour on-street spaces and in 4-hour
off-street spaces for extended periods, it is likely
that employees use restricted parking, limiting
the availability of desirable spaces for business
patrons.

Bicycle Parking Conditions
The 2001 City of Morgan Hill Bikeways Master
Plan recognizes the potential to expand and
improve existing bicycle facilities in the study
area. Most bicycle parking in the Downtown
area use inverted U bicycle racks, which follow
Class I standards of bicycle parking as defi ned in
the Santa Clara County VTA Countywide Bicycle
Plan. However, there are two comb racks in the
study area, which are classifi ed as Class III bicycle
parking facilities and are not secure.

Residential Parking Conditions
Observations from the 2004 parking survey
suggest that approximately 103 vehicles in onstreet parking spaces within the core Downtown area were related to existing residential uses.

Because the availability of existing off-street
residential supply is not identifi able, quantifying
a future on-street parking demand would not be
reliable. For the purposes of this analysis, the
observed existing demand is considered static
and accounted for as a reduction in available
future supply.

Depot Street and Third Street Streetscape
Projects
The 2002 and 2004 parking surveys that provided
the data for this parking strategy only included
on-street parking spaces along the west side of
Depot Street, and 65 spaces existed prior to the
Depot Street Streetscape Project. Post-project,
there are 37 parking spaces along the west side
of Depot Street, a reduction of 28 on-street
spaces. The planned Third Street project will
reduce on-street parking supply from 56 spaces
to 25 on-street spaces, a reduction of 26 spaces.

Therefore, a total of 54 on-street spaces are
refl ected as a reduction of future on-street supply
in this analysis.

Page 344 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
4-12
Future Projections
Future growth projections fall into two categories:
short term (year 2015) and long term (year 2030).

Based on projected development plans outlined
in previous chapters, several existing parking
facilities for commercial uses may be modifi ed or
removed. Although future developments typically
include some parking supply for the intended
land use, no additional spaces were assumed to be
included in the future commercial developments.

New residential uses are anticipated to provide
adequate off-street parking at a rate of 1.0 space
for units smaller than 600 square feet, 1.5 spaces
per unit between 601 square feet and 1,350
square feet, and 2.0 spaces per unit larger than
1,350 square feet.

Short Term (Year 2015) Parking Conditions
Based on the projected 2015 development
scenarios, the total parking demand in 2015 would
be approximately 1,232 spaces for commercial
land uses. The demand is expected to increase
for retail parking by approximately 269 spaces
and for offi ce parking by approximately 121
spaces. Figure 23 shows the parking generation
rates and total parking demand estimates for
the existing and short-term conditions. Parking
generation rates were obtained from a 2007 MTC
study and reviewed by DKS Associates for use in
this analysis.

The anticipated retail expansion and streetscape
projects result in a loss of 208 parking spaces,
reducing the supply from 1,237 spaces (760
off-street and 477 on-street) to 1,029 spaces
(606 off-street and 423 on-street) within the
Downtown area. Because approximately 103
of the on-street spaces are currently occupied
by existing residential uses, the fi nal estimated
parking supply would be approximately 926
spaces. Considering the increase in demand for
1,232 spaces, a shortfall of 306 spaces will occur
by 2015, focused around Blocks 2, 3, 4, and 7.

Long Term (Year 2030) Parking Conditions
Using the 2030 projected development scenario
and the parking rates from the 2007 MTC study,
the total estimated commercial parking demand
for the year 2030 would be approximately 1,560
spaces. The demand is estimated to be 829
spaces for retail parking and 731 spaces for
offi ce parking. Figure 24 provided a summary
of the total parking generation rates and demand
estimates.

Developments throughout the remainder of
the Downtown core area between 2015 and
2030 may eliminate up to 174 off-street parking
spaces. Combining this estimate with the loss
of 208 parking spaces due to the projected
2015 development and the assumption that
approximately 103 spaces are occupied by
existing residential parking, the parking supply
will be reduced from 1,237 spaces to 752 spaces.

Based on the calculated demand of 1,560 spaces
for commercial uses, there will be a net shortfall
of approximately 808 spaces in the Downtown
core area by the year 2030. Figure 25 summarizes
the estimated parking demand, supply, and
parking supply excess/shortfall for Downtown
commercial uses only.

Page 345 of 554 ends

November 2009 4-13
CHAPTER 4: PARKING RESOURCES MANAGEMENT STRATEGY
Figure 23
Short-Term Parking Generation Rates and Demand Estimates (2015) Land Use Units Parking Rates Existing 2015
Size Demand Size Demand
Retail sq. ft 2.86 123,365 353 217,586 622
Offi ce sq. ft 4.0 122,248 489 152,405 610
Retail and Offi ce Demand 842 1,232
Residential d.u. tbd 193 tbd 546 Tbd
Source: Metropolitan Transportation Commission’s (MTC) Parking Profi le and Policy Recommendations – Morgan Hill. Figure 25 – Demand Based and Peak Based Parking Rates (parking/unit). Memorandum prepared by Wilbur Smith Associates for MTC. June 29, 2007.

Figure 24
Long-Term Parking Generation Rates and Demand Estimates (2030) Land Use Units Parking
Rates
Existing 2015 2030
Size Demand Size Demand Size Demand
Retail sq. ft 2.86 123,365 353 217,586 622 289,855 829
Offi ce sq. ft 4.0 122,248 489 152,405 610 182,839 731
Retail and
Offi ce Demand 842 1,232 1,560
Residential d.u. tbd 193 tbd 546 tbd 874 tbd
Note: Parking Rates are for combined weekday/weekend peak, per 1,000 square feet or per dwelling unit.

Figure 25
Commercial Parking Supply and Demand Comparison
Block Estimated
Commercial Demand Estimated parking Supply Parking Shortfall Retail Offi ce Total OffStreet
OnStreeta Total Off-Street
Only Total
Existing 353 489 842 760 320 1,080 -82 +238
Year 2015 622 610 1,232 606 320 926 -626 -306
Year 2030 829 731 1,560 432 320 752 -1,128 -808
Note: a – includes a reduction of 103 spaces to be occupied by existing residential land uses and a reduction of 81 spaces from Third Street Redevelopment Project and Depot Street Redevelopment Project

Page 346 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
4-14
Recommendations
Near-Term Parking Improvements
On-street parking serving the Downtown area
is generally well marked, and motorists typically
adhere to posted parking signs and time limits.

However, converting the 4-hour public parking
lots to 2-hour parking with enforcement will
reduce the number of vehicles that remain
parked for longer than posted limits and increase
parking turnover. A parking lot designated for
Downtown employees should be established to
further increase the availability of spaces near
businesses for patrons. Public parking lots are
generally well paved and adequately lit, but many
of the private parking lots would benefi t from
improved lighting and pavement conditions.

While existing bicycle racks are not always used,
comb bicycle racks should be replaced with
inverted U racks and locations for additional bike
racks should be considered with input from local
businesses.

On-Street Parking Recommendations
Update street lighting to current
standards for new on-street parking
as outlined in the Caltrans Traffi c
Manual or by other agency standards.

Improved lighting would address safety
concerns, encouraging people to feel
comfortable walking greater distances
to parking lots, and potentially attract
more business. In general, a luminaire
pole should be provided every 150 feet
with a luminance of approximately 2 to

3.5 foot-candles. Installation of a new
luminaire pole with foundation typically
costs between $5,000 and $10,000, with
decorative styles being slightly more
expensive.

Replace fi ve (Caltrans Type R32) signs
due to fading and vandalism. Replacing
existing signs costs approximately $200
per sign.

Consider regular scheduled sign
maintenance, with landscaping and
sign replacements conducted on an as
needed basis.
•
•
•
Direct business owners and employees
to park in public lots outside of the
core area, away from businesses along
Monterey Road. Public lots near Depot
Street and E. Fourth Street (Lots #30,
#37, #37A, and #37B) and private lots
near Del Monte Ave between W. First
Street and W. Second Street (Lots #8,
#11, and #15) are under-utilized.

Off-Street Parking Recommendations
Resurface pavement in private lots
typically used by Downtown business
patrons (Lots #10A, #14, #31, and
#33). Other private lots (Lots #3, #5,
and #6) were also observed to have
poor pavement conditions. Resurfacing
existing paved parking lots with new
asphalt-concrete typically costs about
$3.00 per square foot. This estimate
does not include striping or grading,
if needed. The property owners of
private lots should be responsible for
appropriate maintenance and lighting,
although the City’s Redevelopment
Agency may develop a program to
provide funding assistance for such
improvements.

Improve poor striping in public lots
(#8A and #30) and private lots (#7,
#13, #20, and #23) typically used by
Downtown business patrons. Striping
generally costs about $1 per linear foot
with costs ranging from $20 to $45 per
parking space.

Check lighting levels and inventory
fi xtures in parking lots that were
observed to have poor lighting
conditions (Lots #9, #10A, #13, #14,
#22, and #31). Costs for lighting
fi xtures are discussed above in the fi rst
on-street parking recommendation.

Add two new “Public Parking” signs to
the entrances of Lot #16 at W. Second
Street & W. Third Street. Adding a new
sign costs approximately $500, with
decorative directional signs typically
being more expensive.
•
•
•
•
•

Page 347 of 554 ends

November 2009 4-15
CHAPTER 4: PARKING RESOURCES MANAGEMENT STRATEGY
Establish a lot for Downtown
employees located outside of the
“focus” area to increase parking for
business patrons. The City should work
with the Downtown Association to
identify potential locations, such as the
232-space parking lot at the Community
and Cultural Center. The cost of
designating a public lot as a long term
parking facility would be negligible. A
stakeholder meeting and support from
private businesses would educate the
public and increase compliance.

Convert 4-hour public parking lots
(Lots #8A and #17) to 2-hour parking
with enforcement to encourage higher
turnover. Costs for adding new signs
and parking enforcements are described
in the previous section.

Add directional signs to off-street
parking facilities on other blocks to
help motorists fi nd other available
parking if their fi rst choice of parking
lot are fully occupied.

Conduct parking demand surveys
during peak hours at the Community
and Cultural Center on weekdays,
during the evenings, and on weekends
to determine if there is a surplus
parking supply that may be used
as a shared parking resource. If a
new parking facility were needed,
it would cost between $2,500 and
$5,000 per space to pave undeveloped
land. Costs range due to the levels
of excavation, grading, paving, curb
installation, drainage, lighting, and
signage. While developing new parking
sites is considered a high priority
for redevelopment and other funds
allocated to Downtown, ongoing
maintenance and operation costs
would be shared among Downtown
stakeholders.
•
•
•
•
Facilitate inter-lot connections and
circulation between private parking lots.

The City should consider developing
shared lease agreements with private
entities, purchasing smaller parking lots,
and encouraging physical improvements
such as curbs, dirt fi ll, wood railing
removal, grading, paving, re-striping
and coordinated lighting.

Bicycle Parking
Remove and replace two comb racks
(located at the northeast corner of
First Street & Monterey Road and the
southwest corner of Second Street
& Monterey Road) with inverted U
bicycle racks as described in the City
of Morgan Hill Bikeways Master
Plan. Removing existing comb racks
costs about $100 each and installing
new inverted U bicycle rack are
approximately $500 each.

Work individually with local businesses
to add new bicycle racks at locations
with high bicycle demand. Selecting
appropriate locations for bicycle racks
may encourage additional and safer
bicycle use.

Investigate the feasibility of providing
an attendant-serviced bicycle parking
station for rail transit users and
downtown employees.
•
•
•
•

Page 348 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
4-16
Future Parking Improvements
The current parking forecast in the Morgan Hill
Downtown area shows that the retail development
at Blocks 2, 3, and 4 with the estimated removal
of 208 parking spaces by 2015 (154 off-street and
54 on-street) will result in more demand than the
current and projected supply can accommodate.

Between 2015 and 2030, development throughout
the remainder of the Downtown Core area may
eliminate up to 174 additional off-street spaces.

Because of this projection, the City should
consider seven general strategies that are aimed at
long-term development or fi nancing of parking
assets. Should the parking demand exceed
the projections in this report due to increased
development or for other reasons, one or more
parking structures should be considered.

Long-term Parking Strategies

1. Create additional public parking
supply. The Redevelopment Agency has
recently allocated funds for increasing
the supply of Downtown public parking
and other funding sources such as in-lieu
fees paid by non-residential developers
will also be available. At the present
time, the City of Morgan Hill intends
to acquire and improve public parking
spaces prior to the occupancy of new
developments, increasing the public
parking supply by 500 additional spaces
by the year 2015. Several potential
strategies are listed below.

Convert private parking to
public parking. To increase
the public parking supply, the
City should consider acquiring
private parking resources. The
City would benefi t from a greater
parking supply and developers
would reduce their expenses. The
City/RDA would be responsible
for improving the lots and for their
operation and maintenance (using a
variety of resources as discussed in
other sections of this report). This
strategy may also lead to better
•
opportunities to combine or adjust
access to parking lots.

Build a pedestrian crossing over
the railroad tracks. To access the
additional parking supply located
east of the railroad tracks, City
Council recommends building a
grade-separated pedestrian crossing
over (or under) the Caltrain railroad
tracks.

2. Commercial Parking. If future
commercial development is required to
provide on-site parking, businesses will
either not locate Downtown because
they cannot afford to build parking or
businesses will provide private parking,
which increases the parking supply but
not the revenue generated by parking
resources.

Non-residential development will
be exempted from on-site parking
requirements, and instead will be
responsible for paying in-lieu fees that
fund a portion of the development,
operations, and maintenance costs.

Parking costs will be met with a
combination of RDA funds, in-lieu
fees, contributions to the Business
Improvement District, and/or a Parking
Assessment District.
•

Page 349 of 554 ends

November 2009 4-17
CHAPTER 4: PARKING RESOURCES MANAGEMENT STRATEGY

3. Developer In-Lieu Fees. Projects will
pay in-lieu fees instead of being required
to provide on-site private parking. Inlieu fees can be used for overall parking and streetscape improvements as well as
maintenance. This strategy is effective
as long as there is parking available when
a new commercial development is built
and the improvements attract more
businesses, residents and patrons to the
area.

An in-lieu fee program would consist of
several elements that typically include:

Fee Collection Process
Amount of Fee
Time of Collection of Fees
Use of Fee
Current Fee Schedule
Disputes Resolution Process
Trust Fund or Account
Maintenance
Termination of Program
Fee Schedule and Escalation
Provisions
The fee will be based on the revised
Downtown parking requirements,
per the MTC Study, and set forth in
this Specifi c Plan (page 4-19). Other
elements would be determined at
the direction of the City. The MTC
Study reports that current in-lieu
fees vary widely across the Bay Area,
ranging between approximately
$10,000 and $30,000 per required
space for offi ce developments, and
vary signifi cantly depending on
parking requirements from other
land use types.
•
•
•
•
•
•
•
•
•

4. Create a Parking Assessment District.

Under a Parking Assessment District,
business or property owners would
contribute to a fund for both short-term
and long-term parking improvements,
maintenance, and operation. The
fund would apply to all existing and
future business or property owners
proportionately.

Parking Assessment Districts are often
considered in locations where parking
meters are not desirable. If there is not
a parking turnover problem or enough
parking demand to generate the desired
meter revenue, a Parking Assessment
District may be more appropriate.

The key difference is that business or
property owners pay into the assessment
district while the actual user pays into a
meter program.

5. Use parking meter revenue in the
Downtown Business Improvement
District. Currently, there are no
user-paid parking revenue sources in
Downtown Morgan Hill; however,
parking meters generate revenue that
could be funneled into the Downtown
Business Improvement District. While
many businesses will be concerned that
parking meters will deter customers,
parking meters lead to greater turnover
of desired spaces (such as those fronting
Monterey Road), and thus make the
Downtown more inviting and accessible.

The streetscape, parking and lighting
improvements funded by meter revenue
will make Downtown more attractive,
and thus attract more people to the
area.

Page 350 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
4-18

6. Create a Parking Pricing Strategy. If
a meter program is considered, then a
parking pricing strategy should also be
created for all of Downtown, including
any potential future parking structures.

Pricing should encourage longer-term
parking (i.e., more than four hours) to
park off-street and shorter-term parking
to be located on-street at metered
spaces. Free parking (to the user), if
any, should be located on the fringe
areas of Downtown, and would need
to be enforced alongside the fee parking
areas.

7. Implement a Parking and Land Use
Monitoring Program. A Parking and
Land Use Database and Monitoring
Program shall be created to track changes
as development occurs, and to ensure
parking capacity is added to maintain
adequate supply. Demand for parking
from non-residential land uses shall be
documented, along with changes in the
parking supply, through the preparation
of a monitoring report submitted to the
City Council every two years to ensure
planning, regulatory, and construction
measures are undertaken to provide
adequate parking supply as development
and redevelopment occurs in the 14-
block Downtown Core area. New
parking facilities should be planned for
when new retail uses are occupied. In
addition, because redevelopment projects
could remove existing parking supply
and/or increase parking utilization rates,
additional capacity may be needed. An
on-going monitoring program will be
conducted so that new parking facilities
are made available as parking occupancy
rises.

Parking Requirements for Downtown
As described previously in Figure 25, the
estimated commercial demand (offi ce and retail)
will increase by 718 spaces to 1,560 by the year
2030 with full build-out. To accommodate the
increased demand, modifi ed parking requirements
are adopted as set forth in Figure 26. Parking rates
for offi ce land uses are recommended to be 4.0
spaces per 1,000 square feet. This is consistent
with the parking demand rate estimated in the
MTC Parking Study as well as other parking
publications. This would provide adequate
parking for employees, and would discourage
them from parking in shorter term, retail parking
spaces. Up to 60,591 square feet of additional
offi ce space is projected to be developed by 2030.

A parking rate of 4.0 spaces per 1,000 square feet
would provide 242 parking spaces.

Page 351 of 554 ends

November 2009 4-19
CHAPTER 4: PARKING RESOURCES MANAGEMENT STRATEGY
With the offi ce land uses providing 242 parking
spaces in addition to the projected supply of
752 spaces, a shortfall of 566 parking spaces
would occur. Based on the Downtown Specifi c
Plan, approximately 205,390 square feet of retail
development is anticipated by 2030, and includes
38,900 square feet of redeveloped retail (166,490
square feet of net-new retail).

Retail redevelopment and net-new development
are required to provide additional parking
capacity, and a requirement of 2.8 parking spaces
per 1,000 square feet of retail development
is adopted. These rates are correlated to the
land uses identifi ed in this report, and may
need adjusting over time if changes to the
proposed land uses occur. Figure 26 summarizes
these parking requirement rates. The parking
requirement rates establish the basis for payment
of in-lieu fees.

City Council Goal of 92 Percent Occupancy
One possible goal of the Morgan Hill City
Council is to achieve a 92 percent occupancy
rate of on-street parking in 2030. To do so,
1,696 spaces would have to be provided for the
forecasted commercial (retail and offi ce) demand
of 1,560 spaces. To build 1,696 parking spaces,
the recommended parking requirement rates
presented in Section 4.2.1, Table 11 would need
to be increased to 4.4 spaces per 1,000 square feet
for new offi ce development and 3.4 spaces per
1,000 square feet for new retail development and
redevelopment. These rates were not adopted,
but are presented for informational purposes.

Figure 26
Downtown Parking Requirement Rates
Retail Offi ce Residential

2.8 spaces / 1,000 s.f. 4.0 spaces / 1,000 s.f.

1.0 space per unit < 600 s.f.

1.5 spaces per unit >600, <1,350 s.f.

2.0 spaces per unit > 1350 s.f.

Page 352 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
4-20
Off-Street Parking Location Strategies
Based on the spatial patterns of the parking
demand and supply shortfall estimates, several
areas become apparent as locales with additional
parking capacity needs.

Due to the proximity and relatively similar land
uses on Blocks 2, 3, 4, and 5, single or multiple
off-street parking facilities forming a system of
commercial public spaces in this vicinity should
be considered. If one main parking facility were
desired, the most central location would be within
Blocks 3 or 4. However, it may not be feasible
to develop a large parking supply on these blocks
because of the mixed-use development planned
for Blocks 3 and 4. Single or multiple parking
facilities serving Blocks 2, 3, 4, and 5 should
provide approximately 126 spaces with the buildout of Blocks 2, 3, and 4 (by year 2015), and an additional 40 spaces by the build-out of Block
5 (166 spaces total by year 2030). Because of
the space needed to accommodate 166 parking
spaces, the sites should be limited to those that
can provide the most parking spaces in one
consolidated location.

Because of the isolated location of Block 14 in the
southwest corner of Downtown and its primarily
offi ce land use, a self supporting/on-site parking
facility of up to approximately 140 spaces should
be provided at this site for the commercial land
uses. Residential land uses within Block 14 are
assumed to provide suffi cient off-street parking
supply for the residents. Some parking capacity
at Block 6 (public community center) may be
available as a potential site and could be pursued
further.

The City of Morgan Hill has identifi ed several
alternative locations for additional parking that
will not only increase the parking supply to
address the projected parking shortfall, but also
better accommodate the existing needs of the
residential and commercial uses. Funding for
new parking facilities will come from the longterm parking strategies outlined above, which will to be investigated further as the Plan is
implemented. The Redevelopment Agency has
identifi ed several million dollars in funding for
this effort.

The east side of Depot Street. The
area generally between Dunne Avenue
& Third Street would accommodate
several narrow surface lots with
diagonal parking located between
Depot Street and the railroad tracks. A
narrow parking structure may be able to
be constructed within this right of way.

The area between Third and Fourth
Streets was acquired by the City
Redevelopment Agency. An interim
surface lot has been constructed at
location, and it provides 92 public
spaces. A longer-term plan may include
a parking structure at this site.
•

Page 353 of 554 ends

November 2009 4-21
CHAPTER 4: PARKING RESOURCES MANAGEMENT STRATEGY
A joint parking structure for
multi-use shared parking. The
possibility for shared parking in the
Downtown area parking lot should
also be considered. While a more
detailed fi nancial analysis would have
to be conducted specifi cally for this
project, the idea of sharing costs, debt
service, and revenue would benefi t all
participating parties. The mix of uses
in a Downtown lends themselves very
well to a shared parking concept. Two
possible locations for a multi-use shared
parking lot are:

Caltrain/VTA parking lot. If
the existing Caltrain/VTA parking
lot became a joint parking facility,
the needs of weekday commuters
would compliment the nighttime
and weekend uses for residents and
other users. If the local agencies
pay for part of any new parking
structure, along with Parking
Assessment District and in-lieu
fees, it would alleviate some of the
burden to new development of
providing private parking spaces.

A parking structure in this location
will be proximal to the Downtown
core area and, in particular, to
much of the future development in
Downtown.

In this Specifi c Plan, this parking lot
is identifi ed as a potential transitoriented residential development site, and may have a separate shared
parking arrangement between the
residential uses and the transit
riders. This proposal may limit
the potential commercial parking
capacity in this location. Residential
parking would need to be in a distinct
area separated from commercial
or transit parking to guarantee
residents a parking spot, provided
at a ratio to meet the minimum
zoning requirement. Guest parking
and any extra residential parking
would be part of the shared parking
pool. Transit parking could also be
provided in both a guaranteed area
(often called a nested parking area)
as well as in the shared parking area.
•
•
Monthly pass holders, for example,
would park in a guaranteed transit
parking area, while other transit
users would park in the shared
parking area. The success of the
shared parking program would be
dependent upon the allocation of
spaces in each distinct area as well as
the turnover of spaces in the shared
parking area.

Community and Cultural Center
parking lot. A structure at the
existing CCC lot on Block 6 would
provide an alternative to creating
a shared parking facility with the
identifi ed residential opportunity
site. A three level parking structure
at the CCC lot could create a
capacity of up to 570 spaces total
(190 spaces per level).

In addition to the sites identifi ed
above, several other locations
should be considered for potential
acquisition and construction of new
parking structures. Ideal locations
would be centrally located to the
anticipated retail redevelopment
areas, and may be integrated within
the new or redeveloped retail areas
in the form of a parking garage
with ground fl oor retail fronting
the street. These locations may
potentially include:

Existing Lot #2 behind the
Downtown Mall (Block 2)
Within the proposed Sunsweet
Site or existing Lot #24
(Block 4)
Unpaved property adjacent to
Lot #8 (Block 1)
•
•
•
•

Page 354 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
4-22
On-Street Parking Strategies
Parking demand generated by the new
developments and the displaced vehicles are
anticipated to park on First, Second, or Third
Streets between Monterey Road and Depot.

Although observations of current conditions
show that parking is available, availability at prime
locations may become limited during peak parking
periods. The following recommendations should
be incorporated based on fi ndings from a future
monitoring program as certain benchmarks are
reached.

Adopt a parking monitoring program
to track both on-street and off-street
parking conditions in the Downtown
area. Parking surveys should be done
on a regular basis (annually) and could
be paid for by the City of Morgan
Hill Redevelopment Agency or by
developers as park of their application
process. A report similar to the 2002
Parking Survey costs approximately
$5,000 to $10,000 to complete.

Enforce the 2-hour parking limit in
restricted spaces to discourage longterm parking, and therefore increase turnover and the availability. Visitors
to a proposed movie theater would
need accommodations for longer
parking durations. Personnel costs in
a range between $40 and $85 per hour
depending on the offi cer’s classifi cation;
however, parking enforcement is
typically a self-funded program via the
revenue generated from the parking
tickets.
•
•
Expand the 2-hour parking zones
to increase turnover if monitoring
reports show that parking occupancy
along specifi c street segments is fully
utilized. Adding new parking signs
would cost approximately $500 each.

The additional enforcement could be a
neutral cost or positive revenue. If the
expansion encroaches into residential
areas, a residential parking permit may
be implemented to allow local residents
to park in designated restricted areas for
greater than the 2-hour limit.

Street Improvements
Street and streetscape improvements should
be prioritized to coincide with development
improvements. Because Blocks 2, 3, and 4 are
projected to experience redevelopment prior to
other blocks, the likely candidates for initial street
improvements are Fourth Street, Second Street, First
Street, Fifth Street, and Main Street.

Similarly, other roadway and infrastructure
improvements should be timed to match
development intensifi cation or changes. For
example, the Third Street crossing west of
Monterey Road serves a small parking area. If the
parking lot is used more regularly, then the timing
of the bridge improvement should coincide with
the increased use. The bridge should be evaluated
for structural integrity, and consideration should
be given to a replacement that can accommodate
two travel lanes, pedestrian, and bicyclists.
•

Page 355 of 554 ends

November 2009 4-23
CHAPTER 4: PARKING RESOURCES MANAGEMENT STRATEGY
References
Bikeways Master Plan. City of Morgan Hill. Prepared by Bellinger Foster Steinmetz, Bicycle Solutions and Higgins Associates. January 2001.

Institute of Transportation Engineers. Parking Generation. Third Edition. 2003.

The Urban Land Institute. Shared Parking. 1983.

Morgan Hill Parking Study – Final Report. Prepared for the City of Morgan Hill. Prepared by Wilbur Smith Associates. May 30, 2002.

Morgan Hill Downtown Plan – Evaluation of Opportunity Sites Memorandum. Prepared by Keyser Marsten Associates Inc. July 8, 2002.

Developing Parking Policies to Support Smart Growth in Local Jurisdictions: Best Practices. Prepared by Wilbur Smith Associates. March 12, 2007.

Parking Profi le and Policy Recommendations – Morgan Hill. Prepared for MTC by Wilbur Smith Associates. June 29, 2007.

Page 356 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
4-24
This page intentionally left blank.

Page 357 of 554 ends

November 2009 5-1
CHAPTER 5: DESIGN GUIDELINES
Chapter 5: Design Guidelines
Overview
Although there are a wide range of building sizes and architectural styles in Downtown Morgan Hill, a sense of small town architecture still remains. The current mix of “Main Street” commercial structures along Monterey Road and modest homes on the side streets in the residential areas provide visual variety along with a scale and texture that is pedestrian friendly and uniquely Morgan Hill.

It is the intent of this Plan to preserve and enhance that character and pedestrian scale, while accommodating areas for redevelopment and growth in a more dense and mixed-use pattern. The guidelines outlined in this chapter will be used in the review of all proposed development projects including additions and remodels (excluding non-historic single-family homes not located on a sensitive site).

These Design Guidelines include several of the best practices provided in the Santa Clara Valley Transportation Authority’s (VTA) Community Design & Transportation: A Manual of Best Practices for Integrating Transportation and Land Use. This manual provides a series of best practices and case studies for developments near transit. The guidelines below are divided into the following sections:

All Building Facades
Mixed-Use Building Facades (CBD
Zoning District)
Residential Building Facades (R-2, R-3,
and R-4 Zoning Districts)
Block 4 Special Guidelines (including
Sunsweet Site)
Roofs
Awnings and Marquees
Bay Windows
Balconies
Front Porches and Stoops
Outdoor Open Space
Service Areas
Mechanical and Electrical Equipment
Landscaping
Fences, Walls, and Gates
Site Lighting
Plazas, Pedestrian Walkways, and
Courtyards
Outdoor Dining
Streetscape Furniture and Amenities
A.

New compatible commercial structures.

Page 358 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
5-2
Site Review Permit Process and
Requirements
The City of Morgan Hill requires a Design
Permit for new construction and signifi cant
remodels in accordance with Chapter 18.74
(Design Review) of the Zoning Ordinance,
excluding non-historic single-family
homes not located on a sensitive site. An
Encroachment Permit is required for any uses
or improvements that involve the public right
of way, such as outdoor dining on wide sidewalk
areas. These Design Guidelines are intended
to guide property owners and architects in the
design of new buildings, exterior changes to
buildings, and other improvements. Prior to
issuance of any Design Permit, the decisionmaking body must make a fi nding of substantial conformance of the proposed design with
these Design Guidelines. The Public Works
Director in coordination with the Community
Development Director has authority to approve
Encroachment Permits for outdoor dining.

Noticed Public Hearings shall be held for all
projects subject to Design Permit requirements.

The Community Development Director
shall determine the appropriate process for
consideration of Design Permits; smaller or
more minor projects may be acted upon by
staff in accordance with Chapter 18.74, while
larger and more signifi cant projects should be
referred to the Planning Commission or City
Council. Any Design Permit which involves
Redevelopment Agency or City-owned sites,
or for which the RDA is entering into an
Agreement to assist with the development,
should be acted upon by the City Council, after
receiving a recommendation from staff and/or
the Planning Commission, as determined by
the Community Development Director (minor
projects may be approved by staff).

Basic Design Principles
These guidelines below are based on the
following basic design principles. In the
event that the guidelines in this document
do not directly address a specifi c condition,
City Staff and the relevant commissions and
boards will use these principles to determine
the appropriateness of proposed plans and
architectural designs.
#1 Buildings should reflect the character
of Downtown Morgan Hill.

Existing buildings in Downtown are
relatively small in scale due to the small
parcel sizes. New buildings should
maintain the rhythm of parcel width,
building breaks, and facade articulation.

As a general rule, facade articulation
and/or building breaks should occur at
approximately 40 to 50 foot intervals,
wherever feasible. Projects on larger
or combined parcels should refl ect this
design pattern and should be broken up
in form to avoid looking like a single
project.
#2 Buildings along Monterey Road and
Third Street should be designed in an
architectural style compatible with
traditional Main Street buildings.

Characteristics of traditional Main
Street buildings include parapets with
projecting decorative cornices, large
ground fl oor display windows, deep-set
upper fl oor windows, and decorative
architectural details. Newer buildings
are encouraged to include these
elements to blend with the existing
character, but may do so in a way that
creates a more modern feel. It is not
the intent of this principle to recreate
historic structures, but rather to design
buildings that share a similar character
and create a harmonious district.

Page 359 of 554 ends

November 2009 5-3
CHAPTER 5: DESIGN GUIDELINES
#3 Structures and landscaping on
neighborhood streets west of
Monterey Road (i.e., West First,
Second, Third, Fourth, and Fifth
Streets) should be visually compatible
with the existing small-scale
residential character of the area.

Since some existing residences
will remain, either as residences or
structures converted to commercial or
offi ce uses, the maintenance of visual
compatibility will be very important.

New buildings or expanded existing
residential structures should not visually
dominate the area.
#4 Buildings should provide a visual
continuity of display windows along
with architectural and landscape
details to provide an interesting
environment for pedestrians.

In commercial areas with buildings at
or near the sidewalk, visual continuity
is essential to the vitality of the street.

Large display windows for product
display are strongly encouraged, along
with a richness in architectural detailing.

On side street areas with residential
character buildings set back from the
sidewalk, interesting building entries
and architectural detailing are strongly
encouraged. These areas also offer the
potential for including visual richness
through the use of landscape elements
such as picket fences, trellis entries and
residential landscaping (e.g., roses.)
#5 Each structure should be uniquely
designed for Downtown Morgan Hill.

Stock designs and franchise architecture
will not be accepted as a substitute
for thoughtful designs based on the
structure’s use and location.
#6 Signage should be appropriate to
location and building character.

Signage should be pedestrian-oriented.

Large, aggressive and redundant signage
is strongly discouraged. See Chapter
6 (Signage Guidelines) for specifi c
guidelines associated with signage.
#7 All buildings and remodelings should
utilize high quality materials and
craftsmanship.

Exterior materials that will weather
well over time are strongly encouraged,
and all signs should be professionally
fabricated and applied.
#8 All streets should be designed to
balance safety and aesthetics.

All streets should be designed to
balance pedestrian safety, aesthetics
and the supply of on-street parking.

All streets in Downtown should be
designed to keep traffi c traveling at safe
speeds and to be pedestrian and bicycle
friendly.

Page 360 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
5-4
DG-A5. Shutters should be designed to
enclose the entire window or door.

If used, window and door shutters
should have a width that would
enclose the entire window or door
opening when the shutters are closed.

A. All Building Facades
DG-A1. Construct buildings with both
solid surfaces and window
openings.

Facades shall be designed with both
solid surfaces and window openings
to avoid the creation of blank walls
or glass curtain walls. Blank walls on
all facades that front a street, plaza,
or other public spaces are strongly
discouraged.

DG-A2. Provide distinctions between each
fl oor.

Facades should provide a clear visual
distinction between each fl oor, except
where a fl oor is built into the roof
form.

DG-A3. Design external stairways to
complement the buildings.

Stairways should have a design that
is compatible with overall structure.

Stairs shall not have a tacked-on
appearance or look like their design
was an addition or afterthought.

Stairways on front facades are
discouraged.

DG-A4. Design the sides and rear of
buildings to complement the front
facade.

All sides of the facade shall be
designed with similar architectural
elements, materials, and colors as the
front facade. However, the design of
side and rear facades may be simpler,
more casual, and more utilitarian in
nature.

Appropriate relationship
between front facade
(left) and rear facade
(right) is strongly
encouraged.

When closed, the
shutters would enclose
the entire window.

Blank walls and facades are strongly discouraged.

A clear visual
distinction between
each fl oor is
provided.

Windows and
solid surfaces are
balanced on the
facade, avoiding
the creation of
blank walls.

Page 361 of 554 ends

November 2009 5-5
CHAPTER 5: DESIGN GUIDELINES
DG-A6. Building modifi cations should use
the same materials, details, and
color as the rest of the building.

If a portion of an existing building
is modifi ed or if a building addition
is constructed, it should use the
same building materials, details, and
color applications as the rest of the
building. For example, if a portion
of a brick facade with wood-framed
windows and doors is modifi ed,
the modifi ed portion of the facade
shall use bricks, details, and woodframed windows and doors that are compatible with the other parts of
the building.

Original Structure:

Discouraged Addition to Structure:

Encouraged Addition to Structure:

Examples of appropriate facade building
materials:

Stone Brick
Wood Stucco/Plaster
DG-A7. Limit the number of building
materials used on the facade.

As a general rule, no more than 3
different types of materials should be
used on a single facade.

DG-A8. Use appropriate materials.

Materials that are consistent with
local vernacular architecture, as well
as those that are indigenous to the
region are desired. Finish materials
that give a feeling of permanence
and quality and that have relatively
low maintenance costs are strongly
encouraged. Appropriate building
materials that are encouraged on
facades as primary materials include:
brick,
stone,
tile,
stucco or plaster,
painted or stained wood siding
or trim,
wood or metal frames for
windows and doors, and
wood, metal, and glass doors.
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November 2009
Morgan Hill Downtown Specific Plan
5-6
DG-A9. Avoid inappropriate building
materials.

Inappropriate building materials that
are discouraged on facades include:
plywood,
unfi nished lumber,
corrugated fi berglass,
small tiles,
shingles,
cultured stone,
rough fi nish materials,
vinyl or aluminum siding,
corrugated metal,
refl ective materials, and
manmade building materials
(other than hardie board) that
are intended to simulate natural
products/materials.

DG-A10. Changes in material should
generally occur when there is a
change in the plane of the facade.

If possible, the change in materials
and color should occur on inside
corners of the building. If a change
is proposed along the line of a single
plane, a pronounced expansion joint
should be used to defi ne a clear
separation.
▪
▪
▪
▪
▪
▪
▪
▪
▪
▪
▪
DG-A11. Facades should have fi nishes and
colors similar to those found on
traditional buildings in Morgan
Hill.

Painted building surfaces should have
a matte fi nish. Trim work may have a
glossy fi nish.

DG-A12. The natural colors of brick
and stone material should be
maintained.

These materials should not be painted
or glazed.

DG-A13. Muted and soft colors are
encouraged.

Extensively bold, bright, fl uorescent,
and neon colors should be avoided.

If used, extensively bold, bright,
fl uorescent, and neon colors should
only be used as accent colors on
window and door frames, building
trim, and details.

DG-A14. Limit the number of colors used
on facades.

Color applications on a facade should
generally be limited to one or two
main colors and two to three accent
colors that complement the main
color(s) of the structure.

Examples of appropriate use of color:

Example of inappropriate use of color:

Encouraged:

Discouraged: Permitted:

Page 363 of 554 ends

November 2009 5-7
CHAPTER 5: DESIGN GUIDELINES
B. Mixed-Use Building Facades
(CBD Zoning District)
The CBD zoning district, primarily along
Monterey Road and East Third Street, is an
important retail and restaurant district that will
strongly infl uence the economic viability and the
image of Downtown Morgan Hill. The intent in
this area is to provide continuity of storefronts
with attractive display windows; restaurants with
an open and inviting character; architectural
styles and details that are traditional in character;
and upper fl oor offi ce and residential uses that
are attractive in appearance and contribute to
the visual attractiveness of downtown.

DG-B1. Design Articulated Facades.

Street facing building facades, as
well as all facades that front a plaza
or pedestrian walkway, shall be
articulated to improve the quality
of the design. Appropriate methods
of articulation include, but are not
limited to:
increasing the number and/or
size of window openings,
creating a defi ned building cap
or roofl ine,
providing stylized windows and
doors,
creating a defi ned base for the
building,
providing three-dimensional
expression lines (vertical and
horizontal) between the fl oors
of the structure and around
storefronts and window
openings,
adding depth and detail to the
cornice or roof parapet, and
recessing storefronts and
windows into the facade to
create depth and cast shadow
patterns.
▪
▪
▪
▪
▪
▪
▪
DG-A15. Window openings should
have vertical orientation and
proportion.

Window openings should be taller
than they are wide to refl ect the
traditional building characteristics of
Downtown.

DG-A16. Basic and simple window shapes
are encouraged.

Window shapes should be basic
and simple to refl ect the traditional
building characteristics of Morgan
Hill.

DG-A17. Follow the Secretary of the
Interior’s standards when
renovating or modifying historic
buildings.

When renovating or modifying
historic buildings listed on the
National Register of Historic Places
or of local signifi cance, the Secretary
of Interior’s Standards for the
Treatment of Historic Properties
with Guidelines for Preserving,
Rehabilitating, Restoring, and
Reconstructing Historic Buildings
should be used.

Page 364 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
5-8
DG-B2. Provide ground-fl oor storefront
windows and vertically oriented
upper-fl oor windows.

The ground fl oor facade should have
more area dedicated to transparent
window and door openings than the
upper fl oors. Front building facades,
as well as all facades that front a
plaza, or pedestrian walkway, should
be designed with:

Ground fl oor storefront
windows and doors that utilize
clear transparent glass in
order to provide clear views
of storefront displays from
the street and to allow natural
surveillance of the street
and adjacent outdoor spaces.

Mirror and tinted glass is
prohibited.

Buildings that maintain a
minimum of 60 percent
transparent glazing along
primary store frontage up
to eight feet above grade.

In the example to the right
A+B+C+D should equal
at least 60 percent of E.

Blank walls over 10 feet long
should be avoided on primary
frontages and for the fi rst 50
feet from Monterey Road and
Third Street along other public
streets.
▪
▪
Appropriate relationship between windows on
groudfl oor and upper fl oors.

Examples of buildings with appropriate
articulation.

Page 365 of 554 ends

November 2009 5-9
CHAPTER 5: DESIGN GUIDELINES
Upper fl oor window openings
that have a vertical orientation
and proportion. Mirror and
tinted glass is prohibited on
upper fl oor facades.

DG-B3. Emphasize display windows and
storefront entries.

Interesting storefronts with
prominent display windows
are strongly encouraged.

Traditional storefronts
with bulkheads below the
windows and glass on both
the street front and the sides
of the vestibule are desirable.

However, larger and more
contemporary display windows
are also acceptable. Window
proportions should generally
refl ect traditional storefront
windows with proportions that
are horizontal or approximately
square.

Display window lighting
is strongly encouraged to
improve the downtown’s
nighttime image and vitality.

Examples include shielded or
recessed spotlights to highlight
display merchandise or pin
lights used to defi ne the outline
of the windows.

Entry doors should be selected
to complement the design
of the storefront and refl ect
the special personality of the
business. Dutch doors, which
have top halves that may be
left open, are one good way to
project a friendly, customeroriented image.

Planter boxes below windows
and adjacent to windows are
strongly encouraged. These
generally add to the personality
of downtown and provide
seasonal color.
▪
▪
▪
▪
▪
Appropriate storefront windows.

Mirrored and tinted glass is
prohibited

Page 366 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
5-10
DG-B4. Create a continuous street wall.

Buildings should provide continuous
facades along the street edge to
create an interesting pedestrian
environment. Breaks in the street wall
may occur in areas where buildings
have a setback to accommodate
outdoor seating or other uses. At
these locations, the outdoor space
should meet the sidewalk at the same
point as surrounding buildings to
maintain the appearance of a street
wall. At locations where driveways
are required for access, such as
along Third Street to accommodate
parking for buildings fronting
Monterey Road, side setbacks should
be provided to allow sidewalks and
landscaping adjacent to the driveways.

DG-B5. Design storefronts with traditional
“Main Street” elements.

Elements of traditional “Main Street”
storefronts are encouraged. These
elements include:
recessed entry door(s),
display windows,
kickplate or bulkhead, and
transom windows.
▪
▪
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▪
DG-B6. Provide architectural details to
enhance the visual interest of
facades.

Projecting cornices with interesting
detail appropriate to traditional Main
Street commercial buildings should
be used to establish a fi nished top
to facade walls. Other architectural
details should add visual richness to
street facades. Examples include bay
windows, decorative belt courses,
moldings around windows, and
planter boxes with fl owers under
windows.

DG-B7. Building articulation features are
encouraged.

Three-dimensional wall projections,
horizontal expression lines, building
columns, details and cornice
treatments are encouraged on facades.

Storefront recessed Recessed Entry
into wall plane
Transom
Windows
Display
Windows
Kickplate
Building facades should be appropriately
articulated:

Unarticulated Better
Improved Best
Cornice Treatment Details
Horizontal
Expression Line
Windows Recessed
Recessed Storefront
Vertical Columns

Page 367 of 554 ends

November 2009 5-11
CHAPTER 5: DESIGN GUIDELINES
DG-B9. Design structural bays and
recessed storefronts on ground
fl oor facades.

Recessed storefront and structural
bays are encouraged on ground
fl oor facades. Storefronts should
be recessed by at least 6 inches.

The width of structural bays and
storefronts should not exceed their
height. Building piers, columns,
cornices, and horizontal expression
lines are encouraged to better defi ne
this space.

DG-B8. Provide special accent design
elements for corner buildings.

Corner pedestrian entries and design
elements, such as towers, are desirable
at street corners. Such elements
provide a visual terminus to street
frontages and a visual transition
between Monterey Road, Third
Street, Depot Street and side streets.

Structural bays and corner treatment
DG-B10. Provide upper fl oor and secondary
entrances and windows.

Entries to upper fl oor uses should
be located on facing streets or on
landscaped pathways with direct
access to the street. The entries
should be distinctive and well defi ned
with elements such as attractive
doorways and sidelights, awnings,
carriage lights, planters with fl owers,
appropriate signage, etc.

Upper levels should be designed
with a distinctive character and
design elements that will relate the
upper levels to the street and provide
visual interest. These elements might
include bay windows, projecting
balconies with landscaping and
French doors, and awnings over the
windows. Window proportions on
the upper levels should generally be
smaller than ground fl oor windows
and vertical in proportion.

Secondary entrances and windows are
strongly encouraged on rear facades
that are adjacent to parking facilities.

Page 368 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
5-12
DG-B11. Operable windows and French
doors are encouraged for
restaurants.

Restaurants with an indoor-outdoor
character offer an opportunity to
bring increased vitality to the street,
and are especially appropriate given
the pleasant climate of Morgan
Hill. Window types and proportions
should be complementary to the
architecture and design of the facade.

A variety of examples of operable
restaurant facade windows are shown
below and to the right. These are
strongly encouraged along Monterey
Road and Third Street.

DG-B12. Provide off-street courtyards.

Courtyards that can accommodate
smaller retail tenants, service
commercial shops, and restaurants
provide increased business
opportunities and more pedestrian
traffi c along the street frontages.

These are especially effective along
major pedestrian corridors such as
Monterey Road and Third Street.

Courtyards should have good linkages
and pleasant landscaped entries from
the street.

Restaurant operable window.

Operable window options.

Example of an off-street courtyard.

DG-B13. Facade Rehabilitation.

Remodeling existing buildings offers
an opportunity to bring the overall
building up to current standards
and to improve the appearance of
all facade elements. Encouraged
improvements include:
cleaning and repairing all
facade elements,
upgrading storefronts with
attractive display windows and
entry doors,
installing new business signs
and removing any old or
redundant signage, and
installing planter boxes below
display windows and/or
adjacent to entries.
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Page 369 of 554 ends

November 2009 5-13
CHAPTER 5: DESIGN GUIDELINES
DG-B14. Railroad Corridor Special
Guidelines.

The following guidelines apply to
new development on parcels adjacent
to the railroad corridor.

Entries on Blocks 7 and
8 should be oriented to
Depot Street. To enhance
the pedestrian qualities of
the street and to activate the
street, new structures should
be strongly related to the street
and provide visual surveillance
of the sidewalk and street.

Projects located on parcels
adjacent to the railroad shall
comply with the noise and
vibration mitigation measures
contained in the Mitigation
Measures section of Chapter 8,
Implementation.
▪
▪
C. Residential Building Facades
(D-R2, D-R3, and D-R4 Zoning
Districts)
This area between Monterey Road and Del
Monte Avenue, excluding the Monterey Road
frontages, currently contains a predominance of
small residential structures. The existing scale
and character should be preserved with new
development. For areas in which the zoning
designation is proposed to increase (i.e. the
existing designation is R-2 and the proposed
is R-3), some exceptions will be permitted in
order to accommodate the additional densities
permitted.

DG-C1. Provide overhanging roofs.

Overhanging roofs are strongly
encouraged to delineate the top
of the facade and to cast shadow
patterns on residential buildings.

DG-C2. Design facade articulation within
public view.

Street facing building facades, as well
as all facades that face a plaza, park,
or public space, shall be articulated
to improve the quality of the design.

Appropriate methods of articulation
include, but are not limited to:
offsetting or changing the
direction of the wall plane by
adding a building wing,
increasing the number of
window openings,
balancing window openings on
the facade to avoid blank areas
on the wall surface,
using more than one material,
texture, or color to break up
the mass of the facade,
stepping back upper stories,
using traditional building
forms, such as bay windows,
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Page 370 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
5-14
porches, and dormers,
utilizing compatible
architectural details to reduce
the scale and mass of buildings,
and
providing overhanging roof
eaves that created depth and
cast shadow.

DG-C3. Refl ect the architecture of Morgan
Hill in new buildings.

Building styles, forms, materials,
and colors that refl ect the region’s
vernacular residential architecture are
encouraged on residential buildings.

Materials should include wood or
stucco. Roofs should be pitched in
form with overhangs of at least 2
feet. Porches are encouraged and
may encroach into the front setback
up to 7 feet. Additions, remodelings,
or new buildings should not be boxy
in form and/or consist of plain or
unarticulated building elements.

The intent of this guideline is not
to recreate exact replicas of historic
or traditional building, but rather to
create new buildings that refl ect and
honor the character and image of the
▪
▪
Residential facade with appropriate level
of articulation and decorative elements.
region.

DG-C4. Single-family residences with
building heights of three stories
should incorporate varying
roofl ines and roof designs
to break up the mass of the
structure.

Single-family residential projects
located in predominantly residential
areas with third story space should
employ techniques to ensure a human
scale and appropriate relationship to
its surroundings. For example, third
story space could be integrated into
the roof form of the structure.

DG-C5. Provide small-scale decorative
elements.

Decorative roof and porch brackets,
detailed porch railings, fl ag brackets,
infi ll shingles on gable ends, wind
vanes, and other traditionally
residential detail elements are
encouraged to add visual richness and
pedestrian interest to the area.

DG-C6. Construct additions to the rear or
side of the existing building.

Any additions to existing buildings
should be to the rear of the existing
building or to the side if setback
limitations allow. New structures
should be set back a distance
to complement the setbacks of
structures on nearby lots.

DG-C7. Design accessory building facades
to match the main building
facade.

The facades of detached garages
and other accessory buildings should
be designed with similar materials,
colors, and details as the main
residential building.

Page 371 of 554 ends

November 2009 5-15
CHAPTER 5: DESIGN GUIDELINES
D. Block 4 Special Guidelines
(Including Sunsweet Site)
Block 4 (which includes the “Sunsweet Site”)
is unique in its location and importance to
Downtown Morgan Hill. Its Third Street
frontage faces a new planned commercial
and activity area while its Fourth Street
frontage faces smaller scale buildings and
some residential uses. This Specifi c Plan
will supercede the existing Planned Unit
Development (PUD) that was adopted for the
site in 2005. The following guidelines serve to
supplement the other guidelines in this chapter
for this particular block.

DG-D1. Construct appropriate uses.

Ground fl oor uses along Third Street
and at the corner of Third and
Depot Streets should be limited to
retail shops, restaurants, bars, shops
serving rail commuters, and entries
to upper fl oor uses. Restaurant uses
are strongly encouraged along this
frontage. Fourth and Depot Streets
should be lined with residential units,
such as apartments, condominiums,
or townhomes, although additional
non-residential uses along Depot
Street would be permissible. Unit
or apartment entries may be directly
oriented to the street, but should be
located elsewhere in order to provide
a retail emphasis to the Third Street
frontages.

DG-D2. Construct appropriate buildings.

Buildings shall be a minimum of 2
stories in height and a maximum of
4 stories within certain blocks. 4
stories are allowed on large sites of
at least 22,000 square feet; a Planned
Development rezoning would need
to be approved for heights over 4
stories. Any fourth fl oor shall be
stepped back in accordance with the
development standards for the CBD
zoning district (see Chapter 2: Land
Uses and Development Standards).

DG-D3. Ground Floor Retail
Ground-fl oor retail building space
shall be at least 50 feet deep and may
be up to 100 to 120 feet deep, in
accordance with the GFO minimum
retail depth standard (see CBD/GFO
Site Development Standards and
Figure 6 in Chapter 2: Land uses and
Development Standards).

DG-D4. Provide a high quality design.

Due to the relatively large size of
this site, any development should be
constructed to look like it is multiple
developments rather than one larger
development. Facade articulation
should keep with the prevailing
pattern of approximately 40 to 50
feet in width. The design should
refl ect traditional “Main Street”
buildings and the characteristics of
Downtown Morgan Hill.

Examples of
buildings with high
quality design and
appropriate relation
to the street.

Page 372 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
5-16
Examples of appropriate roof materials.

DG-D5. No customer or resident parking
entrances along Third Street.

Parking entries should be primarily
oriented to the center of the
development or on Depot Street.

Minor parking entries may be
oriented to Fourth Street. Parking
entries along Third Street for
customers and/or residents are not
allowed; any entry from Third Street
is to be limited to service vehicle or
secondary purposes and only if no
better feasible options exist.

DG-D6. Provide public parking.

Public parking should be constructed
on the western portion of the site
behind parcels fronting on Monterey
Road. It should allow easy movement
from this lot to adjacent lots and
should provide pedestrian access to
Third Street and allow for pedestrian
access to Monterey Road when
new development occurs along that
frontage.

DG-D7. Design a consistent roof design
for the entirety of each building.

The Sunsweet project on the site
should employ roof designs that
break up the mass of development.

Different roof designs for separate
buildings on the site may be used
in order to create a sense that the
whole site is a collection of building
projects rather than one single large
development project.

E. Roofs
DG-E1. Construct roofs that are
compatible with the building’s
character.

Roofi ng forms and materials should
be compatible with the overall
style and character of the structure
and Downtown Morgan Hill.

Appropriate types of roof materials
include:
slate shingles,
galvanized metal,
non-refl ective aluminum and
zinc alum,
asphalt shingles,
dimensional shingles, and
other materials of similar
quality, durability, and character
to those listed above and
approved by the Community
Development Director or
Design Permit.

Vinyl, plastic, fi berglass, and plywood
roofi ng materials are discouraged.
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Page 373 of 554 ends

November 2009 5-17
CHAPTER 5: DESIGN GUIDELINES
DG-E2. Design a consistent roof design
for the entirety of each building.

A relatively consistent roof design
(including overhangs, pitch, fascia,
materials, and eaves) should be
provided on all sides of a building.

Large sites should employ roof
designs that break up the mass of
development. Different roof designs
for separate buildings on the site may
be used in order to create a sense
that the whole site is a collection of
building projects rather than one
single large development project.

DG-E3. Construct gutters and downspouts
that are compatible with the
building’s character.

All roofs shall be designed with
gutters and downspouts to prevent
water damage to buildings and to
protect pedestrians and adjoining
properties from dripping water.

The design, materials, and color of
gutters and downspouts should be
compatible with the overall style and
character of the structure. Gutters
and downspouts shall be painted to
match either the trim or body color
of the building. Appropriate materials
for gutters and downspouts include:
aluminum,
galvanized steel,
PVC, and
other materials of similar
quality, durability, and character
to those listed above and
approved by the Community
Development Director or
Design Permit.
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▪
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▪
DG-E4. Minimize the public view of
downspouts.

Whenever possible, downspouts
should be located in the least
conspicuous location, such as the rear
or side facades of the building.

DG-E5. Screen rooftop mechanical
equipment from public views.

Mechanical equipment on roofs shall
be screened from public views from
all sidewalks, plazas, parks, public
spaces, and pedestrian walkways.

This guideline applies to all buildings
in downtown.

DG-E6. Design appropriate roof
overhangs.

Roof overhangs, such as cornices,
and eaves, may extend out from the
facade of the building. However,
roof overhangs shall not extend over
a neighboring parcel.

DG-E7. Paint vent pipes to minimize
public view.

Vent pipes that are visible from
streets, sidewalks, parks, plazas, and
pedestrian walkways shall be painted
to match the color of the roof to
make them less conspicuous.

Example of gutter and downspout.

Page 374 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
5-18
Awning Marquee
F. Awnings and Marquees
DG-F1. Construct appropriate awnings
and marquees.

Awnings and marquees should only
be used on mixed-use buildings.

The following standards apply to
projecting awnings and marquees:

The valance, or front face, of
an awning should not exceed
18 inches in height so it will
not dominate the building
facade.

Awnings and marquees
should not obscure views into
storefront display windows or
cover architectural expression
lines or details.

Generally use sloped front
awnings that are visually
compatible with awnings on
adjacent storefronts. End
panels returning to the building
face are optional.

There must be a minimum
vertical clearance of 8 feet
from the bottom of the awning
or marquee and the ground.

Awnings may have signs. See
Chapter 6 (Signage Guidelines).
▪
▪
▪
▪
▪
DG-F2. Use compatible materials.

Fabric awnings on painted tubular
metal frames are strongly encouraged.

Metal awnings and canopies, shiny
fabrics, and backlit awnings that
visually appear as large light sources
should be avoided. Marquees should
be constructed of:
fi nished and painted wood,
wrought iron,
or other materials of similar
durability, quality, and character
that are approved by the
Community Development
Director or Design Permit.

Glossy or plastic materials are
strongly discouraged.

DG-F3. Use multiple awnings instead of
one large awning.

Multiple awnings located above
storefronts are encouraged rather
than a single awning that covers all
storefront openings on the building.

All awnings on a building should
have a consistent design, color, and
placement pattern.
▪
▪
▪
Large awnings (left)
are discouraged.

Instead, use multiple
smaller awnings
(below).
8 feet minimum clearance required between
the bottom of the awning or marquee and
the ground.

Page 375 of 554 ends

November 2009 5-19
CHAPTER 5: DESIGN GUIDELINES
G. Balconies
DG-G1. Construct appropriate balconies.

The following standards apply to
projecting balconies:

Balconies may be open or
covered with a roof or upper
story balcony.

The distance between roofsupporting columns, piers, or posts on balconies shall not
exceed their height.

There must be a minimum
vertical clearance of 8 feet
from the bottom of the
balcony and the ground.
▪
▪
▪
DG-F4. Use compatible materials.

Awnings should have basic and
simple color patterns, such as one
solid color or a vertical striping
pattern with two colors.

DG-F5. Construct awnings with an
appropriate height.

The height of the awning should be
approximately 1/3 to 2/3 the depth
of the awning.

Examples of appropriate balconies.

Page 376 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
5-20
DG-G2. Use compatible materials.

Appropriate materials for balconies
include:
wrought iron,
wood trim,
fi nished and painted wood and
wood trim, and
other materials of similar
quality, durability, and character
to those listed above and
approved by the Community
Development Director or
Design Permit.

DG-G3. Construct high quality balconies.

The design of balconies, including
railings, balustrades, posts, columns,
details, and roof covering, should
be compatible with the overall style
and form of the building. The
balcony should not have a tackedon appearance or look like it was an addition or afterthought. The sides
of balconies should be designed with
posts, railings, and balustrades rather
than a solid wall plane.
▪
▪
▪
▪
Open balcony Balcony
covered by
balcony
Balcony
covered by
roof
H. Bay Windows
DG-H1. Construct appropriate bay
windows.

The following standards apply to
projecting bay windows:

The maximum width of a bay
window shall be 8 feet.

Upper fl oor bay windows
on mixed-use buildings may
encroach into the public rightof-way up to 3 feet along 25 percent of the street frontage.

There must be a minimum
vertical clearance of 8 feet
from the bottom of the bay
window and the ground.

For facades with multiple bay
windows, at least four feet
should be provided between
each bay window if the bay
extends into the public rightof-way.

Windows shall be provided on
all sides of the bay window.

Windows shall have a vertical
orientation and proportion.

DG-H2. Use compatible materials.

The design of bay windows should
be architecturally compatible with
the other buildings on the site and
their design should use similar forms,
materials, and colors.
▪
▪
▪
▪
▪
Examples of bay windows on mixed-use buildings.
8 feet minimum clearance required between
the bottom of the balcony and the ground.

Page 377 of 554 ends

November 2009 5-21
CHAPTER 5: DESIGN GUIDELINES
Porch/stoop covered by an
enclosed habitable space
Porch/stoop covered by a
balcony
Porch/stoop covered by a shed
I. Front Porches and Stoops
DG-I1. Construct appropriate front
porches and stoops.

The following standards apply to
front porches and stoops:

Front porches and stoops
should not be enclosed on the
ground fl oor by permanent
or temporary walls, windows,
window screens, or plastic or
fabric materials.

Front porches and stoops
may be covered with a roof,
a upper-fl oor balcony, or an
enclosed upper-fl oor habitable
space. However, an enclosed
habitable space shall not occur
within a front, side, or rear
setback.

The spacing of supporting
columns, piers, or posts on
front porches and stoops
should not exceed their height.

The raised platform of a
front porch (not including
stairways) should be at least 50
square feet in size with no one
dimension less than 6 feet in
length.

The raised platform of a stoop
(not including stairways) should
be at least 25 square feet in size
with no dimension less than 5
feet in length.

DG-I2 Design compatible front porches
and stoops.

The design of front porches and
stoops should be architecturally
compatible with the other buildings
on the site and their design should
use similar forms, materials, and
colors.
▪
▪
▪
▪
▪

Page 378 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
5-22
Example of outdoor open space.

J. Outdoor Open Space
DG-J1. Construct appropriate open space
areas.

If provided, outdoor open spaces
shall be designed to enhance the
site and/or building as a place for
pedestrians. Outdoor residential open
space should include:
outdoor seating,
trash and recycling receptacles,
a combination of landscaping
and paved surfaces,
pedestrian scaled lighting, and
amenities or features that
encourage people to gather.

Such features include (but are
not limited to) outdoor dining
areas, outdoor fi replaces,
barbeque facilities, public art,
fountains, kiosks, planters,
spas/hot tubs, and pools.

DG-J2. Design open spaces to be used
throughout the year.

Outdoor open spaces should be
useable throughout the year.

DG-J3. Construct open spaces to take
advantage of views.

If provided, outdoor open spaces
should be located or oriented on the
site or building to take encourage
pedestrian activity and to provide
views of public spaces and streets,
hills, and Upper Llagas Creek.

DG-J4. Design outdoor open spaces with
a sense of enclosure.

Enclosure can be provided by
locating the space between buildings
or by defi ning the space with
landscaping and wall features.

Outdoor structures, such as pergolas
and gazebos can also create a sense
of enclosure within the space.
▪
▪
▪
▪
▪
DG-J5. Provide connections between open
spaces on adjacent parcels.

Outdoor open spaces on adjacent
parcels should be connected and
shared to create a large more
attractive space.

Page 379 of 554 ends

November 2009 5-23
CHAPTER 5: DESIGN GUIDELINES
Trash disposal area should be located to the rear of
buildings and screened from public view.

K. Service Areas
DG-K1. Construct service areas away from
public view.

Trash disposal areas shall be screened
from public views from all sidewalks,
streets, plazas, and public spaces.

Trash enclosures shall be used to
store outdoor garbage containers or
dumpsters. Trash disposal areas and
shipping and receiving areas shall
not be permitted along the street
frontage.

DG-K2. Design compatible trash
enclosures.

The design of trash enclosures
should be architecturally compatible
with the other buildings on the site
and their design should use similar
forms, materials, and colors.

L. Mechanical and Electrical
Equipment
DG-L1. Construct service areas away from
public view.

The following shall not be located
within the public right-of-way and
shall be screened from public views
from streets, pedestrian walkways,
sidewalks, plazas, and public spaces:
electric and water utility meters,
power transformers and
sectors,
heating/ventilation/cooling
equipment,
irrigation and pool pumps,
satellite dishes greater than 18”
in diameter,
antennas,
rooftop mechanical equipment,
and
other mechanical equipment.

Appropriate methods of screening
include fencing, landscaping, roof
parapets, and equipment enclosures.

The design of screening devices
shall be compatible with the main
structure and conform to other
sections of this Specifi c Plan. Noise
levels of mechanical equipment
shall be minimized. All utility and
communication lines serving the site
shall be underground.
▪
▪
▪
▪
▪
▪
▪
▪
Inappropriate.

Appropriate.
(right and
below)

Page 380 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
5-24
M. Landscaping
DG-M1. Provide landscaping in
appropriate areas.

The following areas shall be
landscaped and regularly maintained
to be free of weeds, overgrown
vegetation, and litter:
unpaved portions of the site
that are visible from public
streets, sidewalks, plazas, and
other public spaces,
common outdoor areas within
any development, and
private and public surface
parking lots.

DG-M2. Provide a variety of vegetation.

Landscaping treatments should
include a combination of trees,
grasses, shrubs, and fl owering plants.

DG-M3. Avoid over-spray from automatic
irrigation systems.

Automatic drip irrigation systems
shall not produce over-spray on
surfaces outside the planting area.

DG-M4. Provide at least 7 feet of vertical
clearance between branches and
sidewalk.

In order to provide adequate
pedestrian clearance, trees shall be
pruned regularly so that there is
at least 7 feet of vertical clearance
between the lowest branches of the
tree and the grade of the adjacent
sidewalk or pedestrian walkway. They
shall also be pruned to maintain the
health, vigor, and natural shape of
the tree, and to maintain vehicular
clearance and sight lines.
▪
▪
▪ DG-M5. Construct an adequately sized
planting area for all trees.

The size of the planting area shall
be based on the amount of room
needed for tree roots. Root barriers
shall be used when trees are planted
near pedestrian walkways and
sidewalks.

DG-M6. Replace mature signifi cant trees
removed from the site.

Signifi cant trees and tree communities
should be preserved whenever
feasible. Removal of signifi cant trees
or tree communities from the site
must be approved by the Community
Development Department through
a permit process, as described in
Chapter 12.32 (Restrictions on
Removal of Signifi cant Trees) of
the City’s Municipal Code. When
signifi cant trees or tree communities
are removed from a site, they should
be replaced with new trees or tree
communities (on- or off-site) in
accordance with any conditions of
approval and with Chapter 12.28
(Tree Planting Plan).
7 feet minimum clearance.

Page 381 of 554 ends

November 2009 5-25
CHAPTER 5: DESIGN GUIDELINES
Tree grates and planters are encouraged.

Examples of landscaped parking.

DG-M7. Maintain landscaped areas.

All landscaping shall be maintained
in a healthy and attractive state and
shall be watered, weeded, generally
maintained, and replaced (if
necessary) by the property owner/
property manager.

DG-M8. Construct tree wells and grates for
trees near a pedestrian walkway or
plaza.

Trees placed within a courtyard,
plaza, or pedestrian walkway shall be
placed within tree wells covered by
tree grates. Trees planted in front of
mixed-use, retail, or offi ce buildings
should be planted in tree wells with
metal tree grates or in planters similar
to those along Monterey Road.

Trees planted in front of residential
buildings should be planted in a
parkway (grass strip between the
sidewalk and the curb). Parkways
should be at least 5 feet wide.

DG-M9. Surface parking lot landscaping.

All surface parking lots should
be designed with the following
landscaping features:

Landscaped planters should
be located between public
sidewalks and parking lots.

Landscaped planters should be
at least 5 feet wide and should
be planted with a combination
of shrubs, trees, and fl owering
plants. Planter walls should be
limited to a height of 24”.
▪
Trees may be planted in
landscaped planters, tree wells
in pedestrian walkways, and/or
diamond shaped planter boxes
located between parking rows.

Diamond-shaped planter boxes
and tree wells should be at least
5 feet square. Tree grates and
root guards shall be required
for trees planted within
pedestrian walkways.

Ground cover, low-lying
shrubs, and trees shall be
planted within the planters and
planter boxes. Tree grates or
landscaping may be used in tree
wells located within pedestrian
walkways.

Tree grates and tree staking
should be inspected annually
and adjusted as necessary to
maintain the health of the tree.

Exceptions to these standards
may be made if the Community
Development Director or Design
Permit decides the lot is too small
to or it is otherwise not feasible to
provide all the above features.
▪
▪
▪

Page 382 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
5-26
DG-M10. Plant appropriate trees near
parking areas.

The Community Development
Director or Design Permit shall
approve all trees used around parking
areas, including parking lots and
on-street parking areas. Trees that
do not drop heavy cones, sap, fruit,
and seedlings should be selected to
minimize potential damage to cars in
the parking areas.

DG-M11. Construct public art in landscaped
areas.

Public art and interpretative heritage
plaques and kiosks should be
incorporated into landscaped areas to
highlight Morgan Hill’s unique history
and heritage.

DG-M12. Construct fl owerpots and planter
boxes.

Flowerpots and planter boxes are
encouraged to add color and variety
to the landscape. Flowerpots and
planters are encouraged on porches,
second-story balconies, and below
windows. Flowerpots may also hang
from porch overhangs and columns
of posts. All fl owerpots and planter
boxes should be compatible with the
architecture style of the building.

DG-M13. Design appropriate landscaping.

Properties should be landscaped
with indigenous or drought-tolerant
plants and trees that can grow in the
microclimate of Downtown Morgan
Hill. Plants and trees should be
adaptable to the site’s location, soil,
and solar orientation.

DG-M14. Design developments to
incorporate mature landscaping.

When feasible, mature and healthy
trees, landscaping, and natural site
features should be preserved and
incorporated into the design of the
site and building.

DG-M15. Construct service areas away from
public view.

Special design features should be
incorporated into the design of
parking lots. Appropriate features
include:
decorative paving at parking
lot entrances and pedestrian
walkways,
the use of porous or pervious
surfaces, which reduce the
volume and rate of stormwater
runoff and can add to the
visual character of the parking
lot,
fl owing plants and shrubs, and
public art.
▪
▪
▪
▪

Page 383 of 554 ends

November 2009 5-27
CHAPTER 5: DESIGN GUIDELINES
N. Fences, Walls, and Gates
DG-N1. Design compatible fences, walls,
and gates.

The design of fences, walls, and
gates shall be compatible with the
architecture of the building. Wood
picket fencing, trellis entries, and
pergolas or entrance arbors on
fences/walls are encouraged. Pergolas
and entrance arbors are allowed on
fences/walls, and shall not exceed
6 feet in height without a building
permit. Appropriate materials for
fences, walls, and gates include:
wood,
natural stone,
wrought iron,
concrete masonry,
brick, and
other materials of similar
quality, durability, and character
to those listed above and
approved by the Community
Development Director or
Design Permit.

Fences and walls should be painted
(or stained if wood) to match
or complement the color of the
building. However, walls constructed
with brick and stone should not be
painted in order to display the natural
color of the materials.
▪
▪
▪
▪
▪
▪
Example of small wood fence with landscaping.

No fence or wall shall exceed three
feet in height from the front of
setback line of any property to the
street right-of-way line except corner
lots where any fence over three feet
in height shall be set back fi ve feet
on any side yard setback, which is
adjacent to street.

The following fence types within
the Specifi c Plan area are prohibited
unless otherwise approved by the
architectural and site review board:
barbed wire,
razor wire,
electrical, and
chain link.

DG-N2. Design articulated fences and
walls.

Fences and walls shall have an
articulated design. Articulation can
be created by having regularly spaced
posts, changing the height of the
fence or wall, and by using different
building materials at the base, posts,
or the cap of the fence or wall. Flat
walls, chain link fences, and barbed
wire fences are prohibited.
▪
▪
▪
▪
Encouraged

Page 384 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
5-28
DG-N3. Design fences with an appropriate
level of opacity.

Front yard fences should have an
opacity of at least 50 percent. Walls
(not including retaining walls for
terraces) should be avoided in front
yards.

Example of fence with opacity
(see through)
Example of fence without opacity
(not see through)
O. Site Lighting
DG-O1. Provide lighting in appropriate
areas.

Illumination shall conform to the City
of Morgan Hill Zoning Code. The
following areas shall be illuminated at
night to insure the safety of users and
to minimize opportunities for crime:
intersection of streets,
surface parking lots,
parking structures, including
access points, elevators, and
stairwells,
pedestrian walkways and paths,
plazas,
sidewalks including side streets
leading to parking lots,
automated teller machines
(ATMs),
all entrances to buildings,
including rear and service
entrances,
garbage disposal areas, and
other areas that are routinely
used by pedestrians.

Illumination of street trees and
ornamental landscape trees is
encouraged.

DG-O2. Design lighting to illuminate only
the intended areas.

Site, building, and sign lighting shall
be located and directed to light the
intended area of illumination and
to prevent off-site glare impacts on
adjacent buildings or properties.
▪
▪
▪
▪
▪
▪
▪
▪
▪
▪
Discouraged

Page 385 of 554 ends

November 2009 5-29
CHAPTER 5: DESIGN GUIDELINES
DG-O3. Avoid light and dark pockets.

Lighting should be provided at
regular intervals to improve the
perception of safety and to prevent
the creation of light and dark
pockets. Dark pockets can create
uncomfortable areas for pedestrians
and provide opportunities for
criminals to hide in dark shadows.

Light pockets can create a “fi sh
bowl” effect. Within the light pocket
(or the “fi sh bowl”), pedestrians
may be observed, but their ability
to see outside of the light pocket is
limited, which creates discomfort and
insecurity.

DG-O4. Avoid over-lighting buildings and
sites.

Over-lighting of buildings and sites
should be avoided. Over-lighting can
create an environment that feels like
a car sales lot and can ruin desired
nighttime ambience.

DG-O5. Provide storefront window
lighting.

Lighting within storefront windows is
encouraged to illuminate the sidewalk
and create a desirable nighttime
ambience.

Poor night-time lighting.

Desirable night-time lighting.

P. Plazas, Walkways, and Courtyards
DG-P1. Use ornamental surfaces that are
different from the sidewalk.

All plazas, pedestrian walkways,
and courtyards should be designed
with an ornamental surface that is
differentiated from the sidewalk
and asphalt streets and parking lots.

Appropriate types of ornamental
paving include:
natural stone,
turf block,
brick,
slate,
concrete unit pavers, and
concrete with special textures,
colors, and patterns.

DG-P2. Provide active ground fl oor uses
▪
▪
▪
▪
▪
▪
Examples of appropriate paving
surfaces and patterns for public
plazas.

Page 386 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
5-30
Examples of
pedestrian
walkways and
public plazas
that are improved
with pedestrian
amenities.
around plazas and courtyards.

At least two sides of a plaza or
courtyard should be defi ned by
building facades with active ground
fl oor uses (such as restaurants, retail
stores, cafes, bars, etc.). Edges not
defi ned by building facades should
be defi ned with landscaping features,
such as trees, low planters, seating, a
pergola with vines, or sculptures.

DG-P3. Provide lighting in appropriate
areas.

All plazas and courtyards shall be
designed with pedestrian amenities,
such as seating, dining tables with
umbrellas, planters, trees, vine
covered pergolas, pedestrian scaled
lighting, public artwork, outdoor
fi replaces, and fountains.

DG-P4. Provide lighting in plazas.

Plazas should be illuminated from
dusk to dawn. A combination of
overhead lighting and lighted bollards
are encouraged.

DG-P5. Construct water, public art, or
sculpture features in public plazas.

Water features, such as fountains, or
installations of public art, such as
sculptures, are encouraged for the
design of larger public plazas.

DG-P6. Provide hard and soft surfaces in
plazas and courtyards.

A combination of hard and soft
surfaces should be incorporated into
the design of plazas and courtyards
to add visual interest and variety.

DG-P7. Provide public art and
interpretative plaques.

Public art and interpretive heritage
plaques should be incorporated into
the design of plazas to highlight
Downtown’s history and heritage.

DG-P8. Provide mid-block pedestrian
walkways.

Mid-block pedestrian walkways
should not only provide alternate
access through Downtown but they
should also provide an inviting public
space. These walkways should also
provide an atmosphere for persons
to congregate, public seating and
dining space, shade, landscaping
with interesting night lighting. Midblock pedestrian walkways should be adjacent to restaurant and retail
space to provide an extension to the
exterior for those uses.

Page 387 of 554 ends

November 2009 5-31
CHAPTER 5: DESIGN GUIDELINES
Q. Outdoor Dining in the Public
Right-of-Way
DG-Q1. Encourage outdoor dining areas.

Outdoor dining areas are strongly
encouraged along the sidewalks on
Monterey Road and Third Street, and
along side streets where restaurants
or similar uses are developed.

DG-Q2. Provide suffi cient sidewalk
clearance.

In accordance with the Sidewalk
Encroachment Ordinance (Chapter

12.04 of the Municipal Code),
sidewalk encroachments, including
outdoor dining, shall provide a
minimum sidewalk clearance of 5
feet, measured between the building
and fi xed objects (i.e. utility pole or
wall), planter wells, and/or curbs.

Sidewalk encroachments shall not
occur within 10 feet of corner curb
lines and corner crosswalks.

DG-Q3. Provide attractive barriers in
appropriate areas.

Barriers, such as fences, gates, or
ropes, should be used to clearly
distinguish the seating area from the
sidewalk when the outdoor dining
areas extend more than 3 feet from
the building edge. Restaurants that
serve alcohol should provide a barrier
along the entire perimeter of the
outdoor dining area.

DG-Q4. Design appropriate barriers.

Barriers should be at least 36 inches
in height and the lowest point of
any rope or chain should be 27
inches. Access openings should be
provided at convenient locations with
a minimum opening of 44 inches.

Appropriate types of barriers include:
sectional fencing (metal or
wood, painted a dark color,
rope or chain (connected to
vertical posts, planters, or
similar feature), and
planter boxes (in conjunction
with fencing, ropes, or chains).

Fabric insets, chain link, or other
materials not appropriate elsewhere in
these guidelines are not appropriate
and should be avoided.
▪
▪
▪
Example of an outdoor dining area with barrier.

Example of an outdoor dining area without barrier.

Page 388 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
5-32
DG-Q5. Provide appropriate furniture.

Tables and chairs should be provided
in outdoor seating areas. Umbrellas
and overhead heaters (attached to
the building wall or overhang) are
encouraged to protect diners from
sun or cold weather. Furniture shall
be freestanding and shall not be
attached to street infrastructure.

Other furniture including, but not
limited to, serving stations, bar
counters, shelving or racks, and sofas,
shall not be placed within outdoor
seating areas.

DG-Q6. Provide appropriate tables and
chairs.

Small square, rectangular, or round
(in where space permits) tables are
encouraged in outdoor seating areas.

Chairs should compliment the tables
in their style, color, and size. Tables
and chairs should not be plastic or
painted with fl uorescent or bright
colors (including white).

DG-Q7. Provide appropriate furniture.

High quality canvas umbrellas are
encouraged. Umbrellas should not be
made from plastic or vinyl or painted
with fl uorescent or bright color.

Umbrellas should be of one solid
color and not contain words, logos,
or other images.

R. Streetscape Furniture and
Amenities
DG-R1. Construct amenities and furniture
to minimize interference with
pedestrians.

All streetlight fi xtures, traffi c
signals, traffi c and directional signs,
pedestrian wayfi nding signs, parking
signs, bicycle racks, parking meters,
and fi re hydrants shall be located
within one to three feet of the
curb face. Streetscape furniture and
amenities, including sidewalk dining
furniture, shall be located to maintain
a clear pedestrian path of at least fi ve
feet in width and shall not be located
within ten feet from corner curb lines
and corner crosswalks.

DG-R2. Construct appropriate streetlights
and other amenities.

All streetlights, streetscape furniture,
and other amenities shall be approved
by the Community Development
Director, City Council, or Design
Permit. Streetlights should be scaled
to pedestrians and should be no taller
than 14 feet. Streetlights should be
equipped with hardware to allow
fl owerpots and banners to hang from
the streetlight. At least 8 feet of
vertical clearance shall be provided
from the sidewalk to the bottom of
the fl owerpot or banner.

Page 389 of 554 ends

November 2009 5-33
CHAPTER 5: DESIGN GUIDELINES
DG-R3. Design safe and attractive
bulbouts and pedestrian crossings.

Bulb-outs (or extensions of the
sidewalk into the street at pedestrian
crosswalks) are encouraged at street
intersections. Trees, shrubs, and
fl owering plants may be planted
in bulb-out planters. Pedestrian
crossings should be provided at
all street and alley intersections.

Pedestrian crosswalks should be
designed with a special pavement that
has a differentiated texture and color
than the sidewalk and the street.

DG-R4. Provide frequent amenities along
streets.

Benches and trash/recycle
receptacles should be provided on
every block at intervals no greater
than 200 feet. Drinking fountains,
planter boxes, and other streetscape
amenities are encouraged. The City
should consider co-locating and
consolidating news racks and public
information kiosks at one or two
locations in the downtown area.

Examples streetscape furniture and amenities.

Clockwise from left: streetlight; bollard; bench
(also serves as public art); trash recepticle; and
paved crosswalk.

Page 390 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
5-34
This page intentionally left blank.

Page 391 of 554 ends

November 2009 6-1
CHAPTER 6: SIGNAGE GUIDELINES
Chapter 6: Signage Guidelines
Wall Sign Awning Sign
Hanging Sign
Projecting Sign
Monument Sign
Window Sign
Plaque Sign Business Directional Sign
Overview
Business signs can have a signifi cant impact on the
image and character of a downtown. Interesting
and well-designed signs that refl ect the diversity of
uses and the personality of individual businesses
attract customers and add a visual richness to
the streets. Downtown signs should be different
from those in other parts of the city by virtue of
Downtown’s strong pedestrian orientation.

A. General Sign Guidelines
SG-A1. Allowed signage types.

Signs in Downtown shall be limited
to the following types which are
illustrated to the right and described
on the following pages.

Wall Signs
Awning Signs
Window Signs
Projecting Signs
Hanging Signs
Freestanding Signs
Plaque Signs
Directional Signs and Entry
Features (as permitted by the
City-Wide Directionals, Entry
Signs & Downtown Sign
Program)
Monument Signs
Governmental Signs (such as
for the Community and Cultural
Center)
▪
▪
▪
▪
▪
▪
▪
▪
▪
▪
Examples from Downtown

Page 392 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
6-2
SG-A2. Prohibited signage types.

The following signs are not
appropriate for Downtown:

Movable Letter Signs (except
for cinemas, performing arts
facilities, and the Community
and Cultural Center)
Electronic Signs (except for the
Morgan Hill Community and
Cultural Center)
Roof-mounted Signs
“A-frame” or median signs on
the sidewalk
Cloth, paper or fabric signs hung
from the building or placed in
windows except for Temporary
Signs allowed under the City of
Morgan Hill Sign Code
SG-A3. Maximum allowed sign area.

Sign area is limited to 1 square foot
per linear foot of building frontage
along Monterey Road, Third Street
and Depot Street, and to 3/4 square
foot per linear foot of frontage on
other streets. This allowance is less
than allowed in auto-oriented areas of
Morgan Hill.

SG-A4. Avoid excessive wording and
advertising messages.

Signs are most effective when their
messages can be grasped quickly. Too
many words or images compete for
attention and reduce the readability of
the sign.

SG-A5. Use no more than two letter font
types per sign.

The primary purpose of a sign is to
quickly convey information to passing
pedestrians and motorists. More than
two letter styles make readability more
diffi cult.
▪
▪
▪
▪
▪
Sign limited to two font types. First line (store
name) has a larger font than the second line
(what is sold at the store).

SG-A6. Stress one line of text in multi-line
text.

Signs with more than one line of text
should emphasize one line over the
others.

Page 393 of 554 ends

November 2009 6-3
CHAPTER 6: SIGNAGE GUIDELINES
SG-A7. Keep the size of letters and
graphics in proportion to overall
sign area.

Text and graphics are diffi cult to
read if they crowd the borders of
the sign. Smaller letters with space
around them will have more impact
than larger letters with limited space
around them.

SG-A8. Use high quality materials.

Generally be cleanly fi nished. Signs with simple and symmetrical shapes.

Appropriate materials include:
fi nished wood,
metal, and
woven fabric (for projecting
banner signs)
SG-A9. Avoid inappropriate materials.

The following materials should be
avoided in the design of signs:
vinyl,
plastic, and
signs painted directly on the
building.
▪
▪
▪
▪
▪
▪
General sign guidelines.

SG-A10. Use simple and symmetrical sign
shapes.

Geometrical shapes such as rectangles,
squares, circles, ovals and triangles
are visually stable shapes which help
focus attention on the sign message.

These should be used in almost all
cases. Combinations of geometric
shapes will also generally produce a
good sign shape.

Page 394 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
6-4
SG-A11. Sign Lighting.

Use direct illumination (spot lights)
for wall, projecting, and freestanding
signs rather than internally illuminated
letters or cabinets. “Halo” style lights,
although internally illuminated, are
appropriate for Downtown Morgan
Hill. Light luminaires should be well
designed fi xtures with shielding to
avoid light glare. Examples of good
sign lighting are shown below.

SG-A12. Limit the size of neighborhood
streets signage.

Signs in residential areas should be
sensitive to the scale of the buildings.

They should be smaller and fewer in
number (i.e., one-half square foot
of sign area per linear foot of parcel
frontage.) Types should be limited
to freestanding, hanging and plaque
signs.

Example of sign with direct illumination.

Example of sign with “halo” lighting.

Example of a sign on a neighborhood street.

Page 395 of 554 ends

November 2009 6-5
CHAPTER 6: SIGNAGE GUIDELINES
B. Wall Signs
SG-B1. Relate wall signs to the
architecture and proportions of
the bldg.

Wall signs should be placed:
above doors and windows,
within plain fascia bands, and
on plain panel areas.

SG-B2. Avoid covering architectural
features with signage.

Signs should not cover windows,
transom windows, or features such
as columns, recessed areas, moldings
or architectural trim. Wall signs
should remain within the limits of the
storefront zone except where there is
only one ground fl oor tenant space.

If a building does not have good
locations for a wall sign, other allowed
sign types such as window or awning
signs may be used.
▪
▪
▪
Examples of wall signs.

Page 396 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
6-6
C. Awning Signs
SG-C1. Sign location.

Awning signs may be located either
on the vertical valance at the front
of the awning or on the sloped front
awning face.

SG-C2. Sign size.

Letters and logos should be limited
to 2/3 of the vertical valance height
or 8 inches, whichever is less and to
2/3 of the width of the valance. Text
or graphics placed on the awning face
should not exceed 15% of the sloped
surface area.

D. Window Signs
SG-D1. Limit the amount of signage used.

Window signs should be limited to a
maximum of 25% of any individual
window, and an aggregate area on no
more than 10% of all ground fl oor
windows on any building face.

SG-D2. Limit the size of lettering.

The maximum height of letters
should be 10 inches. Exceptions may
be granted for the leading capital
letter of text (see the “Rockridge
Café” sign below).

SG-D3. Use logos and creative sign type.

Graphic logos and images along
with special text formats can add
personality and interest to window
signs. Some examples are shown
below.

Example of an awning sign.

Examples of window signs.

Page 397 of 554 ends

November 2009 6-7
CHAPTER 6: SIGNAGE GUIDELINES
SG-D4. Use high quality materials and
application methods.

Appropriate window sign materials
include:
paint or vinyl fi lm applied
directly to the inside face of the
window,
tubular neon suspended behind
the window glass,
wood or metal panels with
applied lettering, and
etched glass
paper signs placed in windows
are not allowed.
▪
▪
▪
▪
▪
E. Projecting Signs
SG-E1. Use high quality materials.

Appropriate materials include:
wood,
metal, and
non-glassy fabrics.
▪
▪
▪
Examples of projecting signs.

Dimmensions of projecting sign.

SG-E2. Limit the number and size of
projecting signs.

Only one projecting sign should
be allowed per business frontage.

Projecting signs should not exceed 5
square feet in area. Signs should not
be projected more than 48 inches
from the building face. At least 6
inches should be provided between
the inside edge of the sign and the
building.

Page 398 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
6-8
SG-E3. Design appropriate projecting
signs and supports.

The design of projecting signs and
supports should refl ect the character
of the building. Simple round or
square horizontal supports with
capped ends, painted black or white,
are generally acceptable. However,
more decorative approaches may be
desirable when appropriate to the sign
and/or architectural character of the
building.

Creative projecting sign.

Appropriate position for projecting signs.

SG-E4. Position projecting signs to
complement the building’s
architectural details.

Solid panel signs should be located
below the fi rst fl oor ceiling line or no
more than 14 feet above the sidewalk,
whichever is less. At least 8 feet
should be provided from the bottom
of projecting signs to the ground in
pedestrian areas and 14 feet along
streets.

Page 399 of 554 ends

November 2009 6-9
CHAPTER 6: SIGNAGE GUIDELINES
F. Hanging Signs
SG-F1. Use high quality materials.

Appropriate materials include
wood or metal. Glossy materials
are discouraged. All exposed edges
should be fi nished. Signs should be
suspended with metal rods, smallscale chains, cables, or hooks.

SG-F.2. Limit the number and size of
hanging signs.

No more than 1 hanging sign should
be allowed per business. Signs should
not exceed 3 square feet in area. Signs
should be mounted to provide a
minimum of 8 feet clearance between
the sign and the sidewalk.

SG-F3. Orient hanging signs to pedestrian
traffi c.

Signs should be mounted under
awnings, bay windows or other
projections with their orientation
perpendicular to the building face
to increase visibility along sidewalks.

If multiple hanging signs are placed
along a business frontage, they should
all be mounted with their bottom
edge the same distance above the
sidewalk, and should be of a similar
size and shape.

Examples of hanging signs.

Page 400 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
6-10
G. Freestanding Signs
SG-G1. Limit freestanding signs to
businesses in residential scale
areas.

Businesses located on residential
streets east of Monterey Road are
appropriate places for freestanding
signs. These signs should be located
in the front setback area. These
signs should only be allowed on the
properties that have front yards.

SG-G2. Limit the number and area of
freestanding signs.

No more than one freestading sign
shall be installed on any single parcel.

More than one business may be
identifi ed on the sign as long as the
type style and color are identical for
the individual businesses. Signs should
not exceed 6 square feet in area,
excluding the supporting structure,
which should be relatively small in
scale. The maximum height of any
sign should be 7 feet. Appropriate
materials for supports and sign panels
include wood or painted metal.

Interesting icon designs are strongly
encouraged.

SG-G3. Provide soft and subtle lighting.

Because of the mix of uses in the
neighborhood areas of Downtown,
signage for businesses in residential
areas should not intrude unnecessarily
on their neighbors. Lighting should
be limited to the evening hours while
the business remains open. Lighting,
when needed, should be provided
by small spot lights mounted either
above the sign or at the ground
level. Fixtures should be shielded to
minimize light glare into surrounding
areas. Fixtures should be welldesigned; standard spotlights without shades are prohibited.

Example of freestanding sign.

Page 401 of 554 ends

November 2009 6-11
H. Plaque Signs
SG-H1. Limit the location and size of
plaque signs.

Signs should be located only on wall
surfaces adjacent to tenant entries
or entry passageways to off-street
courtyards. Signs identifying a single
business should not exceed 4 square
feet in area. Directory signs for the
identifi cation of multiple second fl oor
or courtyard tenants may be larger,
but no more than 8 square feet in
area.

SG-H2. Use plaque signs for the display of
restaurant menus.

A restaurant district is enhanced when
customers are able to walk from one
restaurant to the next to compare
menus and prices. Attractive menu
boxes with lighting assist in this
process. Menu signs or boxes should
not exceed 6 square feet in area and
should have internal, indirect lighting
(e.g., bulbs located in the frame to cast
direct light over the menu surface)
or direct lighting using decorative
fi xtures.

CHAPTER 6: SIGNAGE GUIDELINES
Examples of plaque signs.

Page 402 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
6-12
I. Directional Signs and Entry
Features
SG-I1. Encourage entry features and
directional signs.

Encourage attractive and appropriate
entry features, directional signs, and
kiosks within Downtown Morgan
Hill in accordance with the City-Wide
Directional Sign Program. Streetspanning or other entry features should be located on Monterey Road
at the intersections with Main Avenue,
Third Street, and Dunne Avenue.

Directional signs for motorists should
be located around these areas as
well. Directional signs and kiosks for
pedestrians should be located in high
concentration areas such as Monterey
Road, Third Street, and the train
station area.

SG-I2. Encourage kiosks in strategic
locations.

Kiosks should be located in strategic
locations where there will be high
volumes of pedestrian traffi c, such as
near the train station or near public
parking. These signs should inform
pedestrians of local businesses and
events and should provide a map with
key locations. These kiosks will be
constructed by the City, but should be
managed by either the Property Based
Improvement District of the Morgan
Hill Downtown Association.

Examples of proposed designs for a directional
sign and kiosk for Downtown Morgan Hill.

Page 403 of 554 ends

November 2009 6-13
CHAPTER 6: SIGNAGE GUIDELINES
J. Monument Signs
SG-J1. Limit the use of monument signs.

Larger projects, including the Morgan
Hill Community and Cultural Center,
may require signs to identify them to
passing motorists. Signs should be
limited to the project name and logo
or that of a single tenant, and should
not include the names of multiple
tenants unless all tenant names use
the same type style and color.

SG-J2. Limit the size of monument signs.

Signs should not exceed 60 square
feet in area, 6 feet in height, and 10
feet in length.

Examples of monument signs.

K. Governmental Signs
SG-K1. Allow fl exibility for Governmental
Signs.

Governmental Signs shall be designed
in a manner that best carries out the
purpose of the governmental building
or facility.

Page 404 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
6-14
Permit Requirements
All signage within the Downtown Specifi c Plan
area requires a Sign Permit. Applications shall
include plans, drawings and other descriptive
materials suffi cient to depict the sign proposal,
as well as all other proposed or existing signage
on the same property, to enable evaluation of
the proposal’s substantial conformance with
these Signage Guidelines. Applications for sign
permits are subject to review and action by the
Community Development Director, who shall
fi nd that the signage substantially conforms
to these Signage Guidelines and applicable
provisions of the Morgan Hill Municipal Code.

The provisions of Morgan Hill Municipal Code
section 18.76.260 shall remain in effect, however
the term “Downtown Design Plan” shall be
replaced with “Downtown Specifi c Plan”,
and references to “CC-R central commercial/
residential mixed use” shall be replaced with
“CBD Central Business District”.

Page 405 of 554 ends

November 2009 7-1
CHAPTER 7: INFRASTRUCTURE
Chapter 7: Infrastructure
Overview
Morgan Hill has a variety of infrastructure services including transportation, water, sewer, storm drainage, solid waste, and energy systems to meet the demands of residents and businesses. Much of Downtown is located within the fl oodplain of Upper Llagas Creek. Floodplain regulations must be met by development until such time that the Upper Llagas Creek Flood Protection Project (PL566) is constructed. The development anticipated from this Specifi c Plan will be served by the following infrastructure improvements, some of which already exist and some of which are planned for improvement within the next fi ve to 10 years.

VTA bus stop shelter
Morgan Hill Caltrain Station near Third and Depot Streets

Page 406 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
7-2
Transportation
Existing Roadways
Regional access to Downtown Morgan Hill
is provided by Monterey Road. Local access is
provided by Butterfi eld Boulevard, Main Avenue,
Dunne Avenue, and Depot Street.

Monterey Road runs north-south and is the main
street in Downtown. Through Downtown, it
currently has four lanes with on-street parallel
parking. The City of Morgan Hill has studied
a possible Circulation Element Amendment
to narrow Monterey Road from 4 lanes to 2
lanes, between Main and Dunne Avenues. This
Downtown Specifi c Plan will accommodate any
decision that may be made regarding Monterey
Road through the downtown area; the goals
of the Plan can be met with Monterey Road
remaining 4 lanes, and could also be met under a
2-lane Monterey Road confi guration. Decisions
about the confi guration of Monterey Road
through Downtown will be made in the context
of the Circulation Element of the General Plan,
not the Downtown Specifi c Plan. Streetscape
improvements along Monterey Road should be
given a high priority, under either the existing
4-lane confi guration or the possible 2-lane
confi guration. The City should carry out a
Monterey Road Streetscape alternatives design
planning process, with broad public participation,
in order to develop the preferred improvements
for Monterey Road.

Butterfi eld Boulevard runs north-south and is
the easternmost street in Downtown. Through
the Downtown area it is a four-lane roadway.

Main Avenue runs east-west and is the northern
boundary of this Specifi c Plan area. Through the
Downtown area it is a two-lane roadway.

Dunne Avenue runs east-west and is the southern
boundary of this Specifi c Plan area. Through the
Downtown area it is a four-lane roadway, with
right-of-way for six lanes.

Depot Street runs north-south and is in between
the railroad tracks and Monterey Road. Through
the Downtown area it is a two-lane roadway.

While at one time Depot Street was proposed
to be modifi ed to remove its current connection
to Dunne Avenue (by implementing a cul-de-sac
at Fifth Street), this Specifi c Plan recommends
retaining the connection to Dunne by re-routing
Depot Street through the existing Community
& Cultural Center parking lot, to connect to
Dunne Avenue at the existing Church/Dunne
traffi c signal to create an intersection so that
Depot remains a parallel north-south route in
Downtown.

Existing Transit Service
Bus service in Morgan Hill is operated by the
Santa Clara Valley Transportation Authority
(VTA). Four bus routes operate in or near
Downtown:

Route 16 is a local community bus
route that provides service between
Burnett Avenue and the Morgan Hill
Civic Center. In Downtown, Route 16
operates on Main Avenue.

Route 68 is a regional bus route that
provides service between the City
of Gilroy and the San Jose Diridon
Caltrain Station. In Downtown, Route
68 operates on Monterey Road and
Main Avenue.

Route 121 is an express bus route that
provides service between the City
of Gilroy and the Lockheed Martin
Light Rail Station in Sunnyvale. In
Downtown, Route 121 operates on
Butterfi eld Boulevard and Dunne
Avenue. This route services the
Morgan Hill Caltrain station.

Express Route 168 provides direct
service between the Gilroy, Morgan
Hill and the San Jose DiridonTransit
Centers, via the recently approved HOV
(carpool) lanes on Route 87.
▪
▪
▪
▪

Page 407 of 554 ends

November 2009 7-3
CHAPTER 7: INFRASTRUCTURE
Commuter rail service, Caltrain, is operated by
the Peninsula Joint Powers Board and connects
to the Cities of San Francisco and Gilroy. Caltrain
provides northbound service from Morgan
Hill and Gilroy during the morning commute
period and southbound service to Morgan Hill
and Gilroy during the evening commute period.

During the 2015 to 2030 timeframe, Caltrain
service is projected to increase frequency and to
construct double-tracking through Morgan Hill,
which will better serve a “reverse commute”.

This UPRR/Caltrain rail corridor has also
been identifi ed as the possible location for
accommodating the through route of the
California High Speed Rail (HSR) Project.

Conceptual plans call for an elevated track within
the UPRR right of way, with no station planned
for Morgan Hill. California voters approved
some funding toward High Speed Rail in
November 2008, and the federal government has
also identifi ed funding that may be awarded to
California High Speed Rail. The City of Morgan
Hill has expressed a strong preference for a US
101 corridor alignment for the segment of High
Speed Rail through Morgan Hill (possibly with a
station) rather than having HSR within or near
the UPRR corridor in the downtown area, as an
elevated HSR would be visually intrusive and
impede the Specifi c Plan goals for the 20-block
Downtown, in terms of unifying the blocks into
a cohesive downtown.

Existing Pedestrian and Bicycle Facilities
Pedestrian facilities consist of sidewalks,
crosswalks, and pedestrian signals. Crosswalks
exist at all of the intersections on Monterey
Road between Main Avenue and Dunne Avenue.

Sidewalks are provided on both sides of Monterey
Road.

Bicycle facilities consist of bike paths, bike lanes,
“sharrow” markings (a symbol painted in the
travel lane to establish a road shared by vehicles
and bicycles) bike routes, bike racks and lockers.

There are bicycle lanes on Main Avenue and
Dunne Avenue east of Monterey Road. The Third
Street Promenade includes “sharrow” markings.

A more detailed discussion of bicycle facilities
in included in Chapter 4 (Parking Resources
Management Strategy).

Streetlights are generally provided throughout
Downtown; however, lighting and safety are
some of the top concerns of residents and
Downtown property and business owners.

Depot Street has recently received new lighting
at a pedestrian scale. Although some feel this
street now has too much lighting, once the trees
mature this street should have proper lighting.

New pedestrian-scaled streetlights will eventually
be provided along Monterey Road, East Third
Street, and various side streets. Pedestrian paths
linking parking lots to streets will also include
proper lighting either by the City or by property
owners as the areas are redeveloped.

Transportation Projections and
Improvements
The Master Environmental Impact Report
provides transportation projections and
improvements for Downtown.

Monterey Road: The City of Morgan Hill
has studied a possible Circulation Element
Amendment to narrow Monterey Road from
4 lanes to 2 lanes, between Main and Dunne
Avenues. This Downtown Specifi c Plan
will accommodate any decision that may be
made regarding Monterey Road through the
downtown area; the goals of the Plan can be
met with Monterey Road remaining 4 lanes, and
could also be met under a 2-lane Monterey Road
confi guration. Decisions about the confi guration
of Monterey Road through Downtown will be
made in the context of the Circulation Element
of the General Plan, not the Downtown Specifi c
Plan. Streetscape improvements along Monterey
Road should be given a high priority, under either
the existing 4-lane confi guration or the possible
2-lane confi guration. The City should carry out
a Monterey Road Streetscape alternatives design

Page 408 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
7-4
planning process, with broad public participation,
in order to develop the preferred improvements
for Monterey Road.

Depot Street: The City of Morgan Hill
has studied a possible Circulation Element
Amendment to change the current plan to close
Depot Street when the planned Dunne/UPRR
grade separation (undercrossing) project occurs,
so that Depot Street can remain connected to
Dunne Avenue. Depot Street offers an important
alternate north-south travel route within the
downtown, and provides access to public parking
lots located on Depot Street. This Downtown
Specifi c Plan will accommodate any decision that
may be made regarding Depot Street; however,
the preferred option would be a plan to re-route
Depot Street through the existing Community &
Cultural Center parking lot, to connect to Dunne
Avenue at the existing Church/Dunne traffi c
signal, to create an intersection. This would allow
Depot Street to remain connected to Dunne
Avenue even when the Dunne/UPRR grade
separation project occurs. This project should
be designed in a manner that allows suffi cient
site area for structured parking, accommodates
private property access requirements, and
facilitates pedestrian travel to CCC and Gavilan
College uses.

In the future, signalization of the Depot/Main
intersection will be necessary. In planning for
installation of the traffi c signal, it will be necessary to carefully coordinate signal timing, given the atgrade UPRR road crossing and proximity of other signals at Main/Monterey and Main/Butterfi eld.

The Morgan Hill Redevelopment Agency should
pay for installation of the signal when warranted
by traffi c levels, and should also pursue extending
Depot Street north of Main, and then curving to
connect with McGlaughlin Drive, to establish a
route to/from Central Avenue.

VTA Bus Route and Monterey Road: The
City of Morgan Hill and the Santa Clara Valley
Transportation Authority should continue to
work together to improve the pedestrian and
transit environment along Monterey Road.

Locating attractive bus stops at appropriate
locations adequately separated from outdoor
dining areas, and using “bulb outs” to provide
plaza areas and comfortable pedestrian crossing
distances, is encouraged. Upgrading the bus
stops with attractive custom shelters, signage,
paving treatments, lighting and other amenities
would ensure that transit helps in improving
the downtown. A key objective for the City
of Morgan Hill will be to ensure appropriate
locations for the bus stops serving downtown,
such as not directly in front of outdoor dining
areas.

Water Service
Existing Water Service
The City of Morgan Hill provides potable water
service to its residential, commercial, industrial,
and institutional customers within the City limits.

The City has 15 groundwater wells, 1 potable
water storage tank, 10 booster stations, and
more than 160 miles of pressured pipes that
range from 2 to 14 inches in diameter. The water
distribution system meets the needs of existing
customers. Figure 27 shows the existing water
system in Downtown.

Water Service Projections and
Improvements
The vast majority of the proposed projects
in the Water Master Plan consist of new or
increased capacity pipelines that are needed to
extend service. Because the Downtown area
is predominantly developed, improvements
primarily consist of upgrading the existing
pipelines to the current 8-inch City Standards.

This project is not on the list for impact fees and,
therefore, will be funded by the Redevelopment
Agency and private development (as a potential
condition of approval). Additionally, the City
will be upgrading the water main from Monterey
Road to Peak/Main booster Station to 12-inch
per City’s Water Master Plan.

Page 409 of 554 ends

November 2009 7-5
CHAPTER 7: INFRASTRUCTURE
The City has a program to implement these
improvements and water infrastructure does
not and will not act as a constraint to the
intensity of development within the Specifi c
Plan. The improvements will be paid for by
the Redevelopment Agency and/or private
development (as a potential condition of approval)
in accordance with Chapter 3.56 (Development
Impact Mitigation Fees) and Chapter 12.02
(Street and Sidewalk Development).

Sanitary Sewer System
Existing Sanitary Sewer System
The City of Morgan Hill has a sewer collection
system that contains approximately 135 miles
of 6-inch through 30-inch diameter sewers, and
includes 15 sewage lift stations and associated
force mains. This system also consists of trunk
sewers that are generally 12 inches in diameter
and larger, which convey the collected wastewater
fl ows through an outfall that continues south to
the Wastewater Treatment Facility (WWTF) in
Gilroy. This WWTF is jointly owned by the Cities
of Gilroy and Morgan Hill. Morgan Hill’s sewer
collection system meets the needs of existing
customers. Figure 27 shows the existing sanitary
sewer system in Downtown.

Sanitary Sewer System Projections and
Improvements
The vast majority of the proposed projects in
the Sanitary Sewer Master Plan consist of new
or increased capacity pipelines that are needed
to extend service. Because the Downtown area
is predominantly developed, improvements
primarily consist of upgrading the existing
pipelines to the current 8-inch City Standards.

This project is not on the list for impact fees and,
therefore, will be funded by the Redevelopment
Agency and private development (as a potential
condition of approval). Additionally, City will be
upgrading the sewer main from just east of the
railroad tracks on Main Avenue to Hale Avenue
to 18 inches per City’s Sewer Master Plan. Refer
to Figure 27 for further details.

The City has a program to implement these
improvements and sanitary sewer infrastructure
does not and will not act as a constraint to the
intensity of development within the Specifi c
Plan. The improvements will be paid for by
the Redevelopment Agency and/or private
development (as a potential condition of approval)
in accordance with Chapter 3.56 (Development
Impact Mitigation Fees) and Chapter 12.02
(Street and Sidewalk Development).

Storm Drainage System
Existing Storm Drainage System
The City’s storm drainage system consists of curb
and gutter facilities, curb inlets, underground
pipelines, and bubblers. These facilities drain to
the nearest creek or manmade natural retention
areas that fl ow through the City. These are
tributary to either the Monterey Bay or San
Francisco Bay. The City’s storm drainage system
meets existing drainage needs.

Storm Drainage System Projections and
Improvements
The City’s Storm Drain Master Plan does not call
for any improvements to the existing storm drain
system in Downtown, except for the Upper Llagas
Creek Flood Protection Project (also known as
PL566). PL566 is intended to provide fl ood
protection for the Cities of Gilroy and Morgan
Hill and the unincorporated portion of Santa Clara
County known as San Martin. The project will
consist of a series of channels, box culverts, and
bridges designed to protect the fl oodplain from
a one-percent fl ood. The southerly, downstream
portion has been completed which protects the
City of Gilroy. The northerly upstream portion
that will someday protect Morgan Hill is not
complete due to a lack of funding.

The Santa Clara Valley Water District (SCVWD) is
the sponsor of the project and has been working
with the Corps of Engineers (COE) to prepare

Page 410 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
7-6
Figure 27
Existing Downtown Sanitary Sewer and Water System
Source: City of Morgan Hill

Page 411 of 554 ends

November 2009 7-7
CHAPTER 7: INFRASTRUCTURE
environmental documents and preliminary design.

The COE has maintained minimal federal funding
over the past fi ve years to keep the environmental
process moving forward. The SCVWD has
taken on the property acquisition portion of the
project and has made some progress. The overall
construction cost to complete the project through
Morgan Hill is approximately $105 million. The
full federal share has been authorized in the 2007
Water Resources and Development Act pending
annual appropriations. Progress on the project
has been limited to right-of-way acquisition and
preliminary engineering.

Upper West Little Llagas Creek winds through
the Downtown area. The PL 566 fl ood control
project offers the opportunity to incorporate a
trail along Upper Llagas Creek as part of fl ood
control improvement. This trail would provide
pedestrians and bicyclists access from Downtown
to areas north and south along the creek. The
fl ood control project will be comprised of
open channels in the downtown area, however
the locations where the creek now runs under
Monterey Road and under the shopping center
on Block 20 (SW corner Dunne/Monterey) will
likely continue to run through a below-ground
box culvert. However, project design and other
property redevelopment efforts could explore the
feasibility of “daylighting” the creek and offering
a continuous trail alongside of the fl ood control
project.

Floodplain Regulations
A signifi cant portion of Downtown is in the
fl oodplain (see Figure 28). These areas are most
susceptible to fl ooding and will require additional
measures to protect the properties from fl ood
damage.

Development within the fl oodplain is required
to comply with the Flood Damage Prevention
ordinance (Chapter 18.42), which provides
various standards for construction, subdivisions,
utilities, and other issues. Standards for new
developments include, but are not limited to:
anchoring building structures;
using appropriate materials;
fl ood-proofi ng commercial buildings;
providing drainage paths;
elevating residential structures; and
designing utilities to minimize
infi ltration of fl oodways.

Solid Waste
Existing Solid Waste Service
Morgan Hill residents and businesses receive
solid waste and recycling services from South
Valley Disposal & Recycling, Inc. (SVDR).

SVDR transports solid waste to the Pacheco
Pass Landfi ll, recyclables to recycling processing
facilities, and yard waste to South Valley Organics,
a compost facility located at Pacheco Pass
Landfi ll. The Pacheco Pass landfi ll is expected to
close within the next 5 to 10 years. Santa Clara
County has landfi ll capacity to serve the City of
Morgan Hill.

Solid Waste Projections and Improvements
Energy
Existing Energy Service
The City’s Energy Service is being fed through
overhead services. In the Downtown area, there
are two locations where overhead utilities have
recently been undergrounded:

Depot Street from Main Avenue to
Fifth Street; and
Monterey Road from Main Avenue to
Dunne Avenue.

Energy Projections and Improvements
Currently, the City is working to underground
overhead utilities on Third Street between
Monterey Road and Depot Street. The
remaining overhead utilities in Downtown
will be undergrounded at the time that street
▪
▪
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▪
▪
▪
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Page 412 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
7-8
Figure 28
Downtown Floodplain

E MAIN AVE

E DUNNE AVE

MONTEREY RD

DIANA AVE

W MAIN AVE

BUTTERFIELD BLVD

W DUNNE AVE

DEPOTST

ALE AVE

CALLE MAZATAN

CHURCH ST

RAILROAD AVE
E 5TH ST
E 4TH ST
W 5TH ST
W 1ST ST

BISCEGLIA AVE
W2ND ST
E 3RD ST W 3RD ST

CIOLINO AVE
E 2ND ST

WARREN AVE
E 1ST ST

MYRTLE AVE

CALLE ASTA
R

CALLE DEL SOL
CORY
DR

KEYSTONE AVE

CALLE CABALLERIA

W CENTRAL AVE

MARKROSS CT

CALLE CABEZAL

CALLE CERRO

MANOR CT

CALLE ATAVIO

SAN LUIS

CALLE VERDE
CORT
C
W 4TH ST

RAILROAD AVE

DEL MONTE AVE

BUTTERFIELD BLVD

CREEKSIDE LN
0 250 500 1,000
Feet ´
Legend
Downtown Specific Plan
Downtown Core
Unimproved Right-of-Way
Creek / Easement
Downtown Floodplain
NOTE: Map is general and approximate. Consult an engineering map for additional and more precise detail.

Page 413 of 554 ends

November 2009 7-9
CHAPTER 7: INFRASTRUCTURE
improvements are made.

Fire Service
Existing Fire Service
Fire suppression and prevention services
are provided by the Santa Clara County Fire
Department.

Fire Service Projections and Improvements
A new fi re station is proposed north of the
County Courthouse along Butterfi eld Boulevard.

A Fire and Medical Services Master Plan Update
Prepared by DMG Maximus in 2002 identifi ed
the need for a station located in the area of Dune
Avenue and Butterfi eld Boulevard (see Figure
3 in Chapter 2: Land Uses and Development
Standards) to redistribute the call load (reducing
the 60-percent call demand upon the El Toro
Station), as well as to provide enhanced response
time to approximately 30 percent of the systems
present call for services. It was estimated that
overall system response times would be improved
by approximately 37 percent as a greater number
of calls would be within a reduced travel time
of a fi re station and there would be a decrease
in delayed responses caused by engines out
of their districts providing ancillaryservices
to the southern end of the City. The station
with be constructed as operational funding
becomes available (capital construction funds are
available).

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November 2009
Morgan Hill Downtown Specific Plan
7-10
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November 2009 8-1
CHAPTER 8: IMPLEMENTATION AND PLAN FOR INVESTMENT
Chapter 8: Implementation and Plan for Investment
Overview
Achievement of the Downtown Morgan Hill vision will require the commitment of public and private resources and creativity over an extended period of time. Some elements of the plan (e.g., changes to governmental regulations) can be accomplished in relatively short order, and some will occur through the adoption of this Specifi c Plan. The City and its Redevelopment Agency can appropriate funding for a number of catalyst projects and programs over the next fi ve to ten years. The Redevelopment Agency has indicated an intent to invest up to $40 million in the Downtown area to construct infrastructure projects and otherwise assist with implementation of this Specifi c Plan. While the Agency may be able to assist private development projects that are not otherwise feasible, most projects, plan implementation activities and fi nancial investment will be carried out by individual entrepreneurs with assistance from interested groups like the Downtown Association over a period of years.

The implementation strategy set forth in this document focuses primarily on the steps that can be taken by the public sector to encourage and facilitate those private sector initiatives. Priorities will be established by the City’s Redevelopment Agency. Together the priorities and implementation tasks serve as a general road map for actions over the next fi ve to ten years. While these are time-tested as appropriate and effective tools for Downtown revitalization, fl exibility should be maintained to respond to special opportunities that may be presented. However, before signifi cant changes in priorities or funding allocation are made, new opportunities will be evaluated as to their relative contribution to meeting the goals and vision set forth in this Specifi c Plan.

Figure 29 illustrates the Redevelopment Agency’s Project Area.

Successful implementation
will help achieve the vision for
Downtown Morgan Hill.

Page 416 of 554 ends

8-2 November 2009
Morgan Hill Downtown Specific Plan
Figure 29
Redevelopment Agency Boundary
Source: City of Morgan Hill

Page 417 of 554 ends

November 2009 8-3
CHAPTER 8: IMPLEMENTATION AND PLAN FOR INVESTMENT
Implementation Goals
To support the land use, parking, design and
infrastructure goals and objectives outlined in
earlier chapters of this Specifi c Plan, there are
many actions and activities that the city and other
organizations can undertake.

Public Actions and Assistance
Working with the Morgan Hill
Downtown Association, The Chamber
of Commerce, and the Property Based
Improvement District, retain existing
businesses and actively recruit desirable
new businesses
Work with property owners to
rehabilitate or redevelop major existing
buildings
Work with property owners of
undeveloped and under developed
properties to bring new investment to
Downtown
Implement PL566 fl ood control
improvements as soon as feasible to
reduce fl ooding
Encourage coordination of new
development among property owners
The Redevelopment Agency will
take a more active role in assembling
opportunity sites and recruiting
developers to build projects on those
sites consistent with the objectives of
this Plan.

The Redevelopment Agency will work
to minimize impacts on businesses that
are impacted by street reconstruction
activities during the period of
construction.

Coordinate public infrastructure
improvements with private
development
The Redevelopment Agency will
continue to fund existing programs
such as facade improvement grants,
commercial rehab loans, and housing
rehabloans.
▪
▪
▪
▪
▪
▪
▪
▪
▪
Implementation Programs and Plan for
Investment

1. Redevelopment Agency Capital
Improvements and Implementation
Plan
The City of Morgan Hill Redevelopment
Agency (“Agency”) anticipates funding
a variety of projects and programs for
Downtown with the goal of making
Downtown a vibrant destination for
residents and visitors alike. The strategy
to implement this key goal as well as
the other goals of the Agency is to use
public investment to attract and stimulate
private investment.

The Agency anticipates funding the
following projects and programs in
Downtown over the next fi ve years:

Third Street Promenade
Improvements: The creation of
pedestrian-friendly, multi-modal
street and plaza as envisioned
by this Specifi c Plan including
street reconstruction, utility
undergrounding, landscaping,
lighting, and various pedestrian
amenities. The improvements also
include utility undergrounding,
water, sewer, and storm drain
improvements. The project also
has received a $1.7M Livable
Communities grant from the
Metropolitan Transportation
Commission (MTC).

Downtown Street Revitalization
Improvements: Revitalization
of various streets in Downtown
including traffi c calming
improvements, street furniture,
median improvements, pavement
repair/replacement, curb,
gutter and sidewalks, lighting
and landscaping enhancements
and improvements, and utility
undergrounding.
▪
▪

Page 418 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
8-4
Downtown Entry Features:

The design and installation of
Downtown entry features to
achieve the goals of this plan.

Courthouse Plaza
Improvements: The design and
construction of a plaza connecting
the Morgan Hill Courthouse to the
pedestrian railroad crossing and
Downtown to facilitate pedestrian
traffi c to the Downtown.

Parks and Pathways: The design
and construction of small parks or
paths in or to the Downtown area
as outlined in the Specifi c Plan.

Downtown Parking: The Agency
will take actions per the Downtown
Parking Resources Management
Strategy to develop an adequate
supply of accessible and affordable
public parking. These actions
may include the acquisition/lease
of parcels to preserve or expand
existing parking and the design
and construction of surface and
structured parking to provide the
needed spaces.

Sewer Improvements: The
Agency has funded Downtown
development’s share of sewer
plant improvements. As a result,
sewer impact fees for residential
and commercial properties in
Downtown are eliminated, thus,
removing a potential barrier to
development.

Historic Preservation: Provide
loans/grants to preserve historic
resources in Downtown, such as
the Morgan Hill United Methodist
Church property.
▪
▪
▪
▪
▪
▪
Downtown Business
Improvement and Assistance
Programs: The Agency will
continue to fund existing programs
such as the Facade Improvement
Grant and the Commercial
Rehabilitation Loan programs.

The Agency may also develop
programs to assist businesses
during the construction of public
improvements. These programs
could include such tasks as
signage, advertising, and direct
mailings to inform the community
that Downtown is open during
construction.

Business Relocation and Site
Redevelopment: The Agency
may also provide assistance to
certain businesses deemed to be
incompatible uses in Downtown,
or to certain sites/uses that impede
achievement of the community’s
vision for downtown. For
example, the Agency is providing
assistance to facilitate relocation
of the concrete batch plant from
Block 15 to a block outside of the
downtown area. In the future, the
property owners, business owners
and Morgan Hill Redevelopment
Agency are strongly encouraged
to pursue as priority projects
the redevelopment of the two
existing banks at the southwest and
southeast corners of Main Avenue
and Monterey Road, in a manner
that would accommodate desirable
road improvements and widening
to address traffi c congestion of the
Main Avenue road segment.

The Agency will also consider
the creation of new programs to
stimulate private investment and
to create and resurrect retail/
entertainment space including the
redevelopment and opening of a
movie theater in Downtown.
▪
▪

Page 419 of 554 ends

November 2009 8-5
CHAPTER 8: IMPLEMENTATION AND PLAN FOR INVESTMENT

2. Capital Improvement Program
Other capital improvements will be
included from time to time in the
Capital Improvement Program that
is adopted as part of the annual
budget for the City of Morgan Hill
and Redevelopment Agency. Certain
of these projects, even those located
outside of the Specifi c Plan boundaries,
have the potential to assist with
achievement of Specifi c Plan goals and
objectives.

3. Facade Improvement Program
The Morgan Hill Redevelopment
Agency’s Facade Improvement Program
provides fi nancial rebates for projects
within the CBD Zoning District of
the Downtown (as well as outside of
Downtown in the City’s commercial
districts).

Eligible applicants may receive up to
$4,000 reimbursement for architecture/
design costs, full reimbursement for
City architecture review fees, and up to
50-percent reimbursement for eligible
exterior improvements, maximum
$45,000.

The program may be modifi ed from
time-to-time as dictated by market
conditions.

4. Downtown Commercial
Rehabilitation Loan Program
The Commercial Rehabilitation Loan
Program offers low interest loans, up to
$100,000, to small businesses within the
Property-Based Improvement District
boundary area, which is the same as the
Specifi c Plan Boundary. The program
is designed to assist property owners
and tenants with funding to rehabilitate
existing commercial buildings, allowing
new businesses to locate in the
Downtown or existing Downtown
businesses to expand, thereby increasing
the vitality of the Downtown entertaining
and shopping district. Funding for this
program comes from the Morgan Hill
Redevelopment Agency.

5. Housing Rehabilitation Grant and
Loan Programs
The Morgan Hill Redevelopment Agency
also has several housing rehabilitation
grant and loan programs that are
available for residential properties in the
Downtown. The Housing Rehabilitation
Loan Program provides low interest
loans to income qualifi ed single-family
owner occupants. Loans are also available
to owners of multi-family housing with
income-qualifi ed tenants.

Loans of up to $40,000 can be approved
administratively while loan requests over
$40,000 require Redevelopment Agency
Board approval. The Senior Housing
Repair Program provides income eligible
seniors with grants of up to $5,000 for
minor home repairs.

6. Business Retention and Attraction
The Morgan Hill Downtown Association
will take the lead to identify the needs
of existing businesses and fi nd ways to
help them. It will also work to identify
and attract specifi c businesses that
would help to create a vital Downtown
entertainment and shopping district.

Business attraction and retention targets
will be identifi ed and a plan developed
to meet those targets. Additional help
in this effort will be provided by the
City’s Business Assistance and Housing
Services Department.

Page 420 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
8-6

7. Morgan Hill Downtown Association
City governments are good mechanisms
to initiate Downtown revitalization
activities, provide some initial seed
capital, and support private efforts
through targeted funding assistance and
public improvements. In the long run
it will be the Downtown property and
business owners that will provide the
bulk of the funding and creative energy
to make Downtown a success.

Implementation activities should
support the Downtown Association,
and work toward an increased level
of autonomy and self-funding of the
Morgan Hill Downtown Association,
including the retention of the PropertyBased Business Improvement District.

8. Develop RDA Assistance Criteria
There will be situations when desirable
development may need some form of
public assistance (e.g., low interest loans)
to make implementation feasible. The
Morgan Hill Redevelopment Agency
(RDA) will be the primary source
of assistance to the private sector in
revitalizing the Downtown area. This is
in addition to the facade improvement
program.

RDA will carefully evaluate every request
and channel assistance to projects that
will contribute most to the realization of
the vision set forth in this Downtown
Specifi c Plan. To guide the Agency’s
decisions and to assist property owners
in understanding the City’s priorities, the
Agency will establish and publish criteria
to guide the City’s use of resources. The
RDA’s criteria will take into account the:
likelihood that the project will
attract new retail, restaurant or
entertainment uses to Downtown;
▪
ability of the project to activate
Downtown with new vitality and
visitors;
contribution the project makes to
the strengthening of the primary
Monterey Road and Third Street
commercial frontages;
project ability to add new
residential units to Downtown
(the Redevelopment Agency’s
housing set-aside funds may assist
developments in exchange for
affordable covenants);
degree to which the renovation
of an existing building will
substantially improve the exterior
attractiveness of the streetscape;
degree to which the project
increases the critical mass of uses
(e.g., three story new development
versus one story infi ll);
relative amount of private
investment that can be leveraged
with public funds;
degree it meets the City’s Business
Attraction Program and Economic
Development Strategy;
degree to which it contributes to a
critical mass of retail uses; and
degree to which is contributes to
the desired downtown sense of
place.
▪
▪
▪
▪
▪
▪
▪
▪
▪

Page 421 of 554 ends

November 2009 8-7
CHAPTER 8: IMPLEMENTATION AND PLAN FOR INVESTMENT

9. Public Art Program
A Public Art Program should be
established to encourage public art
throughout the Downtown area. The
encouragement of public art is another
way that cities have found to enrich their
downtown environments. Public art
can be used as a part of entry identity
features, integrated into the design
of street furniture, included as a part
of special sidewalk and street paving,
or any number of other ways. Some
communities fund such improvements
in public areas. Others require or
encourage public art as a part of private
development projects.

Phasing Plan
PHASE 1 (0 TO 3 YEARS)

1. Additional New Parking Lots
New or improved parking facilities will
be needed to accommodate additional
businesses and residences Downtown.

The Parking Resources Management
Strategy (see Chapter 4 for a summary)
provides greater detail to the location
and size of facilities.

To comply with a mitigation measure
in the DTSP Master EIR, the City of
Morgan Hill shall create a land use and
parking database for the downtown area
and shall document the demand for
parking from retail/service and offi ce
development (non-residential land uses)
and changes in parking supply, through
the preparation of a monitoring report
submitted to the City Council every two
years to ensure planning, regulatory and
construction measures are undertaken
to provide adequate parking supply as
development and redevelopment occurs
in the 14-block Downtown Core area.

2. Third Street Urban Design
Improvements and Focal Point
Third Street Promenade and Plaza
improvements will be complete
by January 2010. Redevelopment
of sites on Blocks 3 and 4 can be
managed to not adversely impact the
completed improvements of the private
development.

Existing murals on a recycle bin and wall

Page 422 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
8-8

3. Upgraded Downtown Entry
Features
Entry features help establish a sense of
arrival into a district. Entry features at
the intersections of Monterey Road and
Main and Dunne Avenues would better
establish the edges of Downtown on the
Monterey Road corridor. Entry features
in these locations would not only serve
as a welcome to visitors and residents,
but would also alert motorists that this
area is a pedestrian-oriented district.

Entry features could include monument
gateways, distinct landscaping, pavers,
banner poles, public art/sculpture, or
other elements that identify the edge of
Downtown.

4. Railroad Pedestrian Crossing and
Courthouse Plaza
In addition to the recently completed
pedestrian crossings at the train station,
the City is constructing a plaza between
the County Courthouse on Butterfi eld
Boulevard and the pedestrian crossing
east of the Depot Street/Third Street
intersection. Designed to facilitate
pedestrian travel from the Courthouse
into Downtown, the Plaza is scheduled to
be completed in January 2009. The Plaza
will also serve as a demonstration site
for sustainable design and landscaping
techniques.

5. Facade and Private Signage
Improvements
The City should emphasize improving
the appeal of existing buildings to attract
new customers and signal a resurgence
of commitment to Downtown.

6. Downtown Logo and Identity
Elements
A brand for Downtown will help the
Downtown Association and business
owners market it as a unifi ed district.

Downtown promotion is a crucial step
to attracting more businesses and people
to visit, shop, and dine in Downtown.

7. Public and Directional Signage
Improvements
A unifi ed design for Downtown
signage and directional signage leading
to Downtown will add to the other
improvements noted above to establish a
stronger sense of Downtown as a major
community focal point. Signs directing
motorists from U.S. Highway 101 will
be especially important in attracting
tourists and residents from surrounding
communities. Improved signage will be
linked closely with the Downtown Logo
and Identity programs.

8. Coordinated Marketing, Leasing
and Retail Strategies
The Redevelopment Agency, Downtown
Association, Downtown PBID, and
property and business owners should
work together to create coordinated
marketing, leasing and retail strategies.

PHASE 2 (3 TO 5 YEARS)

1. Additional New Parking Lots and/
or Parking Structures
New or improved parking facilities will
be needed to accommodate additional
businesses and residences Downtown.

The Parking Resources Management
Strategy (see Chapter 4 for a summary)
provides greater detail to the location
and size of facilities.

Page 423 of 554 ends

November 2009 8-9
CHAPTER 8: IMPLEMENTATION AND PLAN FOR INVESTMENT

2. Other Streetscape Improvements for
Downtown Streets
Other streets in Downtown will
transition over time from their
existing development to new uses and
developments. As redevelopment
occurs, these streets should be improved
with wider sidewalks (as feasible) and
landscaping. Each street will have
different uses and building types so the
layout for each may vary slightly.

3. Neighborhood Streets Landscaping
and Urban Design Improvements
Property improvements will occur in
areas away from Monterey Road and
Third Street over an extended period
of time. These improvements will
provide visual unity. Improvements
should include regularly spaced shade
trees, sidewalk improvements, and other
improvements to enhance the urban
design of these streets.

4. Re-Route Depot Street To Connect
to Church Street
If the Community & Cultural Center
parking lot is modifi ed or a parking
structure created on this lot during
Phase 2, then Depot Street should
be re-routed through the existing
Community & Cultural Center parking
lot, to connect to Dunne Avenue at the
existing Church/Dunne traffi c signal, to
create an intersection. This would allow
Depot Street to remain connected to
Dunne Avenue even when the Dunne/
UPRR grade separation project occurs.

This project should be designed in a
manner that allows suffi cient site area
for structured parking, accommodates
private property access requirements,
and facilitates pedestrian travel to
CCC and Gavilan College uses. This
project may not occur until Phase 3 or
later, depending upon the method of
implementing the parking strategy or
circulation strategy.

PHASE 3 (6 or More Years)

1. Additional New Parking Lots and/
or Parking Structures
New or improved parking facilities will
be needed to accommodate additional
businesses and residences Downtown.

The Parking Resources Management
Strategy (see Chapter 4 for a summary)
provides greater detail to the location
and size of facilities.

2. Monterey Road Narrowing and
Streetscape Improvements
The City of Morgan Hill has studied
a possible Circulation Element
Amendment to narrow Monterey Road
from 4 lanes to 2 lanes, between Main
and Dunne Avenues. This Downtown
Specifi c Plan will accommodate any
decision that may be made regarding
Monterey Road through the downtown
area; the goals of the Plan can be met
with Monterey Road remaining 4 lanes,
and could also be met under a 2-lane
Monterey Road confi guration. Decisions
about the confi guration of Monterey
Road through Downtown will be made
in the context of the Circulation Element
of the General Plan, not the Downtown
Specifi c Plan. Streetscape improvements
along Monterey Road should be given a
high priority, under either the existing
4-lane confi guration or the possible 2-
lane confi guration. The City should
carry out a Monterey Road Streetscape
alternatives design planning process,
with broad public participation, in order
to develop the preferred improvements
for Monterey Road.

Page 424 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
8-10
There are a variety of options for
use of the right-of-way if Monterey
Road is reduced to two vehicular travel
lanes. Some of these options include
the addition of either bike routes
or “sharrows” through Downtown,
widening of sidewalks, establishment
of outdoor dining areas, and the
construction of angled parking to
increase parking resources. The center
median could be retained, renovated
with new landscaping, or eliminated.

The specifi c use of the right of way
would be subject to a community design
planning process.

3. North and South Monterey Road
Streetscape Improvements
Street trees, improved sidewalks and
landscaped medians on Monterey Road
north and south of Downtown will
provide attractive linkages to Downtown,
and assist in calming the traffi c since the
street would no longer visually resemble
a highway.

4. Upper Llagas Creek Flood Control
Improvements
This will be an on-going process that
will take some time given the number
of agencies involved and the limited
funding currently available.

5. Upper Llagas Creek Landscaping
and Bicycle Paths
Improved linkages with Downtown will
enhance its role as the social heart of
the City and encourage greater use of
the commuter rail system. If feasible,
landscaping improvements and creek
path should be constructed though
Downtown in conjunction with fl ood
control improvements.

6. Railroad Corridor Landscaping
Landscaping along the railroad corridor
is encouraged to provide a more
aesthetically pleasing atmosphere along
the corridor and to shield views of
and reduce noise from passing trains.

These improvements will become more
important as the County Courthouse
and other development occurs along
Butterfi eld Boulevard.

7. Dunne Avenue Urban Design
Improvements
Design improvements along Dunne
Avenue will provide attractive visual
linkages to Downtown and will likely
be implemented in the context of larger
City beautifi cation actions.

8. Potential Additional GradeSeparated Railroad Crossing for Pedestrians, Bicycles and
Emergency Vehicles
The feasibility of a grade-separated
railroad crossing should be studied, and
if feasible, constructed. The crossing
should accommodate pedestrians and
bicyclists and, if feasible, emergency
vehicle access. If the California High
Speed Rail is constructed above the
existing railroad tracks, an underground
crossing may be more feasible. If
determined feasible and if funding
is secured, this crossing could be
constructed concurrently with the future
fi re station.

It may be that the most viable location for
such a crossing would be closer to Diana
Avenue; emergency vehicles could travel
on Diana and/or through the Courthouse
parking lot to an undercrossing of the
railroad tracks, with the connection
ending near a relocated Depot Street
in an area that is now the Community
& Cultural Center parking lot, which is
planned for reconfi guration.

Page 425 of 554 ends

November 2009 8-11
CHAPTER 8: IMPLEMENTATION AND PLAN FOR INVESTMENT
Subsequent Development Entitlements
and Permits
Proposed projects that meet the overall intent
of the Specifi c Plan but which are not in
substantial conformance with the development
standards of the applicable zoning district,
will need to fi le an application for rezoning as
a Planned Development pursuant to Chapter

18.30 (Planned Development District) of the
Zoning Ordinance. The Planned Development
(PD) process allows for variations to standard
development requirements. As an example, if a
5-story development were to be proposed on the
current site of the VTA/Caltrain parking lot on
Block 16, this would need to be pursued as a PD
rezoning which would also amend the Specifi c
Plan land use map.

Encroachment permits are required for any
property that places an object within the public
right-of-way pursuant to Chapter 12.04 (Sidewalk
Encroachment) of the Municipal Code.

Conditional Use permits are required for uses or
development proposals listed as conditional uses
in the district regulations in Chapter 2 (Land Uses
and Development Standards) of this Specifi c Plan
or elsewhere in the Zoning Ordinance. Chapter

18.54 (Conditional and Temporary Use Permits)
of the Zoning Ordinance provides more details
and regulations for conditional use permits.

Temporary Use Permits are required for uses
of a temporary nature on private property
for a specifi ed length of time. Chapter 18.54
(Conditional and Temporary Use Permits) of
the Zoning Ordinance provides more details on
Temporary Use Permits.

A Development Agreement is required for
projects proposing to secure some of the 500
“exempt RDCS allotments”, which must be
processed concurrently with the Design Permit
application.

Downtown Administrative Use Permits are
required to permit commercial, professional and
medical offi ce, live/work, and personal services
uses to locate on the ground fl oor of parcels
within the Ground Floor Overlay (see Chapter 2:

Land Uses and Development Standards, of this
Specifi c Plan or Chapter 18.23: GF Downtown
Ground Floor Overlay District, of the Zoning
Ordinance).

Design Permits are required for projects located
in the Downtown, pursuant to Chapter 18.74
(Design Review) of the Zoning Ordinance.

Within the 18-block Specifi c Plan area, noticed
public hearings shall be held for all projects subject
to Design Permit requirements. The Community
Development Director shall determine the
appropriate process for consideration of Design
Permits; smaller or more minor projects may be
acted upon by staff in accordance with Chapter

18.74, while larger and more signifi cant projects
should be referred to the Planning Commission
or City Council. Any Design Permit which
involves Redevelopment Agency or City-owned
sites, or for which the RDA is entering into an
Agreement to assist with the development,
should be acted upon by the City Council, after
receiving a recommendation from staff and/or
the Planning Commission, as determined by
the Community Development Director (minor
projects may be approved by staff).

Entertainment Permits would be required from the
Chief of Police for any establishment providing
entertainment or dancing in conjunction with the
selling of food and/or alcoholic beverages (see
Chapter 5.28: Amusement and Entertainment
Premises, of the Municipal Code).

Page 426 of 554 ends

November 2009
Morgan Hill Downtown Specific Plan
8-12
Key Opportunities for Public/Private
Redevelopment and Improvements
Figure 30 shows key opportunities for public and
private redevelopment areas and improvements.

The process for several of these has already
begun. These opportunities are described below.

1. Third Street Promenade
The City received a grant for streetscape
improvements along this corridor.

Development along this corridor will
enhance the pedestrian environment
and take advantage of the nearby train
station. It will also provide a public
plaza to accommodate public events and
activities.

2. Monterey Road Improvements
Monterey Road is a major regional
road and is the main street through the
Downtown Core. The street is designed
currently with on-street parallel parking,
two travel lanes in each direction, and
a wide median. This corridor could
be reduced to one travel lane in each
direction to accommodate on-street
parking (which could be either angled
and/or parallel) and wider sidewalks.

This could increase the parking
supply and would help create a more
pedestrian friendly environment. A
future streetscape planning process with
public participation opportunities will
determine the use of the right of way
and design of improvements.

3. Courthouse Pedestrian Connection
The City is constructing a plaza between
the County Courthouse on Butterfi eld
Blvd. and the Pedestrian Railroad
Crossing just east of the corner of
Depot and 3rd Ave. Designed to facilitate
pedestrian travel from the Courthouse
into Downtown, the Courthouse Plaza
is scheduled to be completed in June,
2008. The Plaza will also serve as a
demonstration site for sustainable design
and construction techniques.

4. Future Fire Station with Potential
Grade-Separated Railroad Crossing
The feasibility of a grade-separated
railroad crossing should be studied, and
if feasible, constructed. The crossing
should accommodate pedestrians and
bicyclists and, if feasible, emergency
vehicle access. If the California High
Speed Rail is constructed above the
existing railroad tracks, an underground
crossing may be more feasible. If
determined feasible and if funding
is secured, this crossing could be
constructed concurrently with the future
fi re station. The possibility of adding a
grade-separated undercrossing of the
railroad tracks for pedestrians, bicycles
and possibly emergency vehicles, should
be studied. It may be that the most
viable location for such a crossing would
be closer to Diana Avenue; emergency
vehicles could travel on Diana and/or
through the Courthouse parking lot
to an undercrossing of the railroad
tracks, with the connection ending near
a relocated Depot Street in an area
that is now the Community & Cultural
Center parking lot, which is planned for
reconfi guration.

Page 427 of 554 ends

November 2009 8-13
CHAPTER 8: IMPLEMENTATION AND PLAN FOR INVESTMENT
3 8
4 2
1 6
6 5
7 W 3RD ST E 3RD ST E 3RD ST MONTEREY RD
9 E DUNNE AVE

W DUNNE AVE

E MAIN AVE

DEPOT ST

CALLE MAZATAN
E 5TH ST
E 4TH ST
W 5TH ST
W 1ST ST
W 2ND ST

CIOLINO AVE
E 2ND ST
E 1ST ST

MYRTLE AVE

CALLE ASTA

CALLE DEL SOL

KEYSTONE AVE

CALLE CABALLERIA

CALLE CABEZAL

CALLE CERRO

CALLE ATAVIO
W 4TH ST

DEL MONTE AVE

RAILROAD AVE

MCLAUGHLIN AVE
Legend
1 2
3 4
5 6
7 8
9 Third Street Promenade
Monterey Road
Improvements
Courthouse Pedestrian
Connection
Future Fire Station with
Potential Grade-Separated
Railroad Crossing
Third Street Private Property
Redevelopment
Monterey Road Private
Redevelopment
Lower Downtown
Residential Redevelopment
VTA Property
Redevelopment
Creek / Easement
Flood Control
Improvements
Downtown Specific Plan
Downtown Core
0 300 600
Feet
Key Opportunities for Public/Private
Redevelopment & Improvements
Figure 30
1200

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November 2009
Morgan Hill Downtown Specific Plan
8-14

5. Third Street Private Property
Redevelopment
Several property owners along Third
Street have expressed an interest in
redeveloping their properties. The
largest site along the corridor, the
Sunsweet site, has preliminary plans and
the City adopted a PUD for the site in
2005, however, that PUD zoning will
be superceded by the standards in this
Specifi c Plan with the adoption of this
Specifi c Plan.

6. Monterey Road Private
Redevelopment and Public/Private
Partnerships
Monterey Road is the main street through
the Downtown Core and several property
owners have expressed an interest in
redeveloping their properties. The
City of Morgan Hill has also purchased
several Downtown properties and
intends to seek one or more developers
to enter into public/private partnership
to develop the sites.

7. Lower Downtown Residential
Redevelopment
This Specifi c Plan proposes changing the
General Plan land use designation and
Zoning Code classifi cation for several
properties at the southwest corner of
the Specifi c Plan area. Properties include
select parcels west of Monterey Road
and along Fourth Street, Fifth Street,
and Dunne Avenue. Allowed density for
these parcels would increase to up tp 21
dwelling units per acre.

8. VTA Property Redevelopment
This site would accommodate a
residential transit-oriented development.

The Parking Resources Management
Strategy (see Chapter 4 for a summary)
describes the process for shared
parking.

9. Creek / Easement Flood Control
Improvements
The Santa Clara Valley Water District
and the City have created preliminary
plans for fl ood control improvements
along Upper Llagas Creek through the
Downtown area. Due to the right-of-way
constraints, providing a Downtown trail
may not be feasible from Second Street
to Fourth Street, Fifth Street to Dunne
Avenue, and along Monterey Road. Rightof-way widths to the north and south of these points in the Downtown area are
less restrictive and a trail may develop
in these areas. If a trail connection
through Downtown is not feasible along
the creek, signs should be posted at
the north and south of Downtown at
the trailheads to direct pedestrians and
bicyclists to use the sidewalks and bike
lanes through Downtown, and then
connect to the other trailheads.

Page 429 of 554 ends

November 2009 8-15
CHAPTER 8: IMPLEMENTATION AND PLAN FOR INVESTMENT
Relationship to the General Plan
The Morgan Hill General Plan was adopted by
the City Council in 2001 and amended in 2005.

The Morgan Hill Downtown Specifi c Plan is
consistent with the General Plan, with adoption
of General Plan amendments to refl ect the
land use and circulation policies of the Specifi c
Plan. The General Plan references the 2003
Morgan Hill Downtown Plan and identifi es the
Downtown area as a unique planning area.

The General Plan identifi es a series of goals,
policies, and actions within seven elements:

Community Development, Economic
Development, Circulation, Open Space and
Conservation, Public Health and Safety, Regional
Coordination, and Housing. These goals, policies,
and actions cover a variety of topics such as
ensuring that Morgan Hill remains a unique place
that is safe, has active businesses, and supports a
range of transportation options. The Morgan Hill
Downtown Specifi c Plan is consistent with and
reinforces the goals and policies of the General
Plan. The Specifi c Plan builds on the existing
General Plan goals and policies and tailors them
to the Downtown area. The General Plan will be
amended as needed to refl ect this Specifi c Plan.

Table 2 on page 16 of the Morgan Hill General
Plan will be amended to create a new General
Plan land use designation to accommodate the
unique provisions established for the Central
Business District, as follows:

Land Use
Designation Acres Primary Uses
Density
Range
Minimum
Lot Area
Maximum
Bldg Lot
Coverage
Maximum Height*
Mixed UseCBD 45 Downtown no min /
no max 3,500 sf NA
2-story: 35’ to roof plate
3-story: 45’ to roof plate
4-story: 55’ to roof plate
* additional height would be considered under a Planned Development (PD) rezoning

Page 18 ends

amended to delete the current text description of
“Mixed Use”, and to substitute the following:

Mixed Use. The Mixed Use designation has two
expressions: the “Mixed Use-CBD” is applied
to certain Central Business District (CBD)
parcels within the Downtown Specifi c Plan area,
and the Downtown Specifi c Plan is adopted as
the General Plan land use map, goals, policies,
programs and zoning standards applicable to
the Downtown. The remainder of the “Mixed
Use” locations, totalling approximately 23 acres,
are located in areas near downtown, and the
density range provides for 8 to 20 units per acre,
as implemented by the Central CommercialResidential (CC-R) zoning district.

The General Plan shall also be amended to
include a policy to allow the Multi-Family Medium
land use category to allow for Commercial Use
Overlay Zoning to be placed on the residentiallydesignated portion of Downtown Plan Block 20, to allow commercial uses within existing
buildings through obtaining a Commercial
Administrative Use permit, during the time prior
to redevelopment of the residentially-designated
portion of the block with residential uses.

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November 2009
Morgan Hill Downtown Specific Plan
8-16
CEQA Compliance
Adoption of the Downtown Specifi c Plan
constitutes a project under the California
Environmental Quality Act (CEQA). A Master
Environmental Impact Report (MEIR) has been
prepared in accordance with CEQA to identify
potentially signifi cant impacts and mitigation
and avoidance measures to be implemented to
address these impacts. Subsequent projects will
rely upon this Master EIR and shall be subject
to the mitigation and avoidance measures. A
summary of these mitigation and avoidance
measures is contained as the last section of this
Chapter 8.

The Morgan Hill City Council has certifi ed the
Final MEIR in conjunction with approving
the Downtown Specifi c Plan, and has made
appropriate fi ndings and adopted a Statement
of Overriding Considerations for impacts that
cannot be fully mitigated to a less than signifi cant
level.

Subsequent Projects
Projects proposed subsequent to city adoption
of this Specifi c Plan that are consistent with
the Plan and within the descriptions of public
projects and within the “development envelope”
of projected development to 2030 will be able
to use the Master EIR as their CEQA document
for at least 5 years, and possibly longer, if the
required fi ndings for use of a Master EIR can
be met.

It must be emphasized that the phasing
assumptions are not intended to and will not be
interpreted to act as a geographic or numeric
constraint to the location, level and/or timing
of development. Under the adopted Specifi c
Plan and Master EIR, other blocks or portions
of blocks may develop sooner or later than
the projections in Chapter 2 of this Plan. The
overall level and location of actual development
will be monitored by the City to ensure that land
use regulations, parking supply and management
activities, and environmental (CEQA) compliance
is appropriate to actual conditions over time.

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November 2009 8-17
CHAPTER 8: IMPLEMENTATION AND PLAN FOR INVESTMENT
Relationship with Other City Policies
and Programs
Residential Development Control System
(RDCS)
Morgan Hill voters approved a ballot measure in
May 2009 to exempt 500 residential units from
the RDCS process within the Downtown area
(Blocks 1 – 20), within the city’s current RDCS
population cap of 48,000 persons in the year 2020.

The 500 units represents an average of 45 units
per year. Under Measure F, there are another 100
allotments for downtown that can be obtained
without competing (although projects must be
reviewed to ensure that the RDCS minimum score
is obtained). Under the exemption, residential
and mixed use development in Downtown that
are consistent with the Specifi c Plan will need to
secure a Design Permit, Development Agreement
and Building Permit, with some uses also
requiring a Conditional Use Permit or DAUP. If
a project proposes a change to the Specifi c Plan
development standards, a Planned Development
zoning designation would be required, but the
residential units would still be exempt from the
RDCS.

See Chapter 2 (Land Uses and Development
Standards) for additional information.

Administration of the Specific Plan
The Morgan Hill Downtown Specifi c Plan
represents a long-term plan for the Downtown
area. Buildout will be monitored by City Staff to
ensure that added development does not exceed
projections included in this Specifi c Plan. Once
development projections are exceeded, it will be
necessary to prepare/update the Master EIR in
accordance with CEQA.

It may be necessary to modify certain
components of the Specifi c Plan either to refl ect
changing conditions or to update the City’s goals
and policies. Modifi cations to the Morgan Hill
Downtown Specifi c Plan should:
be consistent with and strengthen the
elements of the General Plan;
be consistent with the goals,
objectives, and policies of the
General Plan and the Morgan Hill
Downtown Specifi c Plan;
maintain compatibility of land uses
within the Downtown Core and
surroundings; and
be consistent with other applicable
City policies and programs.
▪
▪
▪
▪

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November 2009
Morgan Hill Downtown Specific Plan
8-18
Summary of Impacts and Mitigation & Avoidance Measures from Master Environmental Impact Report (MEIR)
The Master EIR presents impacts and mitigation/avoidance measures for two timeframes: 2015 and 2030, and for two possible confi gurations of Monterey Road in the downtown between Main Avenue and Dunne Avenue. The Downtown Specifi c Plan Project approved by the City of Morgan Hill in 2009 consists of “The Project”, which assumes Monterey Road remains 4 lanes through the Downtown.

The “Project Alternate” information presented in the Master EIR pertains to the confi guration of Monterey Road as a 2-lane facility, and impacts/mitigation measures applicable to the Project Alternate are denoted by addition of “-A” to the impact/MM numbering system.

The following mitigation measures and avoidance measures shall be imposed as conditions of approval for development projects, or otherwise carried out by the City of Morgan Hill, Morgan Hill Redevelopment Agency, or other appropriate entity, as described in the Mitigation Monitoring and Reporting Program (MMRP) adopted in conjunction with certifi cation of the Master EIR and adoption of the 2009 Downtown Specifi c Plan.

Summary of Signifi cant Impacts
The following information summarizes the signifi cant effects of the proposed project and mitigation measures proposed to reduce these effects. Impacts that are less than signifi cant are not described in this summary and can be found in the text of the MEIR. A complete description of the project and of its impacts and proposed mitigation measures can be found in the text of the MEIR.

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November 2009 8-19
CHAPTER 8: IMPLEMENTATION AND PLAN FOR INVESTMENT
Signifi cant Impact Mitigation and Avoidance Measures
Transportation Impacts
Impact TRANS-1: Under 2015
conditions, the proposed project
would exacerbate LOS D intersection
operations at Monterey Road/Main
Avenue during the AM peak hour.
(Signifi cant Impact)
MM TRANS-1.1: Monterey Road/Main Avenue. The addition of 2015 project traffi c volumes would exacerbate LOS D intersection operations during the AM peak hour. The mitigation required to reduce the impact from the proposed project to less than signifi cant during the AM peak hour would be to provide for Main Avenue protected east/west phasing with modifi cations to the eastbound approach (i.e., a left-turn lane and a shared-through right) and widening of the westbound approach (i.e., a separate left, through, and right lane with an overlap phase). The implementation of this mitigation would require reduced travel lane and sidewalk widths below City standards due to the proximity of existing buildings.

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November 2009
Morgan Hill Downtown Specific Plan
8-20
Signifi cant Impact Mitigation and Avoidance Measures
Impact TRANS-1a: Under 2015
conditions, the project alternate would
result in impacts to the intersection of
Monterey Road/Main Avenue (LOS
F during AM and LOS D- during PM
peak hour). (Signifi cant Impact)
MM TRANS-1a.1: Monterey Road/Main Avenue. The addition
of 2015 traffi c volumes on the project alternate roadway network would exacerbate LOS D intersection operations to LOS F and LOS D- during the AM and PM peak hours, respectively. The mitigation required to reduce the impact from the project alternate to less than signifi cant during the AM and PM peak hours would be to provide for Main Avenue protected east/west phasing with modifi cations to the eastbound approach (i.e., a left-turn lane and a shared-through right) and widening of the westbound approach (i.e., a separate left, through, and right lane with an overlap phase).

The southbound approach would need to be widened to include two southbound left-turn lanes, a through lane, and a right-turn lane. These improvements would not confl ict with the narrowing of Monterey Road from four to two lanes.

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November 2009 8-21
CHAPTER 8: IMPLEMENTATION AND PLAN FOR INVESTMENT
Signifi cant Impact Mitigation and Avoidance Measures
Impact TRANS-2a: Under 2015
conditions, the project alternate would
result in impacts to the intersection of
Dunne Avenue/Monterey Road (LOS
D during PM peak hour). (Signifi cant
Impact)
MM TRANS-2a.1: Monterey Road/Dunne Avenue. The addition of 2015 traffi c volumes on the project alternate roadway network would degrade acceptable (LOS D+) operations to LOS D operations during the PM peak hour. The mitigation required to reduce the impact from the project alternate to a less than signifi cant level during the PM peak hour would be to provide for Dunne Avenue an eastbound right-turn overlap phase and a southbound approach with a left-turn, through lane and shared through-right lane. This confi guration would be inconsistent with narrowing Monterey Road from four to two lanes between Dunne Avenue to Fifth Street and would require modifi cation of the narrowing proposed under the Project Alternate to retain four lanes on Monterey Road between Dunne Avenue and Fifth Street.

During a future Monterey Road streetscape planning process, the City of Morgan Hill should explore feasibility and desirability of retaining additional lanes in the block of Monterey Road between Dunne Avenue and Fifth Street; however, with the current project alternate roadway network, the impact at this intersection is signifi cant and unavoidable. (Signifi cant Unavoidable Impact) Impact TRANS-4: The proposed
Specifi c Plan, under 2030 conditions,
would degrade Monterey Road/
Main Avenue intersection operations
from LOS D to LOS E and LOS Dduring the AM and PM peak hours, respectively. (Signifi cant Impact)
MM TRANS-4.1: Monterey Road/Main Avenue. The addition of 2030 traffi c volumes would degrade the Monterey Road and Main Avenue intersection operations from LOS D to LOS E and LOS D- during the AM and PM peak hours, respectively. To mitigate this impact, Main Avenue would need protected east/west phasing with modifi cations to the eastbound approach (i.e., a left-turn lane and a shared-through right) and widening of the westbound approach (i.e., separate left, through, and right lane with an overlap phase).

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November 2009
Morgan Hill Downtown Specific Plan
8-22
Signifi cant Impact Mitigation and Avoidance Measures
Impact TRANS-4a: The proposed
Specifi c Plan, under 2030 Project
Alternate conditions, would degrade
Main Avenue/Monterey Road
intersection operations from LOS
D to LOS F and LOS E during the
AM and PM peak hours, respectively.
(Signifi cant Impact)
MM TRANS-4a.1: Monterey Road/Main Avenue. The addition
of 2030 traffi c volumes on the project alternate roadway network would degrade the Monterey Road and Main Avenue intersection operations from LOS D to LOS F and LOS E during the AM and PM peak hours, respectively. To mitigate this impact, Main Avenue would need protected east/west phasing with modifi cations to the eastbound approach (i.e., a left-turn lane and a shared-through right) and widening the westbound approach (i.e., separate left, through, and right lane with an overlap phase). The southbound approach would also need to be widened (i.e. two southbound left-turn lanes, a through-lane, and a right-lane) and the northbound approach would require a northbound left-turn lane, a through-lane, and a shared through-right lane. The northbound approach would confl ict with the potential narrowing of Monterey Road from four to two lanes between Main Avenue and Dunne Avenue.

The implementation of this mitigation would require reduced travel lane and sidewalk widths below City standards due to the proximity of existing buildings. At the time the adjacent blocks redevelop with new buildings a lane could be added, however, one of the City’s policies for the Downtown Specifi c Plan is to create a vibrant downtown destination with pedestrian-friendly amenities including widened sidewalks and roadway widths that do not increase the visual separation between uses or allow for increased vehicle speeds in pedestrian oriented areas. While redevelopment of the corner properties adjacent to the intersection of Main Avenue and Monterey Road conceivably could accommodate the necessary improvements, there is no assurance that the property owners will redevelop or that the City or RDA could acquire and redevelop these properties to meet all of the goals, objectives and design guidelines in the Downtown Specifi c Plan and, therefore, the impact at this intersection is signifi cant and unavoidable. (Signifi cant Unavoidable Impact)
Impact TRANS-5: The proposed
Specifi c Plan, under 2030 conditions,
would degrade Depot Street/Main
Avenue intersection operations from
LOS C to LOS E during the AM peak
hour and would meet the peak hour
signal warrant criteria. (Signifi cant
Impact)
MM TRANS-5.1: Depot Street/Main Avenue. The addition of 2030 traffi c volumes would degrade the Depot Street/Main Avenue intersection operations from LOS C to LOS E during the AM peak hour and the peak-hour signal warrant would be met. Signalizing this intersection would mitigate this impact to a less than signifi cant level. It should be noted that signalization at this location was recommended in the Circulation Element update that is currently in progress.

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November 2009 8-23
CHAPTER 8: IMPLEMENTATION AND PLAN FOR INVESTMENT
Signifi cant Impact Mitigation and Avoidance Measures
Impact TRANS-5a: The proposed
Specifi c Plan, under 2030 Project
Alternate conditions, would degrade
Main Avenue/ Depot Street intersection
operations from LOS C and D to LOS
E and F during the AM and PM peak
hours, respectively, and would meet
the peak hour signal warrant criteria.
(Signifi cant Impact)
MM TRANS-5a.1: Main Avenue/Depot Street. The addition
of 2030 traffi c volumes on the project alternate roadway network would degrade the Main Avenue and Depot Street intersection from LOS C and LOS E to an unacceptable LOS E and LOS F during the AM and PM peak hours, respectively. In addition, the peak hour warrant is exceeded during both peak hours. Providing a signal at this location would reduce this impact to a less than signifi cant level and provide acceptable (LOS D+ or better) operations during both peak hours. It should be noted that the recommendation for a signal is also identifi ed in the recommended roadway network for the General Plan Circulation Element update that is currently in progress.

The City of Morgan Hill will monitor traffi c at this location and provide for installation of a signal or make other improvements at the time the intersection is projected to operate at an unacceptable level and meet signal warrants. (Less Than Signifi cant Impact with Mitigation)
Impact TRANS-6a: The proposed
Specifi c Plan, under 2030 Project
Alternate conditions, would degrade
Main Avenue/Hale Avenue intersection
operations from LOS B to LOS E
during the AM peak hour and would
meet the peak hour signal warrant
criteria. (Signifi cant Impact)
MM TRANS-6a.1: Main Avenue/Hale Avenue. The addition
of 2030 traffi c volumes on the project alternate roadway network would degrade the intersection of Main Avenue and Hale Avenue from LOS B to an unacceptable LOS E during the AM peak hour.

In addition, the peak hour warrant is exceeded during the AM peak hour. Providing a signal at this location would reduce this impact to a less than signifi cant level and provide acceptable (LOS D+ or better) operations during both peak hours. It should be noted that the recommendation for a signal is also identifi ed in the recommended roadway network for the General Plan Circulation Element update that is currently in progress.

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November 2009
Morgan Hill Downtown Specific Plan
8-24
Signifi cant Impact Mitigation and Avoidance Measures
Impact TRANS-7a: The proposed
Specifi c Plan, under 2030 Project
Alternate conditions, would degrade
Dunne Avenue/Monterey Road
intersection operations from LOS D+
to LOS D during the PM peak hour.
(Signifi cant Impact)
MM TRANS-7a.1: Dunne Avenue/Monterey Road. The addition of 2030 traffi c volumes on the project alternate roadway network would degrade the intersection of Monterey Road and Dunne Avenue from an acceptable LOS D+ to an unacceptable LOS during the PM peak hour. The mitigation required to reduce the impact from the project alternate to a less than signifi cant level during the PM peak hour would be to provide an eastbound right-turn overlap phase, and a southbound approach with a left-turn, through lane and shared through-right lane to operate acceptably (LOS D+ or better).

This confi guration would be inconsistent with narrowing Monterey Road from four to two lanes between Dunne Avenue to Fifth Street and would require modifi cation of the narrowing proposed under the Project Alternate.

During a future Monterey Road streetscape planning process, the City of Morgan Hill could explore feasibility and desirability of retaining additional lanes in the block of Monterey Road between Dunne Avenue to Fifth Street; however, with the current project alternate roadway network, the impact at this intersection is signifi cant and unavoidable. (Signifi cant Unavoidable Impact)
Impact TRANS-8a: The proposed
Specifi c Plan, under 2030 Project
Alternate conditions, would degrade
Main Avenue/Butterfi eld Boulevard
intersection operations from LOS D+
to LOS D during the PM peak hour.
(Signifi cant Impact)
MM TRANS-8a.1: Main Avenue/Butterfi eld Boulevard. The
addition of 2030 traffi c volumes on the project alternate roadway network would degrade the intersection of Main Avenue/Butterfi eld Boulevard from an acceptable LOS D+ to an unacceptable level of service LOS D during the PM peak hour. This intersection requires a second northbound left-turn to operate acceptably. However, this improvement may require right-of-way from the northwest and southeast corners of the intersection, and physical constraints exist along the east side of Butterfi eld Boulevard due to the open canal.

Overall, the implementation of a second northbound left-turn lane is considered physically feasible and would mitigate this impact to a less than signifi cant level.

The City of Morgan Hill will monitor traffi c at this location and make necessary improvements at the time the intersection is projected to operate at an unacceptable level. (Less Than Signifi cant Impact with Mitigation)

Page 439 of 554 ends

Morgan Hill City CouncilOctober 23, 2024

Morgan Hill City Council
October 23, 2024