Mountain View City Council
February 11, 2025

EVELYN AVENUE CORRIDOR PRECISE PLAN
P(18)

ADOPTED BY THE MOUNTAIN VIEW CITY COUNCIL

DECEMBER 13, 1994

RESOLUTION NO. 15782

AMENDED RESOLUTION NO. SUMMARY

March 28, 1995 15807 Changes provisions
regarding treatment of
existing businesses.

September 12, 1995 15872 Revises Concept
Illustration to delete
second street connection
between Villa and Dana
Streets. Revises text.

May 13, 1997 16110 Changes reconstruction
provisions for noncon-
forming commercial/
industrial uses.

September 25, 2001 16638 Prohibits office and R&D
uses in the Mixed-Unit
Residential Area and the
Small-Lot R-1 Area and
requires public hearing for
new businesses involving
a change in parking
category.

June 19, 2007 17220 Adds previous Zoning
Administrator-approved
uses to the Support
Commercial Area.

March 10, 2010 17483 Amendments to the
Support Commercial Area
to increase the maximum
height, number of stories
and maximum floor area
ratio.

April 27, 2010 17492 Changes to density,
height, setbacks and
building entrances in the
Mixed-Unit Residential
Area.

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EVELYN AVENUE CORRIDOR PRECISE PLAN

TABLE OF CONTENTS

I. PURPOSE AND GOALS OF THE PRECISE PLAN .....................................................1

II. PLAN CONCEPT, PRINCIPLES AND OBJECTIVES .................................................4

III. DEVELOPMENT STANDARDS AND DESIGN GUIDELINES ..............................10

Small Lot R-1 Area ..........................................................................................................11 Mixed-Unit Residential Area .........................................................................................22 Support Commercial Area .............................................................................................38 Transit Services Area ......................................................................................................49 Site Improvements and Landscaping ..........................................................................55

IV. CAPITAL IMPROVEMENTS ........................................................................................59

Circulation Plan and Traffic Improvements ...............................................................60 The Downtown Train Station and Transit Center ......................................................69

V. IMPLEMENTATION .....................................................................................................74

Policy-Related Actions ..................................................................................................75 Administration ................................................................................................................78

APPENDIX

Summary of Impacts and Required Mitigations from Environmental Impact Report

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Chapter I

PURPOSE AND GOALS OF THE

PRECISE PLAN

Chapter I. Purpose and Goals of the Precise Plan
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PURPOSE AND GOALS OF

THE PRECISE PLAN

The Evelyn Avenue Corridor Precise Plan
promotes beneficial change in an area
that is poised for redevelopment. The
principal elements are a new residential
area that emulates the qualities of the
Old Mountain View Neighborhood, a
commercial area that supports
Downtown and adjacent residential
areas, a multi-modal Downtown Transit
Center, and a clear hierarchy of streets
and roadways, with Evelyn Avenue
improved as an attractive Downtown
entrance.

A number of factors have combined in
recent years to promote change in the
Plan Area. These include plans to
extend the Tasman Corridor Light Rail
line to Mountain View from San Jose
and Milpitas, Downtown’s ongoing
revitalization effort, the regional
shortage of housing and residentially
zoned land, and growth and develop-
ment in surrounding areas. In response
to these factors, the City Council
approved the Evelyn Corridor Phase I
Concept Plan in July 1991.

The Phase I Concept Plan provided a
vision to guide land use and develop-
ment policy until additional technical
analyses could be performed and a new
Precise Plan prepared. This Precise Plan
modifies and implements the Phase I
Concept Plan in response to these anal-
yses, and supersedes the Plan Area’s
previous zoning.

The Precise Plan contains development
standards and design guidelines to
facilitate sensitive, high-quality new
development. It also sets forth policies
and standards for publicly sponsored
capital improvements in the Plan Area
that support new development while
addressing existing issues and prob-
lems. Capital improvement policies
focus on: (a) right-of-way dimensions,
lane configurations, traffic controls and
design treatments for Evelyn Avenue
and other Plan Area streets; and (b)
development associated with expansion
of train, light rail, and bus services on
the site of the existing CalTrain station.

The Plan is accompanied by an
Environmental Impact Report that
assesses the various impacts that could
result, and incorporates the mitigation
measures recommended by the EIR to
address these impacts.

The Plan’s development and public
improvements policies, land use and
density criteria, and specific design
guidelines are the basis for creating a
distinctive, mixed residential and
commercial area that achieves the
following goals:

A. Encourage new residential develop-
ment that extends the neighborhood
qualities and physical characteris-
tics of Old Mountain View.

B. Provide for and coordinate new
residential development at densities
that support Downtown businesses
and transit use.

Chapter I. Purpose and Goals of the Precise Plan
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C. Provide for and coordinate
commercial uses that support
Downtown businesses, nearby
neighborhood areas and transit
users.

D. Create an efficient, attractive multi-
modal transit facility that capital-
izes upon Downtown revitalization
potential, linking train, light rail,
and bus riders directly to Castro
Street.

E. Modify the street network in the
Plan Area to accommodate existing
and future traffic levels and protect
neighborhood areas from traffic
intrusion.

F. Improve Evelyn Avenue as an
attractive gateway to Downtown.

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Chapter II

PLAN CONCEPT, PRINCIPLES

AND OBJECTIVES

Chapter II. Plan Concept, Principles and Objectives
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PLAN CONCEPT,

PRINCIPLES AND

OBJECTIVES

The Land Use Plan and the Plan
Concept Illustration on the following
pages illustrate the land use and capital
improvements policies for the Precise
Plan Area. The principles and objectives
listed below provide the basis for the
specific use and development criteria
contained in this Plan. These principles,
and the descriptive introduction to each
plan area, provide the basis for inter-
preting the discretionary aspects of the
plan, both as to uses and development
standards. These principles are based
on and derive from the policies of the
adopted General Plan, including the 1990
Housing Element, as well as the Zoning
Ordinance and the Evelyn Avenue
Corridor Phase I Concept Plan.

A. Residential Emphasis. The majority
of the Plan Area should be devoted
to residential use, accommodating
several housing types and residents
in terms of household size, family
composition, income, and age.

B. Commercial Transition. There
should be a gradual transition, over
time, from existing commercial uses
to new residential uses.

C. Density Transition. To make the
intensity of new residential develop-
ment compatible with surrounding
existing residential areas, densities
should be lowest along Dana Street,
adjacent to existing single-family
homes, and highest along Evelyn
Avenue, adjacent to a major road-
way and transit connections.

D. “Support Commercial” Develop-
ment. Commercial development
should be permitted along the north
side of Evelyn Avenue. This devel-
opment should accommodate and
could be the future location for the
types of uses that exist in the Precise
Plan area today, such as building
supply, auto services, and others that
reflect market demand generated by
Downtown businesses, nearby resi-
dential areas and transit users. It
should not compete, however, with
the specialty, restaurant, and civic
focus of Downtown

E. Neighborhood Character. A strong
sense of neighborhood shall be
created in the Plan’s residentially
designated areas. New residential
development should be organized
around public streets, with buildings
oriented to streets and streets
designed as publicly accessible open
space.

F. The Role of Development Stand-
ards and Design Guidelines. The
Plan Area contains a number of
individual parcels under separate
ownership that make implementing
a master plan more difficult than if it
were under a single ownership. The
majority of the Plan Area will be
developed incrementally over time
in the form of separate development
projects. Precise Plan development
standards and design guidelines will
coordinate parcel-by-parcel develop-
ment in keeping with the Land Use
Plan and Plan Concept illustration.

Chapter II. Plan Concept, Principles and Objectives
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G. Plan Areas. To facilitate coordinated
development, four Plan Areas are
established:

1. The Evelyn Corridor Small Lot R-1
Area—a 5.5-acre area with front-
age along the south side of Villa
Street. This area includes an
existing outdoor lumber storage
yard, the Portuguese Hall, and an
auto service business.

2. The Evelyn Corridor Mixed-Unit
Area—an 11-acre area that
includes two blocks bounded by
View Street, Calderon Avenue,
Evelyn Avenue, and Villa Street.

The entire westerly block is
occupied by the Minton Door
Company. The easterly block is
occupied by Minton Lumber and
Supply Company and a variety of
retail, commercial service, and
light industrial uses.

3. The Evelyn Corridor Support
Commercial Area—a 4.9-acre area
along the northerly side of
Evelyn Avenue. This area was
vacant at the time of the original
Precise Plan adoption but since
1999 has been occupied by the
Tech Farm development with
office, R&D and other commer-
cial uses.

4. The Transit Services Area—a 4.5-
acre area that contains the City-
owned open space adjacent to
Castro Street and the CalTrain
Station and parking area.

H. Pedestrian and Vehicular Access.

Clear, convenient, safe and inviting
pedestrian and vehicular access to
and through the Plan area shall be
provided. New vehicular access
ways shall be coordinated with exist-
ing streets and intersections and
shall reflect the existing Downtown
street grid. New streets serving the
Small Lot and Mixed-Unit Areas shall
run north-south, reflecting existing
lot line patterns and connecting
through to existing east-west streets.

I. East-West Traffic Circulation.

Evelyn Avenue shall be the principal
route for traffic flow between the
east and west sides of the Plan Area.

It should be linked with Villa Street
to provide a cross-town route that
accommodates and encourages
through traffic to use it, rather than
local residential streets.

J. Neighborhood Traffic Protection.

Traffic generated by uses in the Plan
Area should, to the extent feasible,
be encouraged to use peripheral col-
lector and arterial streets in order to
minimize intrusion into neighbor-
hood streets.

K. Transit Services Area Access. The
Transit Services Area should be
easily accessible to vehicles, pedestri-
ans, and bicycles in order to encour-
age public transit use.

L. Evelyn Avenue Design. Evelyn
Avenue shall be widened to accom-
modate projected future traffic levels
in the Precise Plan Area.

Chapter II. Plan Concept, Principles and Objectives
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Chapter II. Plan Concept, Principles and Objectives

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As widening and/or new develop-
ment occurs, gracious walks, light-
ing, street trees and supporting
landscape plantings shall be estab-
lished along its frontage. Designated
bike lanes shall be provided that
connect the eastern boundary of the
Plan Area to Downtown’s transit
facilities and Castro Street.

M. Street Frontage Amenities. New
development within the Plan Area
shall be required to install and main-
tain street trees, planting strips, and
other frontage amenities as specified
in the Plan’s development standards.

N. A Downtown Gateway. The new
Downtown Train Station and Transit
Center should include an attractive,
station-related commercial building
and pedestrian open space adjacent
to the corner of Evelyn Avenue and
Castro Street. The building shall
create a landmark at this highly
visible Downtown gateway, and
create a link between the station and
Downtown.

O. Location of Transit Facilities.

Intermodal transfer and platform
areas within the Train Station and
Transit Center shall be located on the
westerly side of the facility, as feasi-
ble given technical requirements for
the various transit modes, in order to
focus station activity as close to
Downtown as possible.

P. The Development Review Process.

The Plan emphasizes the review pro-
cess, with early dialogue regarding
design alternatives for development
of sites within the Plan Area. The
Plan’s design guidelines will be
relied upon as qualitative perfor-
mance criteria that allow and
encourage design creativity. The
Plan will place equal emphasis on
architectural and site design
excellence.

Chapter II. Plan Concept, Principles and Objectives

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Chapter III

DEVELOPMENT STANDARDS AND

DESIGN GUIDELINES

Chapter III. Development Standards and Design Guidelines—Small Lot R-1 Area

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DEVELOPMENT

STANDARDS AND

DESIGN GUIDELINES

Development Standards address those
aspects of development that are essential
to achieve the goals of the Precise Plan.

They are specifications for site
development and building design, such
as permitted land uses, building height,
and setbacks. Standards must be
adhered to and typically use the word
“shall.”

Design Guidelines, on the other hand,
provide guidance for new development
in terms of more subjective considera-
tions, such as district character or design
details. They serve as criteria for design
review by City staff and the City
Council. Guidelines typically employ
the word “should.” Variations are
permitted if they will substantially aid in
meeting the Principles and Objectives of
the Plan.

Illustrative Building Prototypes for each
Plan Area illustrate application of the
Standards and Guidelines and forms of
development desired by the City.

Standards and Guidelines begin on the
following pages:

Small Lot R-1 Area—Page 6

Mixed-Unit Residential Area—Page 15

Support Commercial Area—Page 27

Transit Services Area—Page 35

Site Improvements and Landscaping—Page
40 SMALL LOT R-1 AREA

Description. The Evelyn Corridor Small
Lot R-1 Area is located within the block
bounded by Villa Street on the north,
Dana Street on the south, Calderon
Avenue on the east, and Bush Street on
the west. In keeping with the Small Lot
R-1 Area’s proximity to Downtown’s
shops, services and public facilities, new
residential development will create a
more compact single-family neighbor-
hood area than exists elsewhere in the
City of Mountain View (i.e., lots will be
considerably smaller).

All homes in the Small Lot R-1 Area will
face neighborhood-scale streets, with
street trees, planting strips, and pedes-
trian-scale streetlights provided as part
of new development. Buildings will
reflect the architectural styles and design
elements common throughout the Old
Mountain View Neighborhood, such as
front porches, bay windows and
recessed garages. Front setbacks will be
smaller, however, and used primarily for
street definition, with usable yard areas
to the side or rear of residences.

The Portuguese Lodge is a prominent
local institution located within the Small
Lot R-1 Area. It occupies 1.4 acres and
has three community buildings and a
caretaker’s house. The lodge has been in
its present location since 1935 and is
used for religious, social and community
activities. Buildings are not historic, but
they represent an important element of
cultural diversity in Mountain View.

The Precise Plan allows for the contin-
ued use of the site by the Portuguese
Lodge or similar community club or
lodge, although if redeveloped, the Plan
calls for Small Lot R-1 use.

Chapter III. Development Standards and Design Guidelines—Small Lot R-1 Area

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Chapter III. Development Standards and Design Guidelines—Small Lot R-1 Area

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DEVELOPMENT STANDARDS

I. LAND USE

A. PERMITTED USES

1. Attached or Detached Single-
Family Residential—at an aver-
age density of eleven (11) units
per gross acre.

2. Clubs, lodges and community-
based and fraternal organiza-
tions.

3. Auto repair/towing business
only at 365 Villa Street.

B. ACCESSORY USES

1. Boarding Houses.

2. Customary Home Occupations—
subject to the provisions of City
Code Section 36.39.3.

3. Other Accessory Uses—and
accessory buildings not to exceed
forty (40) square feet customarily
appurtenant to a permitted use.

C. PROVISIONAL USES

1. Additional Uses—determined by
the Zoning Administrator to be of
the same general character as
those listed above.

D. SPECIAL CONDITION: DANA
STREET

Singly developed single-family
houses fronting on Dana Street shall
be subject to the provisions of City
Code Section 36.9.

II. LOT SIZE

AND BUILDING COVERAGE

A. LOT SIZE

1. Minimum Lot Area—For
detached units on individual lots,
minimum lot area shall be two
thousand seven hundred (2,700)
square feet, provided the average
lot area for the development is
three thousand (3,000) square feet.

B. BUILDING COVERAGE

1. Maximum Lot Coverage—for
residential and accessory struc-
tures shall be forty percent (40%).

This is an average for all lots
within a project (i.e., individual
lots may have more or less lot
coverage).

2. Maximum Floor Area Ratio—for
residential and accessory struc-
tures shall be 0.66 of lot area. This
is an average for all lots within a
project (i.e., individual lots may
have a lower or higher floor area
ratio).

Chapter III. Development Standards and Design Guidelines—Small Lot R-1 Area

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III. BUILDING HEIGHT

AND SETBACKS

A. HEIGHT—As measured from top of
existing or planned curb to top of
cornice, parapet, or midpoint of a
peaked roof:

1. Maximum—two (2) floors and
twenty-five feet (25’).

2. Exceptions—subject to City
review.

B. FRONT SETBACKS—Buildings shall
face public or publicly accessible pri-
vate streets or ways. Setbacks shall
be measured from the back-of-walk
for new streets and from the right-of-
way line for existing streets unless
otherwise indicated. It is the intent
of the Plan that a relatively uniform
setback distance be maintained along
streets.

1. Minimum—fifteen feet (15’).

2. Roofed Open Porches—may
extend a maximum of five feet (5’)
into the setback area.

3. Trellises and Arbors—may be
permitted subject to City review;
see Design Guidelines.

4. Garages—attached or detached
shall be set back a minimum of
five feet (5’) from the front facade
of the residential structure and a
minimum of twenty feet (20’)
from the sidewalk. At least fifty
percent (50%) of lots within a
development project shall have
garages located at the rear of the
lot and shall be mixed throughout
the development to maintain an
attractive, landscaped street
frontage.

5. Minimum Front Yard
Landscaped Area—A minimum
of fifty percent (50%) of required
front setback areas within a pro-
ject must be retained as surface
not designed for automobile use.

6. Special Condition: Dana
Street—Front setbacks along
Dana Street shall be twenty feet
(20’).

C. SIDE SETBACKS

1. Minimum—Minimum building
setbacks from property lines shall
not be required. However, the
minimum distance between struc-
tures shall be eight feet (8’). The
majority of structures within a
project shall be separated by more
than eight feet (8’).

2. Corner Lots—minimum shall be
ten feet (10’) from the side prop-
erty line.

3. Exceptions—subject to City
review:

a. “Zero lot line” residences—
may have one side setback of
zero feet (0’) provided the
other side setback is a mini-
mum of fifteen feet (15’).

Duplex structures shall be
designed to appear as two
distinct residences.

Chapter III. Development Standards and Design Guidelines—Small Lot R-1 Area

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b. Uninhabitable building ele-
ments—such as chimneys and
projecting eaves up to three
feet (3’).

c. Accessory buildings abutting
property lines—up to a height
of eight feet (8’) provided the
distance between accessory
and the principal structures is
no less than five feet (5’).

D. REAR SETBACKS

1. Minimum—shall be fifteen feet
(15’).

2. Exception—The first floor of the
portion of a building containing a
garage may have a rear yard set-
back of three feet (3’) and a sec-
ond story setback of seven feet
(7’) except when the lot shares a
property line with a lot zoned for
or developed with single-family
houses in which case the second
story setback must be ten feet
(10’).

SITE DEVELOPMENT AND

PARKING

A. BLOCK PATTERN—All develop-
ment shall be configured into a
pattern of generally rectilinear
blocks, with new streets and access
drives linking to surrounding City
streets.

B. PUBLIC STREETS—New north-
south public streets required to serve
new development shall generally
conform to the following criteria:

1. Design Criteria—In general,
streets within the area shall be
dedicated public rights-of-way
and shall conform to minimum
City standard design criteria.

Streets within the Evelyn
Corridor Plan Area shall gener-
ally be designed to be straight to
reflect the pattern of surrounding
streets and Plan Area parceliza-
tion. Streets shall be designed to
address the following issues:

a. Safe distance between inter-
sections.

b. Safe travel on and turning
to/from curved portions of
streets.

c. Safe sight distances at intersec-
tions and along horizontal,
curved sections of streets.

d. Streets shall be offset along
Villa Street and not continue
straight through between
Dana and Evelyn Streets to
discourage north-south
through traffic subject to
review by the Public Works
Department.

e. Intersection of new streets
with Dana Street shall be
designed to be “right-in/right-
out” only, to discourage
through traffic.

f. If a new street serving new
residential development does
Chapter III. Development Standards and Design Guidelines—Small Lot R-1 Area

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not connect through from
Villa Street to Dana Street, it
shall exit onto Villa Street
only. Consideration shall also
be given to providing a pedes-
trian/bicycle connection from
the south end of the new street
to either Dana Street or
Calderon Avenue in order to
improve the connection for
residents of the new housing
with existing neighborhood
residents and Landels School.

2. Rights-of-way Widths—mini-
mum forty-five feet (45’).

3. Curb-to-curb Widths—minimum
twenty seven feet (27’) provided
twenty feet (20’) clearance is pro-
vided for moving vehicles per
Fire Department requirements.

4. Walks—Four and one-half foot
(4.5’) wide level sidewalk sepa-
rated from the curb shall be
provided consistent with City
policy.

5. Planting Strips—a minimum of
four and one-half feet (4.5’) in
width shall be established along
all new streets and planted with
grass and/or a low-growing
groundcover.

6. Curbs—Vertical curbs must be
provided in street improvements;
rolled curbs will not be permitted.

C. DRIVES AND DRIVEWAYS

1. Maximum Width of Curb Cuts—
shall be eleven feet (11’) for a
driveway for a one-car garage or
one-way entrance drive to a com-
mon lot, and eighteen feet (18’)
for a driveway for a two-car gar-
age or two-way entrance drive.

2. Two-Car Width Curb Cuts—In
order to provide for a frontage
that is not dominated by automo-
biles and automobile-related sur-
faces, two-car width curb cuts
and/or two-car width driveways
within the front setback area shall
not be permitted on adjacent lots.

3. Shared Parking Facilities—
Special consideration shall be
given to design of shared and/or
common lots or garages.

4. Paved Parking or Driveway
Area—shall not exceed fifteen
percent (15%) of the total area of
the lot(s). However, garages
located more than forty feet (40’)
from the front of the property are
encouraged, and related paved
parking or driveway area may be
exempted from the fifteen percent
(15%) coverage limit.

D. PARKING

1. Amount—two (2) resident park-
ing spaces shall be provided per
dwelling unit. At least one (1) of
the resident parking spaces shall
be in a garage. Tandem parking
is permitted.

2. Garages—shall be located to the
side and/or rear of buildings in
accordance with the setback
standards established above.

Chapter III. Development Standards and Design Guidelines—Small Lot R-1 Area

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a. Width—The street-facing
facade of individual garage
structures shall not exceed
twenty feet (20’).

b. Garage doors—shall be pro-
vided for all garages.

E. SITE AND PUBLIC

IMPROVEMENTS

1. Street Trees—Shade trees shall be
planted at approximately twenty-
five feet (25’) on center within the
required planting strip. If street
trees are provided in “parking
pockets” (see Design Guidelines),
and are no further apart than
forty feet (40’) on center, street
trees within planting strips may
not be required subject to City
review.

2. Streetlights—Pedestrian-scale
streetlights shall be installed as
part of all new development.

Luminaires shall be approxi-
mately thirteen feet (13’) in height
and located within the required
planting strip at intervals of
approximately ninety feet (90’).

Lights shall be traditional in
design, reflecting the “acorn”
lights common throughout the
Old Mountain View
Neighborhood.

3. Usable Yard Area—Each devel-
oped parcel shall have at least one
rectilinear side yard or rear yard
space with a minimum area of
four hundred (400) square feet
and no side less than fifteen feet
(15’) in length.

4. Minimum Rear Yard Landscaped
Area—A minimum of seventy
percent (70%) of rear yard areas
within a project must be retained
as open space not occupied by
garages or carports. This is an
average for all lots within a pro-
ject (i.e., individual lots may have
more or less open space area).

5. Open Space at Grade Level—
shall occupy no less than forty-
five percent (45%) of the area of
the lot(s). Open space area does
not include areas designed for
automobile use. However, gar-
ages located more than forty feet
(40’) from the front of the prop-
erty are encouraged, and a por-
tion of the related paved parking
or driveway area may be counted
toward the forty-five percent
(45%) open space area.

6. Fences—along rear property lines
and side property lines past the
front setback/yard area shall be a
maximum of six feet (6’) in
height. Fences within the front
setback area shall be a maximum
of three feet (3’) in height. Decora-
tive trellises or arbor s associated
with gates may exceed this height
subject to City review. (See “Site
Improvements and Landscaping”
section for recommendations on
types and materials.) For fences
on corner lots, the special provi-
sions in Section 36.40.4 (3) of the
Mountain View City Code shall
apply.

Chapter III. Development Standards and Design Guidelines—Small Lot R-1 Area

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7. Screen Walls—Property lines
common with commercial/indus-
trial property or clubs and lodges
shall have a minimum seven (7)
foot high acoustically constructed
noise wall (impervious to air
flow) as a buffer.

8. Landscape Materials—see “Site
Improvements and Landscaping.”

F. BUILDING DESIGN

1. Historical Architectural Forms—
common to the Old Mountain
View Neighborhood shall be
used. These include front
porches, bay windows, dormer
windows, and peaked roofs (e.g.,
gable, pyramid, or hip roofs).

2. Variety in the Design of
Buildings—shall be required in
order to create block frontages
that are varied and attractive.

Facades, massing, and roofs
should vary as appropriate to the
architectural style employed.

3. Privacy—Buildings shall be
designed and/or arranged to
avoid windows facing windows
across side and rear lot lines.

4. Appurtenances, Modifications,
and Accessory Buildings—For
developments of ten (10) lots or
more, a master plan which estab-
lishes rules for modifications or
additions to any building struc-
tures will be required. The mas-
ter plan shall be prepared by the
project architect and address such
structures as fences, trellises, spas,
sun-shades, and accessory build-
ings, as well as modifications to
principal buildings. These rules
shall be approved by the Zoning
Administrator. The develop-
ment’s Covenants, Conditions
and Restrictions (CC&Rs) shall
specifically state that the master
plan establishes the rules for
additions/modifications to the
development and that changes to
the master plan require
Community Development
Department approval.

G. NOISE—Residential units and
exterior residential spaces shall be
designed to achieve desired noise
levels specified in the General Plan to
the extent feasible (i.e., 45 Ldn for
interiors and 55 Ldn for exteriors).

DESIGN GUIDELINES

A. EXISTING R-1 GUIDELINES—The
City’s “Design Guidelines for Single
Family Homes” should be referred
to, especially Chapter V, “Guidelines
for Small Lots.” In instances where
these guidelines conflict with the
provisions of the Precise Plan, the
Precise Plan shall apply.

B. ARCHITECTURAL STYLES—
Historic styles characteristic of the
Old Mountain View Neighborhood
should be reflected. From most to
least prevalent, these styles are:

1. Craftsman/Bungalow—wide-
gable roofline, deep eaves, promi-
nent roof rafters/ knee braces,
large front porch, tapering porch
Chapter III. Development Standards and Design Guidelines—Small Lot R-1 Area

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columns, multi-pane windows,
dormer windows, shingle, clap-
board or stucco siding, porch
arbors/trellises.

2. Transitional Pyramid/Four
Square—square/cube building
shape, high hipped or pyramidal
roof, multiple dormer windows,
moderate sized front porch,
turned porch posts, palladian
vents.

3. Colonial Revival—symmetrical
front facade with main entrance
in center, small to moderate front
porch, shuttered windows,
hipped or pedimented gable roof,
portico/arbors for walks/
porches.

4. Mission/Spanish Revival—tile
roof with low pitch, divided
arched windows, stucco walls
with surface relief, small to large
front porch, wrought iron rail-
ings, arched vents.

C. ENTRANCES—to all buildings
should be part of a clear entry
sequence, extending from the public
sidewalk to the private front door.

The following elements are recom-
mended:

1. Front Porches—with a minimum
depth of five feet (5’) to accommo-
date outdoor seating.

2. Low Hedges, Fences and/or
Entry Gates—to define the edge
between the public street and
private property.

3. Ornamental Lighting—of
porches and walks to add attrac-
tiveness, safety, and security.

4. Freestanding Landscape
Elements—such as trellises,
arbors, and special plant materials
that add character to yard spaces
and/or accent the entry sequence.

D. WINDOWS—Windows are a major
element of building character and
quality. They are particularly
important within the context of Old
Mountain View and Downtown.

1. Composition—All windows
within a building should be
related in operating type, propor-
tions, or trim. Other unifying
elements should be used, such as
common sill or header lines.

2. Design and Placement—To
create relief and texture, windows
should be recessed from the wall
surface, with true muntins and
built-up sills and trim.

Chapter III. Development Standards and Design Guidelines—Small Lot R-1 Area

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Chapter III. Development Standards and Design Guidelines—Small Lot R-1 Area

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3. Window Inset—Glass should be
inset a minimum of three inches
(3”) from the exterior wall surface
to add relief to the wall surface;
this is especially important for
stucco buildings.

4. Special Windows—bays and/or
dormers should be used to add
interest and a domestic
expression to facades.

E. SOLAR ACCESS—Solar exposure
should be considered in the design
of new housing developments.

Designs that keep buildings cool in
summer and warm in winter are
encouraged.

F. OUTBUILDINGS

1. General—Outbuildings of all
types should have an
architectural style and detailing
that matches the main building in
terms of surface materials, trim,
fenestration, roof materials, and
color.

2. Freestanding Garages—should
be unobtrusive, preferably
located at the rear of properties to
minimize visual impact.

3. Built-in Garages—should blend
with the form of the residence.

4. Single-Car Garage Doors—are
strongly recommended for two
car garages, with windows,
surface panels, and/or other
forms of architectural detailing to
make them attractive.

G. ON-STREET PARKING POCKETS—
May be permitted on local access
streets subject to City review. Street
trees should be planted in curbed
planters within the parallel parking
zone to add street amenity and help
to slow traffic. Curbed planters
should extend no more than five feet
(5’) from the face of curb. Spacing
should be no closer than twenty-five
feet (25’) on center to allow room for
curbside parking, and no further
than fifty feet (50’) on center to
maintain a consistent street tree
planting.

H. PLANT MATERIALS—See Page 40.

Chapter III. Development Standards and Design Guidelines—Mixed-Unit Residential Area

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MIXED-UNIT

RESIDENTIAL AREA

Description. The Evelyn Corridor
Mixed—Unit Residential Area includes
the blocks bounded by Evelyn Avenue
on the north, Villa Street on the south,
Calderon Avenue on the east, and View
Street on the west. Standards and
guidelines for the Mixed-Unit Residential
Area promote a mix of multi-unit and
single-family housing types that are
compatible with existing residences in
the Old Mountain View Neighborhood
and the boulevard street scale and
character of development envisioned for
Evelyn Avenue.

Densities will be lower along Villa Street
and Calderon Avenue, and higher adja-
cent to the Train Station and Transit
Center and along Evelyn Avenue. New
development will incorporate architec-
tural features such as peaked roofs, and
porches and stoops, and site improve-
ments, such as streetside walks, planting
strips, street trees, and ornamental
streetlights, to create an attractive, inti-
mate, higher-density residential area.

Wider planting strips and walks will be
used to enhance Evelyn Avenue as a
boulevard entrance to Downtown. As
required in the Small Lot R-1 Area, new
blocks and streets must connect to sur-
rounding City streets. Where needed,
surface parking lots will be located in
the interior of blocks and planted with
shade trees in an “orchard parking”
arrangement.

The Mixed-Unit Residential Area provides
for a density of 15-25 units per acre.

Subarea A of this Residential Area
provides for a density of 58 units per
acre. Housing types that promote home
ownership are encouraged.

DEVELOPMENT STANDARDS

I. LAND USE

A. PERMITTED USES

1. Multi-Unit Residential—at a
density of fifteen (15) to twenty-
five (25) units per acre.

2. Multi-Unit Residential (Subarea
A)—at a density of fifty-eight (58)
units per acre.

3. Single-Family Attached or
Detached—at a density of fifteen
(15) to twenty-five (25) units per
acre.

4. Commercial Uses—allowed
under the General Commercial
zone, subject to provisions on

Uses.”

B. ACCESSORY USES

1. Customary Home Occupations—
subject to City review.

2. Offices—incidental and custom-
arily necessary to the conduct of
a permitted use.

3. Accessory Uses and Buildings—
customarily appurtenant to a
permitted use.

Chapter III. Development Standards and Design Guidelines—Mixed-Unit Residential Area

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C. PROVISIONAL USES

1. Public Halls, Lodges, and Clubs.

2. Public and Quasi-Public Build-
ings and Uses—of a recreational,
educational, religious, cultural, or
public service type.

3. Additional Uses—determined by
the Zoning Administrator to be
supportive of those listed above.

D. MINIMUM PARCEL SIZE—shall be
one (1) acre for multi-unit develop-
ment and two thousand (2,000)
square feet for single-family
detached and attached parcels.

E. MINIMUM PARCEL WIDTH—shall
be one hundred fifty feet (150’) for
multi-unit development. No mini-
mum is established for single family
development.

F. DENSITY TRANSITION—Density
shall be lower along the Villa Street
frontage and higher along the Evelyn
Avenue frontage and near the train
station. Changes in density and/or
building mass shall be gradual; see
Design Guidelines for recommenda-
tions.

II. BUILDING HEIGHT AND

SETBACKS

A. HEIGHT—as measured from top of
existing or planned curb to top of
cornice, parapet, or mid-point of a
peaked roof shall be as follows:

1. a. Maximum—two (2) floors
and twenty-five feet (25’)
immediately adjacent to Villa
Street; three (3) floors and
thirty-six feet (36’) elsewhere.

b. Maximum (Subarea A)—two
(2) floors and twenty-five feet
(25’) immediately adjacent to
Villa Street; three (3) floors
and thirty-six feet (36’) along
Bush Street and four (4) floors
and fifty feet (50’) elsewhere.

2. Exceptions—subject to City
review:

a. Above subsurface parking—
buildings may exceed the
maximum height by three and
one-half feet (3.5’). Develop-
ments with a frontage of over
two hundred feet (200’) may
exceed the height limit by an
average of three and one-half
feet (3.5’) not to exceed a
maximum height of five feet
(5’).

b. Special architectural fea-
tures—such as towers or
cupolas.

Chapter III. Development Standards and Design Guidelines—Mixed-Unit Residential Area

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c. Rooftop structures—such as
elevator and mechanical
equipment enclosures or roof
deck trellises and gazebos.

These may exceed the height
limit by ten feet (10’), pro-
vided they are set back a min-
imum of ten feet (10’) from
building walls and are
screened by a parapet or
sloping roof.

B. FRONT SETBACKS—Buildings shall
face public or publicly accessible pri-
vate streets or ways. Setbacks shall
be measured from the back-of-walk
for new streets and from the right-of-
way line for existing streets unless
otherwise indicated.

1. Minimum for Multi-Unit Build-
ings—ten feet (10’).

2. Along Evelyn Avenue—

a. Minimum setback from back
of walk shall be twenty feet
(20’). Single-family houses
and multi-unit buildings shall
face Evelyn Avenue, except
that single- family detached
houses occupying less than a
block width—approximately
three hundred feet (300’)—or
having fewer than ten (10)
units in a row along Evelyn
Avenue shall side onto Evelyn
Avenue.

b. Subarea A (Along Evelyn
Avenue)—Minimum setback
from the back of walk shall be
fourteen feet (14').

3. One-Story Open Porches—may
extend a maximum of five feet
(5’) into the setback area.

4. See Small Lot R-1 Area Stand-
ards—for requirements related to
front yards and garages for single
family development.

C. SIDE AND REAR SETBACKS

1. Minimum for Multi-Unit Build-
ings—twenty feet (20’) from
property lines and thirty feet (30’)
between buildings.

2. Exceptions for Multi-Unit Build-
ings—subject to City review:

a. Uninhabitable building ele-
ments—such as chimneys and
projecting eaves up to five
feet (5’);

b. Accessory buildings abutting
property lines—up to a
height of eight feet (8’) out-
side of the front setback area;

c. Accessory buildings set
back—up to a height of
twelve feet (12’) if set back a
minimum of four feet (4’)
from property lines.

3. Minimum for Single Family
Buildings—see Small Lot R-1 Area
standards for detached. No side
setbacks required for attached;
rear setbacks shall be a minimum
of fifteen feet (15’).

Chapter III. Development Standards and Design Guidelines—Mixed-Unit Residential Area

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4. Single-Family Buildings Along
Evelyn Avenue—minimum set-
back from back of walk shall be
twenty feet (20’).

III. SITE DEVELOPMENT AND

PARKING

A. BLOCK PATTERN—All develop-
ment shall be configured into a
pattern of generally rectilinear
blocks, with new streets and access
drives linking to surrounding City
streets.

B. SITE ACCESS

1. Streets—public streets shall be
encouraged to serve new devel-
opment. See Small Lot R-1 Area
standards for public streets for
new streets that are bordered by
Small Lot R-1 development on
both sides. Street design for resi-
dential streets shall generally
conform to the following:

a. Rights-of-way widths for
public streets—no minimum;
maximum sixty feet (60’).

Chapter III. Development Standards and Design Guidelines—Mixed-Unit Residential Area

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PERMITTED USES:
• Single-Family and Multi-Unit Residential @
15-25 du/ac
• Existing Commercial

Subarea A:

Multi-Unit Residential @ 58 du/ac

LOT SIZE:
• 1 acre min. for Multi-Unit
• 2,000 s.f. min. for Single-Family

HEIGHT:
• 2 Floors/25' near Villa
• 3 Floors/36' max. elsewhere

Subarea A:
• 2 Floors/25' near Villa
• 3 Floors/36' along Bush
• 4 Floors/50' max. elsewhere

SETBACKS—MULTI-UNIT:
• Front: 10' min. except 20' along Evelyn
Avenue
• Side and Rear: 30' min. between Buildings
• Front Subarea A: 14' along Evelyn Avenue

SETBACKS—SINGLE-FAMILY:
• Front: 15' min. except 20' along Evelyn
Avenue
• Side: 8' min. between Buildings, except
10' min. along Evelyn Avenue

• Rear: 15' min. House/3' min. Garage, except
10' min. along Evelyn Avenue; 7' min. for
2nd Story over Garage

OPEN SPACE—MULTI-UNIT:
• Common: 150 s.f. min. per unit
• Private: 60 s.f. min. per unit

PARKING:
• 2 spaces per 2BR unit min.
• 1 space per 1BR unit min.
• 15% spaces Visitor-Accessible in Multi-Unit

EVELYN AVENUE CORRIDOR

MIXED-UNIT RESIDENTIAL AREA
Chapter III. Development Standards and Design Guidelines—Mixed-Unit Residential Area

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b. Curb-to-curb widths for
public streets—thirty-six feet
(36’) with on-street parking
and twenty-eight feet (28’)
with no on-street parking,
except at approved pedestrian
bow-out and other facilities.

In these instances, the curb-to-
curb width must accommo-
date two-way vehicle travel.

No width is specified for pri-
vate streets, but they must be
wide enough for two-way
vehicle travel and emergency
access.

All streets, public or private,
should include the following:

c. Walks—Detached four and
one-half foot (4.5’) wide level
sidewalk separated from the
curb by a planting strip shall
be provided consistent with
City policy.

d. Planting strips—a minimum
of four and one-half feet (4.5’)
in width shall be established
along all streets and planted
with grass and/or a low-
growing groundcover and
street trees.

e. Curbs—Vertical curbs must
be provided in street
improvements; rolled curbs
will not be permitted.

f. Design criteria—New public
streets within the area shall be
dedicated public rights-of-
way and shall conform to
minimum City standard
design criteria and construc-
tion specifications for residen-
tial streets, with any excep-
tions to be approved by the
Public Works Department. In
general, streets, public or
private, within the Evelyn
Corridor Plan Area shall be
designed to be straight to
reflect the pattern of sur-
rounding streets and Plan
Area parcelization. Streets
shall be designed to address
the following issues:

(i) Safe distance between
intersections.

(ii) Safe travel on and turn-
ing to/from curved por-
tions of streets.

(iii) Safe sight distances at
intersections and along
horizontal, curved sec-
tions of streets.

(iv) Safe sight distances at
the driveway approaches
entering streets, particu-
larly at approaches to
depressed driveways
leading to underground
garages.

(v) Streets shall be offset
along Villa Street to
discourage north-south
through traffic subject to
review by the
Department of Public
Works.

Chapter III. Development Standards and Design Guidelines—Mixed-Unit Residential Area

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g. Special Condition: Evelyn
Avenue Frontage—A walk
eight feet (8’) in width and a
curbside planting strip ten
feet (10’) in width shall be
established to create a boule-
vard appearance, establish
adequate planting area for
large-scale species of shade
trees, and provide additional
buffering for residences.

2. Driveways—to on-site parking
garages or lots serving multi-unit
development shall reflect the
criteria below. See Small Lot R-1
Area standards for single-family
development.

a. Ramping driveways—shall
be located beyond the back of
sidewalk, with a maximum
grade of twenty percent (20%)
and adequate sight distance.

b. Setback from adjacent prop-
erties—shall be a minimum of
five feet (5’).

c. Setback from adjacent build-
ings—shall be a minimum of
three feet (3’).

d. Maximum number of curb
cuts—shall be one (1) two-
way curb cut or two (2) one-
way curb cuts per one hun-
dred fifty feet (150’) of
frontage.

e. Maximum width of curb
cuts—shall be eleven feet (11’)
for a one-way driveway and
eighteen feet (18’) for a two-
way driveway. Driveway
entrances may be flared along
Evelyn Avenue to accommo-
date its higher traffic speeds.

However, flares shall occur
within the planting strip and
not extend into sidewalk
areas.

C. BUILDING ACCESS

1. Direct Pedestrian Access—shall
be provided from public streets
to the main building entrance
(i.e., pedestrian access to build-
ings shall not require walking
across parking lots).

D. OUTDOOR SPACE: MULTI-UNIT
DEVELOPMENT—Common, usable
outdoor space shall be provided for
all multi-unit buildings. A mini-
mum of one hundred fifty (150)
square feet shall be provided for
each unit; see Design Guidelines.

Private outdoor deck or patio space
shall also be provided with at least
sixty (60) square feet for each unit.

Private space shall be in the form of
a patio or deck attached to the unit,
not less than six feet (6’) clear in any
dimension.

Chapter III. Development Standards and Design Guidelines—Mixed-Unit Residential Area

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Chapter III. Development Standards and Design Guidelines—Mixed-Unit Residential Area

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E. OUTDOOR SPACE: SINGLE-

FAMILY DEVELOPMENT

1. Usable Yard Area—Each devel-
oped parcel shall provide at least
one rectilinear side yard or rear
yard space with a minimum of
four hundred (400) square feet
and no side less than fifteen feet
(15’) in length.

2. Open Space at Grade Level—
shall occupy no less than forty-
five percent (45%) of the area of
the lot(s). Open space area does
not include areas designed for
automobile use. However,
garages located more than forty
feet (40’) from the front of the
property are encouraged, and a
portion of the related paved
parking or driveway area may be
counted toward the forty-five
percent (45%) open space area.

F. PARKING—Requirements for multi-
unit development are listed below.

See Small Lot R-1 Area for single-
family development.

1. Requirements—two (2) spaces
per two-bedroom unit or larger;
one (1) space per one-bedroom
unit or studio. This is lower than
generally required throughout
the City to reflect proximity to
transit facilities. The zoning
administrator may require a
parking study prepared by an
independent traffic engineering
professional to determine if
further reduction in parking
requirements is warranted.

2. Visitor Parking—Fifteen percent
(15%) of the required parking
spaces shall be freely accessible to
visitors without security gates
and/or other facilities that would
deter their use.

3. Subsurface Garages—The major-
ity of parking for the project
should be depressed at least par-
tially below grade so that pedes-
trians do not walk along blank
parking garage walls. For build-
ings with partially underground
parking structures, the finished
floor height of the podium (con-
crete slab between parking and
living areas) should be no more
than an average of three and
one-half feet (3.5’) above side-
walk grade, not to exceed five
feet (5’) above sidewalk grade.

4. Location and Screening of
Surface Parking Lots—shall
always be to the rear or side of
buildings; in no case shall surface
parking lots be closer to sur-
rounding public walks than
twenty feet (20’). The perimeter
of parking areas and driveways
adjacent to streets and sidewalks
shall be screened with an attrac-
tive low wall, fence, or line of
piers. (See “Site Improvements
and Landscaping” section for
guidelines for wall and fences.)

5. Surface Parking Areas Shall be
Planted—with shade trees at a
ratio of one (1) tree for every
three (3) spaces in an “orchard”
planting arrangement.

Chapter III. Development Standards and Design Guidelines—Mixed-Unit Residential Area

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Chapter III. Development Standards and Design Guidelines—Mixed-Unit Residential Area

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6. Garage Doors—or gates shall be
provided for all garages. Maxi-
mum width for common garage
entrances shall be twenty feet
(20’) for double doors and ten
feet (10’) for single doors.

7. Freestanding Garages—shall be
located to the rear of buildings;
see Design Guidelines.

G. SITE AND PUBLIC

IMPROVEMENTS

1. Street Trees—Shade trees at a
spacing of approximately twenty-
five feet (25’) on center shall be
planted within required curbside
planting strips.

2. Streetlights—Pedestrian-scale
streetlights shall be installed as
part of all new development.

Luminaires shall be approxi-
mately thirteen feet (13’) in height
and located within the required
planting strip at approximately
ninety feet (90’) on center. Lights
shall be traditional in design,
reflecting the “acorn” lights
common throughout the Old
Mountain View Neighborhood.

3. Signs—One identification sign is
permitted for each multi-unit lot.

The aggregate sign area for any
lot shall not exceed five (5)
square feet for each acre or por-
tion of an acre within the lot,
provided, however, that any lot
may have an area of twenty-five
(25) square feet and no sign shall
exceed fifty (50) square feet.

Signs shall be further regulated
by the requirements of Section

36.11.13 of the Zoning Ordinance.

4. Screen Fences or Walls:

a. Adjacent to commercial
development—attractive
screen fences or walls shall be
provided along property lines
to screen service areas and
parking areas.

b. Height of screen fences and
walls—not adjacent to streets
and sidewalks shall be six feet
(6’) in height. Fences and
walls may be seven feet (7’) in
height along property lines in
common use commercial or
industrial uses. (See “Site
Improvements and Land-
scaping” section for recom-
mendations for type and
materials.)

5. Special Condition: Evelyn
Avenue—An attractive low wall
or fence shall be provided two
feet (2’) from back of walk; wall
or fence shall be a maximum of
48” in height. Shade trees shall
be planted at a spacing of
approximately twenty-five feet
(25’) on center within the
required planting strip. A low
growing groundcover planting
shall be established within the
planting strip. Ornamental
streetlights shall be installed at
approximately one hundred
twenty five feet (125’) on center.

Chapter III. Development Standards and Design Guidelines—Mixed-Unit Residential Area

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6. Trash and Service Equipment—
including satellite receiving
dishes, shall be located away
from streets and enclosed or
screened by landscaping, fencing
or other architectural means.

a. Rooftop equipment—shall be
screened on all sides and shall
be integrated architecturally
in the building design.

b. Recycling containers—loca-
tions shall be included in
design plans.

7. Plant Materials—see “Site
Improvements and Landscaping”
section on Page 40.

H. BUILDING DESIGN

1. Historical Architectural Forms—
common to the Old Mountain
View Neighborhood shall be
used. These include front
porches, bay windows, dormer
windows, and peaked roofs; see
Design Guidelines.

2. Variety in the Design of
Building Facades—shall be
required so that block frontages
are varied and attractive.

3. Privacy—Buildings shall be
designed and/or arranged to
avoid windows facing windows
across side and rear building
setback areas.

4. See Small Lot R-1 Area—for
appurtenances, modifications
and accessory buildings.

I. NOISE—Residential units and exte-
rior residential spaces shall be
designed to achieve desired noise
levels specified in the General Plan
to the extent feasible (i.e., 45 Ldn for
interiors and 55 Ldn for exteriors).

J. MAINTENANCE OF COMMON
AREAS—For all developments, the
developer shall prepare CC&Rs
addressing issues of common inter-
est in terms of maintenance of
common open space, tree planter
areas, planting strips, and walks.

DESIGN GUIDELINES

Note: Guidelines A through C apply to
both multi-unit and single-family devel-
opment. Guidelines D through M apply
primarily to multi-unit development.

For additional guidelines related to
single-family development, see Small Lot
R-1 Area.

A. DENSITY TRANSITION—should
occur in one of the following ways:

1. At the Rear Property Line—
Density changes may occur at the
rear property line or across a rear
alley; dramatic density changes
shall not occur between facing
buildings (i.e., across a street).

2. Across an Open Space—A green
or park may be used to separate
facing buildings of different
densities.

Chapter III. Development Standards and Design Guidelines—Mixed-Unit Residential Area

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3. Along Streets—Density may
change along a street so that
facing buildings remain the same
or similar in form and density.

B. MAXIMUM EAST-WEST BLOCK
DIMENSION—should be four hun-
dred feet (400’). A dimension of
three hundred feet (300’) is
recommended.

C. PARKING POCKETS—may be
permitted on local access streets
subject to City review. Street trees
should be planted in curbed planters
within the parallel parking zone to
add street amenity and help to slow
traffic. Curbed planters should
extend no more than five feet (5’)
from the face of curb. Spacing
should be no closer than twenty five
feet (25’) on center and/or twenty-
five feet (25’) from driveway curb
cuts to allow for curbside parking,
and no further than fifty feet (50’) on
center to maintain a consistent street
tree planting.

D. COMMON OPEN SPACE—should
contain both landscaped/garden
areas and hardscape areas that
encourage social interaction.

1. Common Landscaped Space—A
usable landscaped green and/or
garden space should comprise
between seventy percent (70%)
and eighty percent (80%) of the
common outdoor space. The
space should be in the form of a
courtyard, side yard, rear yard,
or common green for larger
developments. Space should be
seventy-five percent (75%)
enclosed by buildings, low walls,
low fences, or linear landscaping
(e.g., hedges or rows of trees) and
not be bordered by surface park-
ing areas on more than one side.

2. Common Hardscape Space—
Between twenty percent (20%)
and thirty percent (30%) of
common outdoor space should be
in the form of unit-paved or
gravel areas, common roof deck
space, or any combination of the
two. Hardscape space shall be
connected directly to the required
landscaped space by stairs,
walks, and/or ramps if
necessary.

E. GENERAL BUILDING DESIGN—
Multi-unit buildings should be
compatible in form with single
family houses, yet have a high-
quality, Downtown residential
character. Building materials and
design should be long-lasting in
order to create a living environment
that holds its value over time.

Buildings should employ classic,
traditional styles rather than
modern, high-tech styles that incor-
porate extensive amounts of hard
and/or reflective surfaces.

1. Architectural Features—that add
human scale, such as courtyards,
porches, balconies, trellises and
bay windows, are recommended.

Buildings should not have large,
blank or monotonous surfaces;
rather, design should include
Chapter III. Development Standards and Design Guidelines—Mixed-Unit Residential Area

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sufficient detailing, texture, color
differentiation and three-dimen-
sional articulation to create
appropriately scaled, interesting
structures. Special architectural
features that relieve flatness of
facades such as recessed win-
dows with authentic muntins,
architectural trim with substan-
tial depth and detail, bay win-
dows, window boxes, dormers,
entry porches, etc., are
recommended.

2. Facade Module—Building
facades should be designed so as
to give individual identity to each
vertical module of units. Long
facades should be divided into
shorter segments a maximum of
forty feet (40’) and preferably
twenty-five feet (25’) in width.

In larger projects with frontages
of over one hundred feet (100’),
modules should be separated by
such techniques as a deep notch
(in plan) between the modules;
varying architectural elements
(e.g., window color, roof shape,
window shape, stoop detail,
railing type); and/or varying the
color of individual modules
within a harmonious palette of
colors.

F. ARCHITECTURAL STYLES—
Elements of the historic styles
characteristic of the Old Mountain
View Neighborhood should be
reflected. From most to least
prevalent, these styles and their
principal characteristics are:

1. Craftsman/Bungalow—wide-
gable roofline, deep eaves,
prominent roof rafters/knee
braces, large front porch, tapering
porch columns, multi-pane
windows, dormer windows,
shingle, clapboard or stucco
siding, porch arbors/trellises.

2. Transitional Pyramid/Four
Square—square/cube building
shape, high hipped or pyramidal
roof, multiple dormer windows,
moderate front porch, turned
porch posts, palladian vents.

3. Colonial Revival—symmetrical
front facade, main entrance in
center, small to moderate front
porch, shuttered windows,
hipped or pedimented gable roof,
portico/arbors for walks/
porches.

4. Mission/Spanish Revival—tile
roof with low pitch, divided
arched windows, stucco walls
with surface relief, small to large
front porch, wrought iron
railings, arched vents.

G. BUILDING ENTRANCES—should
be part of a clear entry sequence,
extending from the public sidewalk
to the private front door. The
Chapter III. Development Standards and Design Guidelines—Mixed-Unit Residential Area

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following elements are
recommended:

1. Stoops and/or Open Porches—
should face the street at regular
intervals which correspond to the
vertical modules of building
units. The stoops should be wide
enough for people to sit on and to
make entries inviting. At least
two of the following three items
should be incorporated at each
entry point: address, doorbell
and mailbox. Open porches
should have attractive bulkheads
or balustrade railings and a roof
that complements the pitch and
materials of the main roof.

2. Stairs—should be boxed and
framed by attractive stepped
bulkheads walls or balustrade
railings. Bullnose treads are
recommended. Open or “float-
ing” exterior stairs should not be
used.

3. Low Hedges, Fences and/or
Entry Gates—should be used to
define the edge between the
public street and private
property.

4. Ornamental Lighting—of
porches and walks to highlight
entrances and add security.

5. Freestanding Landscape
Elements—such as trellises,
arbors, and special landscape
materials that add character to
yard spaces and/or accent the
entry sequence.

H. BUILDING MATERIALS—Building
materials shall be high-quality, long-
lasting, and durable, with a mini-
mum life span of fifty (50) years for
siding and forty (40) years for roof-
ing. Examples of such materials
include stucco or clapboard for
siding; tile or asphalt shingles for
roofs. Construction drawings and
construction techniques shall
demonstrate high-quality detailing
and use of materials.

I. WINDOWS—are an important
element of facade composition and
an indicator of overall building
quality:

1. Composition—All windows
within a building, large or small,
should be related in operating
type, proportions, or trim. Other
unifying architectural elements
should be used, such as common
sill or header lines.

2. Framing and Window Inset—
Built-up sills and trim should be
used to frame openings. Glass
should be inset a minimum of
three inches (3”) from the exterior
wall and/or frame surface to add
relief to the wall surface; this is
especially important for stucco
buildings.

3. Special Windows—such as bays
or dormers should be used to add
interest and a domestic character
to the facade.

Chapter III. Development Standards and Design Guidelines—Mixed-Unit Residential Area

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J. PLANT MATERIALS—See “Site
Improvements and Landscaping”
section for guidelines on Page 40.

K. OUTBUILDINGS

1. General—Outbuildings of all
types should have architectural
treatments derived from the main
building in terms of surface
materials, trim, fenestration, roof
materials, and color.

2. Freestanding Garages—should
be unobtrusive, preferably
located at the rear of properties to
minimize visual impact.

a. Single-car garage doors—are
strongly recommended, with
windows, surface panels, and
other forms of architectural
detailing to reduce their
impact and scale.

b. A maximum of five (5)
garage doors—may be lined
up consecutively; a space of
five feet (5’) shall be provided
between each garage or group
of doors.

L. PUBLICLY ACCESSIBLE OPEN
SPACE—that is unlocked during
daylight hours should be provided
as part of all new multi-unit devel-
opment (e.g., malls, courtyards, etc.).

1. Spatial Definition—Spaces
should be defined by buildings or
landscape elements on a mini-
mum of two sides.

2. Linkage—Spaces should be
linked to adjacent public streets
and sidewalks.

3. Sequence—Ornamental gates,
trellises, lighting, plant materials,
etc., should be used to create a
sequence for pedestrians; for
example, an ornamental gate at
the sidewalk leading to a passage
lined with columns, then arrival
at a courtyard.

M. SOLAR ACCESS—Solar exposure
should be considered in the design
of new housing developments.

Designs that keep buildings cool in
summer and warm in winter are
encouraged.

Chapter III. Development Standards and Design Guidelines—Support Commercial Area

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SUPPORT COMMERCIAL
AREA

Description. The Evelyn Corridor
Support Commercial Area is located along
the northerly frontage of Evelyn
Avenue. Standards and guidelines
promote land uses and forms of devel-
opment that are sensitive to and serve
the needs of Downtown businesses,
local residents, and transit users. They
provide for commercial uses, such as
office, R&D, auto services, building
supply, hardware, and printing, which
will not compete with Downtown’s
specialty, restaurant, and convenience
base, as well as other uses that may not
be appropriate for Downtown.

New buildings will be designed to face
Evelyn Avenue. The intent is that they
will have an attractive “industrial/
railroad” style, with metal seam roofs,
large roof overhangs, monitors and
other industrial roof forms, that reflect
the Support Commercial Area’s use mix
and location. Signs will be integrated
within the overall building design.

Surface parking areas will be located to
the side or rear of buildings, instead of
along the street frontage, with shade
trees in an “orchard” planting arrange-
ment. A gracious sidewalk and park-
way strip, combined with street tree
plantings and ornamental streetlights,
will enhance Evelyn Avenue as a
boulevard entrance to Downtown.

DEVELOPMENT STANDARDS

I. LAND USE

A. PERMITTED USES

1. Indoor Wholesale and Retail
Sales and Services—including
the following:

a. Building materials stores.

b. Printing and publishing.

c. Auto repair and mainte-
nance—major and minor.

d. Repair and maintenance of
consumer products.

e. Wholesaling and distribution.

f. Indoor commercial recreation
and fitness.

g. Retail outlets.

h. Laundries and dry cleaning
plants including personal dry
cleaning and laundromats.

i. Handicraft industries, small-
scale manufacturing.

2. Office and research and develop-
ment uses, including the follow-
ing:

a. Several start-up/incubator
businesses that share secretar-
ial and other office services;

Chapter III. Development Standards and Design Guidelines—Support Commercial Area

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b. A copy center;

c. Computer sales and repair;

d. Accounting services;

e. Legal services;

f. Architectural and engineering
offices;

3. Small coffee/deli shop.

B. PROVISIONAL USES

1. Additional Uses—determined by
the Zoning Administrator to be
supportive of those listed above.

C. VIBRATION SENSITIVE USES—
Commercial uses, such as certain
types of repair shops and computer-
related technologies that are sensi-
tive to train vibrations, are discour-
aged from locating in this area.

D. MINIMUM PARCEL SIZE—shall be
ten thousand (10,000) square feet and
one hundred (100) linear feet of
frontage for permitted uses.

E. MAXIMUM DEVELOPMENT
INTENSITY—for permitted uses
shall be a floor area ratio (FAR) of

0.75. II. BUILDING HEIGHT SETBACKS

AND ORIENTATION

A. HEIGHT—as measured from top of
existing or planned curb to top of
cornice, parapet, or midpoint of a
peaked roof shall be as follows:

1. Maximum—three (3) floors and/
or forty-eight feet ’ (48’) for per-
mitted uses.

2. Minimum—eighteen feet (18’)

3. Exceptions—subject to City
review:

a. Sloping portions of roofs—
may exceed height limits
provided they are gable or
other two-slope roofs not
exceeding 6:1 slope.

b. Special architectural
features—such as towers,
monitors, and cupolas are
recommended.

B. FRONT SETBACKS

1. Minimum—shall be zero feet (0’)
from back of walk per section
III.C.1, below.

2. Maximum—shall be twenty feet
(20’). Parking shall not be per-
mitted between buildings and the
street frontage.

C. SIDE AND REAR SETBACKS—
minimum shall be eight feet (8’).

D. SPECIAL CREEKSIDE SETBACK—
No development, except that associ-
ated with creek improvements, will
be allowed within one hundred feet
(100’) of the top of the bank of
Stevens Creek. See Environmental
Chapter III. Development Standards and Design Guidelines—Support Commercial Area

-40-
Impact Report “Findings,”
Vegetation, in the Appendix.

E. BUILDING ORIENTATION

1. Minimum Frontage—for all
buildings shall be one-third (1/3)
the length of the parcel frontage.

2. Relationship to Frontage—a
minimum of two-thirds (2/3) of
the front building facade shall be
parallel to the Evelyn Avenue
right-of-way.

3. The Main Entrance—to all
buildings shall be located on the
front building facade or on a
fronting building corner.

F. SIGNS—should be in proportion to
the size of building they identify.

The sum total of building-mounted
signs (excluding window signs) used
to identify an individual use shall
not exceed one (1) square foot of area
for each linear foot of the building
frontage occupied by that use.

Chapter III. Development Standards and Design Guidelines—Support Commercial Area

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Chapter III. Development Standards and Design Guidelines—Support Commercial Area

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III. SITE DEVELOPMENT AND

PARKING

A. ACCESS

1. Direct Pedestrian Access—in the
form of a walkway shall be pro-
vided from the Evelyn Avenue
sidewalk to the main building
entrance (i.e., pedestrian access to
building entrances shall not
require walking across parking
lot surfaces).

2. Driveways/Curb Cuts:

a. Maximum Number—of curb
cuts associated with a single
building shall be one (1) two-
way curb cut or two (2) one-
way curb cuts.

b. Maximum Width—of curb
cuts shall be twelve feet (12’)
for a one-way driveway and
eighteen feet (18’) for a two-
way driveway. Driveway
entrances may be flared along
Evelyn Avenue to accommo-
date its higher speeds. How-
ever, flares shall occur within
the planting strip and not
extend into sidewalk areas.

c. Driveway Setbacks—shall be
a minimum of five feet (5’)
from adjoining properties.

d. Service Access—shall be from
side or rear parking areas.

B. PARKING

1. Minimum Requirements—per
the City of Mountain View
Zoning Code.

2. Location of Surface Lots—shall
be to the side and/or rear of
buildings, not in front. Broad
expanses of parking along the
frontage are not consistent with
the overall character desired for
Evelyn Avenue and shall not be
permitted; the distance between
frontage buildings should not
exceed one hundred fifty feet
(150’).

3. The Perimeter of Parking Lots
and Driveways—adjacent to
streets and sidewalks shall be
screened with an attractive low
wall or ornamental metal fence;
the perimeter of parking areas
adjacent to the rear property
line/railroad right-of-way shall
be screened with a low wall or
fence. See “Site Improvements
and Landscaping” guidelines for
Walls, Fences, and Piers.

4. Parking Areas/Lots shall be
Planted—with shade trees at a
ratio of one (1) tree for every
three (3) spaces in an “orchard”
planting arrangement. See “Site
Improvements and Landscaping”
section for guidelines.

C. LANDSCAPING AND SCREENING

1. Frontage Walk and Planting
Strip—A front sidewalk eight
Chapter III. Development Standards and Design Guidelines—Support Commercial Area

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feet (8’) wide and a curbside
planting strip ten feet (10’) wide
shall be provided along the
Evelyn Avenue frontage. Shade
trees shall be planted at a spacing
of approximately fifty feet (50’)
on center within the planting
strip. A low-growing ground-
cover planting shall be estab-
lished within the planting strip.

Ornamental streetlights shall be
installed at approximately one
hundred twenty five feet (125’)
on center. See “Prototype
Illustrations” on the following
pages.

2. Trash and Service Equipment—
including satellite receiving
dishes, shall be located away
from streets and enclosed or
screened by landscaping, fencing
or architectural means.

3. Screen Fences and Walls—not
adjacent to streets and sidewalks
shall be a minimum of six feet (6’)
in height and a maximum of
eight feet (8’) in height. (See
Design Guidelines for recommen-
dations on type and materials.)

4. Plant Materials—See “Site
Improvements and Landscaping”
section on Page 40.

DESIGN GUIDELINES

A. BUILDING INCREMENT—Long
facades should be divided into
shorter segments or modules.

Modules along the Evelyn Avenue
frontage should be a maximum of
fifty feet (50’) long, and should be
separated by changes in the building
mass, such as projected entrance or
window volume(s), notch, or other
architectural feature.

B. SPECIAL ARCHITECTURAL
FEATURES—such as gables, turrets,
and towers should accent buildings
at the main building entrance, adja-
cent to entrance drives, and/or at
building corners.

C. FACADE COMPOSITION—Every
building should have a base; a clear
pattern of openings and surface
features; a prominent main entrance;
and an attractive, visually interesting
roofline.

1. Building Base—This may be as
simple as a visual thickening of
the wall where the building
touches the ground, a different
surface material and/or wall
color, or a different design
treatment for the ground floor for
a two-story building facade.

2. Pattern of Openings and Surface
Features—Windows, wall panels,
pilasters, building bays, and
storefronts should be based on a
module derived from the build-
ing’s structural bay spacing.

Features based on this module
should be carried across window-
less wall areas to relieve blank,
uninteresting surfaces.

3. Building Entrances—should be
easy to identify and
Chapter III. Development Standards and Design Guidelines—Support Commercial Area

-44-
distinguished from the rest of the
building.

4. Rooflines—should be simple,
changing shape to reflect
important building masses below
and/or internal building
functions.

D. WINDOWS—are an important
element of facade composition and
an indicator of overall building
quality:

1. Window/Wall Proportion—In
general, upper stories should
have a window-to-wall area
proportion that is smaller than
that of the ground floor.

2. Window Openings—should
generally be vertical or square in
shape. Horizontally oriented
openings generally make
buildings appear squat and
massive.

3. Window Inset—Glass should be
inset a minimum of three inches
(3”) from the window frame or
from the exterior wall surface to
add relief to building surfaces;
this is especially important for
stucco buildings.

4. Shaped Frames and Sills—
should be used to enhance
openings and add relief to wall
surfaces.

E. ROOFS—Shallow gable, hip, or
other two-slope roofs are recom-
mended for all buildings (see
illustrative Prototypes); parapets in
combination with and/or incorpo-
rating sloped roofs may be appropri-
ate, subject to City review.

1. Roof Slope—should be between
3:1 and 6:1.

2. Roofs Should Extend—across a
minimum of seventy-five percent
(75%) of the building frontage.

3. Roof Ridges—should be aligned
to be parallel and/or perpendicu-
lar to the street frontage.

4. Roof Overhangs—are strongly
recommended for design and
solar reasons. Overhangs should
be a minimum of three feet (3’),
with additional articulation in the
form of support struts, gutters
and gutter fascia, and/or
exposed beams/rafter ends.

5. Materials—Metal seam roofing is
recommended as typical for the
district. For aluminum, galva-
nized steel and other coated steel,
recommended finishes are ano-
dized, fluorocoated or painted.

For copper and lead, recom-
mended finishes are natural or
oxidized. Clay, ceramic or
concrete tile may also be appro-
priate if consistent with the
desired building character. Tar
and gravel, composition, or
elastomeric roofs should be
screened by roofed parapets.

Asphalt shingle roofs are not
recommended.

Chapter III. Development Standards and Design Guidelines—Support Commercial Area

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Chapter III. Development Standards and Design Guidelines—Support Commercial Area

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Chapter III. Development Standards and Design Guidelines—Support Commercial Area

-47-
F. SIGNS

1. Sign Location—Signs should be
mounted on parapets, towers,
turrets, recessed wall areas, and
other architectural features
specifically designed for them.

Flush-mounted and painted wall
signs should align with major
architectural elements, such as
doors and windows. Ornamental
elements, such as moldings,
pilasters, arches, clerestory
windows, roof eaves, or cornice
lines should be used as a frame.

2. Relationship to Cornice or Eave
Lines—Signs should not span
cornice or eave lines. However,
signs designed as an extension of
the architectural form of the
building may be appropriate. For
example, projecting signs, sign
boards or neon signs may be
designed to look like a marquee,
parapet, or accent to a parapet or
sloped roof.

3. Architectural Style—Sign
shapes, type styles, and color
combinations should comple-
ment building styles. In the
Support Commercial Area, it is
recommended that buildings
have an attractive “industrial/
railroad” character, with over-
hanging shed roofs, metal struts
and awnings, etc. Signs should
project a similar “working
district” look, rather than the
specialty “main street” look
associated with the Downtown
commercial district, overall
design of the sign and/or build-
ing. Ornamental metal is
strongly recommended.

4. Structural Supports—should be
attractive. They should comple-
ment the overall design of the
sign and/or the building. Orna-
mental metal is strongly
recommended.

5. Awning and Canopy Signs—are
recommended. Awning signs
should appear and function pri-
marily as awnings, however.

Awnings should reflect the build-
ings module and should not
extend for more than twenty-five
(25) linear feet without a break.

Signs on canopies should be
integrated with the canopy fascia,
or be in the form of freestanding
letters mounted on top and
extending above the fascia.

6. Projecting Signs—are recom-
mended if designed as architec-
tural features (see F.2., above)
and/or located primarily for
pedestrian visibility; minimum
sidewalk clearance should be
seven feet (7’). An encroachment
permit will be required and is
subject to Public Works Director’s
approval.

7. Internally Illuminated
“Canned” Signs—should not be
used. Canned signs look and
often are mass-produced, making
businesses look generic.

Chapter III. Development Standards and Design Guidelines—Support Commercial Area

-48-

8. Materials—should be attractive
and long-lasting. Recommended
materials are:

a. Signboards—of wood or
metal, with painted, engraved
or routed letters, or mounted
letters of wood or metal.

b. Silhouette or figurative
signs—three-dimensional
letters, symbols, and/or
ornamental figures made of
wood or metal.

c. Custom neon—exterior-
mounted on a sign board or
metal support frame or
enclosure, or interior-
mounted behind clerestory or
display windows.

d. Fabric awnings—such as
canvas or nylon, with painted
or applied lettering; plastic
awnings should not be used.

G. LIGHTING—should be used to
enhance both signs and buildings.

When possible, sign illumination
should be coordinated with an
overall building lighting scheme.

Recommended lighting approaches
are:

1. Backlit—with lighting inside and
behind projecting lettering and/
or awnings.

2. Floodlit—with single or multiple
spotlights, provided light sources
are shielded to protect motorists,
pedestrians, and adjacent
properties.

3. Color and Lamp Type—Light
sources providing the most
pleasing and accurate color
rendering are metal halide,
incandescent, and color-corrected
fluorescent. Other lamp types,
such as cool white fluorescent,
mercury vapor, and high and low
pressure sodium may distort sign
colors and should be used
according to advice from a
lighting professional; these lamp
types are not appropriate for area
lighting.

H. SOLAR ACCESS—Solar exposure
should be considered in the design
of new buildings. Designs that keep
buildings cool in summer and warm
in winter are encouraged.

Chapter III. Development Standards and Design Guidelines—Transit Services Area -49-

TRANSIT SERVICES AREA

Description. The Transit Services Area
is bounded by Central Expressway on
the north, Evelyn Avenue on the south
and Castro Street on the west. It
extends east four hundred feet (400’) of
the easterly right-of-way line of Bush
Street. It includes properties owned by
the City of Mountain View, CalTrain,
and Southern Pacific Railroad. The
majority of the Transit Services Area is
currently dedicated to parking for the
CalTrain station.

A preferred Concept Plan for improve-
ments to this area has been developed
by the City of Mountain View in con-
sultation with CalTrain, the Joint
Powers Board, and Santa Clara County
Transit. The preferred plan, “Station
Plaza,” is illustrated in Chapter IV. In
the first phase of development, new bus
and light rail facilities and associated
replacement parking would be con-
structed. In the second phase, parking
facilities would be expanded. Develop-
ment of the City-owned site at the
corner of Castro Street and Evelyn
Avenue would occur in the long term.

A principal City goal is to concentrate
facilities as close as possible to Castro
Street, to make them a part of
Downtown and to encourage transit
riders to take advantage of the Station’s
proximity to Downtown’s shops,
restaurants, and services.

A “Transit Services Expansion Area” is
identified on the Transit Services Area
map on the following page. This area
may be used for expansion of parking
and/or other transit-related uses subject
to City review. It is preferable, how-
ever, that such uses not extend into this
area unless absolutely necessary (i.e.,
that feasible alternatives are not availa-
ble), and that the area be developed
with Support Commercial uses per the
Plan’s development standards and
design guidelines.

Development standards and design
guidelines for the Transit Services Area
promote high quality design for the new
facilities associated with the Downtown
Station. The standards and guidelines
also accommodate targeted commercial
development. Overall, they ensure that
the Transit Services Area will be an
attractive gateway to and extension of
the Downtown commercial district, and
a “good neighbor” to nearby residential
development.

DEVELOPMENT STANDARDS

I. LAND USE

A. PERMITTED USES

1. Railroad Passenger Stations.

2. Bus Passenger Transfer Stations.

3. Stations for Other Transit
Modes—for local or regional
service.

4. Parking Lots, Garages, and
Passenger Loading Areas—to
serve transit facilities listed
above.

Chapter III. Development Standards and Design Guidelines—Transit Services Area -50-

5. Transit Support Services—
including ticket sales, limited
maintenance equipment storage,
and public and/or transit
operator rest rooms.

6. Retail Commercial and Office
Uses—limited to the Castro
Street/Evelyn Avenue corner
frontage in accordance with the
Train Station and Transit Center
Concept Plan contained in
Chapter IV Development shall be
limited to a maximum of thirty-
six thousand (36,000) square feet
of combined retail and office
space.

B. PROVISIONAL USES—limited to
the easterly “Expansion Area”
portion of the Transit Services Area
per the Precise Plan Map:

1. Indoor Wholesale and Retail
Sales and Services—per stand-
ards and guidelines for the
Support Commercial Area.

II. BUILDING HEIGHT, SETBACKS

AND ORIENTATION

A. HEIGHT—as measured from mid-
point of existing or planned or curb
to top of cornice, parapet, or mid-
point of a peaked roof shall be as
follows:

1. Maximum—three (3) floors
and/or thirty-six feet (36’) for
permitted uses.

2. Minimum—eighteen feet (18’)

3. Exceptions—subject to City
review:

a. Sloping portions of roofs—
may exceed height limits
provided they are gable, hip,
or other two-slope roofs not
exceeding 6:1 slope.

b. Special architectural
features—such as towers,
monitors, and cupolas are
recommended.

B. FRONT SETBACKS—Minimum
from Castro Street and Evelyn
Avenue curblines shall be fifteen feet
(15’).

C. REAR SETBACKS—Minimum from
the centerline of the southernmost
railroad track shall be twenty feet
(20’) to accommodate outside board-
ing platforms planned for CalTrain.

D. SIDE SETBACKS—between proper-
ties, buildings, and the adjacent
Support Commercial Area shall be
determined subject to City review.

E. BUILDING ORIENTATION

1. General Relationship to
Frontages—Building facades
shall be parallel and
perpendicular to the Evelyn
Avenue and Castro Street rights-
of-way.

Chapter III. Development Standards and Design Guidelines—Transit Services Area -51-

Chapter III. Development Standards and Design Guidelines—Transit Services Area

-52-

2. At the Castro Street/Evelyn Avenue
Corner—a south-facing corner
plaza, terrace, or other form of
active pedestrian space shall be
provided as part of new commer-
cial development.

III. SITE DEVELOPMENT AND

PARKING

A. VEHICULAR ACCESS—to parking
areas and to the bus transfer crescent
shall be configured to minimize the
disruption of traffic movements on
Evelyn Avenue and adjacent streets.

To the extent feasible, parking lot
entrances and pedestrian crosswalks
shall be coordinated with street
intersections.

B. PARKING

1. Minimum Requirements:

a. Retail and Office at the
Castro Street\Evelyn Avenue
Corner—Consistent with the
provisions of the Downtown
Precise Plan, and the site’s
proximity to and use by
transit, parking requirements
shall be waived for the entire
ground level. For the portion
of the site in the Downtown
Parking Assessment District, a
contribution to the City’s in-
lieu Downtown parking fund
shall be required for addi-
tional floor area (i.e., upper
levels). Parking for the
remainder of the site shall be
provided either by annexation
to the assessment district or
by providing parking on-site
consistent with Section 36.27
of the Zoning Ordinance.

b. Other Uses—per the City of
Mountain View Zoning
Ordinance.

2. Direct Pedestrian Access—shall
be provided in the form of a
designated walkway(s) across
parking lots to transit passenger
loading platforms.

3. The Perimeter of Parking Lots
and Driveways—adjacent to
streets and sidewalks shall be
screened with an attractive low
wall or ornamental metal fence.

See “Site Improvements and
Landscaping” for wall, fence and
pier guidelines.

4. Parking Lot Entrances—Attrac-
tively designed masonry and/or
ornamental metal gateways shall
be located to flank lot entrances.

Gateways shall complement the
perimeter screen materials
required above, and may incor-
porate signage and/or lighting.

5. Parking Lots Shall Be Planted—
with shade trees at a ratio of one
(1) tree for every five (5) parking
spaces; trees shall be evenly
placed throughout the parking
lot.

6. Handicapped Accessibility
Standards—Refer to California
State Accessibility Standards—
Chapter III. Development Standards and Design Guidelines—Transit Services Area

-53-
Interpretive Manual, latest edition,
and the requirements of the
Americans with Disabilities Act.

C. LANDSCAPING AND SCREENING

1. Frontage Walk and Street
Trees—A front sidewalk a
minimum of ten feet (10’) in
width (with a width of fifteen feet
(15’) preferred), curbside street
trees at approximately thirty feet
(30’) on center, and pedestrian-
scale streetlights at approxi-
mately sixty feet (60’) on center
shall be provided along the
Evelyn Avenue frontage.

2. Service Equipment—including
satellite receiving dishes, dump-
sters, mechanical ventilation
units, and dumpsters shall be
located away from streets and
enclosed or screened by land-
scaping, fencing or architectural
means.

3. Plant Materials—See “Site
Improvements and Landscaping”
section.

DESIGN GUIDELINES

A. PROVISIONAL USES—Design
Guidelines for the Provisional Uses
established above are contained in
this Precise Plan and shall apply.

B. CASTRO STREET/EVELYN
AVENUE CORNER—Development
Requirements and Design
Guidelines contained in the
Downtown Precise Plan for “Area
1/Historic Retail District” shall
apply, with the exception of
guidelines for “Roof Treatment.”
The “Roof” design guidelines for
Support Commercial Area buildings
in this Precise Plan shall apply.

These reflect the special character
desired for the Train Station and
Transit Center and for Support
Commercial development east along
the Evelyn Corridor. The following
guidelines shall also apply:

1. Active Frontages—To the extent
feasible, all sides of the building
should contain activity-generat-
ing first floor uses, such as
vendors, restaurants, related food
services, and/or prominent
entrances to such uses.

2. Special Architectural
Feature(s)—The building should
provide one or more landmark
architectural features, such as a
tower, turret, gable, roof monitor,
or cupola, that enhances its role
as a gateway to Downtown and
anchor for the Train Station and
Transit Center. This feature(s)
should complement, yet be sub-
ordinate in size and/or height to,
the clock tower recommended for
the center of the bus transfer
crescent; see Train Station con-
cept illustrations in Chapter IV.

3. General Building Character—
The building should combine the
formal civic characteristics of a
railroad station with the informal
“industrial” character envisioned
for the Support Commercial
Chapter III. Development Standards and Design Guidelines—Transit Services Area

-54-
Area. Roofs should overhang
main building masses, with
exposed supports, rafters, braces,
etc. The first floor should have
graciously scaled pedestrian-
oriented entrances and window
openings and an open quality
overall.

C. STRUCTURED PARKING—A
structure is recommended to
accommodate additional CalTrain
parking, consistent with policy
recommendations for development
of the Downtown Train Station and
Transit Center in Chapter IV. The
guidelines listed below shall also
apply. The City-owned structure on
Bryant Street is a facility that is
attractive, supports adjacent
property values, and is a model for
the guidelines.

1. Automobile and Pedestrian
Entrances—should be designed
as discrete, highly visible archi-
tectural elements, with accenting
roof forms, shaped openings,
and/or special surface treatments
that help to make the structure
appear more like a building than
a garage.

2. Openings—The large-span
openings typical of parking
structures should be subdivided
and designed as windows, rather
than leftover space.

3. Stair and Elevator Cores—
should project or recess to help
break up large, massive surfaces.

4. Facades—should have the sur-
face design elements common to
Downtown’s buildings (i.e., base,
cornice(s), roofline, articulated
columns). The facade facing the
bus transfer crescent and the
Castro Street/Evelyn Avenue
corner building will be highly
visible to transit users and should
receive special design attention.

5. Roofline—An edge treatment,
such as a shaped parapet and/or
ornamental railing, should be
provided. The top of stair and
elevator cores should have
peaked roofs to enhance their
visibility and the form of the
structure overall.

6. Rooftop Screening—If the top
parking level is three stories or
less above grade, ornamental
trellises should be provided
within the parking area to screen
parked cars from adjacent office
and residential buildings.

D. PEDESTRIAN AMENITIES—
Paving, lighting, and bus shelters
used along Castro Street should be
extended throughout the more
intensively developed westerly
portion of the Transit Services Area,
including the frontages of Castro
Street, Evelyn Avenue, the bus
transfer crescent, and the corner
plaza required for the Castro
Street/Evelyn Avenue corner
development. The type and extent of
design materials are described in
more detail in Chapter IV.

Chapter III. Development Standards and Design Guidelines—Site Improvements and Landscaping Area
-55-

SITE IMPROVEMENTS

AND LANDSCAPING

The following Design Guidelines for
Site Improvements and Landscaping
apply to all Evelyn Avenue Corridor
Plan Areas unless otherwise indicated.

A. PAVING MATERIALS—recom-
mended for pedestrian surfaces are
listed below. In general, a maximum
of two materials should be combined
in a single application:

1. Stone—such as slate or granite.

2. Brick Pavers.

3. Concrete Unit Pavers.

4. Poured-in-Place Concrete—with
any of the following treatments:
integral pigment color; special
aggregate; special scoring pat-
tern; ornamental insets, such as
tile; pattern stamped. All con-
crete walks should be tinted to
reduce glare.

5. Special Condition: Train
Station and Transit Center—
Paving should be the same as it is
along Castro Street, so that the
Station functions as an extension
of Downtown.

B. WALLS, FENCES, AND PIERS—
should be used to define public and
private boundaries and/or spaces
and screen parking areas.

1. Design—Walls, fences, and piers
should be designed to reflect the
architectural style and materials
of the principal building(s).

a. Along streets and walks—
walls and fences should be
low and open to maintain an
open character and retain
visibility. Walls and fences
should be setback from the
back of sidewalk a sufficient
distance to provide for land-
scaping and for safe sight
distance for vehicles entering
and exiting driveways. Maxi-
mum height for wall and
fence panels should be forty-
two inches (42”). Maximum
height for columns and piers
should be fifty-four inches
(54”), excluding luminaires,
signs, and other
appurtenances.

b. Fence and wall panels—
should be divided into regu-
lar modules that relate to the
architectural module of the
principal building(s).

c. A combination of thick and
thin structural elements—
should be used, with thicker
elements for supports and/or
panel divisions. Fence posts
and/or support columns may
be built up with additional
trim, cornices, and/or mold-
ings for this purpose.

d. Walls and piers—should
have a base and coping. See
Wall and Fence Composition
diagram.

Chapter III. Development Standards and Design Guidelines—Site Improvements and Landscaping Area
-56-

e. Piers—A row of freestanding
piers can be effective as an
open screen between parking
areas and streets or walks. A
continuous chain or an open
metal fence attached between
piers can be an attractive
device for creating a stronger
separation.

(i) Spacing: no more than
ten feet (10’) on center.

(ii) Thickness: at least eight-
een inches (18”) per side
or diameter.

(iii) Height: at least twenty-
four inches (24”) and no
taller than fifty-four
inches (54”).

2. Materials—should be the same
as or compatible with those of the
principal building(s). Support
post or pier materials may differ
from fence materials (e.g., metal
fence panels combined with
masonry piers).

a. Fences—Recommended mate-
rials are wrought iron, cast
iron, and welded steel for
commercial applications.

Metal fences may be mounted
on a low masonry wall, and/
or spanning masonry piers.

Wood fences are appropriate
in residential Plan Areas only.

They should be substantial in
design and painted a light
color.

b. Walls and piers—recom-
mended materials are precast
concrete and/or stucco-faced
concrete or concrete block,
brick, or stone.

c. Not recommended:

(i) Chain link fences—If
used, chain link should be
coated with vinyl, prefer-
ably of a dark color, and
used in combination with
heavy masonry piers or
ornamental metal posts.

Barbed wire is not
permitted.

(ii) Unfinished or unsur-
faced concrete block
walls—are strongly
discouraged. Block walls
should be coated with
cement stucco or similar
surface. Split-face block
walls may be appropriate
along side or rear prop-
erty lines in the Support
Commercial Area only.

(iii) Rustic wood fences.

C. PLANT MATERIALS AND

LANDSCAPE TREATMENTS

1. Plant Materials Along Streets—
should create an attractive and
harmonious character, in keeping
with the Downtown location.

a. Street trees—should be
planted between sidewalks
Chapter III. Development Standards and Design Guidelines—Site Improvements and Landscaping Area
-57-
and roadways to create a
buffer between pedestrians
and automobiles. Consistency
in tree species, tree size, and
spacing should be used to
reinforce a strong street
identity and character. Trees
should be selected from the
City’s Official Street Tree List.

Street trees and streetlights
should alternate to reduce
screening of luminaires when
tree canopies reach maturity.

b. Trees with open branching
structures—should be used.

Deciduous trees are recom-
mended.

c. Planting/landscaped areas—
should have a simple palette
of plant species.

d. Complex planting schemes—
should not be used in front
yards.

e. Plant materials that exhibit
annual or seasonal color—are
recommended to highlight
special locations, such as main
building entrances and
entrance walks.

2. Plant Materials in Other Loca-
tions—should be selected and
placed to reflect both ornamental
and functional characteristics.

a. Deciduous trees—should be
the predominant large plant
material used. They should
be located adjacent to build-
ings and within parking areas
to provide shade in summer
and allow sun in winter.

Species should be selected to
provide fall color, and to
minimize litter and other
maintenance problems.

b. Evergreen shrubs and trees—
should be used as a screening
device along rear property
lines (not directly adjacent to
residences), around mechani-
cal appurtenances, and to
obscure grillwork and fencing
associated with subsurface
parking garages.

c. Flowering shrubs and trees—
should be used where they
can be most appreciated,
adjacent to walks and recrea-
tional areas, or as a frame for
building entrances, stairs, and
walks.

d. Flowers with annual or
seasonal color—are recom-
mended to highlight special
locations, such as courtyards,
building entrances, or access
drives.

e. The use of drought tolerant
plants and the installation of
automated, efficient irrigation
systems are encouraged.

3. Special Standard: Heritage
Trees—Heritage Trees shall be
preserved if feasible per City
policy. If Heritage Trees need to
be removed, they shall be
Chapter III. Development Standards and Design Guidelines—Site Improvements and Landscaping Area
-58-
replaced with 24” box trees (or
acceptable substitutes) at a ratio
of three (3) new trees for each
Heritage Tree removed.

4. Fountains—are recommended in
residential hardscape open
spaces to provide relief in hot
weather. The design and materi-
als should be related to the
principal building(s) and/or
other on-site furnishings.

5. Surface Parking Lots—utilize a
significant amount of site area
and should be designed as an
integral feature of the overall site
development plan.

a. Space-defining elements—
such as trellises, columns,
walls, arbors, and hedges
should be provided to
enhance the appearance of
lots. These elements should
be consistent in design and
materials with the principal
building(s) and other site
features.

b. “Orchard Parking”—should
be employed in all surface
lots. The “orchard” tree
placement provides better
shade on the passenger
compartment and more even
shade and vegetation
throughout the parking area.

As illustrated by the diagram
following Page 21, trees shall
be planted toward the rear of
parking stalls to create a grid
rather than rows.

D. SURFACE GRADING—should be
minimized to maintain a formal and
traditional character of development
throughout the Evelyn Avenue
Corridor Plan Area. The following
guidelines are strongly
recommended:

1. Sheet Drainage—from buildings
to parking areas and perimeter
roadways.

2. No Cross Slopes in Excess of
Two Percent (2%)—for land-
scaped or walk areas. Optimum
slope for paved areas is one and
one-half percent (1.5%), depend-
ing on roughness of paving
surface.

3. Mounding Earth—to elevate
buildings, or “berming” earth
against the side of buildings, is
not recommended.

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Chapter IV

CAPITAL IMPROVEMENTS

Chapter IV. Capital Improvements
-60-

CAPITAL IMPROVEMENTS

CIRCULATION PLAN AND TRAFFIC

IMPROVEMENTS

Overview

A set of circulation improvements has
been identified to accommodate various
transportation needs affecting the
Evelyn Avenue Corridor Precise Plan
Area. These improvements include:

• Provision of additional through
lanes on Evelyn Avenue by
widening.

• Provision of a redesigned Bush
Street between Evelyn Avenue and
Villa Street to facilitate through
traffic movement (referred to as an
“S”-Curve).

• Signalization at intersections with
higher levels of traffic; and

• Roadway striping to provide turning
pockets at key locations.

Context

Circulation Patterns

Various circulation patterns affect traffic
in the vicinity of the Evelyn Avenue
Corridor Precise Plan Area. These
include traffic going to and from land
uses within the Precise Plan Area, as
well as various through traffic move-
ments (refer to Evelyn Avenue Corridor
Phase I Report for additional infor-
mation). The proposed Circulation Plan
has been designed to accommodate the
following transportation needs:

• Auto and truck access to residential
and commercial land uses within the
Precise Plan Area;

• Access to the Downtown Train
Station and Transit Center site using
the plan developed by the City of
Mountain View, Santa Clara County
and the Peninsula Corridor Joint
Powers Board (CalTrain) (see next
section), including:

— Feeder Bus service
— Auto Parking
— “Kiss and Ride”
— Walk trips;

• Circulation within the Precise Plan
Area including drop-off, parking
and loading movements as well as
pedestrian needs;

• Bicycle travel along Evelyn Avenue
between Hope Street and points east
of the Precise Plan boundary;

• East-west through trips between
SR-237, SR-85 and East Evelyn
Avenue and destinations along
Castro Street or west of Castro Street;

• Downtown access from areas served
via Evelyn Avenue.

Chapter IV. Capital Improvements
-61-
Existing Roadway Configuration

Key components of the existing
roadway configuration within the
Precise Plan vicinity include:

• Traditional grid system with small
blocks and narrow roadways with
north-south roadways leading into
residential neighborhood south of
Precise Plan Area;

• Connections to the regional system
via Castro Street and Villa Street to
the north, west and south, and via
Evelyn Avenue, Calderon Avenue
and East Dana Street to the east and
south;

• Discontinuity of Evelyn Avenue at
Castro Street resulting in only right-
turn-in/right-turn-out access to
Evelyn Avenue from Castro Street
and need for traffic to shift to Villa
Street to continue west.

Travel Demand

The proposed Circulation Plan has been
developed to accommodate projected
cumulative traffic volumes as defined
by the Build-Out Scenario for the
Mountain View General Plan. The City
of Mountain View’s General Plan traffic
model, with localized adjustments to
account for traffic from the Downtown
Train Station and Transit Center, was
used to generate cumulative traffic
volumes in the area.

Circulation Plan

A major element of the proposed
Circulation Plan is a new connector road
between Evelyn Avenue and Villa Street
along Bush Street. This connector is
described as an “S-Curve” because its
ultimate configuration is similar in
shape to the letter “S.” The Bush Street
connector will be located along the
current Bush Street alignment between
Evelyn Avenue and Villa Street. The S-
Curve connector plan includes a
diverter or island on Villa Street at Bush
Street. Key indicator intersections are to
be monitored for at least four years after
implementation of the S-Curve (see
“Implementation” below) to assess
whether there is traffic intrusion into the
Old Mountain View Neighborhood. If
there are significant increases in traffic,
it may be necessary to reconfigure the
Villa Street/View Street intersection to
prohibit certain turning movements.

The circulation plan also includes
specific capacity enhancements to carry
east-west through trips and serve the
proposed Transit Center.

Provisions

Key provisions of the plan are:

• Progressive widening of Evelyn
Avenue from Castro Street to the
eastern boundary of the Precise Plan
Area

— Two through lanes and a turning
lane from Castro Street to Bush
Street;

— Four through lanes east of Bush
Street;

Chapter IV. Capital Improvements
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Chapter IV. Capital Improvements
-63-
• Continuous flow of through traffic
between Evelyn Avenue/Bush Street
and Villa Street/Bush Street through
the S-Curve connector roadway that
favors the crosstown movement at
these locations.

• Provision of left-turn lanes along
Evelyn Avenue and signalization of
the Evelyn Avenue/Hope Street
intersection (including separate bus
and auto exits into the intersection
from the Train Station) to allow
access to the train station.

• Provision of a continuous bicycle
lane along Evelyn Avenue between
the Hope Street/Transit Center
intersection and points east of the
Precise Plan boundary (including the
future Stevens Creek Trail), and a
bicycle route on Hope Street to Villa
Street, connecting the Evelyn
Avenue bicycle lane to Castro Street
at the Castro Street/Villa Street
intersection. This will provide access
between Downtown and East Evelyn
Avenue and the planned Stevens
Creek Trail for bicycles;

• Provision of sidewalks along all
block faces and crosswalks at
appropriate locations for complete
pedestrian access;

• Provision of on-street parking where
feasible within existing street cross-
sections or within widened portions
of Evelyn Avenue;

• Signalization of the Evelyn Avenue/
Calderon Avenue intersection;
• Future signalization, if warranted by
traffic volumes, of the following
intersections to accommodate minor
street left-turn movements:

— Evelyn Avenue/SR-85
northbound Off-Ramp
— Villa Street/View Street;
— Evelyn Avenue/Bush Street;
— Villa Street/Bush Street;

The following two figures indicate in
concept how various traffic movements
would be accommodated within the
Precise Plan Area and the immediate
vicinity:

• Through-Traffic Flow—this figure
shows east-west through-traffic
movements;

• Bus Access To CalTrain Station—
this figure shows bus access to the
Train Station/Transit Center.

Traffic Operations

Capacity calculations were prepared for
all key intersections in the Precise Plan
Area as part of the Evelyn Avenue
Corridor Environmental Impact Report.

With the proposed redevelopment of
the Precise Plan area, the intersection of
Evelyn Avenue/Calderon Avenue
would drop to a Level of Service (LOS)
E (PM Peak Hour) without signaliza-
tion, which is not acceptable. With
signalization, it would operate at LOS
A/B, which is a smoothly operating
intersection. Signalization of this inter-
section is recommended to alleviate the
added delay caused by the project.

Chapter IV. Capital Improvements
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Chapter IV. Capital Improvements
-65-
LOS D is the threshold set by the City of
Mountain View General Plan as accepta-
ble. With cumulative traffic volumes as
defined by the build-out scenario for the
General Plan, the following intersections
would drop below LOS D in the AM
and/or PM peak hours without
signalization:

• Evelyn Avenue/SR-85 northbound
Off-Ramp;
• Evelyn Avenue/Bush Street;
Villa Street/Bush Street
• Villa Street/View Street; (refer to
Evelyn Avenue Corridor
Environmental Impact Report for
additional information).

Signalization of these intersections is
recommended if the level of traffic
growth forecast for General Plan build-
out is attained and the appropriate
Caltrans signal warrants are met.

Coordination of the signals is also
recommended to facilitate the through
volumes for which the S-Curve
improvement is designed. If the
signalization system was coordinated
(i.e., timed), all of these intersections
may not need to be signalized. Signals
at some of the intersections create gaps
in through traffic which allow the minor
street left turns at the unsignalized
intersections to access the traffic stream
on the major street.

Implementation

The nature of the Plan will allow for
implementation in two stages. The
improvements are linked to the antici-
pated staging of development and to
traffic growth along Evelyn Avenue,
which is below the 15,000 ADT
threshold.

Stage One

The major component of Stage One will
be construction of the S-Curve
connector on Bush Street. The Villa
Street/Bush Street intersection will be
reconstructed to its ultimate
configuration (see Figure 4). This
design will give preference to vehicles
travelling from eastbound Villa Street to
northbound Bush Street, and vehicles
travelling from southbound Bush Street
to westbound Villa Street. The ultimate
width of the S-Curve connector is
shown in the Typical Cross-Sections
figure. The intersection detail in
Circulation Plan Illustration figure
shows that the proposed design will
also act as diverter for the south leg of
Bush Street.

Stage One will also include temporary
improvements to the Evelyn
Avenue/Bush Street intersection in
order to accommodate “Existing” plus
“Approved Projects” plus “Precise
Plan” project traffic. The interim
improvements to Evelyn Avenue/Bush
Street will include a westbound left-turn
lane which will require the elimination
of parking along Evelyn Avenue for two
hundred feet (200’) to the east of the
Bush Street intersection, and a short
northbound right turn lane which will
require the elimination of parking along
the east side of Bush Street for one
hundred feet (100’) south of the Evelyn
Avenue/Bush Street intersection.

Chapter IV. Capital Improvements
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Chapter IV. Capital Improvements
-67-
Stage Two

The second stage of implementation will
include ultimate improvements to the
Evelyn Avenue/Bush Street intersec-
tion, and the widening of Evelyn
Avenue. The Evelyn Avenue/Bush
Street intersection will be reconstructed
similar to the Villa Street/Bush Street
intersection (see the Circulation Plan
Illustration for the ultimate configura-
tion of the Evelyn Avenue/Bush Street
intersection). The ultimate width of the
S-Curve connector is shown in the
Typical Cross-Sections figure.

If the Precise Plan project reaches build-
out in the near term, and forecast
growth in the surrounding area does not
increase in the near term, the improve-
ments of Stage Two will not be immedi-
ately required. However, if the Precise
Plan project does not build out in the
near term, but is delayed and coincides
with forecast growth in the surrounding
area, Stage Two improvements will
need to be implemented in conjunction
with the development of the Project
land uses.

The Precise Plan calls for Evelyn
Avenue to have a broad boulevard
appearance with wide sidewalks and
generous landscape strips. The boule-
vard would extend from Calderon
Avenue to Bush Street where traffic is
directed into the S-Curve. Within this
street section, the goal is to have bike
lanes and parallel parking on both sides
of Evelyn Avenue, as well as four travel
lanes. The width of the right-of-way
needed to accommodate all of these
elements is one hundred four (104’).

Between Calderon Avenue and Bush
Street, the existing right-of-way is about
sixty-five feet (65’) wide. To implement
the plan, about eight feet (8’) of addi-
tional right-of-way will be needed on
the south and thirty-one feet (31’)
needed on the north side of Evelyn. The
acquisition of the required right-of-way
will be keyed to development of adjoin-
ing parcels. Consideration will be given
to obtaining easements in lieu of land
acquisition to achieve the desired boule-
vard effect. In addition, the need for
parking on both sides of the street will
be evaluated at the time of
implementation.

Between Bush and View Streets, the
streetscape will be somewhat different
because a parking structure is proposed
for the north side of the street. Rather
than a landscape strip between the curb
and the sidewalk on the north side,
street trees would be planted in a wide
sidewalk ten to fifteen feet (10’-15) in
front of the garage. In this section, the
existing right-of-way is only fifty feet
(50’) wide. About five to ten feet (5-10’)
of right-of-way will be needed on the
south side of the street. The amount of
land needed on the north side will vary
depending on whether there is on-street
parking in this section. Without on-
street parking, about eighteen feet (18’)
of right-of-way will be needed on the
north side.

Between Hope and View Streets, Evelyn
Avenue will have two through lanes, a
turn lane, bike lanes and if feasible,
parallel parking on both sides of the
street. The existing right-of-way in this
section is seventy-three feet (73’).

Chapter IV. Capital Improvements
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Chapter IV. Capital Improvements
-69-
About five feet (5’) of new right-of-way
will be needed in this section. However,
the paved width will need to be
increased by approximately twenty-
three feet (23’) at the narrowest point.

The paved width may be less depending
on whether there is on-street parking in
this section.

Representative cross sections of the
proposed Evelyn Avenue design are
shown on the Typical Cross Sections
figure. The location of the cross sections
is shown on the Circulation Plan
Illustration figures.

Transit Center

A final improvement will be the
redesign of the Evelyn Avenue/Hope
Street intersection. Improvements to
this intersection will be in conjunction
with the upgrade of the Transit Center,
including bus and auto access. The
intersection will be signalized, and left-
turn lanes will be added in the
eastbound, westbound, and northbound
directions. The intersection will also be
widened east/west in order to
accommodate the two concentric drop-
off loops for the CalTrain station.

THE DOWNTOWN TRAIN STATION

AND TRANSIT CENTER

Over the next 5 to 10 years, the CalTrain
station area will be improved to include
a new platform and pedestrian access
for the Tasman Corridor Light Rail line
extension, improvements to the existing
CalTrain platform, an upgraded bus
transfer and layover facility, and
expanded parking facilities.

Alternative development concepts for
the CalTrain station and parking area
were evaluated by representatives of the
City of Mountain View, Santa Clara
County Transportation Agency
(SCCTA), State Department of
Transportation (Caltrans and CalTrain),
and the Peninsula Corridor Joint Powers
Board (JPB). The concepts illustrated
different ways to combine expanded
bus access and layover facilities, drop-
off areas, light rail and CalTrain plat-
form access and existing and future
parking requirements. The preferred
Concept Plan is illustrated on the
following pages. Policy recommenda-
tions for the principal elements of the
Plan are described below. Station-
related traffic improvements are
described in the previous section.

Transit Facilities

The platform and track for the SCCTA
Tasman Corridor Light Rail Line will be
located between Central Expressway
and the existing CalTrain track. The
platform should be located to the east of
Castro Street, with a sidewalk connec-
tion to Castro Street. The CalTrain track
will remain in its present location.

However, the CalTrain platform will be
reconfigured for “outside” boarding,
with platforms on either side of the
tracks rather than in between them.

Two concentric bus and shuttle/”kiss-
and-ride” access lanes are recom-
mended to create a semicircular
“crescent” centered on Hope Street. Six
Chapter IV. Capital Improvements
-70-
bus bays should be provided; five
would be located along the outside lane
of the crescent, with a sixth located off
Evelyn Avenue.

Buses would move clockwise around
the crescent, with passenger pickup and
drop-off along a platform on the inside
of the curve. Shuttle bus and “kiss-and-
ride” access would be located along the
inside lane of the crescent.

Shuttles and cars would move counter-
clockwise, sharing the bus platform for
passenger pickup and drop-off. Light
rail- and CalTrain-oriented pedestrians
cross the bus lane to the rail platforms at
one of two radial crosswalks.

Parking

To accommodate the bus transfer facil-
ity and redevelopment at the Castro
Street/Evelyn Avenue corner (see next
section), CalTrain station parking
should be shifted eastward approxi-
mately three hundred sixty feet (360’)
from its present location. In Phase I of
the improvements, the existing 246
improved surface parking spaces would
be replaced and increased to approxi-
mately 300 spaces, with a new access
drive added at the Bush Street intersec-
tion.

In Phase II, a parking deck would be
added over the surface parking area to
accommodate up to a total of 600 cars.

Access drives would be located in the
vicinity of the View Street and Bush
Street intersections. Trellises are
recommended on the deck to screen
parking from adjacent commercial
and/or residential structures and to
provide shade for parked cars.

An option to be considered is a taller
parking structure that occupies less
frontage. This structure would be more
expensive to construct. However, it
would free land in the “Transit Services
Expansion Area” for income-generating
development. For example, if parking
were on three levels instead of two,
approximately 0.9 additional acres, or
260 linear feet of Evelyn Avenue front-
age, could be available for development.

Transit-Related Commercial
Development

The City-owned property at the corner
of Evelyn Avenue and Castro Street
should be merged with a portion of the
adjacent CalTrain-owned property to
support development of an attractive
“Downtown gateway” commercial
project. (The City-owned property
currently contains a grass area, retaining
wall, and the concrete “cube”
Downtown entrance sign.) Income from
the project could be used to fund main-
tenance of the Station area and/or a
share of the cost for Station amenities.

As depicted by the Concept Plan, devel-
opment should consist of a mixed retail
and office building and a south-facing
plaza. On the station-facing sides, the
building should include public and
transit operator rest rooms and other
facilities, as well as a newsstand, flower
stand, and other vendors typically
associated with downtown train
stations. On the Castro Street and
plaza-facing sides, the building could
Chapter IV. Capital Improvements
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include restaurants, shops, and services.

Space on upper floor(s) could be leased
for private and/or nonprofit office
space. The building would be sited to
allow for direct pedestrian access along
the northerly and southerly facades to
the CalTrain platform and bus transfer
facility.

Design Amenities and Improvements

A landmark clock tower is recom-
mended at the center of the crescent to
provide a visual focus for the station
and to create an attractive terminus for
the view south on Hope Street. The
clock tower should be traditional in
design, in keeping with the forms of
historic older buildings along Castro
Street. The base of the clock tower
could accommodate a ticket center
and/or concession. The surrounding
paved area should be designed as an
attractive waiting area, with benches,
lighting, and shade trees. Shade trees
should also be extended along the inside
of the crescent to screen trains and buses
from views along Hope Street and pro-
vide a backdrop for the clock tower.

Paving, lights, and other furnishings
within the Station area should be the
same as those employed along Castro
Street, so that the station functions as an
extension of Downtown. Castro Street-
type paving should extend throughout
the pedestrian areas in the bus transfer
facility, and pedestrian-scale streetlights
should be extended along the Evelyn
Avenue and railroad platform frontages
of the Station, parking area, and around
the crescent.

Lights should be placed at approxi-
mately sixty feet (60’) on center. Wait-
ing shelters should be modelled on the
bus shelters designed for Castro Street.

Bollards with connecting chains or some
other form of pedestrian barrier should
be installed along the perimeter of the
crescent to discourage pedestrians from
crossing the bus lane at points other
than designated crosswalks.

Bicycle storage lockers could be located
along the western side of the crescent in
Phase I, adjacent to the existing City-
owned retaining wall and turf area. In
Phase II, they would be located along
the perimeter of the parking structure.

Chapter IV. Capital Improvements
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Chapter IV. Capital Improvements
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Chapter V

IMPLEMENTATION

Chapter V. Implementation

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IMPLEMENTATION

The Evelyn Avenue Corridor Precise
Plan contains both policy and capital
improvements elements. This Chapter
describes the actions and/or legal
mechanisms required to put these
elements into effect. Policy-related
actions include amendments to the City
of Mountain View General Plan, Zoning
Map, and Zoning Ordinance, and
establishment of street plan lines.

Capital improvement-related actions
include establishing the public-private
financing mechanisms needed for
widening and landscaping Evelyn
Avenue, constructing street modifica-
tions and traffic control measures
throughout the Plan Area, and improv-
ing the Downtown Train Station and
Transit Center.

These actions are separate from
adoption of the Precise Plan.

POLICY-RELATED ACTIONS

To have the legal authority required to
guide development and capital
improvements in the Plan Area, the
Evelyn Avenue Corridor Precise Plan
must be integrated with both the
General Plan and the Zoning
Ordinance. Once this is accomplished,
the Precise Plan will be the primary
regulatory tool for the Evelyn Avenue
Corridor Plan Area.

General Plan Consistency

The Precise Plan is generally consistent
with both the General Plan goals and
policies. When the General Plan is next
updated, the Circulation Chapter should
be revised to incorporate the Evelyn
Avenue/Villa Street east-west corridor
through this area.

Zoning Consistency

The Precise Plan’s detailed development
standards and design guidelines are
implemented by rezoning the area to the
Planned Community (P) District. For
any issue not addressed in the Precise
Plan relevant sections of the Zoning
Ordinance would apply. If there is a
conflict with the regulations of the
Zoning Ordinance or with other City
standards, such as the City’s “Design
Guidelines for Single Family Homes,”
the Precise Plan shall apply.

This Precise Plan supersedes the
following zoning designations:

— The Evelyn Avenue Precise Plan
(P(18)) zone which applies to the
northerly frontage of Evelyn
Avenue.

— The Commercial Service (CS) zone,
which applies to the blocks bounded
by Evelyn Avenue on the north, Villa
Street on the south, Calderon
Avenue on the east and View Street
on the west.

— The 451 Villa Precise Plan zoning
which applies to four parcels along
the south side of Villa Street east of
Bush Street.

— The R3-1 zoning which applies to
three parcels along the south side of
Villa Street.

Chapter V. Implementation

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Status of Commercial Uses

Most of the uses existing in the Evelyn
Corridor Precise Plan Area in 1994 are
commercial uses. Upon adoption of the
Precise Plan, new commercial develop-
ment can occur only in the Support
Commercial and Transit Services Areas.

Mixed-Unit Residential Area

All existing commercial buildings and
uses in the Mixed-Unit Area can con-
tinue indefinitely. Buildings can be
repaired, maintained and upgraded to
keep them in safe condition and to
improve their appearance. However,
they cannot be expanded and only those
structural alterations or replacements
necessary to meet current requirements
of the City or other agencies are
allowed. If an entire commercial
building or a portion of a building is
damaged or destroyed by natural
disaster or accident, the building may be
restored or rebuilt and used as before.

In the event of permitted reconstruction
arising from natural disaster or accident,
undamaged structures or parts thereof
on the same property may be demol-
ished and reconstructed or the area
thereof may be added to or incorporated
into other permissible reconstruction
when the Zoning Administrator deter-
mines, through the public hearing
process, that it is necessary or desirable
to facilitate street improvements or
other public improvement contemplated
in the Precise Plan.

If an existing use is terminated, it may
be replaced as follows:

a. With a new use, listed as a permitted
use in the General Commercial or
Service Commercial District, of the
exact type as the previous use upon
the administrative finding by the
Zoning Administrator that the new
use matches the specific type of
business of the previous use as cate-
gorized by the business license of the
previous uses.

b. With a new use, listed as a permitted
or conditional use in the General
Commercial or Service Commercial
District (except for office and R&D
uses listed in Subsection d), different
from the previous use upon
determination by the Zoning
Administrator through a public
hearing process conducted in
accordance with Section A36.43 that:

1. The proposed use is of the same
type of business (as determined
by business license classification)
and same Zoning Ordinance
parking category as the former
use or, if changing business type,
will not, as proposed and condi-
tioned to be operated, generate
the demand for more parking
than can be provided for and
assigned to the proposed use.

2. In making the determination
whether the proposed use will
generate more parking demand
than the proposed parking space
supply, the Zoning
Administrator shall consider the
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Zoning Ordinance parking
requirements contained in
Section 36.37.040, the proximity
of the site to transit and the
potential for business occupants
to use transit services, any
traffic/parking control measures
proposed and funded by the
applicant, and specific operations
of the proposed use.

3. Upgrades to the appearance of
the building and property are
proposed including, but not
limited to, installation of new
landscaping; painting and repair
of building; removal or screening
of outside features like storage,
refuse or equipment areas,
installation of facade treatments
that update the building appear-
ance but do not alter the struc-
tural life of the building and
resurfacing and restriping
parking areas.

4. The proposed use will involve
use of quantities or types of
hazardous materials that could
create risk to adjoining properties
or people unless materials are
stored and handled in a manner
acceptable to the Fire
Department.

c. New office, R&D, software develop-
ment, light product assembly or
testing operations are prohibited.

Small-Lot R-1 Area
In the Small-Lot R-1 Area, the auto
repair/towing use at 365 Villa Street can
continue indefinitely. The building can
be repaired, maintained and upgraded
to keep it in safe condition and to
improve its appearance. However, it
cannot be expanded and only those
structural alterations or replacements
necessary to meet current requirements
of the City or other agencies are
allowed.

If the entire commercial building or a
portion of the building is damaged or
destroyed by natural disaster or acci-
dent, the building may be restored or
rebuilt and used as before.

If the existing use terminates, it can only
be replaced with a general commercial
use upon determination by the Zoning
Administrator through a public hearing
process conducted in accordance with
Section A36.43 that:

1. The proposed use is of the same type
of business (as determined by busi-
ness license classification) and same
Zoning Ordinance parking category
as the former use or, if changing
business type, will not, as proposed
and conditioned to be operated,
generate the demand for more
parking than can be provided for
and assigned to the proposed use.

2. In making the determination
whether the proposed use will
generate more parking demand than
the proposed parking space supply,
the Zoning Administrator shall
consider the Zoning Ordinance
parking requirements contained in
Section 36.37.040, the proximity of
the site to transit and the potential
for business occupants to use transit
Chapter V. Implementation

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services, any traffic/parking control
measures proposed and funded by
the applicant, and specific operations
of the proposed use.

3. Upgrades to the appearance of the
building and property are proposed
including, but not limited to, instal-
lation of new landscaping; painting
and repair of building; removal or
screening of outside features like
storage, refuse or equipment areas,
installation of facade treatments that
update the building appearance but
do not alter the structural life of the
building and resurfacing and
restriping parking areas.

4. The proposed use will involve use of
quantities or types of hazardous
materials that could create risk to
adjoining properties or people unless
materials are stored and handled in a
manner acceptable to the Fire
Department.

Unless specifically addressed above, the
provisions of Sections 36.29 through

36.29.3 of the Zoning Ordinance
(“Nonconforming Uses and Structures”)
shall apply to commercial buildings in
the Small Lot R-1 Area and the Mixed-
Unit Areas.

To facilitate residential redevelopment
to the extent possible, the City will assist
existing businesses in finding other
areas in the City in which to locate
including possible relocation to the
Support Commercial Area. Assistance
will be in the form of providing real
estate and business contacts, facilitating
review and approval of required City
planning approvals needed for reloca-
tion and ensuring that there are enough
areas in Mountain View that are zoned
to accommodate the displaced
businesses.

Street Plan Lines and Centerline
Setbacks

The Precise Plan proposes to widen
Evelyn Avenue between Bush Street and
the easterly boundary of the Plan Area,
and to alter the intersections of Evelyn
Avenue and Bush Street and Villa Street
and Bush Street. It also proposes new
north/south streets in several locations.

In order to provide for coordinated
redevelopment of this area, plan lines
for these new or widened streets and
intersections are to be adopted. In
addition, the Zoning Ordinance should
be revised so that street centerline
setbacks are consistent with the setbacks
established in this Precise Plan.

ADMINISTRATION

All major developments within the
Precise Plan Area except for those in the
Transit Services Area shall be subject to
approval by the City Zoning
Administrator per Sections 36.22.6
through 36.22.8 of the Zoning
Ordinance. Developments within the
Transit Services Area shall be subject to
approval by the City Council per
Section 36.22.6 of the Zoning Ordinance.

Once a major project has been
approved, uses which are identified as
provisional uses within the Plan,
building expansion and modifications
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and sign program changes may be
granted by the Zoning Administrator
after appropriate public hearings per
Sections 36.22.6 through 36.22.8.

Upon granting of the Planned
Community Permit, the approval of
minor sign programs, specific signs,
minor site changes and building
alterations, including building material
changes and changes in use which are in
conformity with the Precise Plan may be
authorized through the Site Plan and
Architectural Review (SPAR) process.

Fees

The City of Mountain View has
prepared a Precise Plan and an
Environmental Impact Report that
contain the major planning and
environmental reviews necessary for
private development to occur in the
Evelyn Corridor Precise Plan Area. The
$198,000 cost of these planning
documents will be prorated over all new
development at a rate of $750 per
dwelling unit and 50 cents per square
foot of commercial development. These
application fees apply to all new
residential and commercial develop-
ment within the Evelyn Corridor Precise
Plan Area. They are in addition to
normal planning and building fees (e.g.,
Planned Community permits, SPAR
processing, Negative Declarations , and
building permits). In the event that
changed conditions require the
preparation of a new Environmental
Impact Report, the special fee will be
waived and the applicant will pay the
usual fees for EIRs.

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Appendix

SUMMARY OF IMPACTS AND

REQUIRED MITIGATIONS FROM

ENVIRONMENTAL IMPACT REPORT

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APPENDIX A

EVELYN AVENUE CORRIDOR PRECISE PLAN

ENVIRONMENTAL IMPACT REPORT

FINDINGS

The following discussion of the project Findings complies with Section 15091 of the California Environmental Quality Act (CEQA). This Section states that, “No public agency shall approve or carry out a project for which an EIR has been completed which identifies one or more significant environmental effects of the project, unless the public agency makes one or more written findings for each of those significant effects, accompanied by a brief explanation of the rationale for each finding.” These Findings are contained in Resolution No. 15780, certifying the Final Environmental Impact Report (EIR), which was adopted by the Mountain View City Council on December 13, 1994.

The City of Mountain View, as Lead Agency under CEQA, prepared and certified a Final EIR for the Evelyn Avenue Corridor Precise Plan and related General Plan land use map amendments and zone changes in the area generally bounded by the CalTrain tracks, Calderon Avenue, Villa/Dana Streets and View Street. These approvals allow redevelopment of the area with a mix of support commercial, medium-high density residential, medium-low density residential and transit-related uses. The Final EIR identified 19 significant environmental effects resulting from the proposed project, and determined that each of them can be mitigated to less than significant levels. All of the significant environmental effects are listed below, with an explanation of how each will be mitigated, and a finding as to the significance of the effect after mitigation. These findings are supported by substantial evidence provided in the Evelyn Avenue Corridor Precise Plan Environmental Impact Report.

A. LAND USE

No significant impacts found.

B. HAZARDOUS MATERIALS

B.1 Effect: The project could expose future residents to existing hazardous materials contamination.

Mitigation: Applicants for development on properties identified or suspected of containing hazardous materials contamination shall prepare environmental hazardous materials assessments to determine the extent of contamination and recommend mediation. All environmental assessments shall incorporate the

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requirements of the California Department of Toxic Substances Control, as outlined in the Department’s Preliminary Endangerment Assessment (PEA) Guidelines.

Finding: Implementation of the Mitigation Measure described above would reduce this effect to a less than significant level because it would identify the extent of contamination and, where necessary, require its mediation under State regulations.

C. JOBS/HOUSING/POPULATION

No significant impacts were found.

D. GEOLOGY

D.1 Effect: Strong groundshaking during an earthquake could threaten future structures and residents on the site.

Mitigation: Applicants for all proposed structures shall build them in accordance with Seismic Zone 4 building criteria in the Uniform Building Code.

Finding: Implementation of the Mitigation Measure described above would reduce this effect to a less than significant level because Zone 4 criteria enables structures to resist minor earthquakes without damage and major earthquakes without collapse.

D.2 Effect: The project area may contain soil conditions that could impact future structures on the site.

Mitigation: Applicants for specific development proposals shall prepare soils investigations as part of the building permit process to identify soil hazards and provide mitigation.

Finding: Implementation of the Mitigation Measure described above would reduce this effect to a less than significant level, because the soils investigations would identify specific engineering techniques needed to minimize the impacts.

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E. WATER QUALITY

E.1 Effect: The project would result in potential water quality impacts associated with construction activities and increased pollutants in urban runoff from the site.

Mitigation: Applicants for projects within the area shall conform to the requirements of the Regional Water Quality Control Board and the National Pollution Discharge Elimination System (NDPES).

Finding: Implementation of the Mitigation Measure described above would reduce this effect to a less than significant level because it would require implementation of structural and nonstructural control measures and management practices to control the release of pollutants to the stormwater drainage system.

F. VEGETATION AND WILDLIFE

F.1 Effect: The project would result in potential impacts upon the riparian habitat of Stevens Creek.

Mitigation: No development, except that associated with creek improvements, will be allowed within one hundred feet (100’) of the top of the bank of Stevens Creek. Development associated with the creek (e.g., trail staging areas, picnic facilities, parking) shall conduct additional environmental review to determine potential impacts upon the riparian habitat and establish mitigation as necessary.

Finding: Implementation of the Mitigation Measure described above would reduce this effect to a less than significant level because it would establish a buffer zone between development and the creek.

F.2 Effect: The project would result in potential locally significant impacts to Heritage trees.

Mitigation: Proposed building projects will be subject to Site Plan and Architectural Review and the City’s Heritage Tree Preservation Ordinance to assure retention of Heritage trees, or, if that is unavoidable, replacement of Heritage trees per the City’s requirements. Where Heritage trees are identified, applicants for development must develop and implement protective measures for the trees during and after construction.

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Finding: Implementation of the Mitigation Measure described above would reduce this effect to a less than significant level because it would protect Heritage trees during and after construction, and allow removal of Heritage trees only with the approval of the Parks and Recreation Commission and the Parks Manager.

G. TRANSPORTATION

G.1 Effect: Build-out under the Precise Plan Area will cause the intersection of Evelyn and Calderon Avenues to operate at Level of Service (LOS) E during the afternoon peak hour. (At an unsignalized intersection, LOS refers to the minor street left-turn.)

Mitigation: The City of Mountain View shall install a traffic signal at Evelyn and Calderon Avenues at such time as the signal is warranted. The costs of the traffic signal will be shared by new development in the Precise Plan area in proportion to the impact each project has on the intersection.

Finding: Implementation of the Mitigation Measure described above would reduce this effect to a less than significant level because it would improve operation of the intersection to LOS A in the afternoon peak hour.

G.2 Effect: Cumulative development will cause the intersection of Evelyn Avenue at the State Route 85 northbound off-ramp to operate at LOS F in the afternoon peak hour.

Mitigation: The City of Mountain View shall install a traffic signal at Evelyn Avenue and the State Route 85 northbound off-ramp at such time as the signal is warranted.

Finding: Implementation of the Mitigation Measure described above would reduce this effect to a less than significant level because it would improve operation of the intersection to LOS B in the afternoon peak hour.

G.3 Effect: Cumulative development will cause the intersection of Villa and View Streets to operate at LOS E in the afternoon peak hour.

Mitigation: The City of Mountain View shall install a traffic signal at Evelyn Avenue and View Street at such time as the signal is warranted.

Finding: Implementation of the Mitigation Measure described above would reduce this effect to a less than significant level because it would improve operation of the intersection to LOS B in the afternoon peak hour.

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G.4 Effect: Cumulative development will cause the intersection of Evelyn Avenue and Bush Streets to operate at LOS F in the afternoon peak hour.

Mitigation: The City of Mountain View shall install a traffic signal at Evelyn Avenue and Bush Street at such time as the signal is warranted.

Finding: Implementation of the Mitigation Measure described above would reduce this effect to a less than significant level because it would improve operation of the intersection to LOS B in the afternoon peak hour.

G.5 Effect: Cumulative development will cause the intersection of Villa and Bush Streets to operate at LOS E in the morning peak hour.

Mitigation: The City of Mountain View shall install a traffic signal at Evelyn Avenue and Bush Street at such time as the signal is warranted.

Finding: Implementation of the Mitigation Measure described above would reduce this effect to a less than significant level because it would improve operation of the intersection to LOS B in the morning peak hour.

G.6 Effect: Cumulative development may cause the traffic volume on View Street between Villa and Dana Streets to increase by two hundred percent (200%).

Mitigation: The City of Mountain View shall monitor traffic volumes on View Street and key indicator intersections in the area for at least four years after implementation of the S-Curve to keep track of any significant increases over baseline conditions (existing plus approved in 1994). If monitoring finds significant increases, the reconfiguration of the Villa Street/View Street intersection to prohibit certain turning movements should be implemented in conjunction with an area wide neighborhood traffic plan.

Finding: Implementation of the Mitigation Measure described above would reduce this effect to a less than significant level because it would reduce the volume of through traffic from using this and other neighborhood streets.

H. AIR QUALITY

H.1 Effect: The project would result in short-term air quality impacts (dust) during construction.

Mitigation: During construction, the applicants for development projects, or their contractors, shall: (1) water exposed surfaces at least twice daily,

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including holidays and weekends; (2) cover and anchor stockpiles of debris, soil, sand and other materials that may be blown by the wind; (3) sweep the construction area and adjacent streets of mud and debris; (4) limit the speed of construction vehicles to 15 mph within construction areas; and (5) clean construction vehicles before leaving the site. These conditions and considerations shall be stated on any building construction plans and contractor documents.

Finding: Implementation of the Mitigation Measure described above would reduce this effect to a less than significant level because these measures would reduce the amount of dust in the air.

I. NOISE

I.1 Effect: The proposed residential and commercial uses may be exposed to excessive noise levels in some areas from train, traffic and activities at the Portuguese Lodge at 361 Villa Street.

Mitigation: Applicants for new residential and commercial development shall prepare noise studies to determine specific types of standard noise attenuation methods for reducing interior noise levels to 45 dBA for residential development and 55 dBA for commercial development.

Finding: Implementation of the Mitigation Measure described above would reduce this effect to a less than significant level because specific noise attenuation measures, such as sound barriers, building orientation, mechanical ventilation and structural design features, will be incorporated into the building design and construction.

I.2: Effect: The project would result in noise impacts during construction.

Mitigation: During construction, the applicants for development projects, or their contractors, shall be required to: (1) limit construction hours to weekdays from 7:00 a.m. (7:30 a.m. if next to residential) to 6:00 p.m.; (2) use construction equipment with proper muffling equipment; (3) implement idling prohibitions; (4) provide equipment shielding; (5) notify neighbors; and (6) select quieter equipment where possible.

Finding: Implementation of the Mitigation Measure described above would reduce this effect to a less than significant level because these measures will reduce the period of noise exposure of neighboring residents and generally reduce construction-related noise levels.

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J. VISUAL

J.1 Effect: The two new north-south streets between Villa and Dana Streets proposed in the Precise Plan would result in potential glare impacts upon existing residences on Dana Street.

Mitigation: The glare impacts would be mitigated by designing the streets with a slight curve and providing screening landscaping.

Finding: Implementation of the Mitigation Measure described above would reduce this effect to a less than significant level because the glare would be directed away from existing residences and reduced by a landscape screen.

K. CULTURAL RESOURCES

K.1 Effect: Cultural resources may be uncovered during construction activities, although this likelihood is low.

Mitigation: In the event that cultural resources are discovered during construction, the applicant, or contractor, will halt all work within ten feet (10’) of the find until a qualified archaeologist is retained to evaluate the find, devise a plan for further investigation, and make recommendations for any required mitigation.

Finding: Implementation of the Mitigation Measure described above would reduce this effect to a less than significant level because any cultural resource that is uncovered will be assessed by a qualified archaeologist who will make recommendations for mitigation.

L. SERVICES AND UTILITIES

L.1 Effect: The project may result in potential impacts upon Police services because of additional people and property requiring services.

Mitigation: Property and other taxes generated by the proposed development will help pay for any required expansions of Police services.

Finding: Implementation of the Mitigation Measure described above would reduce this effect to a less than significant level because property values and sales tax are both expected to increase thereby contributing funds to the expansion of police services.

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L.2 Effect: The project would result in potentially significant impacts upon schools in the area.

Mitigation: Applicants for future development projects shall pay State- mandated school impact fees for capital facilities in the Mountain View School District and the Mountain View-Los Altos High School District. Revenues obtained from property taxes from future project development will help pay for the operation of the schools.

Finding: Implementation of the Mitigation Measure described above would reduce this effect to a less than significant level because the additional school impact fees and property taxes will pay for the additional students.

L.3 Effect: The project would result in potentially significant impacts upon park services.

Mitigation: Applicants for future development projects shall dedicate park land or pay in-lieu fees in proportion to the number of units as required by Chapter 28, Article V, Division 4, “Provision for Park Land Dedication or Fees In Lieu Thereof,” of the City Code.

Finding: Implementation of the Mitigation Measure described above would reduce this effect to a less than significant level because there would be additional parkland and/or money to meet the park needs of new residents.

M. TRANSPORTATION—(View Street Location)

M.1 Effect: Build-out under the Precise Plan Area will cause the intersection of Evelyn and Calderon Avenues to operate at Level of Service (LOS) E during the afternoon peak hour. (At an unsignalized intersection, LOS refers to the minor street left-turn.)

Mitigation: The City of Mountain View shall install a traffic signal at Evelyn and Calderon Avenues at such time as the signal is warranted. The costs of the traffic signal will be shared by new development in the Precise Plan area in proportion to the impact each project has on the intersection.

Finding: Implementation of the Mitigation Measure described above would reduce this effect to a less than significant level because it would improve operation of the intersection to LOS A in the afternoon peak hour.

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M.2 Effect: Cumulative development will cause the intersection of Evelyn Avenue at the State Route 85 northbound off-ramp to operate at LOS F.

Mitigation: The City of Mountain View shall install a traffic signal at Evelyn Avenue and the State Route 85 northbound off-ramp at such time as the signal is warranted.

Finding: Implementation of the Mitigation Measure described above would reduce this effect to a less than significant level because it would improve operation of the intersection to LOS B in the afternoon peak hour.

M.3 Effect: Cumulative development will cause the intersection of Evelyn Avenue and View Street to operate at LOS F.

Mitigation: The City of Mountain View shall install a traffic signal at Evelyn Avenue and View Street at such time as the signal is warranted.

Finding: Implementation of the Mitigation Measure described above would reduce this effect to a less than significant level because it would improve operation of the intersection to LOS C in the afternoon peak hour.

M.4 Effect: Cumulative development will cause the intersection of Evelyn and Bush Streets to operate at LOS E.

Mitigation: The City of Mountain View shall install a traffic signal at Evelyn Avenue and Bush Street at such time as the signal is warranted.

Finding: Implementation of the Mitigation Measure described above would reduce this effect to a less than significant level because it would improve operation of the intersection to LOS B in the afternoon peak hour.

M.5 Effect: Cumulative development will cause the traffic volume on Bush Street between Villa and Dana Streets to increase by two hundred twenty-five percent (225%) to three hundred percent (300%).

Mitigation: The City of Mountain View shall construct traffic diverters at appropriate locations as part of a neighborhood traffic protection plan, and/or the City of Mountain View shall realign the southern leg of the Villa Street/View Street intersection to allow right turns to occur to and from the south leg, in conjunction with the S-Curve. This may require acquisition of right-of-way in the southeast quadrant of the Villa Street/View Street intersection. A determination of which measure to implement will be made at the time of implementation of the View Street S-Curve.

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Finding: Implementation of the Mitigation Measure described above would reduce this effect to a less than significant level because it would reduce the volume of through traffic from using this and other neighborhood streets.

NH/9/PrePlan
Evelyn Avenue-PP^

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ACKNOWLEDGMENTS

CITY COUNCIL

Dena K. Bonnell, Mayor
Robert Schatz, Vice Mayor
James R. Cochran
Patricia Figueroa
Maryce Freelen
Norman J. Shaskey
Arthur S. Takahara

ENVIRONMENTAL PLANNING

COMMISSION

John J. Miller, Chair
Kent V. Lenhard, Vice Chair
Robert Bertini
Ralph Faravelli
Tom Frankum
Joseph S. Kleitman
Pat Showalter

PLANNING AND COMMUNITY

DEVELOPMENT DEPARTMENT

Elaine Costello, Community
Development Director
Michael Percy, Principal Planner
Lynnie Melena, Senior Planner

PUBLIC WORKS DEPARTMENT

Larry Janda, Public Works Director
Tim Ko, Deputy Public Works Director
Dennis Belluomini, Traffic Engineer.

CONSULTANTS

Freedman Tung & Bottomley
Urban Design and Town Planning

Terence Bottomley Anne Burns
Michael Freedman Colette Haroun
Gregory Tung Katherine Kendall

Korve Engineering
Circulation and Transportation

Brent Ogden Gerard Grassi

Mundie & Associates
Economics

Suzanne Lampert