Sacramento City Council
February 15, 2022

RESOLUTION NO. 2022–
Adopted by the Sacramento City Council
February 15, 2022
AMENDING THE 2035 GENERAL PLAN LAND USE DESIGNATION AND URBAN FORM

DIAGRAM TO CHANGE THE LAND USE DESIGNATION FOR VARIOUS PARCELS CONTAINING 183± ACRES FROM THE URBAN CENTER HIGH TO URBAN CENTER

LOW DESIGNATION AND OTHER TEXT AMENDMENTS CONSISTENT WITH THE INNOVATION PARK PLANNED UNIT DEVELOPMENT (APNs: 225-0070-059-0000; -060; -063; -067; -076) (P18-077)

BACKGROUND
A. On March 3, 2015, Council adopted the 2035 General Plan (Resolution 2015-0061).

B. On January 13, 2022, the City Planning and Design Commission conducted a public hearing on, and forwarded to the City Council, a recommendation to approve the Innovation Park Planned Unit Development Project (P18-077).

C. On February 15, 2022, the City Council conducted a public hearing, for which notice was given under Sacramento City Code Section 17.812.010 and 17.812.030

BASED ON THE FACTS SET FORTH IN THE BACKGROUND, THE CITY COUNCIL RESOLVES AS FOLLOWS:

Section 1. The amendments are internally consistent with the goals, policies, and other provisions of the general plan in that: a) The proposed development is consistent with the Urban Center Low designation which provides for smaller urban areas throughout the city and includes a mix of housing, employmentintensive uses, and a wide variety of retail uses; b) Building heights for this designation tend toward low- and mid-rise structures typically found in the Community Plan area; and c) The project is redeveloping an underutilized sports arena site to provide development not allowed under the current zoning of the project site such as single- and multi-unit housing, commercial developments, and other institutional uses.

Section 2. The amendments promote the public health, safety, convenience, and welfare of the city in that: a) The proposed development is compatible with the surrounding residential, and commercial land uses and densities; b) provides an interconnected street system with pedestrian-scaled blocks and bicycle amenities; and c) provides for the necessary infrastructure to fully serve the project.

Section 3. The proposed zoning classification of the site is General Commercial (C-2)

and is consistent with the proposed general plan land use designation of Urban Center Low (UCTRLOW) because the densities and building heights allowed under this zoning are compatible with the height recommendations and minimum density of 20 dwelling units per net acre of the UCTRLOW designation.

Section 4. Based on verbal and documentary evidence received at the hearing, the City Council approves the 2035 General Plan Land Use and Urban Form Diagram Amendment as set forth in Exhibit A and text amendments as set forth in Exhibit B.

Section 5. Exhibit A is part of this resolution.

Section 6. Exhibit B is part of this resolution.

Table of Contents:

Exhibit A – General Plan Amendment Exhibit
Exhibit B – General Plan Text Amendment
Adopted by the City of Sacramento City Council on February 15, 2022, by the following vote:

Ayes:

Noes:

Abstain:

Absent:

Attest:

Esri, HERE, Garmin, (c) OpenStreetMap
contributors, and the GIS user community
Esri, HERE, Garmin, (c) OpenStreetMap
contributors, and the GIS user community
J. Quintanilla | 11/17/2021
¯

URBAN CENTER HIGH URBAN CENTER HIGH
±183 Acres ±183 Acres

URBAN CENTER LOW URBAN CENTER LOW
±183 Acres ±183 Acres

PROPOSED GENERAL PLAN DESIGNATION
0 1,300 2,600
Feet

CURRENT GENERAL PLAN DESIGNATION
Exhibit A

EXHIBIT B
General Plan Text Amendment
The following text is removed from the 2035 General Plan (North Natomas Community Plan, Part 3- Community Plan Areas and Special Study Areas) NN.M 1.9 Park-n-Ride Facilities. The Downtown Natomas Airport (DNA) corridor Route Refinement Report identifies a need for a minimum of 900 parking spaces in the North Natomas community.

The report identifies 375 park-n-ride spaces on 3.3 acres at the Truxel and I -80 station, and 225 spaces on 2 acres at the Town Center station. These 600 spaces would be exclusively park-n-ride spaces.

The last 300 spaces would be joint-use spaces located at the Arena station. Any additional park-n-ride spaces required to meet air quality or other goals and park-n-ride spaces at bus transit centers shall be designated as permanent joint-use. Park-n-ride facilities shall maximize the use of shared parking arrangements with any public or private use.

ORDINANCE NO. 2022-
Adopted by the Sacramento City Council
February 15, 2022
ORDINANCE AMENDING TITLE 17 OF THE SACRAMENTO CITY CODE BY REZONING 183.8± GROSS ACRES FROM THE SPORTS COMPLEX ZONE (SPXPUD) TO THE GENERAL COMMERCIAL ZONE (C-2-PUD) AT 1 SPORTS PARKWAY

IN ACCORDANCE WITH THE INNOVATION PARK PLANNED UNIT DEVELOPMENT PROJECT (APNs: 225-0070-059-0000; -060, -063, -067, and -076) BE IT ENACTED BY THE COUNCIL OF THE CITY OF SACRAMENTO:

SECTION 1
As used in this ordinance, “Property” means the real property depicted in attached and incorporated in Exhibit A and contains five (5) APNs.

SECTION 2
Title 17 of the Sacramento City Code (“Planning and Development Code”) is hereby amended by rezoning 183.8± gross acres from the Sports Complex zone (SPX-PUD) to the General Commercial zone (C-2-PUD), as shown on Exhibit A.

SECTION 3
As required by section 17.808.230.C.1.d of the Planning and Development Code, the City Council finds that the rezoning of the property is consistent with the General Plan, proposed use, and development standards in that the project provides for infill development on an underutilized piece of property with commercial, residential, and institutional uses that are comparable with the surrounding uses and neighborhood.

The proposed project complies with the proposed General Plan designation of Urban Center Low. Furthermore, the project promotes the public health, safety, convenience, and welfare of the City by facilitating for new uses that will function with respect with the neighboring residential and commercial uses, is designed to maximize pedestrian, bicycle, and vehicle connectivity, and designed to minimize impacts on neighboring residential neighborhoods. Lastly, this project is expected to provide local employment opportunities.

SECTION 4
The City Clerk is hereby directed to amend the City’s official zoning maps to conform with this ordinance.

SECTION 5
Exhibit A is part of this ordinance.

Table of Contents:

Exhibit A: Rezone Map
Adopted by the City of Sacramento City Council on February 15, 2022, by the following vote:

Ayes:

Noes:

Abstain:

Absent:

Attest:

Esri, HERE, Garmin, (c) OpenStreetMap
contributors, and the GIS user community
Esri, HERE, Garmin, (c) OpenStreetMap
contributors, and the GIS user community
J. Quintanilla | 11/17/2021
¯

SPORTS COMPLEX SPORTS COMPLEX
(SPX-PUD) (SPX-PUD)
±183 Acres ±183 Acres

GENERAL COMMERCIAL GENERAL COMMERCIAL
(C-2-PUD) (C-2-PUD)
±183 Acres ±183 Acres

PROPOSED ZONING DESIGNATION
0 1,300 2,600
Feet

CURRENT ZONING DESIGNATION

EXHIBIT A

RESOLUTION NO. 2022–
Adopted by the Sacramento City Council
February 15, 2022

RESOLUTION APPROVING THE INNOVATION PARK PLANNED UNIT
DEVELOPMENT MIXED INCOME HOUSING STRATEGY (P18-077)

BACKGROUND
A. On January 13, 2022, the City Planning and Design Commission conducted a public hearing on the Innovation Park Planned Unit Development project, and forwarded to the City Council, a recommendation to approve the Innovation Park Mixed Income Housing Strategy set forth in Exhibit A.

B. On February 2, 2022, the Sacramento Housing and Redevelopment Commission reviewed and commented on the Innovation Park Planned Unit Development Mixed Income Housing Strategy.

C. On February 15, 2022, the City Council conducted a public hearing, for which notice was given under Sacramento City Code Section 17.812.010 and 17.812.030 at which it received and considered evidence concerning the Innovation Park Planned Unit Development project.

BASED ON THE FACTS SET FORTH IN THE BACKGROUND, THE CITY COUNCIL RESOLVES AS FOLLOWS:

Section 1. Based on the verbal and documentary evidence received at the hearings held on February 15, 2022, the City Council finds the following:

1. The Innovation Park Planned Unit Development mixed income housing strategy is consistent with the goals, policies, and other provisions of the general plan and its housing element, in that:
a. Key principles from the City’s 2021-2029 Housing Element are to provide opportunities for affordable housing throughout the City (Housing Element policy 2.1), to expand housing types (policy 4.1) and promote mixed income neighborhoods (policy 4.3). The City’s Housing Element acknowledges that housing continues to be one of the biggest challenges in Sacramento and throughout California (Housing Element, p. 1). The dedication of 2.0 net acres to the Sacramento Housing and Redevelopment Agency (SHRA); and 10% inclusionary housing requirement beyond the first 1,500 market rate units or in-lieu monetary contributions proposed by the Innovation Park Mixed Income Housing Strategy will help ease this strain.

b. The City’s share of regional housing need or the City’s Regional Housing Needs Allocation (RHNA) is based on SACOG’s Regional Housing Needs Plan. Under this plan, Sacramento must
accommodate 45,580 new housing units between 2021 and 2029. Of these units, 10,463 should be affordable to households earning no more than 50 percent of the area median income (AMI), 6,306 to households earning between 51 percent and 80 percent AMI, 8,545 to households earning between 81 percent to 120 percent AMI, and 20,266 to households earning more than 120 percent of AMI. c. The provision of land for affordable housing and required affordable housing proposed by the Innovation Park project helps address the City’s need for affordable housing, as identified by the City’s Housing Element. The affordable housing requirement and/or housing impact fee payment proposed by the Innovation Park Mixed Income Housing Strategy is consistent with the City of Sacramento Housing Element Goals and Policies:
• Goal H-1. Increasing Overall Housing Production.
o Policy H-1.4. Facilitate Infill Housing Development. The City shall facilitate infill housing along commercial corridors, near employment centers, near high-frequency transit areas, and in all zones that allow residential development as a way to revitalize commercial corridors, promote walkability and increased transit ridership, and provide increased housing options.
• Goal H-2. Increasing Affordable and Workforce Housing Production.
o Policy H-2.1. Provide Opportunities for Affordable Housing Throughout the City. The City shall ensure that there are sites zoned appropriately for affordable housing in each of the City’s 10 community plan areas, especially high resource areas. • Goal H-4. Advancing Equity and Inclusion.
o Policy H-4.1. Expand Housing Types Throughout the City. The City shall take meaningful actions to allow for a greater array of housing types throughout the city to create more inclusive and equitable neighborhoods and to affirmatively further fair housing.
o Policy H-4.3. Promote Mixed Income Neighborhoods. The City

shall promote mixed income neighborhoods with an equitable distribution of housing types for people of all incomes throughout the City by encouraging new affordable housing in high resource areas and promoting homeownership
opportunities throughout the City, particularly in low resource areas.
• Goal 8.3. Encourage Accessible Housing Near Transit and Amenities.
o The City shall encourage the development, rehabilitation, and preservation of accessible housing, particularly in
neighborhoods that are accessible to public transit,
commercial services, and health and community facilities.

2. The Innovation Park Mixed Income Housing Strategy promotes the public health, safety, convenience, and welfare of the city by providing for the production of affordable housing and contributing to the variety of housing stock within the city, for a variety of incomes.

Section 2. The City Council hereby approves the Innovation Park Mixed Income Housing Strategy set forth in Exhibit A.

Section 3. Exhibit A is part of this resolution.

Table of Contents:

Exhibit A – Innovation Park Mixed Income Housing Strategy Adopted by the City of Sacramento City Council on February 15, 2022, by the following vote:

Ayes:

Noes:

Abstain:

Absent:

Attest:

1 Innovation Park PUD Mixed Income Housing Strategy
The Innovation Park Planned Unit Development (Innovation Park) is a mixed-use community proposed on the approximately 183.8-acre site that includes the prior Sleep Train Arena building and former Sacramento Kings practice facility, parking lots surrounding the arena building, and partially and fully undeveloped areas north of the arena and parking lots. SBH Natomas LLC (“Developer”) is the owner of Innovation Park, located within the North Natomas community in the northwestern portion of the city of Sacramento.

The land uses immediately surrounding the Innovation Park PUD area consist of mixed-use commercial, multi-family residential, and vacant land uses, and are bounded by Del Paso Road to the north, Truxel Road to the east, Arena Boulevard to the south, and East Commerce Way to the west.

Innovation Park is a proposed mixed-use, master planned community consisting of a state-of-theart hospital and medical campus comprised of approximately 35 acres of hospital and medical campus, 24.3 acres of park, medium to high density mixed-use zoning, and a school. The plan area will have a General Plan designation of Urban Center Low with a density range of 20 units per acre to 150 units per acre.

The North Natomas Community Plan calls for “[n]eighborhoods (that) will provide a balance of different housing densities with a variety of housing types, lot sizes, and affordability to serve a broad spectrum of residents.”
The vision for Innovation Park is to transform and redevelop the prior Sleep Train Arena from an underutilized sports complex into a vibrant innovation district focused on health, education, and living, with a mix of uses that enhances the fabric of North Natomas and the region. The project’s goals envision a plan that supports a wide variety of housing types as envisioned by the housing principles of the North Natomas Community Plan. Estimated residential densities, ranging from 20 units to a permitted maximum zoning density of 150 units per acre, will assist in generating a diverse housing stock including affordable units and a significant pool of workforce housing.

Innovation Park is subject to the City of Sacramento Mixed Income Housing Ordinance. The Mixed Income Housing Ordinance requires residential projects of more than 100 gross acres to “pay a housing impact fee” based on fees established by the city council as identified in the nexus study and prepare a strategy that will “demonstrate how the project will provide housing for a variety of incomes and family types consistent with the housing element.” At the time of this Mixed Income Housing Strategy, the housing impact fees for single unit dwellings of 20 du/ac or more are $0, and for multi-unit dwellings of 40 du/ac or more are $0.

Some of the key goals of Innovation Park supporting mixed income housing include:

1. Provide policy and design guidance for new development that is compatible with and wellintegrated within the existing community.

EXHIBIT A

2 2. Provide synergistic connections between medical office, residential, and commercial development within and surrounding Innovation Park.

3. Develop a mixed-use environment that provides residents with the opportunity to live, work, and play within Innovation Park.

4. Provide a range of housing types and densities, including but not limited to step-up housing, to meet the varied needs and preferences of those who will work both in the Plan Area and the greater region.

5. Provide an urban-core adjacent environment that prioritizes multimodal transportation including pedestrian, bicycles, and vehicles through a centralized complete street framework.

6. Provide a range of housing types and densities, including but not limited to step-up housing, to meet the varied needs and preferences of those who will work both in the Plan Area and the greater region.

7. Provide an urban-core adjacent environment that prioritizes multimodal transportation including pedestrian, bicycles, and vehicles through a centralized complete street framework.

8. Create a flexible entitlement structure to provide for more cost efficient housing and the ability to respond to future job and market opportunities.

9. Promote environmental sustainability through the use of green building technology, water conservation, renewable energy resources, active transportation options, or other community innovations.

Innovation Park supports several of the goals and policies listed in the 2021-2029 City of Sacramento Housing Element Goals and Policies:

H-1.4 Facilitate Infill Housing Development. The City shall facilitate infill housing along commercial corridors, near employment centers, near high-frequency transit areas, and in all zones that allow residential development as a way to revitalize commercial corridors, promote walkability and increased transit ridership, and provide increased housing options.

H-1.7 Encourage Adaptive Reuse. The City shall promote and facilitate the conversion of commercial, office, industrial, and parking structures for housing and mixed-use developments.

H-2.13 Affordable Housing Set-Aside in Enhanced Infrastructure Financing Districts. The City shall require a 20 percent set-aside for affordable housing in all new enhanced infrastructure financing districts to the extent permissible by State law.

H-4.1 Expand Housing Types Throughout the City. The City shall take meaningful actions to allow for a greater array of housing types throughout the city to create more inclusive and equitable neighborhoods and to affirmatively further fair housing.

H-4.3 Promote Mixed Income Neighborhoods. The City shall promote mixed income neighborhoods with an equitable distribution of housing types for people of all incomes throughout the City by encouraging new affordable housing in high resource areas and promoting homeownership opportunities throughout the City, particularly in low resource areas.

3 H-8.3 Encourage Accessible Housing Near Transit and Amenities. The City shall encourage the development, rehabilitation, and preservation of accessible housing, particularly in neighborhoods that are accessible to public transit, commercial services, and health and community facilities.

Incorporating Affordable Units
According to the City of Sacramento’s 2021-2029 Housing Element, housing is affordable if it costs no more than 30 percent of gross household income. According to the U.S. Department of Housing and Urban Development, lower income households are those that earn less than 80% than the area median income, or $72,500 for a family of four in the Sacramento area in 2021.

Workforce housing reflects units that are affordable to households earning between 60 and 120 percent of the area median income.

Along with the affordability by design principles of providing an opportunity for a wide variety of medium and dense housing, in an effort to ensure that a portion of the residential units developed in the Innovation Park area are affordable, the Developer will incorporate affordable units directly into Innovation Park.

At this time, the Developer is entitling the property, but has not presented a residential development at Innovation Park. To ensure that affordable units are incorporated into Innovation Park along with the associated infrastructure, the Developer will proactively develop an innovative Mixed Income Housing Strategy premised on a multi-faceted approach that requires the future residential developer to choose a path prior to building any residential units. This Mixed Income Housing Strategy provides a necessary flexibility that contributes to the City of Sacramento’s housing goals during this statewide housing crisis, ensures affordable units will be incorporated with any market rate units, and that the associated infrastructure can be developed to support the housing. This Mixed Income Housing Strategy provides the following options and components to ensure a mix of housing to support all future residents of Innovation Park (Strategy):

1. Prior to receiving any residential building permits in Innovation Park (except for the hospital and medical campus land area in Parcels D and D1), the proposed residential developer must choose one of the two following options, notify the Planning Director of its choice, and clearly indicate that option in its application:
a. The residential developer shall build or cause to build ten (10%) percent of any residential units within the PUD as affordable units either delivered before or concurrently as the market-rate housing. The affordable units will have affordability levels set at or below eighty percent (80%) of area median income applicable to Sacramento County, adjusted for family size as published and annually updated by the United States Department of Housing and Urban Development pursuant to section 8 of the United States Housing Act of 1937. These units may be mixed throughout a development as single-unit dwellings, or they may be provided in one multi-unit development. The affordable housing units will be eligible to receive Housing Trust Funds, which is administered by SHRA. To utilize this option, the residential developer

4 must present its plan to build ten (10%) as a minor amendment to this Strategy subject to Planning and Design Commission approval. Or;
b. The developer will dedicate 2.0 net building acres to Sacramento Housing and Redevelopment Agency (“SHRA”) in Parcel A – Innovation District as illustrated in Figure 2-1 of the District Schematic Plan and the developer’s land dedication must be approved and accepted by SHRA (“SHRA Land”). Given the dense urban context, this acreage provides the ample opportunity for SHRA to potentially develop, and manage, up to 150 affordable housing units, consistent with 17.712.030.B.1.c of the Mixed Income Housing Ordinance. To the greatest extent feasible, SHRA will ensure the construction of the affordable housing units will be contemporaneous with market rate units. i. The final map for Parcels D and D1 – Health District in the Schematic Plan may be recorded prior to the land dedication to SHRA. The final maps for remaining Parcels A, B, C, E and E1 will be permitted to record concurrently with/after the developer transfers the dedicated land to SHRA, pursuant to the Land Characteristics described herein.
ii. Up to 1,500 market rate resident building permits may be issued before the following condition must be met and additional permits issued:

1. The developer must build or cause to build ten percent (10%) of any additional residential units beyond 1,500 units within the PUD as affordable units, or pay Housing Impact Fees adopted at the time of pulling permits for construction (Fees). The affordable units will have affordability levels set at or below eighty percent (80%) of area median income applicable to Sacramento County, adjusted for family size as published and annually updated by the United States Department of Housing and Urban Development pursuant to section 8 of the United States Housing Act of 1937.

2. These units may be mixed throughout a development as single-unit dwellings, or they may be provided in one multi-unit development.

3. The affordable housing units will be eligible to receive Housing Trust Funds, which is administered by SHRA.

2. An option to make a minor amendment to this Strategy is subject to Planning and Design Commission approval and the amended Strategy shall not deviate from the threshold of ten percent (10%) affordable housing set-aside.

Land Characteristics
Prior to SHRA taking ownership, off-site infrastructure must be fully constructed, including street, curb/gutter, sidewalk, sewer, water, gas, electric, and other infrastructure and stubbed to the lot.

5 Furthermore, dedicated sites must be located within a ¼ mile of at least three of the following amenities:
 An existing or planned public elementary, middle, or high school;  An existing or planned public park or recreational facility;  An existing or planned transit stop;
 An existing or planned grocery store; and/or
 An existing or planned public library.

Any subsequent revisions made to changes in the Schematic Plan that impact the SHRA Land must be discussed with and approved by the City Community Planning & Development and SHRA prior to implementation of any amendments to this Strategy.

SHRA shall not be permitted to sell, transfer, or otherwise use the land for any other purpose than building affordable housing units. Any future development project shall be consistent with the PUD as approved on date of the transfer, and its related design guidelines.

Affordable Housing Regulatory Agreement and Monitoring Fees The purpose of the Affordable Housing Regulatory Agreement Monitoring Fees is to cover SHRA’s ongoing administrative expenses related to monitoring of the affordable units (annual inspections, income eligibility review, sale, resale, subordinations, etc.) for the duration of the regulatory agreement. Fees will be paid at the time the 30-year Affordable Housing Regulatory Agreement is recorded.

If the applicant/developer is producing multifamily affordable housing units not assisted by the SHRA through a mortgage revenue bond issuance and/or a gap financing loan, the applicant/developer must pay a fee equal to the number of Affordable Units multiplied by the Average Public Subsidy/Unit and SHRA’s approved annual monitoring fee discounted over the 30-year regulatory period.

If SHRA is issuing a bond or providing a loan to the project these fees will be waived.

6

RESOLUTION NO. 2022–
Adopted by the Sacramento City Council
February 15, 2022

RESCINDING THE CAPITAL GATEWAY SPORTS COMPLEX PLANNED UNIT

DEVELOPMENT GUIDELINES AND ADOPTING THE INNOVATION PARK PLANNED UNIT DEVELOPMENT GUIDELINES AND SCHEMATIC PLAN (P18-077)

BACKGROUND
A. On October 28, 1986, the City Council adopted the Capital Gateway Sports Complex Planned Unit Development and Schematic Plan (Resolution 86-831).

B. On October 28, 2021, the City Planning and Design Commission conducted a public hearing on the Innovation Park Planned Unit Development project.

C. On January 13, 2022, the City Planning and Design Commission conducted a public hearing on the Innovation Park Planned Unit Development project and forwarded to the City Council a recommendation to rescind the Capital Gateway Sports Complex PUD Guidelines and Schematic Plan.

D. On February 15, 2022, the City Council conducted a public hearing, for which notice was given under Sacramento City Code Section 17.812.010 and 17.812.030.

BASED ON THE FACTS SET FORTH IN THE BACKGROUND, THE CITY COUNCIL RESOLVES AS FOLLOWS:

Section 1. Based on the verbal and documentary evidence received at the hearings on the Innovation Park Planned Unit Development, the City Council finds that rescinding the Capital Gateway Sports Complex PUD Guidelines and Schematic Plan and adopting the Innovation Park Planned Unit Development Guidelines and Schematic Plan (together, the “PUD”) as set forth in Exhibits A and B.

Section 2. The Council’s approval of the PUD is based on the following findings of fact:

A. The adoption of the PUD is consistent with the applicable general plan land use designation, use, and development standards; the goals, policies, and other provisions of the general plan; There is no applicable specific plan to this site;
B. The adoption of the PUD promotes the public health, safety, convenience, and welfare of the city in that the PUD anticipates future development patterns for the entire site and provides expectations for a

well-designed infill community that is consistent the goals and policies of the General Plan and North Natomas Community Plan; and
C. The zoning classification of the subject parcels is consistent with the PUD in that the underlying zoning designation of C-2, will allow for the intended development as described within the PUD guidelines.

Section 3. Based on the verbal and documentary evidence received at the hearings held on February 15, 2022, the City Council hereby rescinds the Capital Gateway Sports Complex PUD Guidelines and Schematic Plan by rescinding Resolution 86-831, and hereby adopts the Innovation Park Planned Unit Development set forth in Exhibits A and B.

Section 4. Exhibits A and B are part of this resolution.

Table of Contents:

Exhibit A – Innovation Park Planned Unit Development Guidelines and Schematic Plan Adopted by the City of Sacramento City Council on February 15, 2022, by the following vote:

Ayes:

Noes:

Abstain:

Absent:

Attest:

FINAL DRAFT (revised)

INNOVATION PARK
Planned Unit Development
February 1, 2022
View from Service Access Road | California Northstate University Medical Center Exhibit A

Innovation Park Planned Unit
Development
Final Draft
(revised)
February 1, 2022

INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT iii

CONTENTS
Page
CHAPTER 1 INTRODUCTION ......................................................................................................... 1-1

1.1 Location and Context ............................................................................................ 1-1

1.2 Project Goal and Objectives .................................................................................. 1-1

1.3 Purpose and Intent ................................................................................................ 1-4 CHAPTER 2 PLAN OVERVIEW AND PRINCIPLES ........................................................................... 2-1

2.1 Design Principles ................................................................................................... 2-2

2.2 District Plan ............................................................................................................ 2-3

2.3 District Design Framework .................................................................................... 2-6 CHAPTER 3 LAND USE .................................................................................................................. 3-1

3.1 Concept and Land Uses ......................................................................................... 3-1

3.2 Adjacencies ............................................................................................................ 3-4

3.3 Residential .............................................................................................................. 3-4

3.4 Employment ........................................................................................................... 3-5

3.5 Commercial ............................................................................................................ 3-6

3.6 Hospital/Medical Campus ..................................................................................... 3-8

3.7 Parks/Open Space ................................................................................................. 3-8

3.8 Conceptual Development Program ....................................................................... 3-9 CHAPTER 4 COMMUNITY CHARACTER AND DESIGN ........................................................................ 4-1

4.1 Overall Form ........................................................................................................... 4-2

4.2 Policies ................................................................................................................... 4-3

4.3 The Districts at Innovation Park ........................................................................... 4-4 CHAPTER 5 CIRCULATION NETWORK ............................................................................................ 5-1

5.1 Policies ................................................................................................................... 5-3

5.2 Hierarchical Network ............................................................................................. 5-3

5.3 Public Transit ......................................................................................................... 5-7

5.4 Vehicular Parking ................................................................................................... 5-8

5.5 Pedestrian and Bicycle Circulation ..................................................................... 5-12 CHAPTER 6 PUBLIC REALM ........................................................................................................... 6-1

6.1 Policies ................................................................................................................... 6-2

6.2 Transportation Network ........................................................................................ 6-2

6.3 Parks and Open Space .......................................................................................... 6-5

CONTENTS
iv INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT CHAPTER 7 LIGHTING .................................................................................................................. 7-1

7.1 General Guidelines ................................................................................................. 7-1

7.2 Roadway and Walkway Lighting ........................................................................... 7-2

7.3 Building Lighting (Exterior) .................................................................................... 7-3

7.4 Parking Lighting ..................................................................................................... 7-3

7.5 Landscape Lighting ............................................................................................... 7-4 CHAPTER 8 SIGNAGE AND GRAPHICS .......................................................................................... 8-1

8.1 General Signage Design Requirements ................................................................ 8-1

8.2 Directional Signage ................................................................................................ 8-2

8.3 Freestanding Signage ............................................................................................ 8-2

8.4 Tenant Signage ...................................................................................................... 8-3

8.5 Hospital/Medical Campus Signage ...................................................................... 8-3 CHAPTER 9 SCHEMATIC PLAN ..................................................................................................... 9-1

FIGURES
Figure 1-1 Project Location ................................................................................................................. 1-2 Figure 2-1 Innovation Park Districts Plan ........................................................................................... 2-4 Figure 3-1 Surrounding Land Uses ..................................................................................................... 3-2 Figure 3-2 Zoning Designation ............................................................................................................ 3-3 Figure 3-3 Conceptual Development Program by District ............................................................... 3-10 Figure 4-1 Plan Area Districts and Streets ......................................................................................... 4-5 Figure 5-1 Baseline Roadway Network ............................................................................................... 5-2 Figure 5-2 Framework Circulation Network ........................................................................................ 5-4 Figure 5-3 Bus Routes and Stations Map ........................................................................................... 5-9 Figure 5-4 Potential Light-Rail Route and Stations Map ................................................................. 5-10 Figure 5-5 Bike Network Map ............................................................................................................ 5-13 Figure 6-1 Parks and Open Space Network ........................................................................................ 6-6 Figure 9-1 Innovation Park PUD Schematic Plan............................................................................... 9-2 TABLES
Table 4-1 Design and Development Standards Unique to Innovation Park PUD .................................. 4-3 Table 6-1 Parks and Open Spaces at Innovation Park ............................................................................ 6-7

INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT 1-1 CHAPTER 1

INTRODUCTION

1.1 LOCATION AND CONTEXT
The Innovation Park Planned Unit Development (PUD)
Area (“Plan Area”) covers approximately 183 acres that
includes the former Sleep Train Arena site in the City of Sacramento (City). The Plan Area is an infill
redevelopment site located within the City of
Sacramento’s North Natomas community and is bound
by the semi-curvilinear ring of Sports Parkway. The Plan Area is roughly bisected by Terracina Drive/East
Entrance Road from the east and by an extension of
Innovator Drive from the southeast.

The environs immediately surrounding the site are
composed of mixed-use commercial, office, multifamily
residential, industrial and vacant properties, bound by Del Paso Road to the north, Truxel Road to the east,
Arena Boulevard to the south, and East Commerce Way
to the west.

The Plan Area is strategically located close to the
crossing of Interstate 80 (I-80) and Interstate 5 (I-5), between the Sacramento International Airport and
downtown Sacramento (Figure 1-1). The size of the site, location within the North Natomas Community, and
proximity to future transit opportunities, along with its freeway visibility, provide a unique redevelopment
opportunity to attract residents, employers, and visitors to the area.

A vibrant mixed-use district

1.2 PROJECT GOAL AND

OBJECTIVES
The redevelopment of the Plan Area is envisioned to
create a vibrant mix of residential, commercial, health and educational uses, set in a predominantly developed
portion of North Natomas. The overarching goal of this
PUD is to ensure the orderly and logical reuse of the Plan Area in a manner that is compatible with the site’s
characteristics and constraints, is consistent with the City’s goals and policies, and is supportive of the
following objectives:
 Transform and redevelop the prior Sleep Train Arena
site from an underutilized sports complex into a
vibrant innovation district focused on health,
education, and living with a mix of uses that
enhances the fabric of North Natomas and the
region;
 Provide policy and design guidance for new
development that is compatible with and wellintegrated within the existing community;  Provide synergistic connections between medical
office, residential, and commercial development
within and surrounding Innovation Park;
 Develop a mixed-use environment that provides
residents with the opportunity to live, work, and play
within Innovation Park;
 Provide a range of housing types and densities,
including but not limited to step-up housing, to meet
the varied needs and preferences of those who will
work both in the Plan Area and the greater region;
 Provide an urban-core adjacent environment that
prioritizes multi-modal transportation including
pedestrian, bicycles, and vehicles through a
centralized complete street framework;

CHAPTER 1. INTRODUCTION
1-2 INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT SOURCE: ESA, 2021
Figure 1-1 Project Location

CHAPTER 1. INTRODUCTION
INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT 1-3 The PUD offers a unique opportunity to create a vibrant innovation district focused on health, education, and living Promote transit opportunities
 Integrate a combination of proximal uses, including
commercial, education, employment, residential, and
other use opportunities and services;
 Support the integration of the locally preferred route of the Sacramento Regional Transit (SacRT) Green
Line light rail line;
 Create a flexible entitlement structure to provide for more cost-efficient housing and the ability to
respond to future job and market opportunities;
 Promote environmental sustainability through the
use of green building technology, water
conservation, renewable energy resources, active
transportation options, or other community
innovations; and
 Provide diverse and engaging urban open space
opportunities suitable for the urban context.

CHAPTER 1. INTRODUCTION
1-4 INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT A variety of housing types and densities
Pedestrian friendly neighborhood

1.3 PURPOSE AND INTENT
The purpose of this document is to define the project
vision and to guide development in the Plan Area. The
PUD document establishes development requirements,
policies and guidelines unique to the area that shall be applied to all new development, alterations to existing development, new or expanded uses, and other activities that are subject to review by the City of Sacramento, as applicable.

While a variety of development scenarios could occur,
these guidelines should be used in the planning and
design of all projects within the Plan Area boundaries
and are intended to present the desired planning and
design characteristics that, when implemented, would
help to ensure the realization of the vision of the Plan Area. The PUD includes:
 Development principles, guidelines, and policies
describing recommended development and design
attributes and elements unique to the Plan Area’s
distinct yet complementary districts;
 Development standards that include required
development design attributes; and
 Development objectives that are recognized and
defined as goals for the Plan Area, and which strive
to achieve the spirit of the vision for development in
the Plan Area.

Other applicable City plans, regulations, and standards shall be referenced in the design and use of
development projects and public improvements within
the Plan Area. These include but are not limited to the City’s General Plan, Design Guidelines and Zoning Code.

Where the provisions of the PUD conflict with other City requirements, the provisions of the PUD shall govern.

Where the PUD is silent, the applicable provisions of the other City requirements shall govern.

Those provisions or portions thereof that indicate “shall,” “will,” or “must” are standards and are mandatory. Those that indicate “should,” “encouraged,” “discouraged,” or “may” are guidelines and are discretionary and may be
applied at the judgment of the City to achieve the
purpose and intent of the Innovation Park PUD.

INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT 2-1 CHAPTER 2

PLAN OVERVIEW

AND PRINCIPLES
The PUD is intended to serve as a flexible road map
leading to the establishment of a diverse, vibrant, and attractive destination at the geographic heart of the
largely developed southern portion of North Natomas.

The Plan Area is located between Downtown
Sacramento and Sacramento International Airport, near
the intersection of two interstate highways (I-5 and I-80).

The Plan Area thus has the potential to serve as both a community and regional hub.

The PUD provides the unique opportunity for future
development to fulfill an exciting vision for higher
density urban infill that includes housing, employment, education, health care, a variety of goods and services, and other destination-oriented uses. With a focus on
health, wellness, and the environment in siting hospital uses, education, and living in a singular environment, the opportunity is rare.

This opportunity is complemented by the wellestablished surrounding uses, transportation network, anticipated future connection to light rail and City
policies that identify it as an urban center.

The Plan Area accommodates a higher density urban
development consisting of distinctive residential
neighborhoods with different housing types, commercial
uses, mixed-use development, major employers,
hospital/ medical campus, education facilities, parks, or a combination thereof.

The public realm will serve as the framework on which
future development projects in the PUD area will be
based. Safe, inviting, and efficient tree-lined streets will both connect the community and provide an attractive
and memorable network for pedestrians, bicyclists, and
motorists to conveniently move about, with key arrivals and destinations enhanced by urban open spaces.

Mixed-use development core with a multi-purpose plaza
An important attribute of this framework will be context sensitivity, or the intentional design awareness of the end user, and the recognition of the differences between places—be it a safe and inviting neighborhood, or a
vibrant and bustling mixed-use employment district.

Each can be accommodated in the Plan Area, and both
warrant design solutions that best meet the needs of
their users.

Redevelopment of the Plan Area will be realized over
time, resulting in a community composed of interesting
places that complement one another and reflect the
most current thinking and market conditions.

CHAPTER 2. PLAN OVERVIEW AND PRINCIPLES
2-2 INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT

2.1 DESIGN PRINCIPLES
The project is focused on the opportunity of reusing this important infill redevelopment site. As the size of the site is large, it offers the potential for a diverse collection of development scenarios focused on creating an active
and innovative high density mixed-use employment
center.

Being largely bounded by existing uses in the heart of a thriving district, the Plan Area must be designed to
function as a responsible addition to the community. To achieve this balance of diversity and compatibility, the following design principles serve as the foundation for the PUD:

Create guidelines that
allow flexibility and
respect the development
and market context
Allow for a horizontal and
vertical mix of land uses
Guide decision making, and
anticipated
implementation needs over
an extended period of time.

Accommodate a variety of
housing types and densities
Create walkable and
bikeable neighborhoods
and districts
Support opportunities for
employment, medical and
commercial uses
Establish a multi-modal
environment
Foster the creation of an infill
development that is composed
of distinctive and attractive
districts with a strong sense of
place

CHAPTER 2. PLAN OVERVIEW AND PRINCIPLES
INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT 2-3

2.2 DISTRICT PLAN
In support of the principles and concepts described for this Plan Area—this framework provides for the design of a community defined by districts. This PUD provides for a total of three distinct districts with a strong sense of place at Innovation Park: Health; Life; and Innovation.

Each district consists of unique characteristics,
individually identified to accommodate different but
complementary uses. The following describes the
intended character, and framework in support of that
character, for each district.

Innovation Park’s three districts are shown in Figure 2-1 and described below. A more detailed discussed is
provided in Chapter 4, Community Character and Design.

Land Uses are further described in Chapter 3 including a conceptual development program diagram by district
(Figure 3-3).
 Health District. This district consists of two parcels totaling approximately 46.4 acres. The Health
District will contain a hospital and medical campus,
complementary commercial, retail, medical office,
residential uses for active seniors, medical focused
education facilities, and residences for student and
faculty housing. Outdoor spaces and other public
gathering places will be provided that foster
connection to the surrounding districts.

The Health District as the heart of the PUD, provides
comprehensive medical services to patients
throughout the region, and is envisioned to serve as
a catalyst for innovation. Development of the Health
District will focus on providing jobs and housing not
only for the employees within the Plan Area, but also
for the local community and region.

Employees, students, and visitors within this district
will benefit from local services provided for their
day-to-day needs. The design of development in
intended to draw activity to the pedestrian-oriented
streetscape for shopping, entertainment, and
business.
 Life District. This district is comprised of three
parcels for a total of approximately 72.2 acres. The
Life District incorporates the area east of Innovator
Drive, and may include but is not limited to a mix of
neighborhoods, a park and plaza, a school, a hotel
and local serving retail. It will include vibrant higher density urban residential areas in the core of
Innovation Park, graduating to quieter, less dense
neighborhoods within, and feature a prominent
urban plaza and Nature Park.

Higher-density urban residential area
Office uses

CHAPTER 2. PLAN OVERVIEW AND PRINCIPLES
2-4 INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT SOURCE: ESA, 2021 (acreages shown are approximate)
Figure 2-1 Innovation Park Districts Plan

CHAPTER 2. PLAN OVERVIEW AND PRINCIPLES
INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT 2-5 Neighborhood parks contribute to the development’s
character
An integrated and balanced design framework will help
create a strong sense of place
Urban plazas provide a place for employees and visitors to gather The Plan Area encourages different housing types to
meet the needs of many
Bus stops promote a multi-modal environment

CHAPTER 2. PLAN OVERVIEW AND PRINCIPLES
2-6 INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT  Innovation District. This district is comprised of two parcels totaling approximately 25.2 acres and
encompassing a mix of higher intensity uses
focused on innovation, including office, and
residential mixed-use (including retail). This district is conveniently accessible from all sides by the
street network and connects with the other districts
via the Innovator Loop Curvilinear Park (Innovator
Loop). Innovator Loop will be a curvilinear park
featuring a Class I bicycle path which bounds the
entire perimeter of Innovation Park.

The Innovation District may include residential
mixed-use neighborhoods and access to passive
parks. In addition, a SMUD substation would likely
be located within this district to provide
supplemental utility capacity for the Plan Area and
surrounding uses.

2.3 DISTRICT DESIGN

FRAMEWORK
The design framework for the Plan Area is closely tied to the district concepts for health, lifestyle, and innovation.

The framework of the public realm will serve as the Plan Area’s primary organizational element. This will be
enhanced by the careful allocation of thoughtfully
designed urban parks and open space areas that are
complemented by building placement and massing,
which will serve to create memorable, well-defined, and human- scaled places suitable for a dense urban
environment. The design framework is intended to
support an urban mixed- use environment that is healthy, peaceful, and attractive.

District design will focus at the district and
neighborhood level and include a vibrant mix of uses
throughout the Plan Area, with the local circulation
network and open spaces serving as the key
organizational elements. The districts will be defined by inviting, pedestrian-friendly, tree-lined streets, enhanced by the buildings and open space areas that define the
neighborhood or district.

The PUD provides an area wide circulation framework
that bounds and defines each of the Plan Area’s three
districts. Each of the districts include various subdistricts; the Innovation District includes two subdistricts, the Life District includes three sub-districts and the Health District includes two sub-districts (as shown by the parcels as formed by the primary roadway
network on Figure 2-1).

To allow flexibility for future development it is
anticipated that each of the sub-districts will be further divided by a local roadway network which would serve to create a finer grained, integrated, roadway network and smaller blocks.

The public realm is envisioned as the thread weaving
together the fabric of the Plan Area—be it in the form of attractive tree-lined streets, lively streetscapes,
neighborhood parks, mixed-use district plazas, or
connections to regional recreational amenities. The
inclusion of an open space network throughout the Plan
Area will help to provide better connectivity with the
various districts and the surrounding neighborhoods.

A network of parks, plazas, and paths for pedestrians
and cyclists will allow for a diverse natural setting while also embracing the urban environment. The public realm
along Sports Parkway and Innovator Loop is recognized
as an important circulation element and community
amenity serving as a Class I bike route and pedestrian
path, complete with streetscape and landscape
improvements.

Bicycle and pedestrian path network
Residential Open Space

INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT 3-1 CHAPTER 3

LAND USE
This chapter provides the land use framework and
overarching development standards for the Plan Area to
ensure realization of the project’s vision, while allowing for flexibility and innovative design over time. These
standards are built on and supplement existing policies, regulations, and guidelines of the Sacramento 2035
General Plan and the Sacramento City Code. This
chapter also provides a diagram of a conceptual
development program by district for the Plan Area (refer to Figure 3-3 provided at the end of this chapter). This figure is conceptual in nature and it is assumed that
actual development will vary.

3.1 CONCEPT AND LAND USES
The Plan Area was used as a sports arena and training
facility for the Sacramento Kings Basketball team, and
has been vacant since 2016. Because the surrounding
area has been rapidly developed over the last 15 years, it is an ideal location for new infill development
opportunities.

The Plan Area is centrally located in the North Natomas Community and borders the North Natomas Town
Center (Town Center) to the north. The Town Center
includes intense employment and commercial centers,
and high-density residential, civic, and regional park
uses.1 Additionally, the Plan Area would have easy
access to three light-rail stations planned along Truxel Road and north of Del Paso Road.2

1 North Natomas Community Plan, Page 3-NN-4.

The Plan Area is generally surrounded by an employment
center, with suburban commercial and suburban
residential uses to the east, south, and west (Figure 3-1).

These conditions offer the project a unique opportunity to become a mixed-use community with transitional
intensity. The project is envisioned to provide a balance of uses, such as residential, hospital, office, commercial, mixed-use, open spaces, and community amenities. The
project would support an appropriate density of uses
that is lower than the adjacent Town Center, but higher in core areas than the suburban communities located
adjacent to the Plan Area.

The mix of uses anticipated by the project would help
create an urban center that is compact, well-defined, and multi-modal, enabling employees and residents in and
near the Plan Area to enjoy a vibrant, convenient, and
sustainable urban lifestyle.

The development standards for the Plan Area should
(1) incorporate C-2 zone development standards under
the Sacramento City Code, as modified by this PUD, and
(2) build upon the guidance of, and supplementing the
regulations for, the Urban Center Low designation under the Sacramento 2035 General Plan. Refer to Figure 3-2.

Refer also to Chapter 4, Community Character, Table 4-1, which provides a summary of the Design and
Development Standards included in this PUD.
2 Sacramento 2035 General Plan, Mobility, Figure M2, Light Rail Facilities.

CHAPTER 3. LAND USE
3-2 INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT SOURCE: ESA, 2021
Figure 3-1 Surrounding Land Uses

CHAPTER 3. LAND USE
INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT 3-3 SOURCE: ESA, 2021
Figure 3-2 Zoning Designation

CHAPTER 3. LAND USE
3-4 INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT Multi-Family Residential
Small lot single family residential

3.2 ADJACENCIES
The Plan Area is bounded on three sides by Sports
Parkway as a perimeter road, and shares a boundary
with the Town Center on the northern side of the site.

Land uses to the north in the Town Center include a mix of office, commercial, residential, educational, civic, and open space uses. Other adjacent uses are generally lowdensity, low-rise development with suburban character.

Various commercial uses are located east of the Plan
Area across Sports Parkway, including retail, office,
restaurant, educational, and institutional uses. Centene, a national healthcare insurance company, has a 68-acre
campus adjacent to the Plan Area on Commerce Way.

Commercial and residential uses, including multi-family residential, office, educational, and medical uses, are located south of the Plan Area across Sports Parkway.

Across Sports Parkway to the west, adjacent parcels are utilized for multi-family residential, retail, commercial, restaurant, and religious facility uses.

3 Sacramento City Code, §17.216.710 C-2 Zone-Permitted Uses.

Townhomes
Duplex

3.3 RESIDENTIAL
The project could accommodate a range of residential
products to meet the needs of a variety of users. With its quasi urban center character, permitted residential uses within the C-2 zone include single-family residential,
duplex, mixed-use residential, townhouse, and multifamily residential uses.3 A residential mixed-use designation allows for
residential uses of various densities to be situated in conjunction with other uses permitted in the C-2 zone,
such as office, retail, restaurant, education, civic, and commercial services uses. Residential mixed-use is
intended to allow for the co-location of residential,
commercial, retail, and open space uses to allow for the growth of dynamic, efficient, and sustainable
communities with cohesive overall characters.

CHAPTER 3. LAND USE
INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT 3-5

3.3.1 Policies

3.3.1.1 Connectivity. Urban center residential uses
should be located and designed to promote
walkability, support multi-modal
transportation, and reduce automobile trips,
where feasible. These uses should be
strategically situated adjacent and connected
to a vibrant public realm that promotes
mobility and connectivity between
neighborhoods. Residential units should have
easy access to commercial uses and open
spaces through complete streets, pedestrian
paths, and bikeways.4

3.3.1.2 Variety in Housing Types and Densities.

Residential uses across the Plan Area are
intended to allow for a variety of housing
types and densities ranging from a minimum
of 20 to a maximum of 150 dwelling units per
net acre. Individual projects must meet the
minimum 20 dwelling units per net acre.

Densities can be averaged across any portion
of the project being entitled together.

3.3.1.3 Housing Diversity. Encourage a wide diversity
of housing types and a mixture of rental and
ownership housing. Encourage projects that
provide a variety of housing types and sizes,
including step-up housing and those that
serve individuals, families, seniors and
persons living with disabilities.

3.3.1.4 Mixed-Use Housing. Encourage vertical
mixed integration of housing and other uses,
where feasible.

4 North Natomas Community Plan, Residential, p. 3-NN-5.

3.3.1.5 Live-Work. Support live-work options for
artists and a variety of other home-based
businesses.

3.3.1.6 School. An elementary or middle school could
be located within the Plan Area to serve the
neighborhoods and community. The school
site should be located so the school is
bounded on at least two sides by minor
streets.

3.3.1.7 Parks and Open Space. A variety of public,
private, and semi-public parks and open
spaces appropriate for an urban environment
shall serve the Plan Area’s residents and
greater community.

3.4 EMPLOYMENT
As a new urban center, the Plan Area would include
employment center uses as one of its primary
designations. Employment centers create more jobs for
the City of Sacramento, and serve as important
mechanisms to promote economic development and
growth within a region by functioning as high-quality
employment anchors.

In contrast to isolated office parks, employment centers provide complementary residential and commercial
opportunities, as they situate employment-generating
opportunities in close proximity to a mix of uses in
settings which facilitate pedestrian, bicycle, transit, and rideshare connection opportunities. As a result,
dependence on individual vehicles and parking needs
associated with this use are reduced.5
5 City of Sacramento, Planning and Development Code Map Book, p. 6.

CHAPTER 3. LAND USE
3-6 INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT Innovative office space

3.4.1 Policies

3.4.1.1 Employment Anchor. Encourage a minimum
of one high-quality employment anchor in the
Plan Area.

3.4.1.2 Innovation Zone. Promote Innovation Park as
an “innovation zone” with the infrastructure
and facilities to support the development of
cutting- edge, innovative technologies, as well
as the amenities and housing resources
necessary to attract talent. Accommodate
emerging businesses and workplace styles,
such as co-working, incubator space, or other
new forms of creative businesses that can
benefit the local economy.

3.4.1.3 Pedestrian-Friendly Design. Design for
employment-generating uses should provide
for a pedestrian-friendly setting with ample
open space.

3.4.1.4 Variety in Supporting Uses. Employmentgenerating uses should provide for a variety of supporting uses, including mixed-uses for
retail, and residential. The close proximity of
supporting uses allows for pedestrian,
bicycle, and rideshare- connection
opportunities, which collectively help reduce
dependence on the automobile.

Consequently, parking needs are reduced and
shared parking opportunities increase.

3.5 COMMERCIAL
Innovator Drive will serve as the primary commercial
corridor including a mix of higher intensity, pedestrian focused uses activating ground floor uses. The
commercial corridor along Innovator Drive is to be easily accessible by users inside and outside of the Plan Area through interconnected roads, bicycle facilities, and
pedestrian networks.

The C-2 zoning is intended to accommodate a wide
variety of land uses by definition, or following
requirements associated with a conditional use permit.

These uses range from high density residential
developments to a diverse array of indoor and outdoor
destination uses to a broad collection of sales uses and uses related to manufacturing, service, and repair,
limited to 6,400 gross square feet.

3.5.1 Policies

3.5.1.1 Variety of Commercial Uses. The project
should ensure sufficient commercial space,
sized appropriately, to provide a variety of
commercial activities to meet the daily and
weekly needs of various users in the Plan
Area and surrounding communities.

CHAPTER 3. LAND USE
INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT 3-7 Commercial uses along a main street

3.5.1.2 Walkable Retail. Encourage neighborhood
serving retail and services to be located
within walking distance of residential
neighborhoods and transit stops.

3.5.1.3 Street Activity. Encourage outdoor dining,
street vendors, and other income generating
activities that contribute to activity on the
street and in public places. These uses are to
be located outside of the right-of-way planter
and not encroach into space between the
street and the sidewalk, which is reserved
solely for street trees.

3.5.1.4 Prohibited Uses. Uses allowed within the
Innovation Park Planned Unit Development
are those uses permitted by the underlying C2 zone, with the exception of the following uses, which are prohibited:

1. Gas stations

2. Accessory drive-throughs

3. Mortuary; crematory

4. Drive-through restaurants

5. Auto storage

6. Auto sales and rentals that includes
inventory displayed outdoors

7. Auto – service, repair

8. Equipment – rental, sales yard

9. Mini-storage; locker building

10. Mobile home – sales, storage

11. Towing service, vehicle storage yard

12. Superstore

CHAPTER 3. LAND USE
3-8 INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT

3.6 HOSPITAL/MEDICAL
CAMPUS
A key component of the project is the Hospital/Medical
Campus site, which would offer health care for patients in northern Sacramento County and emergency access
to medical services along the Interstate 5 (I-5) and
Interstate 80 (I-80) corridors; and serve as an important employment anchor within North Natomas.

The hospital would be designed and equipped to operate
as a Level II trauma center to accommodate a possible
future designation by Sacramento County based on
distribution of emergency services and facility capability pursuant to Code of California Regulations Title 22,
Division 9, Chapter 7, Sections 100254 through 100256
and 100259.

Medical facility with landscape setback
The proposed Hospital/Medical Campus would be
prominently located along the west side of Innovator
Drive, bounded by Sports Parkway to the west and
B Street to the north.

The northern parcel of the Health District is
approximately 35 acres and, like the remainder of the
Plan Area, would be zoned C-2 to accommodate the
variety of uses within the proposed Medical Campus and
to support future commercial and medical office
expansion. The southern parcel of the Health District
(approximately 10 acres) is envisioned to include
ancillary or related office/retail/ university uses as well as outdoor space that can be enjoyed by the public.

3.6.1 Policies

3.6.1.1 Hospital. Develop a full-service teaching
hospital in North Natomas that also supports
opportunities for employment, residential,
and other commercial uses.

3.6.1.2 Parks and Open Space. Incorporate publicly
accessible plazas and greenspace within the
Hospital/Medical Campus to create an
amenitized outdoor environment and
experience for users.

3.7 PARKS/OPEN SPACE
The Plan Area as an urban center should provide an
open space network, consisting of a variety of public
spaces, to support an urban lifestyle and the needs of
residents, workers, and visitors, that also enhances the overall identity of Innovation Park.

For example, an urban plaza would provide workers with
a convenient area to have lunch and rest, a
neighborhood park would be used by residents to picnic
and relax, a Class I bike route and pedestrian path would provide recreational opportunities, while passive parks offer a welcoming place to rest. This network would be
complemented by lively and inviting public streetscapes that could include sidewalk dining areas.

In addition to streetscape the following public spaces
are envisioned as key components of the open space
network in the Plan Area (Figure 6-1):
 Urban Plaza
 Nature Park
 Innovator Loop Curvilinear Park
Urban park for gathering and interaction

CHAPTER 3. LAND USE
INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT 3-9 Interconnected bike paths can encourage the use of
alternative transportation modes
In addition, publicly accessible, privately owned and
maintained open spaces (semi-public) would be located
on-site including within the Hospital/Medical Campus and the open space associated with the potential school site.

To encourage public health and safety, public space in
the Plan Area shall be connected to nearby parks, open
space areas, and recreational facilities to create a
complete open space network for the Plan Area.

Open space networks shall be realized by connecting
parks and open spaces through various types of links,
such as pedestrian pathways, sidewalks, bike lanes,
medians, and bridges. These links are important
components of the project’s circulation system, and
would encourage alternative modes of transportation
throughout the Plan Area.

3.7.1 Policies

3.7.1.1 Parks and Open Space Network. Include a
hierarchical open space network, including
public and semi-public, and active and
passive spaces, throughout the Plan Area to
facilitate connectivity and movement
between districts, and provide residents,
workers, and visitors with opportune and
inviting means of accessing the mix of uses
envisioned within the various neighborhoods.

3.7.1.2 Provision of Parks and Open Space. Adequate
public open space amenities for residents in
the Plan Area should be provided within 0.5
miles of all residents. The amount of open
space and recreational facilities reserved
within the Plan Area shall be commensurate
with an appropriate amount of open space for
the dense urban environment.

3.7.1.3 Urban Parks and Open Space. Promote
smaller, amenity oriented open space areas
that complement the urban nature of
Innovation Park. Encourage activated public
streetscapes, plazas, courtyards and sidewalk
dining areas.

3.7.1.4 Scale and Placement. Encourage placement
of small public places within active
pedestrian corridors supported by increased
levels of commercial and residential activity,
and fronting parks along public streets.

3.7.1.5 Public/Private Partnerships. Encourage
partnerships and joint use opportunities
between parks, schools, businesses, and
other institutions and agencies to allow for
publicly accessible, privately owned and
maintained open spaces (i.e., semi-public
spaces such as within the Hospital/ Medical
Campus and the open space/sports fields
associated with any potential schools).

3.8 CONCEPTUAL

DEVELOPMENT PROGRAM
The land uses proposed in the Plan Area, as discussed in this chapter, are graphically represented in Figure 3-3, which provides a diagram of a conceptual development
program by district. This diagram is strictly conceptual and subject to change as individual development
projects are reviewed and approved by the City.

CHAPTER 3. LAND USE
3-10 INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT SOURCE: ESA, 2021
NOTE: This figure is conceptual in nature and it is assumed that actual development will vary; subject to change. All numbers are approximate and subject to change.

Figure 3-3 Conceptual Development Program by District

INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT 4-1 CHAPTER 4

COMMUNITY

CHARACTER AND DESIGN
Innovation Park is foreseen to be a bold, vibrant, and
inviting urban hub, serving as home to a Hospital/
Medical Campus, mixed-use, and residential districts,
enhanced by an area- wide open space network. All
realized through the creation of a highly walkable,
bicycle friendly place with tree-lined streets, fronted by offices, shops, homes, and public parks and plazas.

Ground-floor shops and dining would add to the creation of a lively and vibrant street scene, with convenient
access by residents, area workers, and visitors alike.

Public parks and plazas, centrally located and highly
visible, provide access and enjoyment by all.

The Hospital/Medical Campus would be the landmark
feature of Innovation Park. In addition to a medical
center, it could include student housing, education, and laboratory sub-districts, all of which contribute to the Plan Area’s vibrant character. This dynamic campus is
seen to be well connected to the surrounding
community and larger region, making it a neighbor in
the tradition of “town and gown,” where it is both a
destination and an integral member of the community.

Neighborhoods at Innovation Park would meet the
needs of many households in a decidedly urban setting,
bringing to mind the best of highly livable districts,
made up of parks, school, shops, dining, transit, and
employment, within walking distance of one another.

Townhomes, attached homes, and apartments could
create strong and interesting neighborhoods. Mixeduse buildings in key locations will provide ground-floor, street-facing shops and services for area residents and those working nearby. This combination would
contribute to the creation of a lively and inviting street scene, adding to the overall character.

Street front cafes with shallow setbacks for sidewalk dining with building built close to the sidewalk edge
The urban fabric of Innovation Park includes a
multimodal transportation network woven throughout
mixed-density districts, connecting homes,
employment, shopping, dining, and parks seamlessly.

Area residents, workers, and visitors would be able to
easily move about safely and conveniently via
pedestrian and bicycle friendly, tree-lined streets, and Innovator Loop curvilinear park (“Innovator Loop”).

Innovator Loop would be a tree lined, curvilinear park
featuring a Class I bicycle path which bounds the entire perimeter of Innovation Park. Residents and visitors
may also enjoy access to light rail, as a future station could be located within convenient walking distance on
Truxel Road. Businesses, homes, and parks will be built close to tree- lined streets, fronting generous sidewalks, creating a highly walkable, attractive, and memorable
urban center that would be appealing to many.

CHAPTER 4. COMMUNITY CHARACTER AND DESIGN
4-2 INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT Higher-density residences built close to the street

4.1 OVERALL FORM
As discussed previously, Innovation Park includes three districts: Innovation, Life, and Health. They will be
organized along a central, north/south spine road,
Innovator Drive, and bound by a perimeter loop road,
Sports Parkway and the Innovator Loop curvilinear
park. When viewed in its entirety this collection of
districts would form a cohesive urban core area. While
each district will be unique, they are foreseen to
complement one another in terms of land use and
urban form. Block size and building massing should be
thoughtfully considered to facilitate a cohesive and
vibrant urban form, enhance pedestrian and bicycle
mobility, and create interconnectivity across Innovation Park. Typical block sizes shall not exceed 400 feet
between intersections; however, this PUD recognizes
that some parcels within the Plan Area are not regularly shaped and that there may be a need to revisit this
standard during detailed design to allow for flexibility.

Buildings in each should be built close to the sidewalk with strong public realm elements, creating a visually
harmonious street wall and streetscape. Recognizing
the complexity of urban areas, various setbacks should
be used in different places, as determined by the type
of use being built. Street front cafes or shops for
example would include shallow setbacks for sidewalk
dining areas, but the overall building built close to the sidewalk edge, while some lower density residential
uses would include shallow setbacks for stoops or
porches, and other higher-density residences would be
built closer to the street.

The overall vision and elements of Innovation Park are
informed by the hierarchy of City of Sacramento
planning documents. At the highest level, the PUD is
based on the City of Sacramento General Plan Land
Use and Urban Design Goals and Policies description of
Urban Center Low. This designation is reserved for
places foreseen to include employment intensive uses,
a mix of uses, housing, and retail types, all being well served by the circulation network, and proximity to
transit.

The City of Sacramento also provides Citywide Design
Guidelines for each of the land uses and building types proposed for Innovation Park. On an area specific level is the North Natomas Community Plan.

Each of these documents played, and will continue to
play, a role in the design and development of
Innovation Park and serve as the basis for establishing and evaluating project intent. They should serve as the baseline for the design of individual projects located
within the Plan Area.

CHAPTER 4. COMMUNITY CHARACTER AND DESIGN
INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT 4-3

4.2 POLICIES
The City of Sacramento has several policies in place to guide urban development including land use and design.

This Plan seeks to implement relevant City Policies
guiding urban development unless noted otherwise.

4.2.1 Context-Sensitive Development. Innovation
Park is foreseen to be a vibrant family of
urban districts. Its primary framework will be
the transportation framework reflecting the
City of Sacramento’s policies regarding the
development of Complete Streets. Just like
these policies, site planning and design
should be context sensitive. In parts of the
of the Plan Area such as the intersection of
Innovator Drive and B Street, buildings
should be built up close to the street with
minimal setbacks, in support of the area’s
desired character as an active and bustling
pedestrian friendly zone. Other areas,
located within the districts, such as
neighborhoods off Innovator Drive and along
connecting streets, the tone should be
“quieter,” reflecting their setting, and greater
setbacks from sidewalks are encouraged.

In any scenario, streets should be tree-lined
and attractively appointed with streetscape
elements and fronted by high-quality and
attractive buildings. This plan provides
guidance for each.

The following table summarizes the Design and
Development Standards required for development
within the Innovation Park PUD. General Design
Guidelines and Development Standards unique to the
Hospital/Medical Campus are provided in
Section 4.3.3.1 of this chapter.

The discussion that follows is intended to convey the
overarching character foreseen at Innovation Park and
within each district, as expressed in key urban design
elements.

Table 4-1 Design and Development Standards Unique to Innovation Park PUD Standard Definition
Standard 1.

Building Setbacksa
All residential and mixed-use residential – 3 feet to 15 feet Nonresidential – 0 feet to 5 feetb
Standard 2.

Height
Maximum height for hospital use – 280 feet
Maximum height for non-hospital buildings (within the Health Center) – 85 feet Maximum height for structures in the Innovation and Life districts – 65 feet Standard 3.

Planters
All landscape planters within right-of-way shall have a minimum 8-foot planter width Standard 4.

Sidewalk Width
An 8-foot sidewalk shall be required on all streets except for lower-density residential streets, where narrower sidewalks (no less than 5 feet) will be considered for residential streets Standard 5.

Block Sizea
Typical block sizes shall not exceed 400 feet between intersections; however, this PUD recognizes that some parcels within the Plan Area are not regularly shaped and that there may be a need to revisit this standard during detailed design to allow for flexibility.

NOTES:
a These standards are not applicable to the Health District. General Design Guidelines and Development Standards unique to the Hospital/Medical Campus are provided in Section 4.3.3.1 of this chapter.
b A potential exception to this standard would be if a commercial use, such as a hotel, were to be located on the corner of Innovator Drive and Sports Parkway/Innovator Loop. This type of use should be built up close to the sidewalk along Innovator Drive, with a setback from the sidewalk of 8 to 12 feet.

CHAPTER 4. COMMUNITY CHARACTER AND DESIGN
4-4 INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT

4.3 THE DISTRICTS AT

INNOVATION PARK
While complementary, each of the three districts within Innovation Park will have their own identity and
purpose. The districts include Innovation, Life, and
Health, as shown in Figure 2-1 and Figure 4-1. The
following describes the character and design intent of
each and describes key situations where special design
considerations should be made in addition to those
provided by the City of Sacramento’s Design
Guidelines. Figure 4-1 also provides a Plan Area street map for reference.

Because Innovation Park is seen to be an integrated
family of districts, the site development and building
design within each must contribute to the area’s overall character. Special emphasis should be placed on some
key design considerations, in addition to those
provided by City Guidelines, including:
 Establishing a strong pedestrian realm
 Creating streetwall continuity
 Location of main building entrances
 Location of ground-floor retail uses
 Corner treatment in special places
 Location of site access for automobiles
The following narrative elaborates on these design
considerations as they apply within each district.

Office spaces are integrated into the open space network Pedestrian-oriented residential street

4.3.1 Innovation District
The Innovation District, located in the northwest part of Innovation Park is envisioned to include higher-density mixed-uses, such as office, housing, and retail. The
maximum height allowed for buildings in the Innovation
District would be 65 feet, which is consistent with the C-2 zoning designation.

The setting of this district brings several design
considerations and opportunities. It is across Innovator Drive from the Life District, which would be
predominantly residential with some local serving retail and potentially a school, while to the south, is the Health District, which includes the Hospital/Medical Campus.

This district has convenient access to East Commerce
Way by West and Main Entrance Roads and is within
walking distance of the future preferred RT Green Line
station to the east. Building types in this district would include multi-story apartment or offices, which may be
podium or wrap type construction, with some groundfloor mixed uses. While there are numerous differences between office and residential buildings, a few
common guiding features exist, such as buildings
being built close to the sidewalk, the creation of a
visually cohesive district, and design elements that
support a pedestrian and bicycle friendly place.

The Innovation District could have the highest living/
working population within Innovation Park. As such, the strength of the on- and off-site pedestrian realm and
location of ground-floor retail uses will be particularly important.

CHAPTER 4. COMMUNITY CHARACTER AND DESIGN
INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT 4-5SOURCE: ESA, 2021 Figure 4-1 Plan Area Districts and Streets

CHAPTER 4. COMMUNITY CHARACTER AND DESIGN
4-6 INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT Office with front door opening onto Class I bike path

4.3.1.1 Establishing Strong
Pedestrian Realm
Design attention should focus on the sidewalk and
building edge conditions fronting Innovator Drive, the
two connectors (West Entrance Road/D Street and
Main Entrance Road/B Street) to East Commerce Way,
and along Sports Parkway and Innovator Loop. Effort
should be made to establish a street scene that holds
the streetwall, and avoids long, blank uninterrupted
building and site edge conditions. Design solutions for addressing this may include architectural relief,
changes in materials and colors, hardscape, special
architectural landscape treatments. Buildings should
not “turn their back” to the public, and the ground level pedestrian experience should be inviting and safe.

For residential buildings, this can be accomplished by
including street facing main entrances for ground- floor units. For offices, street facing main entrances and
courtyards or plazas and varied, interesting landscape
edges are important and should be used.

The pedestrian realm along Innovator Drive should
recognize its context as a primary access route and
“front door” to the community, anticipating a high level of pedestrian, bicycle and automobile activity. This area could include ground-floor shops, building entrances,
and is envisioned as a vibrant street, accommodating
visitors coming and going day and night. The space
should be safe, inviting and attractive.

Commercial street with attractive streetscape elements to promote walkability
The pedestrian realm along West Entrance Road/D
Street, Main Entrance Road/B Street, and Sports
Parkway should recognize their context as local district serving streets, with moderate volumes of traffic
potentially en route to localized destinations. These
streets may serve as the “quieter” front door to
buildings, and the public realm design should reflect
this.

The public realm along Sports Parkway and Innovator
Loop is recognized as an important circulation element
and community amenity, possibly serving workers
coming and going from the community, and area
residents enjoying the path as a community amenity.

As such, it should be designed to accommodate the
needs of visitors coming and going efficiently (like
workers) and those who may be strolling or casually
making their way (like residents).

CHAPTER 4. COMMUNITY CHARACTER AND DESIGN
INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT 4-7

Examples of streetwall continuity

4.3.1.2 Creating Streetwall
Continuity
In order to achieve the desired urban character for
Innovation Park, visually cohesive districts should be
established. The Innovation District fronts on the area’s primary circulation spine, Innovator Drive.

The streetwall in this location should recognize the
areas prominence, while considering the likely shorter
buildings across the street. Buildings, built close to the sidewalk, should remain largely uninterrupted, with a
discernable pattern of bays and openings, with façade
articulation to create interest.

Buildings fronting on West Entrance Road/D Street
should be built close to the sidewalk, and work to
establish a street cross section that appears complete, with buildings on both sides of the street creating
complementary streetwalls, helping to define the center of the district.

Buildings fronting on Main Entrance Road/B Street
should be built close to the sidewalk and remain
“aware” of the Hospital/Medical Campus to the south,
and while a cohesive streetwall is important, these
buildings and their wall planes and skyline should
complement and not compete with the buildings
across the streets, at the Hospital/Medical Campus.

Buildings fronting Sports Parkway should be built close to the sidewalk. The function of buildings along this
street may vary and could include primary or secondary
building entries and might have lower volume of street
level activity than the other streets. They will also front (across the street) Innovator Loop and should
recognize it as an important circulation way, and
community amenity. This streetwall should in turn
serve to visually “complete” the western edge of
Innovation Park.

CHAPTER 4. COMMUNITY CHARACTER AND DESIGN
4-8 INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT Residential uses with setbacks for stoops or porches

4.3.1.3 Location of Main Building
Entrances
Main building entrances should be easily recognizable,
attractive, and inviting. The nature of these will likely vary depending on whether commercial, office or
residential. In each though, efforts should be made to
establish clearly recognizable building elements,
possibly defined by architectural features, modest
setbacks, special hardscape treatments or a
combination of these, that will let the visitor know they have arrived at their destination.

Residential buildings shall include street front
entrances to individual ground-floor residential units, no matter the street they are fronting.

The design for residential and mixed-use residential
buildings should provide modest sidewalk-to-building
separation to provide privacy for residents, allowing for small stoops or porches. The depth of these setback
areas should be relatively shallow (3 to 15 feet from the back of sidewalk to primary building face) and
established considering the overarching intent of
creating a cohesive streetwall. On the other hand, the
depth of the setback areas for nonresidential uses shall have no minimum setbacks and a maximum setback of
5 feet.

Effort should be made to locate main building
entrances along Innovator Drive, to help create a
vibrant, interesting street scene and to reinforce its key role in community structure, which could receive more
emphasis than those located along other streets. Main
building entries will likely occur (and are encouraged) along West Entrance Road/D Street, Main Entrance
Road/B Street and Sports Parkway, which are foreseen
to embrace more of a “local” character than those
fronting Innovator Drive and could be less pronounced
than those on Innovator Drive.

Townhomes close to, and setback from, sidewalk

CHAPTER 4. COMMUNITY CHARACTER AND DESIGN
INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT 4-9 Small-scale, lower-density ground-floor retail

4.3.1.4 Location of Ground-Floor
Retail Uses
Ground-floor retail uses are encouraged in select
locations in the Innovation District, as feasible. The
uses suggested for these locations should be primarily
locally oriented goods, services, and dining, with a
strong and inviting presence on Innovator Drive. In
addition to meeting the daily needs of residents,
workers, and visitors, these uses could help to enliven the street scene.

Up to 15,000 square feet of retail could occur on the
northern parcel of the Innovation District. The primary suggested location for this would be on the corner of
Innovator Drive and West Entrance Road/D Street, the
secondary on the corner of Innovator Drive and Sports
Parkway. The primary location is intended to help
define this corner as a minor gateway into the
Innovation District, meeting the needs of residents and workers, and to help establish a pedestrian oriented
area. The secondary location would help to define the
gateway into Innovation Park when entering from the
north, while serving residents and being easily
accessible to those locate to the north in existing office areas.

Up to 20,000 square feet of retail space could occur on the southern parcel of the Innovation District. The
primary suggested location for this would be on the
corner of Innovator Drive and Main Entrance Road/B
Street, the secondary on the corner of Innovator Drive
and West Entrance Road/D Street. The primary location
is intended to help define the larger four-way
intersection as the geographic heart of the community,
and to help facilitate street level pedestrian activity.

The secondary location is intended to help define this
corner as a minor gateway into the Innovation District, meeting the needs of residents and workers, and to
establish a pedestrian oriented area.

While mixed-use residential products with retail
components are described for these specific locations;
these areas could also accommodate office,
residential, or some other mix of uses depending on the nature of the future development.

CHAPTER 4. COMMUNITY CHARACTER AND DESIGN
4-10 INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT

Corner treatments in key places create interest

4.3.1.5 Corner Treatment in Special
Places
The Innovation District is accessible from three
important roadways, will include some of the most
intense development in the Plan Area, and will function as gateways and landmarks for Innovation Park. As
such a hierarchy of special architectural treatments is encouraged in select locations.

Primary locations for more prominent architectural
corner treatments are encouraged on the corner of
Innovator Drive and Sports Parkway, a gateway into
Innovation Park, and the corner of Main Entrance
Road/B Street, West Entrance Road/D Street and
Innovator Drive, the heart of the community.

Secondary locations for architectural corner treatments are on the intersections of West Entrance Road/D
Street, Main Entrance Road/B Street, and Sports
Parkway, and West Entrance Road/D Street and
Innovator Drive, the former serving as gateways into
Innovation Park, and the latter, a gateway into the
Innovation District from Innovator Drive.

The nature of special corner treatments should vary,
possibly including distinctive building massing and
façade detailing, changes in colors and textures, the
use of decks, balconies, or sun shading. While these
design solutions should be visually distinctive, they
should not be garish or draw unnecessary attention to
themselves and should instead contribute to the overall urban form of the district and larger community.

4.3.1.6 Location of Site Access for
Automobiles
Innovation Park will bring forward a robust pedestrian
and bicycle friendly network, and a safe and efficient
travel network for automobiles and service vehicles. To bring this vision to fruition, several steps should be
taken to reduce pedestrian/bicycle automobile conflict
areas. To achieve this, automobile access locations
into parcels within the district, in the form of minor
local streets and site access drives, must be carefully located to limit potential conflict points.

CHAPTER 4. COMMUNITY CHARACTER AND DESIGN
INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT 4-11

4.3.2 Life District
The Life District includes the area east of Innovator
Drive, and may include neighborhoods, a park and
plaza, a school, a hotel and local serving retail. It is seen to include vibrant urban residential areas in the
core of Innovation Park, and quieter, lower-density
neighborhoods within. As mentioned above, similar to
the Innovation District, maximum building heights
allowed for buildings in the Life District would be
65 feet, which is consistent with the C-2 zoning
designation.

This district will feature a prominent Urban Plaza
helping to define the heart of Innovation Park, and
Nature Park, accessible from adjacent neighborhoods
and only a short stroll from the urban core. The Life
District includes three sub-districts and, like all of
Innovation Park, should be physically and visually
connected by a strong public realm and urban form.

4.3.2.1 Establishing Strong
Pedestrian Realm
An attribute of interesting urban places is a cohesive
and context sensitive public realm. The Life District will include residential uses within the urban core and the
surrounding neighborhoods, and within could include
varying densities, building types and desired lifestyles.

As such, the nature of the public realm should vary, to best meet the needs of users, and uses. Common to
each is the need to create a memorable, safe, and
inviting public realm, which should be adjusted to best respond to its context. One common element in
particular that will be present and easily recognizable throughout the Innovation Park public realm will be the presence of street trees, including generous street tree planters.

All planters are to be 8 feet wide, and they will be
continuous planters. Tree wells will not be allowed. An 8-foot planter and 8-foot sidewalk are required on all
streets except for the lower-density residential streets where narrower sidewalks (no less than 5 feet) will be
considered for residential streets. An 8-foot planter
strip would still be required for residential streets.

The primary purpose of the planters within the right-ofway is to support large and healthy trees. Any encroachment into the planters is highly discouraged,
including outdoor dining, bicycle racks, tree grates,
street furniture, and vendors. Where appropriate, space for front yard street trees will be allocated, as depicted in the image on this page.

Townhomes with front doors opening onto multi-modal
path
Innovator Drive Public Realm
The pedestrian realm along Innovator Drive should
recognize its context as a primary access route and
“front door” to the community, anticipating a high level of pedestrian, bicycle and automobile activity. This area should include ground-floor shops, building entrances,
and is envisioned as vibrant street, that accommodate
visitors coming and going day and night. Within the Life District, Innovator Drive will traverse several different use areas.

The most active and bustling segment of Innovator
Drive will be at the intersection with B Street which is foreseen to be fronted on three sides by ground-floor
shops, will have an Urban Plaza, and the
Hospital/Medical Campus. The public realm in this
location must consider this collection of uses and be
clearly recognized as an inviting and accessible place
that will support users that will be drawn to it.

North of the intersection of Innovator Drive and “B”
Street, the Life District would front Innovator Drive with residential buildings, with some corner ground-floor
shopping fronting the intersection, and across
Innovator Drive (the Innovation District) would be
higher density apartments.

CHAPTER 4. COMMUNITY CHARACTER AND DESIGN
4-12 INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT Effort should be made to establish a street scene that
holds the streetwall, and avoids long, blank
uninterrupted building and site edge conditions. Design solutions for addressing this may include architectural relief, changes in materials and colors, hardscape,
special architectural landscape treatments. Buildings
should not “turn their back” to the public, and the
ground level pedestrian experience should be inviting
and safe. Buildings with street facing entrances for
ground-floor units are encouraged.

South of this intersection and plaza, the Life District would front Innovator Drive with residential buildings, with some corner ground-floor shops fronting the street and plaza.

Effort should be made to avoid long, blank uninterrupted edge conditions, and may include hardscape, special
architectural landscape treatments, no matter the use.

Buildings should not “turn their back” to the public, and the ground level pedestrian experience should be
inviting and safe. Buildings with street facing entrances for ground- floor units are encouraged.

Further south of the intersection and plaza, residential buildings would front the street, and the street scene
would be predominantly residential. In this area, a
subtle variation in public realm treatment should occur, recognizing that this area is not a general destination, and instead part of the larger community.

B Street Public Realm
B Street, traveling west from East Entrance Road
between the Life District, goes through lower and
higher density neighborhoods, and passes Nature Park
and the Urban Plaza. Like other parts of Innovation
Park, buildings should be built up to the street, but the character of the public realm design elements should
recognize this street as a link between places, rather
than a destination. It should be designed to
accommodate safe and attractive pedestrian and
bicycle movement while seamlessly allowing access to
the uses fronting it including Nature Park and the
Urban Plaza, both of which should be highly visible and inviting.

Sports Parkway and Innovator Loop Public
Realm
Most of the Life District will be bound to the east by
Sports Parkway and Innovator Loop. This
transportation corridor will serve as the “front door” to the homes it bounds to the west, and as an important
transportation linkage for pedestrians, bicycles, and
vehicles. As such, it’s public realm attributes should be designed in a sensitive way, recognizing the unique
attributes of the experiences required various uses and on each side of the street, as described below.

The street scene in residential areas should be “quieter,” allowing residents to enjoy urban living while enjoying the feel of an intimate, tree-lined neighborhood street.

Where, and if, adjacent to a school, public safety,
comfort, and an attractive street scene should exist.

Across the street, adjacent to Innovator Loop, two
subtle streetscape attributes should be considered.

Along the street edge, a uniform streetscape treatment, which would tie the area’s overall character, should be applied. Whereas along Innovator Loop, a slightly
different approach should be taken, allowing the
pedestrian and cyclist to clearly recognize and enjoy
the zone specifically dedicated to their use. This could be accomplished by developing a layered approach to
landscape conditions, which create interest and variety.

4.3.2.2 Creating Streetwall
Continuity
Innovation Park is envisioned to be composed of a
complementary collection of districts and
neighborhoods. And while density and form may vary
within, a harmonizing element will be the establishment of streetwall continuity. This suggests that while subtle variation will no doubt occur between neighborhood
and building types, they will each be built contextually close to the sidewalk, creating a cohesive street scene throughout.

Apartments fronting Innovator Drive should be built up
close to the sidewalk with 3- to 15-foot building
setbacks, and should remain largely uninterrupted, with a discernable pattern of bays and openings, with
façade articulation to create interest.

Apartments fronting Sports Parkway should be built up
close to the sidewalk with 3- to 15-foot setbacks, and
should remain largely uninterrupted, with a discernable pattern of bays and openings, with façade articulation
to create interest.

CHAPTER 4. COMMUNITY CHARACTER AND DESIGN
INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT 4-13 Townhomes or smaller apartments fronting Sports
Parkway should be built close to the sidewalk and may
have relatively modest setbacks (3 to 15 feet) to allow for special landscape treatments and varied edge
conditions. Because these buildings would be smaller
than some of the other apartments found in the area,
and the overall neighborhood context will be different, this subtle variation in edge treatment will allow for the creation of clearly discernable neighborhoods that
remain in keeping with the overall character of
Innovation Park.

Apartments or townhomes fronting Sports Parkway/
Innovator Loop should maintain a minimum 8-foot
setback, and direct ground-floor unit access to the
Class 1 path is encouraged.

A commercial use such as a hotel could be located on
the corner of Innovator Drive and Sports
Parkway/Innovator Loop. This type of use should be
built up close to the sidewalk along Innovator Drive,
with a setback from the sidewalk of 8 to 12 feet. This
setback area would allow for landscape treatments and
building façade variation on this visually prominent
location. The side of the parcel that bounds Innovation Park Loop should maintain a minimum 8-foot setback.

4.3.2.3 Location of Main Building
Entrances
Higher-Density Apartments
Main building entrances should be easily recognizable,
attractive, and inviting. Efforts should be made to
establish clearly recognizable building entries, possibly defined by architectural elements, modest setbacks,
special hardscape treatments or a combination of
these, that will let the visitor know they have arrived at their destination.

Buildings are encouraged to include street front
entrances to individual ground-floor residential units, no matter the street they are fronting. The design for
these should provide modest sidewalk-to-building
separation to provide privacy for residents, allowing for small stoops or porches. The depth of these setback
areas should be relatively shallow (3 to 15 feet from the back of sidewalk to primary building face) and
established considering the overarching intent of
creating a cohesive streetwall.

Main building entrances shall be located along
Innovator Drive, to help create a vibrant, interesting
street scene and to reinforce its key role in community structure, which could receive more emphasis than
those located along other streets. Main building entries will likely occur (and are encouraged) along East
Entrance Road and Sports Parkway, which are foreseen
to embrace more of a “local” character than those
fronting Innovator Drive and could be less pronounced
than those on Innovator Drive.

Townhomes, Clusters of Attached Homes,
and Lower-Density Apartments
Townhomes and clusters of attached homes should
include street facing building entries. The design for
these should provide modest sidewalk to building
separation to provide privacy for residents, allowing for small stoops or porches. The depth of these setback
areas should be relatively shallow (3 to 15 feet from the back of sidewalk to primary building face) and
established considering the overarching intent of
creating a visually cohesive streetwall throughout.

Lower-density apartments will provide street front
entrances to individual ground-floor residential units.

The design for these should provide modest sidewalk
to building separation to provide privacy for residents, allowing for small stoops or porches. The depth of
these setback areas should be relatively shallow (3 to
15 feet from the back of sidewalk to primary building
face) and established considering the overarching
intent of creating a cohesive streetwall.

Townhomes with street facing building entries

CHAPTER 4. COMMUNITY CHARACTER AND DESIGN
4-14 INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT Units, some with ground floor retail, opening onto neighborhood park

4.3.2.4 Location of Ground-Floor
Retail Uses
Ground-floor retail space is encouraged in three
locations in the Life District: on the north and south
corners of the intersection of B Street and Innovator
Drive, and on the north corner of the intersection of
East Entrance Road/B Street and Sports Parkway, as
feasible. Each of these locally serving retail locations is envisioned to serve different but complementary roles.

Retail locations should limit outdoor gathering areas,
such as outdoor dining and seating, to locations
outside of the right-of-way to ensure that the public
realm is preserved for street trees. Setbacks will be
adequate to accommodate other ancillary retail and
dining activity, as required by City standards.

Up to 4,000 square feet of ground-floor retail space
could be built on the northeast corner of B Street and
Innovator Drive. This suggested location is intended to help define the larger four-way intersection as the
geographic heart of the community, and to help
facilitate street level pedestrian activity. It would also be in proximity to Nature Park and could be an amenity
for visitors.

Up to 7,000 square feet of ground-floor retail space
could be built on the northwest corner of the
intersection of East Entrance Road and Sports
Parkway. This location is intended to be primarily
neighborhood serving, as it would be within easy
walking distance of residents.

Up to 4,000 square feet of ground-floor retail space
could be built on the southeast corner of B Street and
Innovator Drive. This location is intended to help define the larger four-way intersection as the geographic heart of the community, and to help facilitate street level
pedestrian activity. This site is adjacent to the Urban Plaza, so a ground-floor retail use would be highly
encouraged to include openings/entries opening onto
both Innovator Drive and the Urban Plaza, which would
be ideal for a café, bar, or restaurant.

While mixed-use residential products with retail
components are described for these specific locations;
these areas could also accommodate office,
residential, or some other mix of uses depending on the nature of the future development.

CHAPTER 4. COMMUNITY CHARACTER AND DESIGN
INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT 4-15

4.3.2.5 Corner Treatment in Special
Places
The Life District is accessible from three important
roadways, with each functioning as gateways to
Innovation Park, while the intersection of Innovator
Drive and East Entrance Road will serve as a
communitywide landmark. As such a hierarchy of
special architectural treatments is encouraged in select locations.

Locations for gateway architectural corner treatments
are the corner intersection(s) of Innovator Drive and
Sports Parkway, and the corner of East Entrance Road
and Sports Parkway. The prominent locations along
Innovator Drive will both serve as key thresholds into
Innovation Park along the primary transportation spine
and serve to denote arrival. The corner of East Entrance Road and Sports Parkway will be the entrance for
visitors coming from the east onto B Street and will
mark the transition into the urban core area.

Locations for landmark corner treatments are on the
north and south sides of the intersection of B Street
and Innovator Drive. These corners will help solidify
this intersection as the geographic heart of the
community, as the southeast side will include the
Urban Park, and southwest corner will include the
Hospital/Medical Campus.

The nature of special corner treatments should vary,
possibly including distinctive building massing and
façade detailing, changes in colors and textures, the
use of decks, balconies, or sun shading. While these
design solutions should be visually distinctive, they
should not be garish or draw unnecessary attention to
themselves and should instead contribute to the overall urban form of the district and larger community.

4.3.2.6 Location of Site Access for
Automobiles
Innovation Park will bring forward a robust pedestrian
and bicycle friendly network that is safe and accessible to all users and provides a safe and efficient travel
network for automobiles and service vehicles. To bring
this vision to fruition, several steps will be taken to reduce pedestrian/cycle automobile conflicts. To
achieve this, automobile access locations into parcels
within the district, in the form of minor local streets and site access drives must be carefully located to limit
potential conflict points. Midblock access points are
encouraged from smaller streets. Bike racks will be
located outside of the right-of-way planter and not
encroach into the space between the street and the
sidewalk, which is reserved solely for street trees.

As the entire eastern boundary of the Life District is
bounded by Innovator Drive, there will likely be the need for automobile access ways and minor streets. As
these are yet to be designed, it is important that the
overarching importance of pedestrian and bicycle route
connectivity be remembered and ensured, and that the
number and locations be carefully considered.

CHAPTER 4. COMMUNITY CHARACTER AND DESIGN
4-16 INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT

4.3.3 Health District
The Health District’s largest use would be the Hospital/ Medical Campus, which would function as major
destination within Innovation Park and will heavily
contribute to the area’s overall character. In general, the overall form and design comprising the Health
District should be designed in the spirit and intent of Innovation Park that is outlined in this Plan. The
campus is seen to be prominently located along the
west side of Innovator Drive, bounded by Sports
Parkway to the west and Main Entrance Road/B Street
to the north. The campus could include a medical
center, student housing, education, and laboratory subdistricts, built around a central open space activity spine. Similar building types should be located
proximate to each other, whenever feasible. The District also includes a parcel immediately south of the main
campus, across Sports Parkway.

Medical office fronting the street
While the overall form of the campus is foreseen to
contribute to the character of Innovation Park, it would also retain a sense of self identity, functioning as a
complex mixed-use district in its own right. Its master plan should reflect the thoughtful layering of subdistricts, with a clearly discernable structure of buildings and grounds intended to support its
institutional function.

Like the Innovation and Life Districts, the Health
District’s urban form would serve to reinforce the
overarching vision of creating a vibrant urban place,
with key buildings holding the corner of Innovator Drive and B Street. Larger campus buildings will likely occur between this intersection and Sports Parkway, creating
a discernable and strong campus edge. Similarly, more
intensive uses and bigger buildings will front B Street, holding the streetwall, and adding to the area’s
intended character. Smaller buildings will transition
west- and southward along Sports Parkway.

Innovation Park’s strong public realm would serve to
integrate the campus into the larger community, as like other districts, it should include inviting tree-lined
streets, with pedestrian and bicycle amenities.

The parcel south of the main campus across Sports
Parkway is foreseen to include ancillary or related
office uses, and like the offices potentially located in the Innovation District, they would be integrated into
the overall form of Innovator Loop. They will be bound, to the north, on the streetside by Innovator Loop, so
site planning should consider this relationship and
contribute to the functionality of the path and
curvilinear park. Innovator Loop should be treated as a contributing amenity to each building and effort should be made to establish a discernable streetwall in the
spirit of the rest of Innovation Park.

CHAPTER 4. COMMUNITY CHARACTER AND DESIGN
INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT 4-17

4.3.3.1 General Design Guidelines
and Development Standards
As noted, this Hospital/Medical Campus is foreseen to
be a prominent feature of Innovation Park, yet as a
campus, it should have a discernable identity with
clearly defined grounds and buildings that add to the
area’s urban character. The following address some of
the campus’ fundamental attributes:
 The maximum building height for hospital use
within the Plan Area shall not exceed 280 feet,
accommodating a 20-foot-per-floor average,
allowing up to approximately 14 stories. The main
hospital building would consist of a four-story
podium structure topped by two seven-story towers
and would allow for a helistop on the roof of one of
the tower roofs.
 The maximum building height for non-hospital
buildings within the Health Center shall not exceed
85 feet.
 Various building heights are encouraged to avoid
monotonous building appearances.
 Access improvements should maximize connection
throughout the campus circulation network.
 Building massing should be modulated and
articulated using varying planes and horizontal and
vertical elements to stimulate visual interest and
variety.
 Buildings at the corners of roadways shall be
designed to engage the public street.
 Entrances to ground-floor retail uses within
commercial buildings should open to the street or
interior access road, rather than to an internal
atrium, where feasible.
 Entry locations should be safe, easy to find, and
clearly visible from the sidewalk. Main entries
should be scaled relative to the overall mass of the
building and its number of users. Entry lobbies at
least 30 to 50 feet wide are encouraged.
 Dedicated parking spaces for electric vehicles (EV),
consistent with the requirements set forth in City
Code Section 17.608.040, should be incorporated
on surface parking lots and parking structures. EV
charging poles and parking spaces should be
located at designated areas with clear signs.

Carpool parking should be also provided in
dedicated locations. Carpool and EV parking
spaces should also be given priority by arranging
them at primary locations to support lowemissions vehicles.  Sensitive receptors within the Plan Area and on the
Hospital/Medical Campus site will install HVAC
filters with Minimum Efficiency Reporting Value
(MERV) of 13 (MERV-13).
 Design should be advanced and prioritized
recognizing the central landmark role of the
teaching hospital in Natomas.
 Open space should be landscaped with drought
tolerant and native species to the extent possible.
 Refer also to Chapter 5, Section 5.4.2 Structured
Parking Design Guidelines and Standards.

CHAPTER 4. COMMUNITY CHARACTER AND DESIGN
4-18 INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT

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INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT 5-1 CHAPTER 5

CIRCULATION NETWORK
Internal neighborhood circulation
Streets, possibly more than any other single urban
element, have the greatest influence on overall
community form and livability. Residents, visitors, and employees alike, will immediately discern and be
comfortable with the approach to the multimodal
network at Innovation Park. It will be distinguished by safe, convenient, and attractive tree-lined multimodal
streets, and Innovator Loop, a curvilinear park with
Class I path, bounding the community. The hierarchical
and interconnected network will accommodate
multimodal circulation that will serve and enhance
pedestrians, cyclists, and vehicles, mobility, in keeping with the City of Sacramento’s Complete Streets Policy.

This could be accomplished by establishing a
hierarchical roadway network with main roads serving
as a framework from which a network of
interconnected local roads could be tiered. Complete
Streets are roadways designed for user convenience,
safety, comfort, access and to ensure reasonable travel time for all types of users.

While Innovation Park is foreseen to have a vibrant
urban core, districts, and neighborhoods, it will not be an island. It will be an integral element of the larger community, being in the center of the North Natomas
neighborhood, close to North Natomas Town Center. It
is bound by four important roads: Arena Boulevard to
the south; Truxel Road to the east; Del Paso Road to
the north; and East Commerce Way to the west. Each of
which serve to connect Innovation Park to its context
serving many modes of transportation (Figure 5-1).

CHAPTER 5. CIRCULATION NETWORK
5-2 INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT SOURCE: ESA, 2021 Figure 5-1 Baseline Roadway Network

CHAPTER 5. CIRCULATION NETWORK
INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT 5-3

5.1 POLICIES
The circulation network and its role in the community is recognized to be a formative element in the overall
design of Innovation Park. The network should reflect
consistency with relevant City of Sacramento Mobility
Element and Complete Streets Policies, and Street
Design Standards to ensure the creation of a safe,
convenient, and inviting network that meets the needs
of pedestrians, cyclists, transit, and vehicles.

5.1.1 Network that Supports a Diverse Urban
Setting. The design of the circulation
network should recognize the context it is
supporting. In some areas it will likely serve
many visitors and facilitate vibrant and
diverse street life. In others it will traverse
districts serving in a quieter, neighborhood
capacity. Each of the varied settings will
contribute to the overall community and the
unique characteristics of their immediate
setting and street design must reflect this.

5.1.2 Network that Meets the Needs of Many and
Is Inviting to All. The design and
connectivity of the network should lend
itself to the safe, convenient, and attractive
use of many modes of transportation.

Streets will be tree lined with facilities for
pedestrians, cyclists, and vehicles, with
generous sidewalks throughout, and Class I
and IV bicycle routes, to facilitate safe and
efficient mobility. These streets will serve as
the framework for an interconnected
network throughout the community.

5.1.3 Interconnected Districts. The framework
circulation network will be enhanced as
future development occurs within Districts,
where the local tier of complete streets will
establish a finer- grained network, adding to
overall connectivity.

5.1.4 Safe Crossings. The multimodal network
should include appropriate measures to
ensure safe crossings of all users to reduce
the possibility of pedestrian/bicycle/vehicle
conflicts.

5.1.5 Transit Usage. Innovation Park’s urban form,
density, collection of uses, and connectivity
would support transit use by creating a
pedestrian- and bicycle-friendly network,
providing convenient access to transit.

5.2 HIERARCHICAL

NETWORK
The roadway network at Innovation Park is seen as a
logical framework providing access and defining urban
form and community organization. It is composed of a
central spine road, a community wide loop road,
connector streets and local roadways. Each of these
serve unique purposes and contribute to the overall
roadway network.

As the circulation system is seen as an integral
element of the overall vision for Innovation Park, a
context sensitive approach to design has been
followed, which recognizes that certain areas are
foreseen to be vibrant and busy, and others quieter, and less bustling with activity. The entire community is
foreseen to include safe and inviting tree- lined streets, with building design and orientation that best reflects the character of the specific district.

While there is considerable nuance to the details and
workings of the circulation network, it tiers from four fundamental street types:
 4-lane road with parking on both sides;
 2-lane road with parking on one side;
 2-lane road with parking on both side; and
 2-lane local road with parking on both sides (with
both residential and commercial conditions).

The following provides a general overview of the
primary roads used to define the network (Figure 5-2).

CHAPTER 5. CIRCULATION NETWORK
5-4 INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT SOURCE: ESA, 2021 Figure 5-2 Framework Circulation Network

CHAPTER 5. CIRCULATION NETWORK
INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT 5-5

5.2.1 Innovator Drive
Innovator Drive serves as the central spine of
Innovation Park, running the north/south length of the
site from Arena Boulevard to Del Paso Road. As it will
lead visitors to and from the heart of the community,
and anticipates a multimodal role, including a four-lane collector between Arena Boulevard, and a two-lane
collector between Main Entrance Road/B Street and
Sports Parkway.

It would provide safe and attractive facilities for
pedestrians (tree-lined sidewalks), cyclists (via Class IV route designation) and vehicles (four/two travel lanes
with parking on both sides), and a landscape central
median. In addition to meeting the needs of users, this key roadway will help to define the overall urban from
and character of Innovation Park.

Its tree-lined streets will provide shade and work to
establish visual continuity as one travels into the
community. On street parking will serve visitors and
residents alike, adding to the viability of street front shops and apartments, and providing a subtle traffic
calming mechanism. The Class IV bike lane will provide
cyclists with safe and direct access to the heart of the community.

5.2.2 Sports Parkway
Sports Parkway runs along the perimeter of Innovation
Park, with two travel lanes, and parking on one side. In addition to providing access to each of the districts, it adds to the integrated network by providing an
alternative travel way to Innovator Drive, and local,
internal streets. Like other streets, it will be tree- and sidewalk lined. It will also bound Innovator Loop, a
curvilinear park, with a Class I path running its entire length.

This unique element of the roadway network will
provide a special multimodal facility that will help
facilitate movement in a safe and inviting way, and
provide visual continuity via streetscape treatments,
adding to the overall character of Innovation Park. This configuration will provide safe and attractive facilities for pedestrians (tree- lined sidewalks), cyclists (via
Class I route designation) and vehicles (four/two travel lanes with parking on both sides), and a landscape
central median. As an important roadway, its
streetscape serves to enhance the sections of the
districts it crosses.

5.2.3 Connecting to the
Community
Innovation Park will be connected to the adjacent
community by four roadways, not counting the two
connections with Innovator Drive. Two of these roads
will connect to East Commerce Boulevard to the west,
one to Del Paso Road to the north, and one to Truxel
Road to the east. Each will facilitate access and serve as gateways to the community. Because these roads
are anticipated to serve different purposes, they will
include two and four travel lanes in different locations.

Main Entrance Road/B Street will cross Innovation
Park, from East Commerce Way in the west to Truxel
Road in the east. Starting from East Commerce Way to
the intersection of Innovator Drive, it will have four
travel lanes, and from this intersection east, two travel lanes. It will provide safe and attractive facilities for pedestrians (tree-lined sidewalks), cyclists (via Class IV route designation) and vehicles (four/two travel lanes
with parking on both sides), and a landscape central
median.

West Entrance Road/D Street will enter Innovation Park
from East Commerce Way ending at the intersection of
Innovator Drive. It will provide safe and attractive
facilities for pedestrians (tree-lined sidewalks), cyclists (via Class I and Class IV route designations) and
vehicles (two travel lanes with parking on both sides), and a landscape central median. As an important
roadway, its streetscape serves to enhance the
sections of the districts it crosses.

E Street will enter Innovation Park from Del Paso Road.

It will include two travel lanes, two Class II bicycle
lanes, tree-lined sidewalks, and a landscaped median.

CHAPTER 5. CIRCULATION NETWORK
5-6 INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT Local roads serve the interior of neighborhoods in the Plan Area
Two-lane local road with parking on both sides

5.2.4 Local Access Streets
Local access streets are the second tier of the roadway network, stemming from the backbone roads,
establishing a finer grained, interconnected system.

These crucial streets are used to distribute trips
throughout the community and into districts. The
design of each should reflect its context and add to the viability and character of the area they are a part of.

They are foreseen to be attractive, tree- and sidewalk
lined, with on-street parking provided.

The desired street design and streetscape within each
district should vary to reflect each area’s use. Some
places like the Innovation District are intended to be
vibrant residential and employment destinations and be
in tune with an urban living and workplace allowing
convenient and attractive movement throughout. Local
streets in the Life District should reflect its primarily residential context and should be more relaxed and
quieter, than those located in areas more focused on
serving a broader cross section of users and purposes.

The location of local access streets has not yet been
determined, as individual parcels have not been
designed. These streets though must contribute to the
overall roadway network, considering the creation of a
finer grained and well-connected network of complete
streets that is safe and inviting to pedestrians, cyclists, and vehicles. They should serve as extensions of the
larger network and to be in logical, mid-district
locations, creating an interconnected and discernable
block pattern. Within districts, they should provide a
logical and connected network, shaping the subdistricts and neighborhoods that bound them.

Local road with bike lane

CHAPTER 5. CIRCULATION NETWORK
INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT 5-7 Bus stops serve the Plan Area

5.3 PUBLIC TRANSIT
The Plan Area is centrally located in the North Natomas neighborhood and is easily accessible and served by
proximate existing bus service (Figure 5-3). Transit will become a catalyst for the creation of an urban
environment that will encourage people to walk and
bike. Transit stops are encouraged to be in appropriate locations throughout the Plan Area.

Sacramento Regional Transit currently provides transit
service to the periphery of the Plan Area. As
redevelopment of the Plan Area begins to occur,
Sacramento Regional Transit will be consulted to
determine how best to serve customers within the Plan
Area. This could include extending/re-routing existing
bus routes or creating new bus routes to include
Innovation Park, including transit that serves the Health District.

Innovation Park is foreseen to be a transit ready urban environment. This means that several transit supportive elements are built into the plan, anticipating a variety of fixed route (such as local and express service), demand response, or vanpool service. These include:
 Transit-oriented urban form and land uses – transit
supportive public realm, employment, and
residential densities, and convenience shopping,
dining, and services;
 Variety of housing choices – higher-density
apartments, townhomes, attached single family;
 Strong connections – well connected, multimodal
roads, with convenient, accessible travel options
including pedestrian, cycle, and vehicles; and
 Well-defined core area/destination, with convenient
“last-mile connectivity.”
A transit supportive environment brings these together
to establish a place that allows various forms of transit to be embraced as safe, attractive, and convenient
alternatives to driving alone.

5.3.1 Potential Light-Rail
Extension and Station
A light-rail extension linking downtown to the airport, is potentially being routed along Truxel Road (Figure 5-4).

This route could also include a station, located just
east of Innovation Park, near where East Entrance
Road/B Street connects to Truxel Road. While still in
the planning stages, should this alignment and station
be developed, it would be located within approximately

0.5 miles of the intersection of B Street and Innovator Drive, the heart of Innovation Park. This convenient
proximity would allow residents and workers a safe and
direct walking or cycling linkage to the potential
station.

Future pedestrian and cycling routes could display
directional signage to the Truxel Road Station when
built. It is the intent of the hospital to provide a shuttle service from the RT Station to the Hospital/Medical
Campus.

CHAPTER 5. CIRCULATION NETWORK
5-8 INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT Landscape islands located at the end of parking aisle

5.4 VEHICULAR PARKING
In addition to the street parking as already described in this chapter, vehicular parking in the Plan Area is also likely to include some surface parking areas and
parking structures. Together, these parking facilities
will provide sufficient and efficient parking for all users with potential opportunities to share commercial and
commuter parking with residential parking.

Higher density uses could be served by structured
parking (podiums or standalone structures, or
integrated wrap type facilities). Some lower density
apartments could include various types of tuck under
parking, along with surface parking. Some lower
density/population office uses could include surface
parking.

5.4.1 Surface Parking Lot Design
Guidelines and Standards
An attractive landscape treatment shall be provided
around and within parking lots to provide shading and
break down surface parking scale.

Surface parking lots should be designed to include
adequate drainage and is encouraged to consider
permeable pavement. Landscape medians between
parking rows are recommended, as they can provide
space for stormwater management, trees, and
pedestrian paths. Pedestrian paths within parking lots
should be aligned and connected to sidewalks.

Landscape islands with shade trees are also required at regular intervals, and at the end of each parking aisle along with shade, in keeping with City of Sacramento
Standards for shading.

Parking in the Hospital/Medical campus should be
thoughtfully integrated into the overall concept and be generally complementary to the overall vision for
Innovation Park. The Hospital/Medical campus shall
meet all the surface parking design guidelines
established by the City of Sacramento and shall limit
the amount of surface parking whenever feasible.

Additionally, the following parking lot design guidelines and requirements apply to future planned surface
parking lots outside of the Health District:
 Paved areas over 1 acre shall have an albedo of

0.25 to 0.5. This will ensure that the Urban Heat
Island effect is minimized.
 Only trees shall be used to meet parking lot treeshading requirements. The exception is the use of carports with solar collectors are proposed.
 Surface parking lots are not allowed to be located
adjacent to roadway frontages.
 Materials such as silva cells or other modular
suspended pavement systems are highly
encouraged in parking lots to increase soil volume
to support and promote large tree growth and
provide on-site stormwater management
 Alleys are encouraged in order to:
– Minimize curb-cuts on public streets
– Locate utilities at the rear of buildings
– Allow delivery at rear of building
– Easier access to parking lots

CHAPTER 5. CIRCULATION NETWORK
INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT 5-9SOURCE: ESA, 2021 Figure 5-3 Bus Routes and Stations Map

CHAPTER 5. CIRCULATION NETWORK
5-10 INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT SOURCE: ESA, 2021 Figure 5-4 Potential Light-Rail Route and Stations Map

CHAPTER 5. CIRCULATION NETWORK
INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT 5-11 Uber/Lyft shared ridership programs
would reduce parking demand
Dedicated parking for carpool vehicles Designated EV parking with charging stations

5.4.2 Structured Parking Design
Guidelines and Standards
Structured parking in the Plan Area could be in the form of free-standing parking structures, integrated podium, or integrated structures attached to commercial or
residential uses (“wrap” structures).

Freestanding parking structures should be located
away from public streets, within the parcel they are
intended to serve. If they are built next to streets, there should be a 20-foot setback from the sidewalk to the
building face to establish a landscape buffer area. They should be screened by vertical plantings and include
architectural elements to create appealing exterior walls.

Podium type buildings commonly include some portion
of ground floors being dedicated to parking. In these
cases, street facing parking bays are encouraged to be
screened from view by ground-floor uses and
thoughtfully designed building facades with the intent
of creating an attractive street facing elevation. Effort should be made to avoid long, blank wall treatments.

Wrap type parking structures are commonly freestanding parking structures, with their intended use built up directly to their edges. They are usually located within the subject parcel, and not fronting onto nearby streets. These types of structures are generally
screened from off-site views by the uses that “wrap”
them, such as apartment units or office space.

All future parking structures in the Plan Area will be
designed to achieve the following features:
 Interior lighting fixtures shall be shielded in order to reduce glare to the public right of way
 Parked cars will be screened from street view
 Landscaping shall be provided between back of
sidewalk and building

5.4.3 Other Parking
The project’s mix of uses, connectivity, and transit
options could create opportunities for reduced parking
needs. Shared parking is encouraged, for instance,
commercial and commuter parking can be shared with
residential parking. Such shared parking can reduce
parking demand and maximize parking utilization.

Meanwhile, with today’s advanced technology in
shared ridership services such as Uber and Lyft, as well as emerging autonomous vehicles, the parking demand
in the Plan Area may be further reduced compared to
traditional neighborhoods. Another method for
reducing reliance on drive alone trips and the need for cars and parking can be the use of transportation
demand management (TDM) strategies that provide
policies and incentives to use alternative transportation modes, also reduce the need for excess parking. With
these strategies, lower parking ratios can be effectively achieved, and creates more opportunities for
development and open space. Lower parking ratios
could also help form a more pedestrian-oriented urban
environment that will encourage more people to use
alternative transportation, reduce vehicular trips and
create fewer carbon emissions.

Dedicated parking spaces for electric vehicles (EV),
consistent with the requirements set forth in City of
Sacramento City Code Section 17.608.040, should be
incorporated on surface parking lots and parking
structures. EV charging poles and parking spaces
should be located at designated areas with clear signs.

Carpool parking should be also provided in dedicated
locations. Carpool and EV parking spaces should also
be given priority by arranging them at primary locations to support low-emissions vehicles.

CHAPTER 5. CIRCULATION NETWORK
5-12 INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT Street trees and street furniture contribute to pedestrian enjoyment

5.5 PEDESTRIAN AND

BICYCLE CIRCULATION
Innovation Park is foreseen to be an urban community
that provides mobility options well suited to meet the
needs of pedestrians, cyclists, and vehicles in a safe, inviting, and efficient network. The network would
provide users with direct linkages to and among places, no matter the mode. Midblock connections and access
points are encouraged to facilitating shorter walking
trips and create linkages to surrounding land uses
across Innovation Park.

Key to this network is following a complete streets
attitude toward its design. Areawide tree-lined streets and sidewalks and bicycle routes are among the
fundamental elements to the area’s overall design
sensibility. This attractive public realm is intended to serve the mobility needs of many, reflecting the unique character of the district or neighborhoods they are a
part of. It also seeks to pursue design solutions that
minimize the potential for pedestrian/cycle/vehicle
conflicts, by providing safe, well-defined routes for each.

Just like the roadway network, there will be a hierarchy of sidewalks located throughout the community.

Primary four- and two-lane streets will be fronted with generous sidewalks.

Carefully designed sidewalks Dedicated bike lanes offer will provide maximum safety cyclists convenient access
for pedestrians through the Plan Area
These broad, tree lined sidewalks are intended to meet
the needs of, and reflect the character of a bustling
vibrant place, which will experience the highest
amounts of daily use. Similarly, on quieter, local
residential and commercial streets will have minimum
5-foot-wide sidewalks, separated from the street by an
8-foot-wide landscape area, allowing for continuous
street trees and special local landscape or hardscape
element.

Outdoor seating or other activity in the sidewalk area
must provide for a minimum of 6 feet for pedestrians
exclusive of landscaped areas.

A hierarchical bicycle circulation network has been
carefully integrated in the transportation network. It
defines routes in order to best meet the needs of end
users.

Bicycle routes include three primary types of bicycle
facilities:
 A Class IV route network which runs along each of
the major streets providing safe and efficient
access to the heart of Innovation Park
 Innovation Park Loop, a Class I path that would
bound the entire plan area, running along the
outside of the length of Sports Parkway
 Class II and III routes in appropriate locations
These carefully located routes will provide cyclists
safe, convenient, and attractive linkages to key
destinations and throughout Innovation Park. They are
foreseen to serve visitors and residents alike proving
an integrated alternative to walking or driving. The local network would include Class II and III routes, proving
“last mile” connectivity.

Additional bike support facilities, such as bike parking, lockers, and showers, should be considered within the
context specific needs of users in the Plan Area
(Figure 5-5).

CHAPTER 5. CIRCULATION NETWORK
INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT 5-13SOURCE: ESA, 2021 Figure 5-5 Bike Network Map

CHAPTER 5. CIRCULATION NETWORK
5-14 INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT

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INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT 6-1 CHAPTER 6

PUBLIC REALM
Neighborhood parks allow opportunities for passive and active recreation while also providing a sense of identity The public realm defines the overall character and
framework for development at Innovation Park—linking
places, defining destinations, and establishing the
foundation for urban form. It includes a hierarchy of treelined, complete streets and paths, and public parks and plaza.

The transportation network must provide safe and
inviting infrastructure for the pedestrians, cyclists, and drivers, and to help establish visual continuity among
districts and neighborhoods. As with other complex
urban systems, the elements of the public realm will
reflect their context—be it a vibrant and bustling urban street, academic campus, or quiet and inviting
neighborhood.

Similarly, the open space elements that contribute to the public realm include passive and active places, which
must be designed considering their context, users, and
the role they play in the overall community.

The following outlines the attributes of the public realm at Innovation Park. While playing integral roles with one another, the transportation network and open space
elements are discussed individually.

CHAPTER 6. PUBLIC REALM
6-2 INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT Inviting neighborhood walkway The transportation network in Innovation Park will meet the needs of many users

6.1 POLICIES

6.1.1 Inviting and Context Sensitive Complete
Streets. Tree-lined streets at Innovation Park
will be pedestrian and bicycle friendly, while
safely meeting the needs of vehicles. The
network of streets and their streetscapes will be
designed considering their context. In vibrant
and bustling areas, the street scene will work
to facilitate this by accommodating higher
volumes of users and special activities like
street front dining and gathering for events or
activities. Other less traveled streets will have
quieter streetscapes, reflecting their setting
such as neighborhoods within larger districts.

6.1.2 Varied Public Open Space Areas. Open space
choices will be included at Innovation Park to
meet the needs of area residents and
workers. These may include urban plaza,
passive recreation, active sports fields, and a
curvilinear park, all within proximity and safe,
convenient, and attractive access by users.

6.1.3 Future Park Development. The development of
new parks and open space areas would keep
pace with future residential development at
Innovation Park. As Innovation Park continues
to grow, new park space should continue to be
accessible to all residential areas and appeal
to all users regardless of physical ability. All
new parks and open space should be designed
with climate resilient considerations at the
forefront, such as trees for increased shading.

6.2 TRANSPORTATION

NETWORK
The transportation network serves and provides the
framework for development at Innovation Park. This
includes the introduction of a hierarchical and
interconnected system specially tailored to meet the
needs of the district it is a part of or serves. Innovation Park provides transportation access for many modes,
meeting the needs local users and visitors.

An important attribute of the transportation network is that Innovator Drive, and East, Main, and West Entrance Roads include Class IV bike lanes, which introduce welldefined travel lanes for cyclists that minimize interaction with other modes of travel. This affects the public realm by contributing to the concept of complete streets, which seeks to provide convenience, safety, comfort, access,
affordability, and reasonable travel time for all modes.

The details of the transportation network are discussed in greater detail in the Circulation Network chapter, while this chapter focuses on the desired character of the
public realm.

CHAPTER 6. PUBLIC REALM
INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT 6-3 Activated street corner

6.2.1 Innovator Drive
Innovator Drive serves as the primary transportation
spine, providing access to the Districts located within. In addition to serving the most users, it will also set the tone for urban development and how places are used.

The character of Innovator Drive includes two
complementary zones, generally defined by the
intersection of Main Entrance Road north and south.

The intersection of Innovator Drive and Main Entrance
Road/B Street is the geographic and functional heart of Innovation Park. It will be activated on all four corners, including ground floor shops and restaurants, office
space and apartments, the Urban Plaza and the
Hospital/Medical Campus. This area is seen to be a
vibrant, active, and inviting place, serving residents and visitors alike. It will be accessible by pedestrians,
cyclists, and autos, and be within walking proximity of the future RT station to be located on Truxel Road
(Figure 5-8). These attributes will continue northward to the intersection with Sports Parkway.

The design of the public realm will be informed by street characteristics, streetscape, and buildings that front on it. It needs to reflect the intent that this place will be busy and open to all—visually and physically. Generous
sidewalks, street front buildings, hardscape, and street trees, organized to support an urban place.

The public realm generally south of the Urban Plaza
(south of the mixed use corner fronting the Urban Plaza) along Innovator Drive should reflect a less intense urban setting than that to the north, as it will be largely
composed of apartments on the east and medical
buildings to the west, suggesting that visitors will be passing through this area, rather than going to it.

Generous sidewalks remain essential, but the nature of
the streetscape should reflect its context, offering a
subtle transition space to the uses fronting it.

6.2.2 Sports Parkway
Sports Parkway bounds all of Innovation Park serving as an important circulation route and community boundary.

It will in turn need to accommodate daily transportation needs and contribute to the overall character of the
community. The inner side of the parkway will abut
development in each of the districts. The outer side will bound all of Innovator Loop, an important element of the open space framework, which is discussed in greater
detail following.

The character of the streetscape on the inner side of the parkway should be carefully considered as it will need to both enhance the district it is adjacent to and lend to the identity of the community as whole, serving to unify the various districts, buildings and uses. The character of this area should be attractive and inviting, yet more likely to accommodate less activity and intensive uses than
found along segments of Innovator Drive.

CHAPTER 6. PUBLIC REALM
6-4 INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT The public realm must facilitate convenient, safe, and attractive access

6.2.3 East, Main, and West
Entrance Roads
These roads will serve as important connections to the
adjacent community and help define the unique
attributes of the districts they will be a part of.

6.2.3.1 East Entrance Road/B Street
East Entrance Road/B Street will enter Innovation Park
from Truxel Road, an important connector, and provide
access to any future RT station off of Truxel Road. A
challenging design attribute of this road is how the uses fronting it vary, including residences, school, ground
floor shops and dining, Nature Park, and finally Urban
Plaza. Each of these places will have different degrees of use and purpose. As such the road will function as an important linkage and provide a community character
defining streetscape.

As Innovation Park will be a bicycle and pedestrian
supportive urban environment, East Entrance Road must
help to define and support the context it is traversing, and resident and visitor use experience.

The intersection with Innovator Drive marks the heart of the community and in the immediate vicinity will include residences with ground floor shops and dining, Urban
Plaza and Nature Park. The public realm must be
designed to facilitate convenient, safe, and attractive access and visibility to these key community elements.

Further east of the intersection, East Entrance Road will pass apartments and the school, and local serving
ground floor shopping and dining, suggesting the need
for another level of design for this segment that respects urban living, and recognizes this area will be less
intensively used than the segment leading to and
supporting the heart of the community.

CHAPTER 6. PUBLIC REALM
INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT 6-5 Street with higher-density and intensity uses
Conveniently located urban plaza

6.2.3.2 Main Entrance Road/B Street
and West Entrance
Road/D Street
These streets will connect Innovation Park to East
Commerce Road, an important transportation route. They
will both enter Innovation Park at important District
Locations. Main Entrance Road/B Street will be located
between the Innovator and Health Districts, while West
Entrance Road/D Street will traverse the Innovator
District. In both circumstances, in addition to providing safe and attractive access, they must be designed to sew their respective context together, and not separate them, and to contribute to the look and feel of inviting and
cohesive places. This is equally important on both, as
Main Entrance Road/B Street will terminate at the heart of the community, where it will intersect Innovator Drive and meet East Entrance Road/B Street, and West Entrance
Road/D Street will cross the middle of the Innovation
District and intersecting with Innovator Drive. These
locations will include higher-density and -intensity uses, and a strong public realm to support them is essential.

6.3 PARKS AND OPEN SPACE
The open space network will include active and passive
and public and semi-public spaces (Figure 6-1, Table 6-1).

Each will add to the quality of life to residents and visitors, as each is located and tailored to accomplish this.

Each component of the Plan Area’s open space network
would reflect consistency with relevant City of
Sacramento’s General Development Guidelines for all
Programmed Parks; Sacramento City Code Section 12,
City Tree Ordinance; Sacramento Street Design and
Standards; and the City Urban Forest Tree Planting list.

These guidelines and regulations apply to all
programmed parks that are included in this plan.

Specific sample park guidelines that would apply to the proposed components of the open space network in
Innovation Park are outlined as follows:
a. All park facilities and amenities should be designed in accordance with the Sacramento City Code and
all relevant City standards and guidelines.
b. Parks should be designed to emphasize the character
of each site, including landforms and existing trees.
c. Naturalistic landscape areas incorporating native
and drought-tolerant plants should be used
whenever possible in landscaping. Twenty percent
of tree species must be California natives per City
park design standards.
d. Flowering tree species should be clustered at highly visible locations, such as park entries and along
streets. Flowering trees and other species that
produce high leaf, seed, or flower litter should not be planted near high-traffic areas such as picnic, play,
and restroom areas.
e. Tree types and planting must conform to the
following City requirements:
– Sacramento Tree Services Best Management
Practices Review and Report
– Sacramento City Code Section 12, City Tree
Ordinance
– Sacramento City Code Section 15, Street Design
and Standards
– City Urban Forest Services Tree Planting List
As already discussed, a fundamental building block of the public realm is the circulation network, which will provide access throughout, following tree-lined and carefully
planned streets. This will in turn provide clear linkages to important destinations, with each discussed following.

CHAPTER 6. PUBLIC REALM
6-6 INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT SOURCE: ESA, 2021
Figure 6-1 Parks and Open Space Network

CHAPTER 6. PUBLIC REALM
INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT 6-7 Table 6-1 Parks and Open Spaces at Innovation Park
Park/Open Space Areaa
Class 1 Bike Path/Innovator Loop Curvilinear Park 6.5 acres Nature Park 4.5 acres
Urban Plaza 0.8 acres
Potential School Open Space 4.4 acres
Publically Accessible Hospital/Medical Campus Open Space 9.1 acres Total 25.3 acres
NOTE:
a All acreages are approximate/subject to change.

The urban plaza serves as a vibrant destination

6.3.1 Provision of Parks and Open
Space
The proposed parks and open space network is intended
to be flexible and constructed in conjunction with
residential development in the Plan Area. In order to
remain in keeping with the intent of the PUD and
consistent with parks and open space requirements,
each residential developer within the Plan Area must
first gain development plan approvals from the City of
Sacramento Planning Department and the City’s Youth,
Parks, & Community Enrichment Department by
resolving the park location with the first phased map, or first lot line adjustment, or first 100 residential building permits issuance for each quadrant.

6.3.2 Urban Plaza
Located at the four corners intersection with Innovator Drive, the heart of Innovation Park is the Urban Plaza
(approximately 0.8 acres). This highly visible, centrally located public open space is intended to serve residents and visitors alike. It is foreseen to meet the needs of many—on a daily basis, serving local workers, students, and residents, providing a place to sit, gather with friend, have lunch, and similar. As the working day ends, Urban Plaza would provide the opportunity for activities and
programming such as outdoor dining and personal and
group fitness sessions. On weekends it could host
gatherings, music, and events, helping to establish this core area as a vibrant destination.

CHAPTER 6. PUBLIC REALM
6-8 INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT  Vegetation – trees and plants; ornamental planting/
rain gardens
 Seating
 Lighting
 Plaza
 Special design elements such as signage, special
lighting, public art, vendors/pop-ups
The diversity and role of urban plazas should not be
underestimated, and instead embraced as a formative
element, which contributes to the character of the entire area.

6.3.3 Nature Park
Located along East Main Entrance Road, just east of
Innovator Drive will be Nature Park, a natural passive
open space, designed using elements of an existing
habitat. This approximately 4-acre park will serve as a “decompression area” from the urban core, with easy
access from residences, offices, the Hospital/Medical
Campus, and for visitors. As a nature-based park, it will fuse programmed and non-programmed experiences for
visitors.

The key feature will be the native habitat and associated overlooks, shoreline, wildlife (primarily birds) and
vegetation, which will provide a delightful pause from
urban living. Situated along East Main Entrance Road,
nearby apartments will have immediate physical and
visual access from all sides. Numerous opportunities
exist for its design and realization—trails and connections to adjacent uses, picnic and seating areas, lawn spaces, and special landscapes such as meadows, pollinator
gardens, play areas, or event areas. Native plantings will be used in keeping with the character of the park.

Nature Park presents a unique opportunity to balance
natural and urban environments that would be widely
accessible and appreciated by many. Its design will need to recognize this, and like other community elements,
seek the best approaches for achieving complementary
integration, and an open, public feeling. This openness should include physical and visual access from adjacent apartments, people traveling along East Main Entrance
Road, and nearby students and workers.

Adjacent apartments or townhomes and their circulation
systems should be connected to, and serve as attractive thresholds into the park, and should not establish hard edges or boundaries separating them from the park.

While passive and naturalistic, Nature Park will be an
urban park, intended for use and enjoyment by the
community.

CHAPTER 6. PUBLIC REALM
INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT 6-9 Residents and visitors will enjoy decompressing at Nature Park
Innovator Loop Curvilinear Park provides an inviting and attractive greenway accessible to all

6.3.4 Innovator Loop Curvilinear
Park
Innovator Loop Curvilinear Park (Innovator Loop) will
bound all of Innovation Park along Sports Parkway,
intersect with each of the streets entering, and serve as a Class I bike route and pedestrian path, complete with streetscape and landscape improvements (totaling
approximately 5.5 acres). Each of these attributes leads to the recognition that it will be both an important part of community infrastructure and a significant open space
amenity that will be appreciated by residents, workers, students, and visitors. It will accommodate workers who bicycle to work, residents and visitors who participate in cycling, and residents and workers who enjoy walking for fitness, health, or general wellness.

As part of the open space network, Innovator Loop is
described as a curvilinear park, providing an inviting and attractive greenway accessible to all. It’s tree-lined trail is equally well suited to serve dedicated cyclists or those on an afternoon walk, providing both with an alternative route to and from districts within Innovation Park.

Adjacent to Innovator Loop would be two 0.25-acre
passive parks, located both east and west along the
loop. These highly visible and attractive special green areas would serve as resting spots for walkers and
cyclists, or as destinations for relaxation or small events.

There are numerous creative approaches for designing
small parks of this type—they could include bosques,
rain gardens, ornamental or native planting, special
paving, public art, small-scale fitness or playground
areas, benches, tables, lighting, and signage. They
should be designed as special places that visitors
appreciate discovering and using.

These small parks would add to the diversity and
character of Innovation Park’s open space framework
and provide another level of detail and interest to its integrated public realm. It’s important that these places be designed to be visible, attractive, accessible and
functional. As part of this functionality - pet waste
stations and waste receptacles could be provided in
these passive parks and along Innovator Loop.

CHAPTER 6. PUBLIC REALM
6-10 INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT Sports fields would be associated with a potential future school
The Hospital/Medical campus would offer open spaces
open to the public

6.3.5 School Shared Sports Fields
A school may be located within the Life District, bounded by B Street and Sports Parkway. In addition to meeting
the educational needs of students, it would include
approximately 4.4 acres of sports fields. Access to these active recreation facilities will be made available to the community during non-school hours for organized
games and/or events.

6.3.6 Hospital/Medical Campus
Semi-public Open Space
The Hospital/Medical Campus grounds will include
approximately 9 acres of publicly accessible privately
owned open space, with after-hours control of the space provide additional security for students and hospital
personnel. Running from north to south, an open space
spine will connect and harmonize the campus by
establishing a multifunctional collection of formal and informal destinations meeting daily needs and serving
special functions. Primary features are the centrally
located amphitheater, lawn terraces and seminar court.

Tiering off this framework would be a series of “green
fingers” which would provide access to several
amenities including a meditation area, barbeque area,
play area, and rainwater gardens. Integrated throughout would be pedestrian and bicycle paths.

CHAPTER 6. PUBLIC REALM
INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT 6-11 Residents would enjoy a variety of private open spaces and amenities

6.3.7 Private Open Space and
Residential Amenities
The higher-density nature of the residential units at
Innovation Park will necessitate the provision of private open spaces for residents. Typical amenities provided
for residents include residential facing small parks,
swimming pools, tot lots/children play areas, dog park, game courts, BBQ and picnic areas, community centers,
balconies, porches and gardens. A variety of these
private amenities will be provided for Innovation Park
residents.

CHAPTER 6. PUBLIC REALM
6-12 INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT

INTENTIONALLY BLANK

INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT 7-1 CHAPTER 7

LIGHTING
Pedestrian-scaled lighting
Appropriate lighting should be used to provide
illumination for the security and safety of roadways,
pathways, and parking, as well as parks and plazas.

High-quality lighting and efficient use of energy should be applied to all development in the Plan Area to create a cohesive appearance, and also to avoid negative aspects from light pollution, glare, or light trespass.

The lighting guidelines in this chapter give general
guidelines for the Plan Area, and more specific
guidelines for special areas. Where this discussion is
silent, city commercial design guidelines for lighting
shall apply.

7.1 GENERAL GUIDELINES

7.1.1 Level of illumination should be appropriate to
create safe and secure places.

7.1.2 Site lighting shall be architecturally
compatible and consistent in design between
sites. Site lighting should be downward
facing with full cut-off fixtures to avoid glare
to adjacent properties and roadways.

7.1.3 Street address numbers and building
numbers should be illuminated at night.

Lighting should be placed and designed to
avoid light trespass, light glare, and skyglow.

7.1.4 Integrate solar-powered lighting to increase
energy efficiency.

CHAPTER 7. LIGHTING
7-2 INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT

7.1.5 Lighting shall conform to Sacramento Police
Department Crime Prevention Through
Environmental Design (CPTED) standards.

7.1.6 Lighting shall be designed so that measured
lighting level at the property lines is zero.

7.1.7 Lighting fixtures shall be International Dark
Sky Association (IDA) compliant (or
equivalent).

7.1.8 Lighting plans, lighting fixtures, and
photometric plans shall be submitted to
Planning for review and approval prior to
submitting Building permits.

Walkway lighting

7.2 ROADWAY AND

WALKWAY LIGHTING

7.2.1 Lighting for private roads should be installed
within the sidewalk landscape zone and
should be linearly placed with even intervals.

7.2.2 The location of light fixtures and height of
light poles should consider street tree
locations and height.
1 Sacramento Citywide Commercial Design Guidelines, Design Guideline 17-3, p. 37.

7.2.3 Lighting should be provided at the minimum
level to accommodate safe pedestrian and
vehicle movements without causing any offsite glare.

7.2.4 Sidewalk lighting should be pedestrian-scale,
and should provide for safe use of pathways
and pedestrian areas. Pedestrian pole lighting
should align with the Citywide Commercial
Design Guidelines which dictate “Pedestrian
areas should be lighted by pole- or bollard-type
fixtures that are not more than 14 feet in
height for pole lighting, or three feet in height
for bollards.”1

CHAPTER 7. LIGHTING
INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT 7-3 Exterior building lighting

7.3 BUILDING LIGHTING
(EXTERIOR)

7.3.1 Lighting should be provided at building
entries for safety and directional purpose.

7.3.2 Light fixtures should be designed to be
architecturally compatible with the
architectural design of the Plan Area. If
different architectural styles are designed for
various districts, lighting in each district should
also be consistent with the specific style.

7.3.3 The level of illumination should be appropriate
for the buildings’ use. Mixed-use buildings
will require a higher level of illumination for
active uses throughout day and night. Office
buildings will require less illumination due to
limited users during the night.

7.3.4 Flashing and neon lighting are not allowed.

7.3.5 Roof should not be illuminated; canopies and
awnings should also not be internally
illuminated.

7.3.6 Outdoor decorative lighting can only be used
to highlight significant architectural features.
2 Citywide Multi Unit Dwelling Design Guidelines, Design Guidelines 11-2, p. 22.

Parking lighting

7.4 PARKING LIGHTING

7.4.1 Lighting in all parking areas should have
adequate illumination levels to create a safe
driving environment. Glare from direct lighting
resource is dangerous and should not be
allowed.

7.4.2 Light fixtures in the parking lot should be in
scale with the lighting pole height. Light
fixtures and poles should be consistent with
adjacent building styles. Pole mounted
lighting should align with Citywide Multi-Unit
Dwelling Design Guidelines to maximize
energy efficiency, specially adhering to
guidelines related to the height of pole
mounted lighting.2

7.4.3 Parking garage interior lighting levels should
be consistent with adjacent street lighting to
avoid being too dark or too bright in the context.

CHAPTER 7. LIGHTING
7-4 INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT Landscape lighting

7.5 LANDSCAPE LIGHTING

7.5.1 Landscape lighting should be subtle. Light
resources should be shielded to prevent light
trespass.

7.5.2 Light fixtures should be harmonious with
softscape and hardscape designs.

7.5.3 Walkways in the landscaped area should be
lighted for pedestrian safety, especially in
dangerous areas such as stairways, ramps,
and intersections.

INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT 8-1 CHAPTER 8

SIGNAGE AND GRAPHICS
This chapter provides general guidelines for all signage and specific guidance on various types of signage.

Signage and graphics on buildings and in the public
realm should be consistent with the overall project
design, but should not detract from architectural and
landscape elements. Each building or group of buildings should have a consistent and comprehensive signage
program. Placement, scale, and readability should be
considered in signage design.

Where this discussion is silent, city signage
requirements for the C-2 zone shall apply. All signage is subject to City requirements.

8.1 GENERAL SIGNAGE

DESIGN REQUIREMENTS

8.1.1 Signage should be located so as to be visible
from streets and paths without conflicting
with safe vehicular movement and visibility.

8.1.2 The size of signs should afford businesses
sufficient visibility and identification without
dominating or obscuring the architectural
elements of a building.

8.1.3 Design and construct signs of durable, highquality weatherproof materials.

8.1.4 Illuminate signs only to the minimum level
required for nighttime readability.

An example of wayfinding signage

CHAPTER 8. SIGNAGE AND GRAPHICS
8-2 INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT

8.2 DIRECTIONAL SIGNAGE

8.2.1 Directional signage is used for wayfinding,
and should be placed near the site entry.

8.2.2 Signage placement should avoid creating
conflict with vehicular or pedestrian
circulation.

8.2.3 Directional signage should be designed
harmoniously with architectural style and
color.

8.2.4 Signage should be appropriately illuminated
at nighttime for visual clarity.

8.3 FREESTANDING SIGNAGE

8.3.1 Freestanding signs near intersection and
driveways shall meet city standards regarding
sight distance.

8.3.2 Freestanding signage should be placed at
major entryways and should be designed with
landscape features.

8.3.3 Massing and placement of the freestanding
signage should be appropriate to provide
clear line of sight at entryways, and be
harmonious with adjacent development.

8.3.4 Materials and colors used on freestanding
signage should be harmonious with adjacent
architectural materials and colors.

CHAPTER 8. SIGNAGE AND GRAPHICS
INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT 8-3

8.4 TENANT SIGNAGE

8.4.1 Tenant signage can be wall-mounted,
projected perpendicular to the exterior wall, or
can be affixed to awnings. All tenant signage
should have consistent color with its
affiliated building.

8.4.2 Wall-mounted signs should be placed in the
center of a blank wall, or in locations that are
compatible with the architectural
components and details. When multiple signs
are needed, wall signs should complement
each other in shape and color.

8.4.3 Projected signage should be installed
perpendicular to the exterior wall, and groundlevel tenant signage should be designed at pedestrian scale.

8.4.4 Awning signs are typically imprinted on
awning fabrics. Such signage should be
simple and have limited color, text, or logo.

8.5 HOSPITAL/MEDICAL

CAMPUS SIGNAGE
Objective
 A Unified Sign Program for the Hospital/Medical
Campus shall be prepared for the purpose of
assuring high-quality campus and retail tenant
signage to establish a unified design for the campus
identity. All signage shall be designed and
constructed to complement the project architecture
and the neighborhood environment, reflecting the
broader Innovation Park aesthetic. The unified sign
program shall be submitted to the City of
Sacramento for review and approval.

Interpretation and Compliance
 All signage must receive City-issued sign permits
before being fabricated or installed. If ownership
should change for all or part of the project and/or
retail tenant spaces, the guidelines herein
established shall remain applicable and in force
under the new ownership. Any redesign or color
changes shall require separate approval from the
City of Sacramento. Any amendments to these
guidelines shall require approval from the City of
Sacramento.

CHAPTER 8. SIGNAGE AND GRAPHICS
8-4 INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT General Criteria for All Signage
 Architectural Compatibility: All signage shall be
designed as an integral part of, or complimentary to,
the architectural features of the building, landscape,
and/or storefront.
 Code Compliance: All signage shall comply with the
City of Sacramento Sign Ordinance.
 Maintenance: Maintenance of installed signs is the
tenant’s sole responsibility.
 Allowable Sign Types: Sign types shown in these
guidelines are the only signs permitted on the
building or property.
 Preferred Materials: Sign design and construction
should include the use of high-quality materials
such as architectural grade metals, glass, plastics
and vinyl.
 Lighting: Light levels must be dimmable. No sign
lighting shall create a nuisance to the community or
surrounding neighborhood.
 Light Efficiency: Low-voltage, LED and other highefficiency lighting is required.  Sign Locations: permitted only in the designated
sign areas to be developed.
 License Requirements: Sign installers are to be
State of California licensed contractors and are
required to provide a contractor’s license, proof of
liability insurance and worker’s compensation
insurance.
 Removal at Move-Out: When vacating a retail space,
the tenant, at their expense, shall remove all
signage, patch, repair and leave the building
surfaces in as-new condition.
 Bird Repellent: Visible bird repellent on any sign is prohibited.

INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT 9-1 CHAPTER 9

SCHEMATIC PLAN
The Sacramento 2035 General Plan’s North Natomas
Community Plan requires all development in the North
Natomas area to be designated as a Planned Unit
Development (PUD) and to have development guidelines
and a schematic plan to guide the future development.

The purpose of the PUD Guidelines and Schematic Plan is to provide for greater flexibility in the design of integrated developments and to encourage the design of wellplanned facilities that offer a variety of housing or other land uses through creative and imaginative planning.

The Innovation Park PUD Guidelines envision an urban
setting with a variety of integrated uses, including but not limited to residential development, commercial services, restaurants, parks, entertainment venues, retail,
employment centers, offices, education institutions, and a medical campus. A mix of uses near one another is key in supporting walking, biking, and the adjacent future lightrail station. Because the Innovation Park PUD Guidelines allow for and encourage a diverse range of places to live, work, shop, and recreate, the uses allowed in its
schematic plan will be those uses consistent with the
underlying zone and the Innovation Park PUD Guidelines.

CHAPTER 9. SCHEMATIC PLAN
INNOVATION PARK PLANNED UNIT DEVELOPMENT – FINAL DRAFT 9-2 SOURCE: ESA, 2021
Figure 9-1 Innovation Park PUD Schematic Plan

RESOLUTION NO. 2022–
Adopted by the Sacramento City Council
February 15, 2022
AMENDING THE CITY’S BICYCLE MASTER PLAN TO INCORPORATE THE BIKEWAY

FACILITIES NETWORK IN THE INNOVATION PARK PLANNED UNIT DEVELOPMENT (P18-077)

BACKGROUND
A. As stated in the 2035 General Plan in policy M5.1.1, the City maintains and implements a Bicycle Master Plan that carries out the goals and policies of the General Plan.

B. On October 21, 2021, the City Active Transportation Commission held a public hearing on the Innovation Park Planned Unit Development project and received and considered evidence, and forwarded to the City Council a recommendation to approve amending the City Bicycle Master Plan as set forth in Exhibit A.

C. On January 13, 2022, the City Planning and Design Commission conducted a public hearing on the Innovation Park Planned Unit Development project, and forwarded to the City Council a recommendation to approve amending the City Bicycle Master Plan as set forth in Exhibit A.

D. On February 15, 2022, the City Council conducted a public hearing, for which notice was given under Sacramento City Code Section 17.812.010 and 17.812.030.

BASED ON THE FACTS SET FORTH IN THE BACKGROUND, THE CITY COUNCIL RESOLVES AS FOLLOWS:

Section 1. Based on the verbal and documentary evidence received at the hearings on the Innovation Park Planned Unit Development, the City Council finds that amending the City Bicycle Master Plan to modify the bikeway network in Innovation Park is consistent with the City’s general plan goal to maintain a safe, comprehensive, and integrated bicycle system and a set of support facilities throughout the city that encourage bicycling that is safe and accessible to all.

Section 2. City Council hereby amends the City’s Bicycle Master Plan to modify the Innovation Park bicycle network as set forth in Exhibit A.

Section 3. Exhibit A is part of this resolution.

Table of Contents:

Exhibit A – Innovation Park Planned Unit Development Bicycle Plan Adopted by the City of Sacramento City Council on February 15, 2022, by the following vote:

Ayes:

Noes:

Abstain:

Absent:

Attest:

Innovation Park Planned Unit Area Bicycle Network

EXHIBIT A

RESOLUTION NO. 2022–
Adopted by the Sacramento City Council
February 15, 2022

ADOPTING FINDINGS OF FACT AND CONDITIONS OF APPROVAL FOR THE

TENTATIVE SUBDIVISION MAP AND TENTATIVE MAP DESIGN DEVIATION FOR THE INNOVATION PARK PLANNED UNIT DEVELOPMENT (P18-077)

BACKGROUND
A. On January 13, 2022, the City Planning and Design Commission conducted a public hearing on the Innovation Park Planned Unit Development project and forwarded to the City Council a recommendation to adopt findings of fact and approve the Tentative Subdivision Map and Tentative Map Design Deviation for a Non-standard Roadway Centerline Radii for the Innovation Park Planned Unit Development.

B. On February 15, 2022, the City Council conducted a public hearing, for which notice was given under Sacramento City Code Section 17.812.010 and 17.812.030.

BASED ON THE FACTS SET FORTH IN THE BACKGROUND, THE CITY COUNCIL RESOLVES AS FOLLOWS:

Section 1. Based on the verbal and documentary evidence received at the hearings on the Innovation Park Planned Unit Development (P18-077), the City Council approves the Tentative Subdivision Map and street sections with a design deviation for a non-standard Roadway Centerline Radii attached as Exhibit A, and Tentative Map Subdivision Modification attached as Exhibit B, based on the findings of fact set forth below:

A. Tentative Subdivision Map to subdivide approximately 183.7 gross acres into 34 lots and a Tentative Map Design Deviation for a Non-standard Roadway Centerline Radii in the General Commercial zone (C-2-PUD) and located within the Innovation Park Planned Unit Development is approved based on the following findings of fact:

1. None of the conditions described in City Code section 17.828.090 and Government Code section 66474 exist with respect to the proposed subdivision as follows:
a. The proposed map is consistent with the General Plan, all applicable community and specific plans, Title 17 of the City Code, and all other applicable provisions of the City Code;
b. The design and improvement of the proposed subdivision is consistent with the General Plan, all applicable community and specific plans, Title 17 of the

City Code, and all other applicable provisions of the City Code as conditioned;
c. The site is physically suitable for the type of development; d. The site is physically suitable for the proposed density of development; e. The design of the subdivision and the proposed improvements are not likely to cause substantial environmental damage or substantially and avoidably injure fish or wildlife or their habitat;
f. The design of the subdivision and the type of improvements are not likely to cause serious public health problems;
g. The design of the subdivision and the type of improvements will not conflict with easements, acquired by the public at large, for access through, or use of, property within the proposed subdivision.

2. The proposed subdivision, together with the provisions for its design and improvement, is consistent with the General Plan, all applicable community and specific plans, Title 17 of the City Code, and all other applicable provisions of the City Code (Gov. Code §66473.5);

3. The discharge of waste from the proposed subdivision into the existing community sewer system will not result in a violation of the applicable waste discharge requirements prescribed by the California Regional Water Quality Board, Central Valley Region, in that existing treatment plants have a design capacity adequate to service the proposed subdivision (Gov. Code §66474.6);

4. The design of the proposed subdivision provides, to the extent feasible, for future passive or natural heating and cooling opportunities (Gov. Code §66473.1); and

5. The City has considered the effect of the approval of this Tentative Subdivision Map on the housing needs of the region and has balanced these needs against the public service needs of its residents and available fiscal and environmental resources (Gov. Code §66412.3).

Tentative Map Design Deviations

1. The property to be divided is of such size or shape, or is affected by such topographic conditions, or that there are special circumstances or conditions affecting the property that it is impossible, impractical, or undesirable in the particular case to conform to the strict application of these regulations;

2. The cost to the subdivider of strict or literal compliance with the regulation is not the sole reason for granting the deviation;

3. The deviation will not be detrimental to the public health, safety, or welfare or be injurious to other properties in the vicinity; and

4. That granting the deviation is in accord with the intent and purposes of these regulations and is consistent with the general plan and with all other applicable specific plans of the city.

Section 2. Based on the verbal and documentary evidence received at the hearings on the Innovation Park Planned Unit Development (P18-077), the City Council approves the Tentative Subdivision Map and street sections with a design deviation for a non-standard Roadway Centerline Radii attached as Exhibit A, and Tentative Map Subdivision Modification attached as Exhibit B, subject to the conditions of approval as set forth below:

A. Tentative Subdivision Map to subdivide approximately 183.7 gross acres into 34 lots and a Tentative Map Design Deviation for a Non-standard Roadway Centerline Radii in the General Commercial zone (C-2-PUD) and located within the Innovation Park Planned Unit Development is approved subject to the conditions of approval in Exhibit A:

Table of Contents:

Exhibit A – Tentative Map Conditions of Approval
Exhibit B – Tentative Map
Exhibit C – Tentative Map Subdivision Modification
Adopted by the City of Sacramento City Council on February 15, 2022, by the following vote:

Ayes:

Noes:

Abstain:

Absent:

Attest:

Exhibit A
Conditions of Approval - Innovation Park Tentative Subdivision Map NOTE: These conditions shall supersede any contradictory information shown on the Tentative Subdivision Map or any contradictory provisions in the PUD guidelines approved for this project (P18-077). The design of any improvement not covered by these conditions, or the PUD Guidelines shall be to City standard.

The applicant shall satisfy each of the following conditions prior to filing the Final Map unless a different time for compliance is specifically stated in these conditions. Any condition requiring an improvement that has already been designed and secured under a City Approved improvement agreement may be considered satisfied at the discretion of the Department of Public Works.

The City strongly encourages the applicant to thoroughly discuss the conditions of approval for the project with their Engineer/Land Surveyor consultants prior to City Planning Commission approval. The improvements required of a Tentative Map can be costly and are completely dependent upon the condition of the existing improvements. Careful evaluation of the potential cost of the improvements required by the City will enable the applicant to ask questions of the City prior to project approval and will result in a smoother plan check process after project approval:

GENERAL: All Projects

1. In accordance with City Code Section 17.828.097, recommendation of approval of this map by the Planning Commission is contingent upon approval by the City Council of all required Plan Amendments (if any), Zoning changes, and the Development Agreement. The Final Map may not be recorded unless and until such time as the City Council approves such required Plan Amendments (if any), Zoning changes, and the Development Agreement.

2. The applicant shall participate in the North Natomas Financing Plan, adopted by Resolution No. 94-495 on August 9, 1994, as amended from time to time, and shall execute any and all agreements which may be required in order to implement this condition.

3. Execute a Development Agreement to the satisfaction of the City of Sacramento and comply with and meet all the requirements of the Agreement.

4. Comply with the North Natomas Development Guidelines and the PUD guidelines approved for this project (P18-077) to the satisfaction of the Planning Director and the Department of Public Works.

5. The design of any improvement not covered by these conditions or the PUD Guidelines shall be to City standards.

6. Comply with requirements included in the Mitigation Monitoring Plan developed by, and kept on file in, the Planning Division Office (P18-077).

7. Pay off existing assessments or file the necessary segregation requests and fees to segregate existing assessments, in accordance with the Development Agreement.

8. Title to any property required to be dedicated to the City in fee shall be conveyed free and clear of all rights, restrictions, easements, impediments, encumbrances, liens, taxes, assessments or other security interests of any kind (hereafter collectively referred to as "Encumbrances"), except as provided herein. The applicant shall take all actions necessary to remove any and all Encumbrances prior to approval of the Final Map and acceptance of the dedication by City, except that the applicant shall not be required to remove Encumbrances of record, including but not limited to easements or rights-of-way for public roads or public utilities, which, in the sole and exclusive judgment of the City, cannot be removed and/or would not interfere with the City's future use of the property. The applicant shall provide title insurance with the City as the named beneficiary assuring the conveyance of such title to City.

9. Show all existing and proposed/required easements on the Final Map or on each phased final map.

10. Private reciprocal ingress, egress, and maneuvering easements may be required for future development within the boundary of this Tentative Map. If required, the applicant shall enter into and record an Agreement for Conveyance of Easements with the City stating that a private reciprocal ingress/egress, and maneuvering easement shall be conveyed to and reserved from all appropriate parcels, at no cost, at the time of sale or other conveyance of any of the parcels.

11. Multiple Final Maps may be recorded. Prior to recordation of any Final Map all infrastructure/improvements necessary to serve the development proposed for the respective Final Map must be in place or secured under a City approved Subdivision Improvement Agreement to the satisfaction of the Departments of Utilities, Public Works and Community Development Departments. Necessary public improvements and infrastructure shall be determined by the City, but at a minimum, will include street improvements contiguous to the phased Final Map and shall be dedicated and constructed and connected to the nearest existing street(s) prior to recording of that phased Final Map. Improvement requirements shall be determined after review of the DSEIR, the Mitigation Monitoring Plan (MMP), the Traffic Analysis, the Transportation Management Plan and any required operational analysis.

12. Pursuant to City Code Section 17.700.060, the applicant shall be required to submit a Transportation System Management Plan and pay all required fees prior to issuance of the building permit. The Transportation System Management Plan shall be subject

to review and approval of the City, Department of Public Works.

13. Each applicant for a phased Final Map shall fund an operational traffic analysis for the lots proposed to be developed within that final map to the satisfaction of the Department of Public Works. This analysis will be contracted by the City and will be used to provide recommendations to the City for determining the required improvements to allow for the development of the proposed lots. Unless determined otherwise by the City, the operational traffic analysis will be performed specifically for the final map being proposed for approval. The applicant for each Final map will be responsible for the cost of the improvements as determined by the operational analysis.

The operational traffic analysis may include but is not limited to the following items:
o Count Data
o Delivery Routes
o Corridor Analysis
o Access locations
o Signal Warrant Evaluations
o Bulb-out locations
o Bike Routes
o Transit Stops

14. Obtain and comply with abandonment clearance letters for the abandonments on the Final Map. Letters shall be provided to the Department of Public Works.

Public Works: Streets

15. The City shall determine public infrastructure improvements required prior to recordation of each Final Map or phased Final Subdivision Map. Any public improvement not specifically noted in these conditions or on the Tentative Subdivision Map shall be designed and constructed to City standards in effect at the time of filing the final map application.

16. Submit a Geotechnical Analysis prepared by a registered engineer to be used in street design. The analysis shall identify and recommend solutions for groundwater related problems, which may occur within both the subdivision lots and public right-of-way.

Construct appropriate facilities to alleviate those problems. As a result of the analysis street sections shall be designed to provide for stabilized subgrades and pavement sections under high groundwater conditions.

17. Construct standard subdivision improvements as noted in these conditions pursuant to section 17.504.050 of the City Code. All improvements shall be designed and constructed to the satisfaction of the Department of Public Works. Any public improvement not specifically noted in these conditions or on the Tentative Map shall be designed and constructed to City standards. All streets shall be constructed in

accordance with the street cross-sections shown on the approved Tentative Map. This shall include the repair or replacement/reconstruction of any existing deteriorated curb, gutter and sidewalk adjacent to the subject property per City standards to the satisfaction of the Department of Public Works.

18. Construct bulb-outs at locations specified in the City’s Pedestrian Friendly Street Design Guidelines, the City’s Design and Procedures Manual, or as directed by the Department of Public Works.

19. At its discretion, the City may require the inclusion of traffic calming devices along residential streets, to be constructed as part of the public improvements. These devices may include, but are not limited to, traffic circles, speed lumps/humps, etc.

Speed lumps/humps will be required on certain streets adjacent to school/park combinations, as determined by the Department of Public Works.

20. The applicant is required to install permanent street signs to the satisfaction of the Public Works Department.

21. City standard ornamental streetlights (acorn style or alternate decorative style approved by the Planning and Electrical Divisions) shall be designed and constructed by the applicant in accordance with the Department of Public Works, Electrical Division requirements.

22. Construct A.D.A. compliant ramps per City standards at all intersections and as directed by the Department of Public Works. All crosswalks shall be disability access compliant; curb ramps shall be installed and/or relocated as determined necessary by the Department of Public Works at each intersection.

23. Dedicate right-of-way in the form of an Irrevocable Offer of Dedication (IOD) and construct A Street per City standards and specifications for street construction and per the approved Tentative Subdivision Map cross section to the satisfaction of Department of Public Works. A Street has several cross sections depending on exact locations per the Tentative Subdivision Map.

24. Dedicate right-of-way in the form of an Irrevocable Offer of Dedication (IOD) and construct B Street per City standards and specifications for street construction and the approved Tentative Subdivision Map Street cross section to the satisfaction of Department of Public Works. B Street has several cross sections depending on exact locations per the approved Tentative Subdivision Map.

25. Dedicate right-of-way in the form of an Irrevocable Offer of Dedication (IOD) and construct C Street per City standards and specifications for street construction and the approved Tentative Subdivision Map Street cross section to the satisfaction of Department of Public Works. C Street has several cross sections depending on exact locations per the approved Tentative Subdivision Map.

26. Dedicate right-of-way in the form of an Irrevocable Offer of Dedication (IOD) and construct all connector streets (at A Street, B Street, D Street and E Street) per City standards and specifications for street construction and the approved Tentative Subdivision Map Street cross section to the satisfaction of Department of Public Works. The applicant shall remove any existing structures or encroachments from the right of way to the satisfaction of the Department of Public Works.

27. On all appropriate streets where the Public Utility Easement (PUE) overlaps the sidewalk, the applicant shall dedicate an 8-foot public pedestrian easement over the sidewalk to the satisfaction of the Department of Public Works.

28. The applicant shall design and construct appropriate lane transitions consistent with MUTCD standards at project entry ways (Streets B and D) from a 4-lane roadway to a 2-lane roadway to the satisfaction of the Department of Public Works.

29. Provide additional right-of-way for expanded intersections per the City’s Design and Procedures Manual at intersections to be signalized and other locations specified by the Department of Public Works.

30. Dedicate I.O.D.'s or easements for all off-street bikeways. The I.O.D.'s or easements shall be a minimum of 16 feet wide (12-foot bike lane plus 2-2-foot shoulders) as shown on the approved Tentative Subdivision Map (within Lots A,B,C,D,E, and F).

Construct all the required off-street bikeways and associated improvements, signage and markings per City standards and in compliance with the Innovator Park bikeway Plan to the satisfaction of the Department of Public Works. For lots 6,7,26 and 27 adjacent to open space lots A & F, any future water meter placement will need to provide adequate protection and enhanced visibility around the meters for pedestrian and bicyclist safety to the satisfaction of the Department of Public Works.

31. Multiple access points will be required for all phases of the Final Map to the satisfaction of the Department of Public Works. Dead end streets must be less than 500' in length and must include a turn-around approved by the Department of Public Works and Fire Department.

32. The applicant shall dedicate sufficient right of way and construct dual left turn lanes at the following signalized intersections:
a. The intersection of Innovator Drive (Street A) and the proposed hospital main entry, northbound to westbound dual left turn lanes.
b. The intersection of Innovator Drive (Street A) and Street B, northbound to westbound dual left turn lanes.

33. The applicant shall provide all the required infrastructure improvements to mitigate the queueing deficiencies at several intersections as specified in the Innovation Park Local

6 Transportation Analysis (LTA) report dated August 20,2021. Infrastructure Improvements may consist of turn pocket extensions with required length, and fair share for signal retiming and hardware upgrade. The phasing requirements and project triggers for queueing deficiencies at each intersection are outlined in the report on page 67 through 69 of the LTA.
a. Del Paso Blvd & Town Center Drive (Int #5)
b. Del Paso Blvd & Natomas Blvd/Truxel Road (Int #8)
c. East Commerce Way & West Entrance Road (Int #9)
d. Truxel Road/East Entrance Road & Terracina Drive (Int #12) e. Arena Blvd & South Entrance Road/Innovator Drive (Int #17) f. Arena Blvd & Truxel Road (Int #18)
g. Truxel Road & Prosper Road (Int #25)
h. Sports Parkway West & Main Entrance Road (Int #105)
i. Sports Parkway West & West Entrance Road (Int #106)
j. Innovator Drive & Main Entrance Road/Terracina Drive (Int #108)

34. The applicant shall pay a fair share contribution ($6000) for each signal to recover costs of the City's Traffic Operations Center monitoring, retiming, and hardware upgrades of the traffic signal for the following intersections (Int # per LTA):
a. Del Paso Blvd & East Commerce Way (Int #4)
b. Del Paso Blvd & Town Center Drive (Int #5)
c. Del Paso Blvd & Natomas Blvd/Truxel Road (Int #8)
d. East Commerce Way & Main Entrance Road (Int #10)
e. East Commerce Way & KSP Arena (Int #11)
f. Truxel Road & East Entrance Road/Terracina Drive (Int #12) g. Arena Blvd & East Commerce Way (Int #15)
h. Arena Blvd & South Entrance Road/Innovator Drive (Int #17) i. Arena Blvd & Truxel Road (Int #18)
j. Truxel Road & Gateway Park Blvd (Int #19)
k. Truxel Road & Prosper Road (Int #25)

35. Construct traffic signals at the following intersections (Int # per LTA) when required by the Department of Public Works (if not already in place):
a. Del Paso Blvd & Five Star Way (Int #7)
b. East Commerce Way & West Entrance Road (Int #9)
c. Prosper Road & Innovator Drive (Int #24)
d. Innovator Drive & Sports Parkway North (Int #101)
e. Five Star Way & Sports Parkway North (Int #102)
f. Sports Parkway East & Terracina Drive (Int #103)
g. Innovator Drive & Sports Parkway South (Int #104)
h. Sports Parkway West & Main Entrance Road (Int #105)
i. Sports Parkway West & West Entrance Road (Int #106)
j. Innovator Drive & West Entrance Road (Int #107)
k. Innovator Drive & Main Entrance/Terracina Drive (Int #108)

7 l. Del Paso Blvd & Via Ingoglia (Pay fair share only per Development Agreement) NOTE: The Department of Public Works shall determine the need for signals, based on Caltrans signal warrants, prior to the recordation of each subsequent phase. If warranted, signals shall be constructed as part of the public improvements for that phase. Signal design and construction shall be to the satisfaction of the Department of Public Works. The applicant shall provide all on-site easements and right-of-way needed for turn lanes, signal facilities and related appurtenances.

36. The applicant shall submit a Traffic Signal Design Concept Report (TSDCR) per section 15.10 of the City’s Design and Procedures Manual to the Department of Public Works for review and approval prior to the submittal of any improvement plans involving traffic signal work. The TSDCR provides crucial geometric information for signal design which may lead to additional right-of-way dedication and should be started as early as possible to avoid delays during the plan check process.

37. The traffic signals shall be connected to the City of Sacramento Traffic Operation Center and traffic surveillance equipment shall be provided per City requirements.

The signal communication infrastructure shall be capable of both fiber and/ or copper communication medium consistent with the communications infrastructure used for the site. Closed Circuit Television Cameras (CCTV) shall be installed. Other equipment may be required subject to requirement per Department of Public Works.

38. All right-of-way and street improvement transitions that result from changing the rightof-way of any street shall be located, designed and constructed to the satisfaction of the Department of Public Works. The center lines of such streets shall be aligned.

39. With each phased Final Map dedicate to the City those areas identified on that phase of the Tentative Subdivision Map as Landscape Corridors and Open Space areas that contain a bike trail (Lots 8, 28, A, B, C, D, E, and F). Annex the project area to the appropriate Landscape Maintenance District, or other financing mechanism acceptable to the City, prior to recordation of the Final Map. Design and construct landscaping and irrigation in dedicated easements or rights of way, to the satisfaction of the Public Works Department, Parks Planning, Design and Services (PPDS), and the Planning Division. Acceptance of the required landscaping and irrigation by the City into the Landscape Maintenance District shall be coordinated with the Department of Public Works, Finance Department-Special Districts and PPDS. The Developer shall maintain the landscaping and irrigation for two years or until acceptance by the City into the District (whichever is less). The two-year period shall begin following the issuance of a notice of completion by the City for the landscaping and irrigation.

40. Streets adjacent to schools and parks shall have a minimum 54-foot right-of-way, and vertical curb as determined by the Department of Public Works.

41. The applicant shall make provisions for bus stops, shelters, transit centers, turnarounds, etc. to the satisfaction of the Department of Public Works in consultation with Regional Transit.

8 42. The design and placement of walls, fences, signs and Landscaping near intersections and driveways shall allow stopping sight distance per Caltrans standards and comply with City Code Section 12.28.010 (25' sight triangle). Walls shall be set back 3' behind the sight line needed for stopping sight distance to allow sufficient room for pilasters.

Landscaping in the area required for adequate stopping sight distance shall be limited

3.5' in height. The area of exclusion shall be determined by the Department of Public Works.

43. The applicant shall coordinate with SMUD and all other utility companies and relocate any existing facilities, poles, or any appurtenances that conflict with any public infrastructure at the applicant’s own expense to the satisfaction of the Department of Public Works.

44. With each phased final map, and prior to approval of improvement plans, the applicant shall submit landscape plans for landscape corridors, open space areas and other public landscape areas within the requested phased final map boundary (including designs for walls and fences) for review and approval by the Departments of Public Works, PPDS and CDD.

45. Prior to submittal of improvement plans for any phase of this project, the developer’s design consultant(s) shall participate in a pre-design conference with City staff. The purpose of this conference is to allow City staff and the design consultants to exchange information on project design requirements and to coordinate the improvement plan review process. Contact the Department of Public Works, Development Services Section Plan Check Engineer at 264-7493 to schedule the conference. It is strongly recommended that the conference be held as early in the design process as possible.

PRIVATE/PUBLIC UTILITIES: John Yu, (916) 732-6321

46. SMUD has existing overhead 69kV facilities starting from the Arco Arena East Entrance Road extending west along the north side of the project site to the Arco Arena West Entrance Road that will need to remain. The Applicant shall be responsible for maintaining all CalOSHA and State of California Public Utilities Commission General Order No. 95 safety clearances during construction and upon building completion. If the required clearances cannot be maintained, the Applicant shall be responsible for the cost of relocation.

47. SMUD has existing underground 12kV facilities starting from the Arco Arena East Entrance Road extending west along the north side of the project site to the Arco Arena West Entrance Road and on the project site that will need to remain. The Applicant shall be responsible for maintaining all CalOSHA and State of California Public Utilities Commission General Order No. 128 safety clearances during construction and upon building completion. If the required clearances cannot be maintained, the Applicant shall be responsible for the cost of relocation.

48. Structural setbacks less than 14-feet shall require the Applicant to conduct a preengineering meeting with all utilities to ensure property clearances are maintained.

9 49. Any necessary future SMUD facilities located on the Applicant’s property shall require a dedicated SMUD easement. This will be determined prior to SMUD performing work on the Applicant’s property.

50. In the event the Applicant requires the relocation or removal of existing SMUD facilities on or adjacent to the subject property, the Applicant shall coordinate with SMUD. The Applicant shall be responsible for the cost of relocation or removal.

51. SMUD reserves the right to use any portion of its easements on or adjacent to the subject property that it reasonably needs and shall not be responsible for any damages to the developed property within said easement that unreasonably interferes with those needs.

52. The Applicant shall not place any building foundations within 5-feet of any SMUD trench to maintain adequate trench integrity. The Applicant shall verify specific clearance requirements for other utilities (e.g., Gas, Telephone, etc.).

53. In the event the City requires an Irrevocable Offer of Dedication (IOD) for future roadway improvements, the Applicant shall dedicate a 12.5-foot public utility easement (PUE) for overhead and/or underground facilities and appurtenances adjacent to the City’s IOD.

54. The Applicant shall comply with SMUD siting requirements (e.g., panel size/location, clearances from SMUD equipment, transformer location, service conductors).

Information regarding SMUD siting requirements can be found at:
https://www.smud.org/en/Business-Solutions-and-Rebates/Design-and-ConstructionServices.

55. The Applicant shall dedicate a 12.5-foot public utility easement for overhead and/or underground facilities and appurtenances adjacent to all public street rights-of-ways.

56. The Applicant shall dedicate any private drive, ingress and egress easement, (and 10- feet adjacent thereto) as a public utility easement for (overhead and) underground facilities and appurtenances. All access roads shall meet minimum SMUD requirements for access roads.

57. The Applicant shall dedicate and provide all-weather vehicular access for service vehicles that are up to 26,000 pounds. At a minimum: (a) the drivable surface shall be 20-feet wide; and (b) all SMUD underground equipment and appurtenances shall be within 15-feet from the drivable surface.

58. The Applicant shall dedicate a 20-foot easement for future 69 kV routes that will be required to connect the new substation into SMUD’s Distribution System. Associated future overhead 69 kV route will be established with consultation with the applicant.

The 12.5-foot PUE will be located directly adjacent to the street right-of-way, with the 20-foot 69 kV easement directly adjacent to the PUE.

10 59. The Applicant shall disclose existing or proposed 69 kV electrical facilities to future and/or potential owners.

60. The tentative location of the substation shall be on Lot 12. It is SMUD’s preference that substations be placed in areas that are zoned Industrial or Commercial. Prior to the Map Recordation of the final map, the exact size and location of the substation site shall be determined by mutual agreement of SMUD and the Applicant.

61. The Applicant shall coordinate with SMUD prior to map recordation regarding dedicating any necessary Public Utility Easement (PUE) for overhead and underground facilities and appurtenances to serve Lots 6, 7, 26, and 27. Size and location of the additional PUE shall be determined by mutual agreement of SMUD and the Applicant.

62. Prior to recordation of the Final Map, Natomas Central Mutual Water Company shall be notified of map processing. Also, all assessments due on the property shall be paid and if the land use is other than agricultural, severance from the company is required.

Pursuant to Company by-laws, severance from the Company requires execution of a stock cancellation agreement with Natomas Central Mutual Water Company, and severance fees must be paid.

REGIONAL SAN: Robb Armstrong (916) 876-6104

63. Developing this property will require the payment of Regional San sewer impact fees (connection fees). Regional San sewer impact fees shall be paid prior to the issuance of building permits. For questions pertaining to Regional San sewer impact fees, please contact the Sewer Fee Quote Desk at (916) 876-6100.

SASD: Yadira Lewis, (916) 876-6336

64. Prior to the APPROVAL OF IMPROVEMENT PLANS: To obtain sewer service, construction of SASD sewer infrastructure will be required. Current SASD Standards and Specifications apply to any offsite or onsite public sewer construction or modification. These improvements must be shown on the plans. Field modifications to new or existing precast manhole bases are not allowed.

65. Prior to the APPROVAL OF IMPROVEMENT PLANS: SASD requires each building on each lot with a sewage source to have a separate connection to SASD’s sewer system. If there is more than one building in any single parcel and the parcel is not proposed for split, then each building on that parcel must have a separate connection to a private onsite sewer line or a separate connection to the SASD public sewer line.

These improvements must be shown on the plans.

66. Prior to the APPROVAL OF IMPROVEMENT PLANS: Alignment of all main lines and structures must provide a minimum of 1 foot vertical clearance and 5 feet horizontal clearance from all other utilities and improvements. Sewer is to be located a minimum of 10 feet (measured horizontally) from any structure or footing. Show public sanitary sewer and water supply facilities in accordance with the Health and Safety Code.

11 67. Prior to the ISSUANCE OF A BUILDING PERMIT: The owner must contact Permit Services Unit at [email protected] by phone at (916) 876-6100 to determine if sewer impact fees are due. Fees are to be paid prior to the issuance of building permits.

68. Prior to the SUBMITTAL OF IMPROVEMENT PLANS: For this project, SASD requires a Level 3 sewer study prior to the submittal of improvement plans for plan check to SASD. The sewer study shall demonstrate the quantity of discharge and any “flow through sewage” along with appropriate pipe sizes and related appurtenances from this subject and other upstream areas and shall be done in accordance with SASDs’ most recent “Minimum Sewer Study Requirements”. The study shall be done on a no “Shed-Shift” basis unless approved by SASD in advance and in compliance with SASD Design Standards.

NATOMAS CENTRAL MUTUAL WATER COMPANY:

69. Prior to recordation of the Final Map, Natomas Central Mutual Water Company shall be notified of map processing. Also, all assessments due on the property shall be paid and if the land use is other than agricultural, severance from the company is required.

Pursuant to Company by-laws, severance from the Company requires execution of a stock cancellation agreement with Natomas Central Mutual Water Company, and severance fees must be paid.

CITY UTILITIES: Lorenzo Hernandez, (916) 808-4939

70. A financing mechanism approved in writing by the City must be formed for the purpose of constructing all common wet facilities within the project area and any additional facilities required to accommodate development of the subject area in accordance with the approved master plans for the project area. For this purpose, "financing mechanism” includes but is not limited to a fully executed agreement satisfactory to the Department of Utilities (DOU) and approved as to form by the City Attorney, which provides for funding and construction of the said facilities, and which provides for posting or depositing with the City of unconditional security for performance of the landowner's obligations, which security is adequate in the sole and exclusive discretion of the City, and which is in a form acceptable to the City Attorney.

71. The applicant and/or any successor shall fully participate in any financing mechanism, including but not limited to assessment districts, community facilities districts or other financing mechanism formed for the purpose of funding and constructing the facilities specified in the preceding condition. For this purpose, "fully participate" requires that the applicant and/or successor shall, notwithstanding the provisions of Articles XIIIC and/or XIIID of the California Constitution, or any other applicable federal or state law, rule of regulation, waive and relinquish any right to protest or vote against the formation of the mechanism and/or the levy of any assessment or tax pursuant thereto; actively participate in a positive manner in the proceedings for formation of the mechanism and/or the levy of any assessment or tax pursuant thereto; and pay all taxes, assessments and/or fees levied pursuant thereto.

12 72. Dedicate all necessary easements, right-of-ways, fee title property or IOD in fee title property on the final map as required to implement the approved drainage and water studies, per the Department of Utilities’ (DOU) requirements. If required, easements shall be dedicated for off-site water and storm drain main extensions. Street right-ofway shall be dedicated for common water and drainage pipes identified in the water and drainage master plan. All dedications shall be at no cost to the City and shall be free and clear of all encumbrances and liens and shall be to the satisfaction of the DOU.

73. Execute an agreement with the City for the construction of common drainage facilities (including any water quality features) serving Innovation Park per the approved drainage master plan. The agreement shall be to the satisfaction of the DOU and the City Attorney. Common drainage facilities shall include, but are not limited to, storm drain pipes serving all master parcels, pump station(s) and discharge pipes (if required), detention and water quality basins, outfall structures, weir structures, and associated appurtenances. The agreement shall be reviewed and accepted by the DOU prior to final subdivision map or as otherwise approved by the DOU.

74. All existing easements and all existing right-of-ways shall be shown on the Final Subdivision Map, except for all abandoned easements and right-of-ways.

75. The applicant shall grant and reserve easements, as needed, for water, drainage, and for surface storm drainage, at no cost at or before the time of sale or other conveyance of any parcel or lot. A note stating the following shall be placed on the Final Map:
“Reciprocal easements for utilities, drainage, water and surface storm drainage shall be granted and reserved, as necessary and at no cost, at or before the time of sale or conveyance of any parcel shown in this map.”

76. The applicant shall dedicate a 20-foot minimum drainage easement for the existing drainage mains located in Lot 6,7,8, 26, 27 and 28. The dedications shall be to the satisfaction of the DOU for personnel and vehicular access and for the maintenance and repair of the drainage pipes, and its appurtenances.

77. Per City Code 13.04.230, no permanent structure (including without limitation garages, trees, fences patios, concrete slabs, special pavement, medians, tool shed and similar structures) shall be constructed on top of drainage pipelines or anywhere within the associated utility easements, unless approved by the director upon execution of a hold harmless agreement approved by the city attorney.

78. Water and storm drainage systems that are located onsite or within private streets, alleys, drives, or common area shall be private systems operated and maintained by the property owner, an ownership association or other approved entity.

79. A water master study for this entire area must be completed by the applicant and approved by the DOU. The water distribution system shall be designed to satisfy the more critical of the two following conditions: (1) at maximum day peak hour demand, the operating or "residual" pressure at all water service connections shall be at least

13 30 pounds per square inch, (2) at average maximum day demand plus fire flow, the operating or "residual" pressure in the area of the fire shall not be less than 20 pounds per square inch. The water master study shall determine if the existing and proposed water distribution system is adequate to supply fire flow demands for the project. A water supply test may be required for this project. The applicant is advised to contact the City of Sacramento Utilities Department Development Review Section (916-808- 7890) at the early planning stages to address any water related requirements. Failure to submit the water master study may delay review and approval.

80. Two or more points of connection for the public water distribution system for this subdivision or any phase of this subdivision are required. All water lines shall be placed within the asphalt section of public right-of-ways as per the City’s Design and Procedures Manual, unless otherwise approved by the DOU.

81. The applicant shall construct two separate water mains on each side of the street where a landscape median is proposed at the centerline of the street unless otherwise approved by the DOU.

82. Per Sacramento City Code, water meters shall be located at the point of service that is located at the back of curb for separated sidewalks or the back of walk for connected sidewalks. Easements for water meters located within private alleys shall be dedicated to the City and shall include language assuring unrestricted access at all times for DOU personnel and maintenance vehicles.

83. Per City Code Section, 13.04.070, multiple water services to a single lot or parcel may be allowed if approved by DOU Development Review and Operations and Maintenance staff. Any new water services (other than fire) shall be metered. Excess services shall be abandoned to the satisfaction of the DOU.

84. Water service(s) for Lots 6, 7, 26 and 27 crossing through the proposed landscape lot (along C St.) will be authorized only after an I.O.D. to the City for the landscape lot has been established and a building permit including construction of the service(s) has been issued. The service(s) crossing through the landscape lot may require a private easement and an agreement with the City's YPCE (parks) Department addressing maintenance requirements. City maintenance responsibilities for the service(s) are to the point of service:
 For fire services located at the back of curb adjacent to C St.  For metered services, the water meter (installed at the back of curb adjacent to C St).

Dependent upon the location of future City water mains, the applicant may decide to obtain water services such that they do not pass through the landscaping lot, in which case private easements allowing services to cross through neighboring lots will be required as needed.

85. Common area landscaping shall have a separate street tap for a metered irrigation service.

14 86. If required construct storm drain stubs, water taps for all Park lots. The construction shall be to the satisfaction of the DOU and the Parks Department.

87. The applicant shall complete a drainage master study for this entire site. All drainage lines shall be placed within the asphalt section of public-right-of-ways as per the City’s Design and Procedures Manual, unless otherwise approved by the DOU. The drainage master plan is required to show the sizes of all common trunk lines in the street right-of-ways. If required, the drainage master study shall include basin designed and constructed for flood control and water quality treatment. The proposed drainage facilities and detention/water quality basin shall be sized to handle storm drain runoff from the Innovation Park Development and all existing offsite flows that drain across this project site. The design shall be to the satisfaction of the DOU. The DOU shall review and approve the drainage master plan. The drainage study shall meet the criteria specified in the current Design and Procedures Manual. The applicant is advised to contact the City of Sacramento Utilities Department Drainage Section (916-808-7890) at the early planning stages to address any drainage related requirements and design criteria.

88. Prior to any vertical construction within the Subdivision Parcels, the applicant shall construct the required water, and drainage facilities (including a detention and water quality basin (if required) per the approved Master Studies and shall be to the satisfaction of the DOU. Prior to design, the applicant shall meet with the Drainage CIP and Water Quality Section within DOU to discuss the design standards. (Note: A separate set of improvement plan will be required for the detention basin and water quality basins.)

89. Finished floor elevations shall be a minimum of 1-foot above the 100-year HGL or 1.5– feet above the overland flow release elevation, whichever is higher or as approved by the DOU.

90. Per City Code, the applicant may not develop the project in any way that obstructs, impedes, or interferes with the natural flow of existing off-site drainage that crosses the property. The project shall construct the required public and/or private infrastructure to handle off-site runoff to the satisfaction of the DOU. If private infrastructure is constructed to handle off-site runoff, the applicant shall dedicate the required private easements and/or, at the discretion of the DOU, the applicant shall enter into and record an Agreement for Maintenance of Drainage with the City, in a form acceptable to the City Attorney.

91. A grading plan showing existing and proposed elevations is required. All lots and/or parcels shall be graded so that drainage does not cross property lines or private drainage easements shall be dedicated. Adjacent off-site topography shall also be shown to the extent necessary to determine impacts to existing surface drainage paths. At a minimum, one-foot off-site contours within 100 feet of the project boundary

15 are required. No grading shall occur until the grading plan has been reviewed and approved by DOU.

92. The applicant must comply with the City of Sacramento's Grading, Erosion and Sediment Control Ordinance. This ordinance requires the applicant to show erosion and sediment control methods on the construction drawings. These plans shall also show the methods to control urban runoff pollution from the project site during construction.

93. Post construction (permanent), stormwater quality control measures shall be incorporated into the development to minimize the increase of urban runoff pollution caused by development of the area. The project is an area served by an existing regional water quality control facility, therefore only source control, and Low Impact Development (LID) measures are required. Storm drain public notice message is required at all drain inlets. Improvement plans must include the measures selected for the site. Refer to “Stormwater Quality Design Manual for the Sacramento Region (July 2018)” Chapter 4 for appropriate source control measures and chapter 5 for appropriate LID measures.

94. Low Impact Development (LID) strategies for the site design is required for all future development and shall utilize LID practices (i.e. stormwater planters) for stormwater treatment. The applicant can obtain LID runoff reduction credits following the guidance in the Stormwater Quality Design Manual. LID measures will reduce the required treatment volume which could potentially reduce the surface area requirements for the stormwater treatment measures. LID features shall be included in the project’s drainage study and shall be submitted to the City’s Department of Utilities for review and acceptance. Contact City of Sacramento Utilities Department Stormwater Program (916-808-1449) if you have additional questions.

95. This development is required to incorporate certified full capture trash control devices, please refer to Appendix H in the “Stormwater Quality Design Manual for the Sacramento Region (July 2018)” for more details.

96. A separate maintenance agreement may be required for both LID and full capture control devices. Contact DOU for a list of accepted measures and proprietary devices considered for LID and full capture trash control. Construction drawings must include all proposed source controls, LID measures and full capture control devices selected for the site. Refer to the latest edition of the “Stormwater Quality Design Manual for the Sacramento Region” for more details.

97. The applicant is responsible for obtaining all necessary permits, easements and approvals from federal, state and local agencies for the construction of this project.

PPDS: Parks, Dana Repan, (916) 808-2762

16 98. Park Dedication – IOD: Park Dedication – IOD: Pursuant to Sacramento City Code Chapter 17.512 (Parkland Dedication) the Applicant shall provide on City’s form an irrevocable offer of dedication (IOD) of the park sites identified on the site plan, comprising of Lots A, B, C, D, E, F, 8, 19, 22, 28. (See Advisory Note 1). At the time of delivery of the IOD, the Applicant shall enter into an IOD Agreement with the City to:
a. Provide to City a title report demonstrating that it holds full and clear title to Lots A, B, C, D, E, F, 8, 19, 22, 28 including all interests necessary for maintenance and access;
b. Provide a Phase 1 environmental site assessment of Lots A, B, C, D, E, F, 8, 19, 22, 28;
c. If the environmental site assessment identifies any physical conditions or defects in Lots A, B, C, D, E, F, 8, 19, 22, 28 that would interfere with its intended use as a park or trail, as determined by PPDS in its sole discretion, Applicant shall complete a supplemental assessment and remedy any such physical condition or defect, to the satisfaction of PPDS; and,
d. Take all actions necessary to ensure that Lots A, B, C, D, E, F, 8, 22, 28 are free and clear of any wetland mitigation, endangered or threatened animal or plant species, sensitive habitat or other development restrictions. The Applicant shall be solely responsible, and at its sole cost, for any required mitigation costs or measures associated with Lots A, B, C, D, E, F, 8, 19, 22, 28. e. For Lot 19, provide a wetland delineation report which qualifies the site as a wetland and copies of related permit applications. Provide a Natural Resources Management Plan that describes how the pond and associated landscaping shall be maintained.

99. Basis for Park Land Dedication Total park land dedication for the Innovation Park PUD is 29.17+ acres based upon a maximum housing unit count of 3,071 single-family dwelling units. Parkland acreage dedication is determined according to the formula D x F = A, where D = the number of dwelling units, F = a ‘factor’ that when multiplied by the number of units will produce 3.5 acres per thousand population (for single-family detached units the factor is 0.0095, and A = the buildable acres to be dedicated.) Because parkland dedication requirements are based on unit type and count, the number of acres of parkland dedicated with the Tentative Subdivision Map establishes a limit on the number and type of units that may be approved without additional parkland dedication or in-lieu fee obligations under Sacramento City Code Chapter

17.512. Any changes in the unit type and count will affect the number of acres of parkland dedication requirement for subsequent maps (See Advisory Note 2). 100. Park Land Dedication Security: Each phased tentative subdivision map subsequent to the Tentative Subdivision Map may or may not be able to completely satisfy its Quimby land dedication requirements as a stand alone map, but the intent is to balance the land dedication overall. Should any phased map subsequent to the

17 Tentative Subdivision Map contain less park land than is required to meet its Quimby parkland dedication requirement, including the accumulated totals for both residential units and parkland for all preceding final maps, the Applicant shall provide the City with a Letter of Credit or other authorized security in a form approved by the City Attorney and in an amount equal in value to the balance of parkland due to secure the dedication of parkland for the Final Map. The Letter of Credit shall be released by the City upon acceptance of the IOD for the balance of the parkland dedication due. The dedication of excess parkland does not obligate the City to reimburse the Applicant for the value of the land dedicated. Excess dedication is at the option of the Applicant (See Advisory Note 3).
101. Payment of In-lieu Park Fee: Pursuant to Sacramento City Code Chapter 17.512 (Parkland Dedication) the Applicant shall pay to City an in-lieu park fee in the amount determined under SCC §§17.512.030 and 17.512.040 equal to the value of land prescribed for dedication under 17.512.020 and not satisfied by dedication. (See Advisory Note 4)
102. Maintenance District: The Applicant shall initiate and complete the formation of a parks maintenance district (assessment or Mello-Roos special tax district) or annex the project into an existing parks maintenance district. The Applicant shall pay all city fees for formation of or annexation to a parks maintenance district. (See Advisory Note 5)
103. Turnkey Park Development: If the Applicant desires to construct a turnkey park, the Applicant shall notify PPDS in writing no later than recording of the tentative subdivision map for the project and shall enter into a City standard turnkey park development agreement (or Park Development Impact Fee Credit Agreement) to construct the park improvements to the satisfaction of the City’s PPDS (See Advisory Note 6). The turnkey park development agreement shall address:
a. the preparation and approval of the park design and improvement plans; b. time for completion of the park (or of each phase of the park or trail if it is not to be completed in one phase) as a function of build-out of the subdivision or issuance of occupancy permits;
c. any credits to be awarded to the Applicant against the City’s Park Impact Fee (PIF) that would be payable as a condition of issuance of building permits for the dwelling units to be constructed in the subdivision (See Advisory Note 7); and,
d. maintenance of all improvements to be accepted into the park maintenance financing district for a minimum of one year and until a minimum of 50% of the residential units to be served by the park have received occupancy permits, unless the City agrees to accept park maintenance into the District at an earlier date. The one-year maintenance period shall begin following the issuance by the City of a notice of completion for the improvements.

18 104. Improvements: Public Parkland dedicated to the City, shall contain the following public improvements:
a. Full street improvements including but not limited to curbs, gutters, accessible ramps, street paving, streetlights, and sidewalks; and improved surface drainage through the site.
b. A concrete sidewalk and vertical curb along all street frontages. The sidewalk shall be contiguous to the curb, otherwise approved by PPDS. c. As an alternate to full street improvements, a six-foot-high masonry wall or tubular steel fencing, as approved by the City PPDS, on property lines separating public park and the designated open space areas from adjacent private uses. The masonry wall shall be split face block or similar material (to discourage graffiti) with decorative top cap and on-center pilasters, or as otherwise approved by PPDS.
d. A twelve-inch (12") storm drain stub and six inch (6") sanitary sewer stub to the back of the sidewalk at a location approved by PPDS for future service. Number of stubs and locations to be approved by PPDS. Storm Drain and Sewer stubs are to be marked with a 3' high, white 4" x 4" post indicating stub or service location.
e. One water tap for irrigation, one water tap for domestic water, and electrical and telephone service to the sites, size, quantity, and location as approved by PPDS. Water taps and telephone and electrical services shall be marked with a 3' high, white 4" x 4" post indicating stub or service location. f. A ten-foot (10') wide driveway at a location approved by PPDS. The driveway is to provide future maintenance access to the park.
105. Upon completion of all public improvements identified above, the Applicant shall contact the Landscape Architecture Section (LAS) of the PPDS to schedule an inspection. This condition shall be considered complete when all improvements have been completed to the satisfaction of the LAS of the PPDS. 106. Site Plan: The Applicant shall submit a site plan and electronic file showing the location of all improvements and utilities on the park site to PPDS for review and approval.
107. Design Coordination for PUE’s and Facilities: Public utility easements (PUE) for underground facilities and appurtenances currently exists or is required to be dedicated adjacent to a public street right-of- way, and within the Shared-Use trail. The Applicant shall coordinate with PPDS, Department of Utilities, Sanitation District, and SMUD, and other such affected agencies, regarding the location of appurtenances within the PUE to minimize obstruction in relation to the park(s) and trails and to best accommodate future park improvements.
108. The Applicant shall rough grade as required by City Code to provide positive drainage as approved by PPDS.
109. The Applicant shall be responsible for maintenance (weed abatement) of all Lots

19 conveyed as an IOD until the time that the City records acceptance of the IOD. 110. The Applicant shall obtain an Encroachment/Right of Entry from the PPDS for permission to use any park site as a construction staging area. The city will not accept the IOD for a park site until the construction staging and any remnants from staging or stockpiling is removed.
111. Shared-Use Trail: A Shared-Use, or “multi-use,” trail and adjacent landscaping shall be dedicated and constructed as specified below and in compliance with the PPDS “Trail Design Guidelines” available by contacting PPDS. The Shared-Use trail shall be dedicated as an Irrevocable Offer of Dedication (IOD) and as an exclusive recreation easement (ERE), shown on the Tentative Subdivision Map as Lots A, B, C, D, E, F, as approved by PPDS. At the time of dedication, the Applicant shall:
a. take all actions necessary to convey to and vest in the City full and clear title to the Shared-Use trail, including all interests necessary for maintenance and access;
b. provide a title report and title insurance insuring that clear title in fee is vested in the City at the time of dedication;
c. provide a Phase 1 environmental site assessment of the Shared-Use trail; d. if the environmental site assessment identifies any physical conditions or defects in the Shared-Use trail that would interfere with its intended use as a Shared-Use trail, as determined by PPDS in its sole discretion, Applicant shall complete a supplemental assessment and remedy any such physical condition or defect, to the satisfaction of PPDS; and,
e. take all actions necessary to ensure that the Shared-Use trail is free and clear of any wetland mitigation, endangered or threatened animal or plant species, sensitive habitat or other development restrictions. The Applicant shall be solely responsible, and at its sole cost, for any required mitigation costs or measures associated with the Shared-Use trail.
112. The Applicant shall submit and obtain PPDS approval of the alignment and design of the Shared-Use trail prior to submitting improvement plans for the trail. 113. The Shared-Use trail shall be a minimum 25 feet wide, including landscaping at least 8 feet wide, and trail shall be 12’ of asphalt concrete paving, with clear, graded shoulders that are a minimum of 2’ in width. Shoulders should be decomposed granite or an alternate material approved by PPDS. Pavement sections shall be 3" minimum asphaltic concrete over 6" min of aggregate base, with a centerline stripe (refer to PPDS Trail detail and specification).
114. Vehicular access controls shall be placed at the entrance to all access points to the

20 trail (refer to PPDS details and specifications for approved designs). 115. Wherever possible and as approved by PPDS and the Department of Utilities, SharedUse trails shall be designed as joint-use with utility service roads utilizing the service roads aggregate base as the trail’s aggregate base course. Applicant shall design the pavement to meet all required design loads.
116. Where a Shared-Use trail is located adjacent to any embankment with a greater than 4:1 slope, the Applicant shall, at their expense, install a post-and-cable fence along the top of the embankment, between the embankment and the Shared-Use trail. 117. The Applicant shall disclose the location of the planned Shared-Use trail to all future/potential owners of parcels within the subdivision. 118. Private Recreation Facility Credits: City Code Chapter 17.512, Sections 17.512.90 through 100 address granting of private recreation facility credits. The city may grant credits for privately owned and maintained open space or local recreation facilities, or both, in planned developments as defined in Section 11003 of the Business and Professions Code, condominiums as defined in Section 783 of the Civil Code, and other common interest developments. Such credit, if granted in acres, or comparable in lieu fees, shall not exceed twenty-five (25) percent of the dedication or fees, or both, otherwise required under this chapter and no more than five percent per category of open space or recreational facilities described in this Chapter under 17.512.90. 119. Should the Applicant request City consideration of private recreational facilities, a separate agreement must be approved by the City Council prior to recordation of the subdivision map for the project. Refer to section 17.512.90 for a list of qualifying facilities.
120. Please add the following comments to the Advisory Notes Section of the Conditions of Approval for this project.

FIRE: King Tunson (916) 808-1358
121. The furthest projection of the exterior wall of a building shall be accessible from within 150 ft of an approved Fire Department access road (minimum 20’ wide) and approved water supply as measured by an unobstructed route around the exterior of the building. (CFC 503.1.1, 507.5.1 Phasing of the development may require temporary measure s in order to comply with fire department access requirements.
122. Roads used for Fire Department access shall have an unobstructed width of not less than 20’ and unobstructed vertical clearance of 13’6” or more. CFC 503.2.1 The proposed designs for Sections B, C, D, E, F appear to be adequate for emergency response.
123. Fire service mains shall not cross property lines unless a reciprocal easement agreement is provided.

21 124. A reciprocal ingress egress agreement shall be provided for review by City Attorney for all shared driveways being used for Fire Department access. 125. Maintenance agreements shall be provided for the interior roadways of the proposed complex and for the fire protection systems. The agreement shall be record with the Public Recorders Office having jurisdiction and shall provide for the following:
a. Provisions for the necessary repair and maintenance of the roadway surface b. Removal of vegetation overgrowing the roadway and infringing on the roadway clear vertical height of thirteen feet six inches (13’6”) and/or width of twenty feet (20’) c. Provisions for the maintenance, repair, and/or replacement of NO PARKING-FIRE LANE signage or striping
d. Provisions for the necessary repair and maintenance of vehicle and pedestrian access gates and opening systems
e. Unrestricted use of and access to the roadways covered by the agreements. f. Provisions for the control of vehicle parking in prohibited areas and a mechanism for the removal of vehicles illegally parked.
g. Maintenance and timely repair of all fire protection systems, including but not limited to hydrants, fire alarm systems and fire sprinklers.

ADVISORY NOTES:

The following advisory notes are informational in nature and are not a requirement of this Tentative Map:
126. Future residential development within this project area may require the creation of a Home Owners Association (HOA) to maintain any proposed private facilities, private landscaping or private roadways/infrastructure.
127. The proposed development is located within the Reclamation District 1000 (RD 1000).

The applicant shall comply with all RD 1000 requirements and pay all required fees. 128. Prior to issuance of any building permits within the subject area all sanitary sewer, storm drainage, water, and flood control improvements shall be in place and fully functioning unless otherwise approved by the DOU.
129. All subsequent tentative map or development projects within the Innovation Park will require a water and drainage studies that illustrates how the project will comply with the water and drainage master plan. The water and drainage study shall be review and accepted by the Department of Utilities prior to issuance of building permit or as otherwise approved by the Department of Utilities.
130. As of January 1, 2018, all new multi-family residential construction will require submetering of each residential unit pursuant to all requirements found in California Senate Bill 7 (SB7). These requirements at a minimum include installing sub meters, billing for water based on the sub meters, and long-term calibration and maintenance of the sub meter. The SB7 requirements are the responsibility of the property owner.

22 131. The proposed development is located within Sacramento Area Sewer District (SASD).

Satisfy all SASD requirements.
132. If detention/water quality basins are determined to be required per the approved drainage master plan for the Innovation Pak Project, then the following conditions/comments are applicable:
a. Access roads and/or ramps to the detention/water quality basins shall be designed and constructed to the satisfaction of the DOU. b. The applicant shall provide landscaping and irrigation system for the detention/water quality basins. The construction and landscaping shall be to the satisfaction of the DOU.
c. The developer shall maintain the detention/water quality basins for a period of two (2) years or until acceptance by the City into the City of Sacramento Neighborhood Water Quality Maintenance District, whichever is less. The twoyear period shall begin following the issuance of a notice of completion by the City for the detention/water quality basin. At the time of acceptance by the City, the developer shall remove any sediment or debris that has accumulated prior to acceptance. If required by the DOU, a maintenance agreement and/or Hold Harmless Agreement shall be executed.
133. The proposed project is located in the Special Flood Hazard Area (SFHA), designated as A99 zone Federal Emergency Management Agency (FEMA) Flood Insurance Rate Maps (FIRMs). FEMA does not require elevating or flood proofing in A99 zone. City Code Chapter 15.108.40 Floodplain Risk Notifications require that any new construction of and/or substantial improvement to any structure located in A99 zone requires a Hold Harmless Agreement regarding risk of flooding on property. 134. Regional San has the 48” Natomas Interceptor (Regional San Operating System N32) located within East Commerce Way within the proposed project’s boundaries. Direct connections to this facility will not be allowed. (Regional San) 135. SASD Design Standards and Specifications require minimum 6-inch lower laterals for commercial and industrial buildings. (SASD)
136. Construction of a grease trap or a sand oil separator may be required. The applicant must verify with the applicable jurisdiction’s building department. (SASD) 137. Title 17, 17.512 Park Dedication / In Lieu (Quimby) Fees, are due prior to recordation of each final map. The total Quimby parkland dedication due for the is 29.17 acres or at an estimated in-lieu fee of $10,852,914. This is based on 3,071 single family units at an average land value of $310,000 per acre for the North Natomas Community Plan Area, plus an additional 20% for off-site park infrastructure improvements. Any change in these factors (e.g., actual unit count, average land value, encumbrances on the land) will change the amount of the Quimby fee due. The parkland dedication or in-lieu

23 fee is calculated using factors at the time of final map. It is anticipated that the average land value will be adjusted in 2022.
138. As per city code, 17.512.020 B.2, the parkland dedication would be reduced where encumbered by undevelopable acreage from standing water, utility and private easements. The Tentative Subdivision Map (P18-077) dated 11/9/21 currently depicts IODs for 11.8 acres of dedicated parkland. This acreage amount will be adjusted with the exclusions of encumbrances. However, the project requires a dedication of 29 acres. The difference in total dedication requirements and the amount of parkland dedicated on the TSM will be met through additional dedication of parkland with a Facility Use Agreement, private recreation facilities credit agreement, and Quimby in lieu fee to coincide with the number and types of units with future phased maps. For example, for the school on Lot 24, pursuant to the terms of the Innovation Park PUD DA, the city will grant parkland dedication credit of 4 acres, to the Applicant for use of the proposed school’s athletic fields if the school is willing to enter into a facility use agreement allow the public to use the fields in perpetuity. 139. The city will not accept the transfer of parkland dedication credits to another development if project over dedicates what is anticipated with the 11/9/21 Tentative Subdivision Map.
140. See Advisory Note #1. North Natomas land value is currently set at $310,000 per acre with a 20% off site improvement fee added for Quimby in-lieu fee calculation. Any change in the unit type and count will affect the parkland dedication requirement or the in-lieu fee amount due for the project.
141. If it is determined that the citywide Park Maintenance District is not sufficient to cover the maintenance of the parks and open space, the Applicant shall initiate and form a new park maintenance district for the project. The citywide Park Maintenance District is the Community Facilities District 2002-02, Neighborhood Park Maintenance CFD Annexation. (Contact Public Infrastructure Finance, Jessica Steinhauer, (916) 808- 8243, for more information on formation and annexation process, schedule, and costs).
142. The Applicant shall include in the environmental document for this project a description of the proposed park improvements as provided by PPDS. Contact PPDS for typical neighborhood park amenities. The Applicant shall consider ‘eyes on the parks / open spaces’ when planning subsequent subdivisions adjacent to parks, open space parkways or off-street trails by orienting building fronts onto these public spaces. If the Applicant opts to develop parks under a turnkey park development agreement, the Applicant will be required to follow the City standard procedures for approval of park site Master Plans as well as naming of park facilities. 143. Title 18, 18.44 Park Development Impact Fee (PIF), due at the time of issuance of building permit. The total Park Development Impact Fee due for this project (PUD and CNU) is estimated for the 3,071 single family dwelling units at $5,903 per unit over 2,000 sq.ft.; and 4 million sq.ft. of non-residential floor area. Any change in these factors will change the amount of the PIF due. The fee is calculated using factors at

24 the time that the project is submitted for building permit. The Applicant would likely receive credit for the demolition of existing structures. The fee is calculated using factors at the time that the project is submitted for building permit

EXHIBIT B

Date: December 27, 2021
From: Joseph Samaha, PE
Stantec
To: Anis Ghobril
City of Sacramento Community Development
300 Richards Blvd, 3rd Floor
Sacramento, CA 95811
Re: Innovation Park – Subdivision Modification Request Memo This submittal intends to provide the necessary justification for subdivision roadway and intersection design standard exceptions as they pertain to the Tentative Subdivision Map for Innovation Park, formerly known as Sleep Train Arena.

The modifications requested are for non-standard centerline radii for 2-lane roadways, in two (2) locations on the proposed project.

1. Local Commercial: Non-Standard Roadway Centerline Radius at Northwest Corner of Site ( C Street, near Lot 12)

2. Major Collector: Non-Standard Roadway Centerline Radius at Northeast Corner of Site (C Street, near Lot 17)
For reference, we have included the Tentative Subdivision Map indicating the locations of these modifications and enlargement exhibits at these two locations.

Thank you for your continued assistance on this project.

Joseph Samaha, PE
Project Manager
Mobile: 916 606-9986
[email protected]
Attachments:

1.) Narrative Justification

2.) Location Map

3.) Enlargement Exhibits

EXHIBIT C

ATTACHMENT 1
Innovation Park – Tentative Subdivision Map
Proposed Subdivision Modification No. 1
Non-Standard Roadway Centerline Radius at Northwest Corner of Site Description of the Modification:

This modification request is to modify the minimum radius of Local Commercial Street from 400’ to 355.50’, to follow the existing project boundary at the northwest corner of C Street (near Lot 12).

The existing shape of the site and fixed join points at existing constructed roadways results in limited ability to meet all City standards regarding intersection geometry, including radius, tangent and skew.

Justification for the Modification:
• Roadway Classification and Geometry:
o We are requesting a 44.5’ centerline radius deviation from standard. The City Local Commercial Street standards require a 400’ centerline radius. Due to geometry constraints, the proposed design will provide a 355.50’ centerline radius. o Our design seeks a minimum 100’ tangent into the intersection, and this design provides approximately 120’ before the intersection.
• Traffic Volumes
o This segment of C Street at the northwest corner will have limited traffic as shown in the preliminary traffic study, including:
 Only 30 cars in each direction for this roadway segment during the AM and PM peak hours for the Cumulative Plus Project Peak Hour Traffic Volumes condition.  The lot adjacent to this segment is proposed as a SMUD Substation. This land use would not be a large generator of traffic volumes.
 Preliminary ADT volumes on this segment were calculated as less than 1,000/day. • Design Elements:
o Per the tentative map section notes, as discussed and coordinated with Public Works, this section will be Local Commercial Standard City Plate 15-3, modified with no onstreet parking adjacent to the proposed SMUD substation on Lot 12 with 2’ access control median. See Attachment 3 for the pertinent roadway section (Section E on the Tentative Subdivision Map).
o The exact median geometry, striping and signage will be finalized at final design to the satisfaction of Public Works and the Fire Department.

Conclusion:

Given the low traffic volumes, limited access around the curve, and the geometry constraints of the framework roadway intersections, this radius modification is justified. The final design elements, widths, locations of medians and lanes, and appropriate signage and striping will be designed to the satisfaction of Public Works.

Innovation Park – Tentative Subdivision Map
Proposed Subdivision Modification No. 2
Non-Standard Roadway Centerline Radius at Northeast Corner of Site Description of the Modification:

This modification request is to modify the minimum radius of Major Collector Street from 600’ to 555.50’, to follow the existing project boundary at the northeast corner of C Street (near Lot 17).

The existing shape of the site and fixed join points at existing constructed roadways results in limited ability to meet all City standards regarding intersection geometry, including radius, tangent and skew.

Justification for the Modification:
• Roadway Classification and Geometry:
o We are requesting a 44.5’ centerline radius deviation from standard. The City Major Collector Street standards require a 600’ centerline radius. Due to geometry constraints, the proposed design will provide a 555.50’ centerline radius, which is a direct offset of the northeastern property line. Maintaining this direct offset will result in the centerline curvature extending slightly into the intersection with existing Five Star Way – a function of the existing site geometry that is unavoidable. • Traffic Volumes
o This segment of C Street at the northeast corner will have limited traffic.  In the latest Traffic Study (intersections 102 and 103), there are only 30 cars in the southbound direction of this roadway segment for the AM and PM peak hours for the Cumulative (2040) Plus Project Peak Hour Traffic Volumes condition. There are only 45 and 53 cars in the northbound direction for this roadway segment during the AM and PM peak hours, respectively.  Preliminary ADT volumes on this segment were calculated as approximately 1,200 per the preliminary City traffic study
• Design Elements:
o Per the tentative map section notes, as discussed and coordinated with Public Works, this section will have a two way left turn lane, 2’ access control median, or left turn pocket with no on-street parking. See Attachment 3 for the pertinent roadway section (Section F on the Tentative Subdivision Map).
o The exact median geometry, striping and signage will be finalized at final design to the satisfaction of Public Works and the Fire Department.

Conclusion:

Given the low traffic volumes, limited access around the curve, minimal reduction of the standard centerline radius, and the geometry constraints of the framework roadway intersections, this radius modification is justified. The final design elements, widths, locations of medians and lanes, and appropriate signage and striping will be designed to the satisfaction of Public Works.

ATTACHMENT 2 -

LOCATION MAP

555 CAPITOL MALL, SUITE 650
SACRAMENTO, CA 95814
www.stantec.com

CITY OF SACRAMENTO, CALIFORNIA

INNOVATION PARK

SUBDIVISION MODIFICATION EXHIBIT
NORTHWEST CORNER 12/10/21
ATTACHMENT 3

555 CAPITOL MALL, SUITE 650
SACRAMENTO, CA 95814
www.stantec.com

CITY OF SACRAMENTO, CALIFORNIA

INNOVATION PARK

SUBDIVISION MODIFICATION EXHIBIT
NORTHEAST CORNER 12/10/21
ATTACHMENT 3

555 CAPITOL MALL, SUITE 650
SACRAMENTO, CA 95814
www.stantec.com

CITY OF SACRAMENTO, CALIFORNIA

INNOVATION PARK

SUBDIVISION MODIFICATION EXHIBIT
SECTIONS 12/10/21
ATTACHMENT 3

RESOLUTION NO. 2022–
Adopted by the Sacramento City Council
February 15, 2022

RESOLUTION TO APPROVE PROJECT ENTITLEMENTS FOR THE INNOVATION

PARK PLANNED UNIT DEVELOPMENT PROJECT
(APNs: 225-0070-059-0000; -060; -063; -067; -076) (P18-077)

BACKGROUND
A. On January 13, 2022, the City Planning and Design Commission conducted a public hearing on, and forwarded to the City Council, a recommendation to approve the Innovation Park Planned Unit Development Project (P18-077).

B. On February 15, 2022, the City Council conducted a public hearing, for which notice was given under Sacramento City Code Section 17.812.010 and 17.812.030.

BASED ON THE FACTS SET FORTH IN THE BACKGROUND, THE CITY COUNCIL RESOLVES AS FOLLOWS:

Section 1. Based on the verbal and documentary evidence received at the hearing on the Innovation Park Planned Unit Development Project, the City Council approves the project entitlements based on the findings of fact and subject to the conditions of approval as set forth below.

Section 2. The City Council approves the Innovation Park Planned Unit Development Project entitlements based on the following Findings of Fact:

A. The Conditional Use Permit for a 730,000 square-foot, 420-patient bed hospital is approved based on the following Findings of Fact:

1. The proposed use and its operating characteristics are consistent with the general plan specific plan or transit village plan in that the general plan calls for the equitable distribution of high-quality medical facilities citywide and encourages the development of facilities which attract visitors and establish a unique identity for the City of Sacramento; Furthermore, the use, as conditioned, is allowed and consistent with the Urban Center Low land use designation and consistent with the Innovation Park Planned Unit Development; and

2. The proposed use and its operating characteristics are consistent with the applicable standards, requirements, and regulations of the zoning district in which it is located, and of all other provisions of this title and this code in that the use is allowed with a conditional use permit in the General Commercial

(C-2) zone and the hospital has been conditioned for operations which are compatible with the surrounding residential and other sensitive uses; and

3. The proposed use is situated on a parcel that is physically suitable in terms of location, size, topography, and access, and that, as conditioned, is adequately served by public services and utilities; and

4. The proposed use and its operating characteristics are not detrimental to the public health, safety, convenience, or welfare of persons residing, working, visiting, or recreating in the surrounding neighborhood and will not result in the creation of a nuisance in that the hospital has designed and conditioned to support both existing and future surrounding land uses and to minimize detrimental impacts.

B. The Conditional Use Permit for a helistop is approved based on the following Findings of Fact:

1. The proposed use and its operating characteristics are consistent with the general plan and any applicable specific plan or transit village plan in that the General Plan calls for the equitable distribution of high-quality medical facilities citywide; and

2. The proposed use and its operating characteristics are consistent with the applicable standards, requirements, and regulations of the zoning district in which it is located, and of all other provisions of this title and this code in that the helistop is an allowed conditional use within this zone and is integral to the function of the proposed hospital campus; and

3. The proposed use is situated on a parcel that is physically suitable in terms of location, size, topography, and access, and that is adequately served by public services and utilities; and

4. The proposed use and its operating characteristics are not detrimental to the public health, safety, convenience, or welfare of persons residing, working, visiting, or recreating in the surrounding neighborhood and will not result in the creation of a nuisance in that noise issues have been addressed in the Environmental Impact Report for the project, and the helistop is subject to federal and state regulations. Furthermore, flight patterns proposed for this helistop would be primarily along Interstate 5 and would avoid flights over residential areas to the extent feasible. Lastly, it is estimated that less than one helicopter per month will occur during nighttime hours to reduce the potential of sleep disturbance.

C. The Conditional Use Permit for a 5,500-student college campus is approved based on the following Findings of Fact:

1. The proposed use and its operating characteristics are consistent with the general plan and any applicable specific plan or transit village plan in that the general plan encourages equitable access of education facilities that complement the City’s existing neighborhoods, centers, and corridors which attract visitors and establish a unique identity for the City of Sacramento; Furthermore, the use, as conditioned, is allowed and consistent with the Urban Center Low land use designation and consistent with the Innovation Park Planned Unit Development; and

2. The proposed use and its operating characteristics are consistent with the applicable standards, requirements, and regulations of the zoning district in which it is located, and of all other provisions of this title and this code in that the project has been conditioned for harmonious integration into the planned and existing communities and the use is allowed with a conditional use permit in the General Commercial (C-2) zone; and

3. The proposed use is situated on a parcel that is physically suitable in terms of location, size, topography, and access, and that is adequately served by public services and utilities; and

4. The proposed use and its operating characteristics are not detrimental to the public health, safety, convenience, or welfare of persons residing, working, visiting, or recreating in the surrounding neighborhood and will not result in the creation of a nuisance in that the college campus has designed and conditioned to support both existing and future surrounding land uses and to minimize detrimental impacts.

D. The Site Plan and Design Review for the construction of Phase 1A of the California Northstate University Hospital and Medical Campus in the General Commercial zone (C-2-PUD) and the Innovation Park Planned Unit Development (PUD) with a deviation to reduce the number of required loading docks is approved based on the following Findings of Fact:

1. The design, layout, and physical characteristics of the proposed development are consistent with the general plan and any applicable specific plan or transit village plan, in that the development is consistent with General Plan policies that encourage the creation of iconic buildings that contribute to the City’s structure and identity and create a unique sense of place. The project is consistent with General Plan policies that encourage equitable access to medical facilities as well as the development of well-planned active public or quasi-public spaces; and

2. The design, layout, and physical characteristics of proposed development are consistent with all applicable design guidelines and with all applicable

development standards or, if deviations from design guidelines or development standards are approved, the proposed development is consistent with the purpose and intent of the applicable design guidelines and development standards in that the hospital is designed to be consistent with the North Natomas Community Plan, Innovation Park Planned Unit Development guidelines, and the Citywide design guidelines. The material palette and treatment of textures and finishes meets and exceeds the Guidelines, and design considerations are taken to ensure that the scale of the building is comfortable at ground level while also creating a functional, and iconic structure. Deviations to the development standards for the required number of loading areas are requested for this project. Staff supports this deviation because the delivery trucks have direct access to the loading docks off B Street and there is ample turn-around area to provide sufficient circulation for trucks to access, load/unload and exit the site in an efficient manner; and

3. All streets and other public access ways and facilities, parking facilities, and utility infrastructure are adequate to serve the proposed development and comply with all applicable design guidelines and development standards, in that the tentative map associated with the Innovation Park Planned Unit Development project requires improvements that will serve the area and provide roadways that connect to adjacent neighborhoods and provide sufficient physical access to the hospital complex; and

4. The design, layout, and physical characteristics of the proposed development are visually and functionally compatible with the surrounding neighborhood, in that the surrounding area is envisioned as a vibrant and urban mixed-use area with medical office, residential, and other compatible uses with the hospital development serving as an iconic center for Natomas. The hospital building has been designed to have a stronger pedestrian scale at the ground level with a prominent entrance to patient facilities at the interior of the site.

The central plant building is designed to have a more prominent street edge and incorporated metal screen features that angle off the building, similar to the design of the hospital wing panels. The screens provide a textured vertical element and incorporates vegetation that climbs up the building which softens the street edge while screening the interior of the structured parking areas.; and

5. The design, layout, and physical characteristics of the proposed development ensure energy consumption is minimized and use of renewable energy sources is encouraged in that the building is recognizes the region’s flood plain, intense summer sun needing shading on wall glazing and lighter color materials to avoid heat fain and reradiation to the surrounding environment.

Furthermore, the overall building would be designed to meet the requirements

of LEED Gold Status; and

6. The design, layout, and physical characteristics of the proposed development are not detrimental to the public health, safety, convenience, or welfare of persons residing, working, visiting, or recreating in the surrounding neighborhood and will not result in the creation of a nuisance in that the project is conditioned to architecturally and programmatically integrate itself into the surrounding area with minimal impacts to the right-of-way, and activating the street fronts which the use will occupy.

E. The Noise Variance to extend the hours of construction established by the Noise Ordinance is approved based on the following Findings of Fact:

1. The parcel has physical characteristics, including its location, shape, size, topography, and surroundings, that do not generally exist in other properties in the vicinity with the same zoning classification in that this is a large, underutilized site that will require the removal of existing improvements, and the installation of an extensive road and utility infrastructure; and

2. Due to these physical characteristics, strict compliance with this title would deprive the subject parcel of development opportunities enjoyed by comparable parcels in the vicinity with the same zoning classification; and

3. Approval of the requested variance will directly address the development impediments created by strict application of this title due to the physical characteristics of the subject parcel, but will not result in development advantages for the subject parcel inconsistent with the limitations imposed by this title on comparable parcels in the vicinity with the same zoning classification in that the nature of the construction being proposed and the timeframe and setting under which it must be constructed requires particular construction activities to take place outside of the hours of exemption, such as continuous concrete pours overnight, to meet the projected schedule and given the magnitude of construction; and

4. Approval of the requested variance will not be detrimental to the public health, safety, convenience, or welfare of persons residing, working, visiting, or recreating in the surrounding neighborhood and will not result in the creation of a nuisance in that efforts have been made to minimize, to the extent feasible, the noise impacts from construction on adjacent sensitive uses and conditions have been placed on the project to that end, including, placing noise generating equipment as far from sensitive uses as possible, and locating staging areas away from sensitive uses; and

5. Approval of the requested variance will not allow a use or activity on the subject parcel that is not otherwise expressly authorized by this title; and

6. Approval of the requested variance authorizes development that is consistent with the general plan and any applicable specific plan or transit village plan.

F. The Tree Permit for the removal of 40 private, protected trees is approved based on the following Findings of Fact:

1. The location of the trees conflict with the design of the buildings, roads and infrastructure.

2. The replacement plan is consistent with the standards set forth in section

12.56.060 of the Tree Planting, Maintenance and Conservation Ordinance.

G. 200-Year Flood Protection Finding Consistent with State Law (SB 5) and Planning and Development Code Section 17.810:

1. The project site is within an area for which the local flood-management agency has made adequate progress (as defined in California Government Code section 65007) on the construction of a flood-protection system that, for the area intended to be protected by the system, will result in flood protection equal to or greater than the urban level of flood protection in urban areas for property located within a flood-hazard zone, as demonstrated by the SAFCA Urban Level of Flood Protection Plan and Adequate Progress Baseline Report and the SAFCA Adequate Progress Toward an Urban Level of Flood Protection Engineer’s Report, each accepted by the City Council on June 21, 2016 (Resolution No. 2016-0226), and the SAFCA 2021 Adequate Progress Annual Report accepted by the City Council on November 9, 2021 (Resolution No. 2021-0328).

Section 3. The City Council approves the Innovation Park Planned Unit Development Project entitlements subject to the following Conditions of Approval:

A. The Conditional Use Permit for a 733,000 square-foot, 420-patient bed hospital is approved subject to the following Conditions of Approval:

PLANNING
A1. The applicant shall participate in the North Natomas Financing Plan, adopted by Resolution No. 94-495 on August 9, 1994, and as updated periodically, and shall execute any and all agreements, which may be required in order to implement this condition.

A2. Comply with and meet all the requirements of the Development Agreement to the satisfaction of the City of Sacramento.

A3. The applicant shall comply with the approved Mitigation Monitoring Plans (P18-077) on file at the Planning Division.

A4. Temporary Parking Lot A (326 parking spaces) shall be reserved for visitor and patient parking during day shifts and available for staff and visitors during the night shift.

A5. The hospital shall implement a car-pool sharing program as part of their transportation management program.

A6. A portion of the permanent parking facility shall be designated “carpool/vanpool only.” The spaces shall be located near building entrances or other preferential location.

A7. Applicant shall charge for parking at a rate to be determined as part of the Transportation System Management Plan.

A8. Security guards shall patrol parking lots during evening shifts.

A9. Temporary Parking Lots A shall be fully dismantled and removed by December 31, 2029.

A10. Existing parking lots (Lot 1 & 2) must be fully dismantled and removed by December 31, 2032.

A11. At full buildout, only 10 surface parking spaces shall serve the hospital; all remaining parking spaces serving the hospital shall be located in structured parking.

A12. Applicant shall establish a Transportation System Management Plan per City Code 17.700 to identify ways to reduce parking, encourage transit use or alternative modes of transportation, and lower vehicles-miles-traveled.

A13. In coordination with Sacramento Regional Transit (SacRT), provide shuttle services to connect employees to light rail stations when light rail stations are constructed.

PUBLIC WORKS
The conditions and required improvements listed below must be satisfied or designed and secured prior to obtaining any Building Permits.

A14. The applicant shall participate in the North Natomas Financing Plan, adopted by Resolution No. 94-495 on August 9, 1994, as amended from time to time, and shall execute any and all agreements which may be required in order to implement this condition.

A15. Execute a Development Agreement to the satisfaction of the City of Sacramento and comply with and meet all the requirements of the Agreement.

A16. Comply with the North Natomas Development Guidelines and the PUD guidelines approved for this project (P18-077) to the satisfaction of the Planning Director and the Department of Public Works.

A17. The design of any improvement not covered by these conditions, or the PUD Guidelines shall be to City standards.

A18. Comply with requirements included in the Mitigation Monitoring Plan developed by, and kept on file in, the Planning Division Office (P18-077).

A19. Title to any property required to be dedicated to the City in fee shall be conveyed free and clear of all rights, restrictions, easements, impediments, encumbrances, liens, taxes, assessments or other security interests of any kind (hereafter collectively referred to as "Encumbrances"), except as provided herein. The applicant shall take all actions necessary to remove any and all Encumbrances prior to approval of the Final Map and acceptance of the dedication by City, except that the applicant shall not be required to remove Encumbrances of record, including but not limited to easements or rights-of-way for public roads or public utilities, which, in the sole and exclusive judgment of the City, cannot be removed and/or would not interfere with the City's future use of the property. The applicant shall provide title insurance with the City as the named beneficiary assuring the conveyance of such title to City.

A20. Pursuant to City Code Section 17.700.060, the applicant shall be required to submit a Transportation System Management Plan and pay all required fees prior to issuance of the building permit. The Transportation System Management Plan shall be subject to review and approval of the City, Department of Public Works.

A21. With each future phase of the CNU Hospital campus project, the applicant shall fund an operational traffic analysis for the proposed phased project to the satisfaction of the Department of Public Works. This analysis will be contracted by the City and will be used to provide recommendations to the City for determining the level of access and the required improvements to allow for the development of the proposed phased project. Unless determined otherwise by the City, the operational traffic analysis will be performed specifically for the project phase being proposed for approval.

The operational traffic analysis may include but is not limited to the following items:
o Count Data
o Delivery Routes
o Corridor Analysis
o Access locations
o Signal Warrant Evaluations
o Bulb-out locations

o Bike Routes
o Transit Stops
A22. Submit a Geotechnical Analysis prepared by a registered engineer to be used in street design. The analysis shall identify and recommend solutions for groundwater related problems, which may occur within both the subdivision lots and public right-of-way. Construct appropriate facilities to alleviate those problems. As a result of the analysis street sections shall be designed to provide for stabilized subgrades and pavement sections under high groundwater conditions.

A23. Construct standard public improvements as noted in these conditions pursuant to Title 17 of the City Code. Prior to obtaining any Building permits, all Improvements shall be designed to City Standards and assured as set forth in Section 17.502.130 of the City Code. All improvements shall be designed and constructed to the satisfaction of the Department of Public Works. Any public improvement not specifically noted in these conditions shall be designed and constructed to City Standards. All streets shall be constructed in accordance with the street cross-sections shown on the approved Tentative Map. This shall include the repair or replacement/reconstruction of any existing deteriorated curb, gutter and sidewalk adjacent to the subject property per City standards to the satisfaction of the Department of Public Works.

A24. The applicant is required to install permanent street signs to the satisfaction of the Public Works Department.

A25. All right-of-way and street improvement transitions that result from changing the right-of-way of any street shall be located, designed and constructed to the satisfaction of the Department of Public Works.

A26. Dedicate Lot A as an Irrevocable offer of Dedication (I.O.D) and construct the required landscaping, off-street bikeways and associated improvements, signage and markings per City standards and in compliance with the Innovator Park bikeway plan to the satisfaction of the. Departments of Public Works and Youth, Parks and Community Enrichment. The bike trail and landscape area shall be a minimum of 25 feet wide (12-foot bike lane plus 2- 2-foot shoulders plus landscaping)
A27. Dedicate right-of-way in the form of an Irrevocable Offer of Dedication (IOD) and construct “A” Street per City standards and specifications for street construction and per the approved Tentative Subdivision Map street cross section to the satisfaction of Department of Public Works. “A” Street shall be constructed from Arena Boulevard to the intersection with “B” Street and shall have full frontage improvements on both sides of the street to the satisfaction of the Department of Public Works. “A” Street shall be

constructed with a full landscaped median except where the signalized expanded intersections are located.

A28. Dedicate right-of-way in the form of an Irrevocable Offer of Dedication (IOD) and construct “B” Street per City standards and specifications for street construction and the approved Tentative Subdivision Map street cross section to the satisfaction of Department of Public Works. “B” Street shall be constructed from East Commerce Boulevard to the intersection with “A” Street and shall have full frontage improvements on both sides of the street to the satisfaction of the Department of Public Works. “B” Street shall be constructed with a full landscaped median except for a left turn pocket at the proposed ambulance and loading area driveway.

A29. Dedicate right-of-way in the form of an Irrevocable Offer of Dedication (IOD) and construct Sports Parkway (“C” Street) per City standards and specifications for street construction and the approved Tentative Subdivision Map street cross section to the satisfaction of Department of Public Works.

Sports Parkway shall be constructed from the intersection of “A” Street to the intersection of “B” Street and shall have full frontage improvements on both sides of the street to the satisfaction of the Department of Public Works.

Innovator drive shall be constructed with a 2-foot access control median where the proposed northern most hospital entry to the satisfaction of the Department of Public Works.

A30. Dedicate right-of-way in the form of an Irrevocable Offer of Dedication (IOD) and construct all connector streets (at “A” Street south and “B” Street west) per City standards and specifications for street construction and the approved Tentative Subdivision Map Street cross section to the satisfaction of Department of Public Works. The connector streets shall be improved with full frontage improvements on both sides of the street. The applicant shall remove any existing structures or encroachments from the right of way to the satisfaction of the Department of Public Works.

A31. Provide additional right-of-way for expanded intersections per the City’s Design and Procedures Manual at intersections to be signalized and other locations specified by the Department of Public Works.

A32. The applicant shall dedicate sufficient right of way and construct dual left turn lanes ad part of the expanded intersection at the following signalized intersections:
a. The intersection of Innovator Drive (“A” Street) and the proposed Hospital Main Entry, northbound to westbound dual left turn lanes. b. The intersection of Innovator Drive (“A” Street) and “B” Street, northbound to westbound dual left turn lanes.