Union City City Council
October 25, 2022

AGENDA

CITY OF UNION CITY/

SUCCESSOR AGENCY TO THE REDEVELOPMENT AGENCY MEETING
Tuesday, October 25, 2022
7:00 PM
City Hall- Council Chamber
34009 Alvarado-Niles Road
Union City, CA 94587
Meeting will also be held via teleconference. To access meeting, please see Teleconference Guidelines

1. CALL TO ORDER

1.a. Pledge of Allegiance

1.b. Roll Call
Mayor Carol Dutra-Vernaci
Vice Mayor Jaime Patiño
Councilmember Emily Duncan
Councilmember Pat Gacoscos
Councilmember Gary Singh

2. UNFINISHED BUSINESS - None

3. PROCLAMATIONS AND PRESENTATIONS

3.a. Proclamation Recognizing October as Hindu American Awareness and Appreciation Month

4. ORAL COMMUNICATIONS
An individual speaker shall have three minutes to address the Council on non-agenda items under the Oral Communications section of the agenda. The Mayor may, in their discretion, lower the time limit to less than three minutes based on the number of City Council/RSA Agenda 1 Tuesday, October 25, 2022
speakers and/or business to be conducted by the City Council.

Members of the public who wish to speak to the Council under the first Oral Communications section are requested to complete a speaker card, giving their name and city of residence. If a speaker wants further notification from the City, the speaker may include a mailing address. Neither a speaker card or identification of name, city of residence or mailing address are not required to provide public comment but are requested for record keeping purposes.

5. CONSENT CALENDAR
All matters listed on the Consent Calendar are considered routine in nature and will be enacted by one motion. If discussion is required on a specific item, it will be removed from the Consent Calendar and considered separately.

5.a. Waived Further Reading of Proposed Ordinance
(This permits reading the title only in lieu of reciting the entire text of any proposed Ordinance.)

5.b. Approve the Minutes of the City Council Meetings Held on October 11, 2022

5.c. Second Reading and Adoption of Ordinance for Zoning Text Amendment, AT-22-004, Amending Chapter 18.52,
Administration, of Title 18, Zoning, of the Union City Municipal Code, Adding Section 18.52.084, Public Convenience or
Necessity Determination and Appeals, to Allow the Economic and Community Development Director to Determine that Public Convenience or Necessity Would be served by the Issuance of ABC Retail Licenses for Alcohol Sales

5.d. Adopt a Resolution Authorizing the Acceptance of Office of Traffic Safety (OTS) Selective Traffic Enforcement Program Grant Funds, in the Amount of $80,000, for Fiscal Year 2022- 2023, and Amending the Fiscal Year 2022-2023 OTS Fund
Budget

6. PUBLIC HEARINGS

6.a. Public Hearing and Adopt Three Resolutions: 1) Certifying the Environmental Impact Report for the Project, 2) Adopting the Station District Specific Plan (SP-22-001) and Related Action, 3) Amending the General Plan (AG-22-002); and Introduce Two Ordinances: 1) Amending Title 18, Zoning, of the Union City Municipal Code (AT-22-005), and 2) Amending the Official Zoning Map (A-22-001) for Consistency with the Specific Plan

7. CITY MANAGER REPORTS

7.a. Introduce An Ordinance Of The City Council Of The City Of Union City Adding Chapter 9.83, Safe Storage Of Firearms, To Title 9 (Peace, Safety And Morals) Ix (Weapons) Of The Union City Council/RSA Agenda 2 Tuesday, October 25, 2022
City Municipal Code To Require The Safe Storage Of Firearms In A Residence

7.b. Introduce An Ordinance Of The City Council Of The City Of Union City Amending Section 2.26.040 “Compensation For The Arts & Culture Commission” Of Chapter 2.26 “Arts & Culture Commission” And Section 2.20.080 “Compensation” Of
Chapter 2.20 “Boards, Commissions, Committees, And
Organizations” Of The Union City Municipal Code

7.c. Provide Direction Regarding City Council Expense and Travel Budget

8. SUCCESSOR AGENCY TO REDEVELOPMENT AGENCY -
None

9. AUTHORITIES AND AGENCIES - None

10. CITY COMMISSION / COMMITTEE REPORTS - None

11. SCHEDULED ORAL COMMUNICATION - None

12. ITEMS REFERRED BY COUNCIL

13. GOOD OF THE ORDER

14. CLOSED SESSION

14.a. Conference With Labor Negotiators (Government Code Section 54957.6) Agency designated representative:

Kristopher J. Kokotaylo, City Attorney Unrepresented
employee: City Manager

15. ADJOURNMENT
A complete agenda packet is available for review at City Hall or on our website www.unioncity.org
Any writings or documents provided to a majority of City Council members regarding any item on this agenda will be made available for public inspection at the City Clerk's Counter at City Hall, located at 34009 Alvarado-Niles Road, Union City, California, during normal business hours.

Assistance will be provided to those requiring accommodations for disabilities in compliance with the Americans with Disabilities Act of 1990.

Interested person must request the accommodation at least two working days in advance of the meeting by contacting the City Clerk at (510) 675- 5348.

TELECONFERENCING GUIDELINES FOR THE CITY OF UNION CITY REGULAR COUNCIL

MEETING
COVID-19 Notice: Consistent with State of California Executive Order No. 29-20 dated March 17, 2020, the City Council will be participating in public meetings via phone/video conferencing. The City City Council/RSA Agenda 3 Tuesday, October 25, 2022
Council Chambers will not be open to the public. Members of the public can observe and address the Council using the below technological processes.

How to watch the meeting remotely:

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2. Live stream https: https://www.unioncity.org/199/City-Meetings-Video How to Address Council:

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City Council/RSA Agenda 4 Tuesday, October 25, 2022
3511412.1
City Council/RSA Agenda 5 Tuesday, October 25, 2022
Agenda Item
ATTACHMENTS:

Description Type
Proclamation Attachment
City Council/RSA Agenda 6 Tuesday, October 25, 2022

CITY OF UNION CITY

PROCLAMATION
Proclamation Recognizing October as
Hindu American Awareness and Appreciation Month

WHEREAS, there is an estimated one billion Hindus worldwide, and approximately 3.4 million Hindu Americans live across the nation; and

WHEREAS, Hindus are primarily an immigrant community and first started immigrating to the United States in the early 1900s, and came in increasing numbers after the lifting of the Asian Exclusion Act of 1924 in 1943 and the abolishment of quotas for immigrants based on national origin in 1965; and WHEREAS, Hindu Americans in Union City represent diverse ethnic backgrounds, including individuals of Indian, Pakistani, Bangladeshi, Malaysian, Indonesian, Afghani, Nepali, Bhutanese, Sri Lankan, Fijian, Caribbean, and European descent; and
WHEREAS, Union City’s vibrant Hindu American community has contributed tremendously to the vitality of our city and enriched the lives of its citizens; and
WHEREAS, Hindu Americans have made numerous positive contributions in all aspects of society, from science, to business, to politics, to arts, to spirituality; and WHEREAS, during October, the Hindu American community will celebrate its heritage by focusing on its culture and the diverse traditions rooted in India.

NOW, THEREFORE, BE IT RESOLVED that the City Council of the City of Union City, does herby proclaim, October 2022 as Hindu American Awareness and Appreciation Month throughout the City of Union City and we urge all Union City residents to recognize and celebrate the many significant cultural, historical, and economic contributions the Hindu American community has made to Union City and the Nation.

DATED this 25th day of October 2022
CAROL DUTRA-VERNACI, Mayor
JAIME PATIÑO, Vice Mayor
EMILY DUNCAN, Councilmember
PAT GACOSCOS, Councilmember
GARY SINGH, Councilmember
City Council/RSA Agenda 7 Tuesday, October 25, 2022
Agenda Item
ATTACHMENTS:

Description Type
Draft Sp Minutes Attachment
Draft Min Attachment
City Council/RSA Agenda 8 Tuesday, October 25, 2022

MINUTES

CITY OF UNION CITY

CITY COUNCIL SPECIAL MEETING
Tuesday, October 11, 2022
5:00 PM
City Hall- City Council Conference Room
34009 Alvarado-Niles Road
Union City, CA 94587

1. CALL TO ORDER
Mayor Dutra-Vernaci called the meeting to order at 5:00 p.m.

Roll Call Present: Councilmembers Duncan, Gacoscos, Singh, Vice Mayor Patiño. Mayor Dutra-Vernaci

Absent: None

2. ORAL COMMUNICATIONS – None

3. CLOSED SESSION

3.a. Public Employee Appointment (Government Code Section 54957) Title: Deputy City Manager
Jennifer Pham appointed as Deputy City Manager by a unanimous vote.

3.b. Public Employee Appointment (Government Code Section 54957) Title: Community & Recreation Services Director
Corina Hahn appointed as Community and Recreation Services Director by a unanimous vote.

3.c. Conference with Legal Council - Existing Litigation Paragraph (1) of subdivision (d) of Section 54956.9
Name of case: Apalisok v. Taima Industries, Inc, et al
Case No. RG20082866
No reportable action
City Council/RSA Agenda 9 Tuesday, October 25, 2022

3.d. Public Employee Performance Evaluation (Government Code Section 54957)
Title: City Manager
No reportable action.

4. ADJOURNMENT
Mayor Dutra-Vernaci adjourned the meeting at 6:20 p.m.

Respectfully submitted,
Anna M. Brown, CMC
City Clerk
City Council/RSA Agenda 10 Tuesday, October 25, 2022
City Council/RSA Agenda 11 Tuesday, October 25, 2022

MINUTES

CITY OF UNION CITY/

SUCCESSOR AGENCY TO THE REDEVELOPMENT AGENCY MEETING
Tuesday, October 11, 2022
7:00 PM
City Hall- Council Chamber
34009 Alvarado-Niles Road
Union City, CA 94587

1. CALL TO ORDER
Mayor Dutra-Vernaci called the meeting to order at 7: 00 p.m.

1.a. Pledge of Allegiance
Mayor Dutra-Vernaci led the salute to the flag.

1.b. Roll Call Present: Councilmembers Duncan, Gacoscos, Singh, Vice Mayor Patiño, Mayor Dutra-Vernaci

Absent: None

2. UNFINISHED BUSINESS - None

3. PROCLAMATIONS AND PRESENTATIONS

3.a. Legislative Update from Assembly Member Bill Quirk, District 20 Assemblymember Quirk his final the legislative update as he is retiring and not seeking re-election.

Mayor Dutra-Vernaci thanked Assemblymember Quirk for his dedication and service to the residents of Union City and District 20.

3.b. Proclamation Recognizing October as Filipino American History Month Mayor Dutra-Vernaci read the proclamation aloud. The proclamation was accepted by Linda Canlas.

Councilmember Gacoscos made a brief statement on behalf of the Filipino community of Union City.

City Council/RSA Agenda 12 Tuesday, October 25, 2022

4. ORAL COMMUNICATIONS
Public comment was made by Jeff Lawrence.

5. CONSENT CALENDAR
It was moved by Councilmember Gacoscos and seconded by Councilmember Singh to adopt consent calendar items 5.a. through 5.i. The motion was carried by a unanimous roll call vote.

5.a. Waived Further Reading of Proposed Ordinance
(This permits reading the title only in lieu of reciting the entire text of any proposed Ordinance.)

5.b. Approved the Minutes of the City Council Meetings Held on September 27, 2022

5.c. Adopted Resolution No. 6016-22 Authorizing the City Manager to Approve the First Amendment to the Consulting Services Agreement with Q-Free America Inc., in the Amount of $25,001, for Additional Project Scope and Costs for the Traffic Signal Control Upgrades Project, City Project No. 17-27, for a Total Contract Amount to $598,415

5.d. Adopted Two Resolutions:
1) Resolution No. 6017-22 Finding That There Is A Proclaimed State Of Emergency; Finding That Meeting In Person Would Present Imminent Risks To The Health Or Safety Of Attendees As A Result Of The State Of Emergency and Authorizing Remote Teleconferenced Meetings of the Legislative Bodies of the City of Union City for the 30-Day Period Beginning October 11 Pursuant to AB 361; and
2) Resolution No. 6018-22 Confirming the Continued Existence of A Local Emergency Due To Covid-19

5.e. Adopted Resolution No. 6019-22 Authorizing the City Manager to Approve the Consulting Services Agreement with Remix Technologies LLC, in the Amount of $86,000, for Three (3) Years of Software as a Service (SaaS) Access to Transit Planning and Costing Products for Union City Transit and Union City Flea Microtransit

5.f. Adopted Resolution No. 6020-22 Authorizing the City Manager to Approve the First Amendment to the Consulting Services Agreement with Richard K.

Tanaka, in the Amount of $125,000, for the Union City Boulevard Bike Lanes Project, City Project No. 17-29, for a Total Contract Amount of $195,000, and Appropriating $75,000 to the Gas Tax Fund

5.g. Adopted Resolution No. 6021-22 Approving Final Tract Map 7728 and Approving Subdivision Improvement Agreement with Turk Island Ventures, LLC (Nuvera Homes)

5.h. Adopted Resolution No. 6022-22 Approving a Software as a Service (SaaS) Agreement with Tyler Technologies, Inc. to be the New Enterprise Human City Council/RSA Agenda 13 Tuesday, October 25, 2022
Resources and Payroll Management Systems, for a Total One-Time Implementation Cost of $236,860.00, and a Recurring Annual Service Cost of $61,799.00, and Authorizing the City Manager to Execute the Purchase Agreement

5.i. Adopted Resolution No. 6023-22 Ratifying Prior Services Rendered by VenTek International, in the Approximate Amount of $99,900, and Ratifying Prior Services Rendered by Data Ticket, in the Approximate Amount of $95,000, and Authorizing the City Manager to Execute a Five-Year Contractual Services Agreement with VenTek International, in the Amount of $185,000, For Parking Meter Operations and Maintenance, and to Execute a Five-Year Contractual Services Agreement with Data Ticket, in the Amount of $175,000 for Parking Citation
Processing and Collections

6. PUBLIC HEARINGS

6.a. Public Hearing and Introduction of Ordinance Approving Zoning Text Amendment, AT-22-004, Amending Chapter 18.52, Administration, of Title 18, Zoning, of the Union City Municipal Code, Adding Section 18.52.084, Public Convenience or Necessity Determination and Appeals, to Allow the Economic and Community Development Director to Determine that Public Convenience or Necessity Would be served by the Issuance of ABC Retail Licenses for Alcohol Sales
Associate Planner, Natalie Dean, presented the staff report and responded to questions from Council.

Mayor Dutra-Vernaci opened the public hearing. There were no public comments. Mayor Dutra-Vernaci closed the public hearing.

Councilmembers provided comment.

It was moved by Councilmember Duncan and seconded by Vice Mayor Patiño to introduce Ordinance No. 901-22 approving Zoning Text Amendment, AT22-004, Amending Chapter 18.52, Administration, of Title 18, Zoning, of the Union City Municipal Code, Adding Section 18.52.084, Public Convenience or Necessity Determination and Appeals, to Allow the Economic and Community Development Director to Determine that Public Convenience or Necessity Would be served by the Issuance of ABC Retail Licenses for Alcohol Sales.

The motion was carried by a unanimous roll call vote.

7. CITY MANAGER REPORTS

7.a. Accept a Report on Opportunities and Challenges of the Economic Development Program
City Manager Joan Malloy and Economic Development Manager Gloria Ortega introduced Management Partners consultants Pat O’Keefe and Slater Matzke.

Mr. O’Keefe and Mr. Matzke presented the report on opportunities and challenges for the Economic Development Program. Consultants responded to questions from Council. Councilmembers provided comment.

The report was informational. The Council concurred with the report recommendations to add an economic development staff member and to City Council/RSA Agenda 14 Tuesday, October 25, 2022
prepare additional analysis and a strategic plan to support economic development efforts. Staff will return to the Council when formal action is needed.

8. SUCCESSOR AGENCY TO REDEVELOPMENT AGENCY - None

9. AUTHORITIES AND AGENCIES - None

10. CITY COMMISSION / COMMITTEE REPORTS - None

11. SCHEDULED ORAL COMMUNICATION - None

12. ITEMS REFERRED BY COUNCIL
Vice Mayor Patiño reported his attendance of a meeting of the Waste Management Authority.

Councilmember Gacoscos reported on her attendance of a meeting of the Alameda County Library Commission.

Councilmember Singh reported on his attendance of a meeting of the Union City Chamber of Commerce.

Councilmember Duncan reported on her attendance of meetings of the Legislative and Policy Committee and the Joint City Council/School Board Sub-Committee Meeting.

Mayor Dutra-Vernaci reported on her attendance of meeting of the Metropolitan Transportation Commission.

13. GOOD OF THE ORDER
Mayor Dutra-Vernaci relayed a message of gratitude from Susie Garcia to everyone who came out to the Our Lady of The Rosary Festival.

Mayor Dutra-Vernaci reported on her attendance of a regional roundtable listening session regarding infrastructure investments, at the invitation of Antonio Villaraigosa, Infrastructure Advisor to the State of California.

14. CLOSED SESSION – None

15. ADJOURNMENT
Mayor Dutra-Vernaci adjourned the meeting at 9:08 p.m.

Respectfully submitted,
Anna M. Brown, CMC
City Clerk
City Council/RSA Agenda 15 Tuesday, October 25, 2022
Agenda Item
DATE: 10/25/2022
TO: HONORABLE MAYOR AND CITY COUNCIL
FROM: CARMELA CAMPBELL, ECONOMIC, AND COMMUNITY

DEVELOPMENT DIRECTOR
SUBJECT: SECOND READING AND ADOPTION OF AN ORDINANCE FOR ZONING TEXT AMENDMENT, AT-22-004, AMENDING CHAPTER 18.52,
ADMINISTRATION, OF TITLE 18, ZONING, OF THE UNION CITY
MUNICIPAL CODE, ADDING SECTION 18.52.084, PUBLIC

CONVENIENCE OR NECESSITY DETERMINATION AND APPEALS, TO

ALLOW THE ECONOMIC AND COMMUNITY DEVELOPMENT

DIRECTOR TO DETERMINE THAT PUBLIC CONVENIENCE OR

NECESSITY WOULD BE SERVED BY THE ISSUANCE OF ABC RETAIL

LICENSES FOR ALCOHOL SALES
Staff recommends that the City Councilconduct a second reading of the title of the proposed ordinance to add a process to allow the Economic and Community Development Director to determine that public convenience or necessity would be served by the issuance of ABC retail licenses for alcohol sales (Zoning Text Amendment AT-22-004).

The City Council held a public hearing and introduced the Ordinance at its October 11, 2022, meeting on a 5-0 vote. See Exhibit A of the attached Ordinance (Attachment 1) for the draft amendment. No redlined version is attached as this is a new section, which includes all new text.

STRATEGIC PLAN ALIGNMENT
This agenda item is in alignment with the following:

Goal C, Strategy 15: Improve and streamline the development process (Council Priority)

BACKGROUND
The City Council introduced a Zoning Text amendment associated with AT-22-004 at their October City Council/RSA Agenda 16 Tuesday, October 25, 2022
13, 2022, meeting. The amendment identifies the Economic and Community Development (ECD) Director as the entity responsible for making the determination that a public convenience or necessity (PCN) would be served by the issuance of ABC retail licenses for alcohol sales within the City. For a more detailed overview of the prior actions, see City Council Staff Report dated October 11, 2022.

DISCUSSION
Per State law, the City Council can identify a subordinate officer to handle PCN determinations, which the amendment does. Zoning Text Amendment, AT-22-004, codifies the process that the City has been following when reviewing PCN determinations and identifies the ECD Director as the subordinate officer. Adoption of the Ordinance will support the continuation of a streamlined review process for new businesses who need a PCN determination.

If the City Council adopts the Ordinance, the ordinance will become effective 30 days after the second reading.

FISCAL IMPACT
No fiscal impacts to the General Fund would result from adoption of the proposed zoning text amendments.

RECOMMENDATION
Staff recommends that the City Council waive the reading of the full text of the Ordinance, conduct the second reading of the title of the proposed ordinance, and adopt the Ordinance approving AT-22-004. The Ordinance will become effective 30 days after the second reading.

Prepared by:

Natalie Dean, Associate Planner
Submitted by:

Natalie Dean, Associate Planner
ATTACHMENTS:

Description Type
Attachment 1 Draft City Council OrdinanceApproving Zoning Text Amendment AT-22-004with Exhibit A
Ordinance
Attachment 1 Exhibit A Exhibit
City Council/RSA Agenda 17 Tuesday, October 25, 2022
ORDINANCE NO. XXX-22

AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF UNION CITY APPROVING ZONING TEXT AMENDMENT, AT-22-004, TO AMEND TITLE 18, ZONING, OF THE MUNICIPAL CODE TO ADD SECTION 18.52.084, PUBLIC CONVENIENCE OR

NECESSITY DETERMINATION AND APPEALS, TO ALLOW THE ECONOMIC AND

COMMUNITY DEVELOPMENT DIRECTOR TO DETERMINE THAT PUBLIC

CONVENIENCE OR NECESSITY WOULD BE SERVED BY THE ISSUANCE OF ABC

RETAIL LICENSES FOR ALCOHOL SALES
WHEREAS, the California Constitution, Article XI, Section 7, provides cities and counties with the authority to enact ordinances to protect the health, safety, welfare, and morals of their citizens; and
WHEREAS, the City’s Zoning Ordinance (Title 18) currently regulates the uses allowed within the City.

PLANNING COMMISSION REVIEW
WHEREAS, the Planning Commission held a duly noticed public hearing on the proposed amendments on September 15, 2022, at which time all interested parties had the opportunity to be heard. The Planning Commission considered a staff report dated September 15, 2022, and all written and oral testimony, and adopted Resolution No. 12-22 recommending approval of the amendments. The staff report and resolution are incorporated herein by reference; and

CITY COUNCIL REVIEW
WHEREAS, the City Council held a duly noticed public hearing on the proposed amendments on October 11, 2022, at which time all interested parties had the opportunity to be heard. The City Council considered a staff report dated October 11, 2022, and October 11, 2022 (including background reports) and incorporated herein by reference, the Planning Commission recommendation, and all written and oral testimony before taking action on the amendments; and WHEREAS, the amendment to the Municipal Code proposes to amend Chapter 18.52, as shown in Exhibit A, which is attached hereto and incorporated herein by reference.

WHEREAS, no redlined version is attached as this is a new section, which includes all new text.

THE CITY COUNCIL OF THE CITY OF UNION CITY DOES ORDAIN AS FOLLOWS:

SECTION 1. Recitals. The above recitals are true and correct and made a part of this Ordinance.

SECTION 2. CEQA. Approval of the amendment is exempt from environmental review in accordance with California Environmental Quality Act Guidelines section 15061(b)(3), the general exemption for projects with no potential for significant effect on the environment.

City Council/RSA Agenda 18 Tuesday, October 25, 2022
Ordinance No. XXX-22

SECTION 3. Findings. The City Council makes the following findings in support of approving this Ordinance, based on the whole of the record before it.

1. The proposed Municipal Code Amendments are consistent with the General Plan,

2. The proposed Municipal Code Amendments are necessary and desirable to achieve the purposes of Title 18.

SECTION 4. Approval. The City Council hereby approves the amendments to the Municipal Code, more particularly, amending Chapter 18.52 and adding Section 18.52.084 as shown in attached Exhibit A, which is incorporated herein by reference and available for review in the City Clerk’s office during normal business hours.

SECTION 5. Severability. If any provision of this Ordinance or the application thereof to any person or circumstance is held invalid, the remainder of the Ordinance, including the application of such part or provision to other persons or circumstances shall not be affected thereby and shall continue in full force and effect. To this end, provisions of this Ordinance are severable. The City Council hereby declares that it would have passed each section, subsection, subdivision, paragraph, sentence, clause, or phrase hereof irrespective of the fact that any one or more sections, subsections, subdivisions, paragraphs, sentences, clauses, or phrases be held unconstitutional, invalid, or unenforceable.

SECTION 6. Publication and effective date. Within fifteen (15) days from and after adoption, this Ordinance shall be published once in the Tri-City Voice, a newspaper of general circulation printed and published in Alameda County and circulated in the City of Union City, in accordance with California Government Code Section 36933. This Ordinance shall take effect and be enforced thirty (30) days after its adoption.

PASSED, APPROVED, AND ADOPTED by the City Council of the City of Union City at a regular meeting held on the 25th day of October, 2022, by the following vote:
(Signatures on Following Page)
City Council/RSA Agenda 19 Tuesday, October 25, 2022
Ordinance No. XXX-22

AYES:

NOES:

ABSENT:

ABSTAIN:

APPROVED:

CAROL DUTRA-VERNACI
Mayor
ATTESTED: APPROVED AS TO FORM:

ANNA M. BROWN KRISTOPHER J. KOKOTAYLO
City Clerk City Attorney
City Council/RSA Agenda 20 Tuesday, October 25, 2022

EXHIBIT A

18.52.084 Public convenience or necessity determination and appeals.

A. Applicability. Where the California Department of Alcoholic Beverage Control (ABC) has denied an application for the sale of alcoholic beverages based on an undue concentration of licenses or law enforcement criteria, a finding of public convenience or necessity (FOPCN) for alcohol beverage sales, in compliance with this section, is required. The following requirements are intended to comply with the requirements of the State of California Business and Professions Code Section 23958.4.

B. Finding of Public Convenience or Necessity (FOPCN). When the California Department of Alcoholic Beverage Control (ABC) denies an application for the sale of alcoholic beverages based upon an undue concentration of licenses or law enforcement criteria, pursuant to the State of California Business and Professions Code Section 23958.4, the Department may issue a license if the local governing body of the area in which the applicant premises are located, or its designated subordinate officer or body, which is the Economic and Community Development Director, determines within 90 days of notification of a completed application that public convenience or necessity would be served by the issuance.

All of the following findings are required for a determination that public convenience or necessity would be served by the license issuance:

1. That the proposed location of the use is in accord with the purposes of this title and the purposes of the district in which the site is located;

2. That the proposed location of the use and the conditions under which it would be operated or maintained will not be detrimental to the public health, safety or welfare, or materially injurious to properties or improvements in the vicinity;

3. That the proposed use is consistent with the general plan and any applicable specific plans and will comply with each of the applicable provisions of this title.

C. Noticing. Public notice is required for a determination by the Economic and Community Development Director, that public convenience or necessity would be served by the license issuance. Notice that the Economic and Community Development Director is considering a decision shall be given as follows:

1. Notice shall be given at least ten (10) calendar days before the date of the Director consideration.

2. Notice shall be mailed to the applicant and to each adjacent property owner and occupant. For the purposes of this chapter, “adjacent” means any property sharing any common line, corner or point with the subject property. Properties which are directly across the street are also considered adjacent.

City Council/RSA Agenda 21 Tuesday, October 25, 2022
D. Appeal. The Director’s decision is final unless appealed as provided in Section 18.52.085.

City Council/RSA Agenda 22 Tuesday, October 25, 2022
Agenda Item
DATE: 10/20/2022
TO: HONORABLE MAYOR AND CITY COUNCIL
FROM: POLICE CHIEF JARED RINETTI
SUBJECT: ADOPT A RESOLUTION AUTHORIZING THE ACCEPTANCE OF OFFICE

OF TRAFFIC SAFETY(OTS) SELECTIVE TRAFFIC ENFORCEMENT
PROGRAM GRANT FUNDS, IN THE AMOUNT OF $80,000, FOR FISCAL YEAR 2022-2023, AND AMENDING THE FISCALYEAR 2022-2023 OTS

FUND BUDGET
Staff recommends that the City Counciladopt a resolution authorizing the acceptance of the Selective Traffic Enforcement Program (STEP) grant from the Office of Traffic Safety (OTS) in the amount of $80,000.

STRATEGIC PLAN ALIGNMENT
Citywide Strategic Plan- C: Economic, Community Development and Public Safety.

Goal C. Institute forward-thinking business, land use development, housing, social services, and public safety strategies that promote community growth and innovation.

C.10:Align public safety services with the community needs based on a data driven decision-making approach.

BACKGROUND
In 2017, the National Safety Council reported more than 40,000 people died in motor vehicle collisions. The three most significant causes of fatalities on the road are alcohol, speeding, and distracted driving. Like most cities, Union City has significant traffic issues. The volume of commuter traffic, combined with the traffic produced by our population, presents many challenges to public safety.

From 2017-2019, the Union City Police Department received more than 600 traffic collision calls for service each year. There were three fatalities in 2017, five in 2018, and four in 2019. Pedestrians and bicyclists have City Council/RSA Agenda 23 Tuesday, October 25, 2022
played a significant role in these collisions. Impaired driving remains a primary concern for our community.

There were 82 DUI arrests in 2017, 105 DUI arrests in 2018, and 101 DUI arrests in 2019.

During the 2020 COVID-19 pandemic, the Union City Police Department received 386 traffic collision calls for service, investigated one fatality, and had 48 DUI arrests. As COVID-19 restrictions lessened in 2021, the Union City Police Department received 454 traffic collision calls for service, investigated two fatalities, and had 50 DUI arrests.

DISCUSSION
The funds from the Selective Traffic Enforcement Program (STEP) grant will provide the necessary funding to allow the Police Department to conduct additionalenforcement and education that would not typically occur due to budgetary constraints. The additional revenue will be used in a variety of ways, including facilitating DUI checkpoints and providing directed traffic enforcement in specific areas of the City where violations occur more frequently. The funds willalso be used to address people who drive while using their cell phone, interact with pedestrians who J-walk and connect with bicyclists who violate traffic laws. There will be educational opportunities for the youth and additional training for department employees.

The residents of Union City will benefit from the acceptance of the Selective Traffic Enforcement Program grant funding.

FISCAL IMPACT
The STEP grant funding of $80,000 from the Office of Traffic Safety will provide funding to allow the enforcement and education identified above.

RECOMMENDATION
It is recommended that the City Counciladopt a resolution:

1. Authorizing the acceptance of Office of Traffic Safety (OTS) Selective Traffic Enforcement Program (STEP) grant funds, in the amount of $80,000; and

2. Amending the FY 2022-2023 OTS Fund budget by increasing the revenue projection in Account Number 2140-21423-44013 (OTS Fund – PD OTS STEP PT23187 – OTS Grant) by $80,000; and

3. Amending the FY 2022-2023 OTS Fund budget by appropriating $77,950 to Account Number 2140- 2106-21423-51115 (OTS Fund – Police Traffic – PD OTS STEP PT23187 – Overtime) and $2,050 to Account Number 2140-2106-21423-53701 (OTS Fund – Police Traffic – PD OTS STEP PT23187 – Other Supplies), for a total FY 2022-2023 OTS Fund budget of $80,000; and

4. Authorizing the City Manager, or her designee, to execute any and allagreements necessary to accept the grant, in a form approved by the City Attorney, and take any other such action as is necessary to carry out the purpose and intent of this Resolution.

Prepared by:

LIEUTENANT PAUL KANAZEH
Submitted by:

City Council/RSA Agenda 24 Tuesday, October 25, 2022

CAPTAIN VICTOR DERTING
ATTACHMENTS:

Description Type
OTS STEP 2022-2023 Grant Funding Resolution
City Council/RSA Agenda 25 Tuesday, October 25, 2022
RESOLUTION NO. ____ - 2022

RESOLUTION OF THE CITY COUNCIL OF THE CITY OF UNION CITY

AUTHORIZING THE ACCEPTANCE OF OFFICE OF TRAFFIC SAFETY

SELECTIVE TRAFFIC ENFORCEMENT PROGRAM GRANT FUNDS, IN
THE AMOUNT OF $80,000, FOR FISCAL YEAR 2022-2023, AND
AMENDING THE FISCAL YEAR 2022-2023 OTS FUND BUDGET
WHEREAS, the Union City Police Department applied for a Selective Traffic Enforcement Program (STEP) grant from the Office of Traffic Safety (OTS) to support impaired driving enforcement, traffic enforcement, distracted driving enforcement, pedestrian and bicycle enforcement, and traffic safety education; and WHEREAS, the Union City Police Department was awarded $80,000 in grant funding (Grant Number PT23187, attached as Exhibit A) to support impaired driving enforcement, traffic enforcement, distracted driving enforcement, pedestrian and bicycle enforcement, and traffic safety education; and WHEREAS, the grant funds will be used in Fiscal Year 2022-2023 in accordance with the requirements outlined in the grant; and WHEREAS, the City Council desires for the City to accept the grant.

NOW, THEREFORE, BE IT RESOLVED that the City Council of the City of Union City hereby authorizes the City Manager, or her designee, to accept the Office of Traffic Safety (OTS) Selective Traffic Enforcement Program (STEP) grant funds in the amount of $80,000.

BE IT FURTHER RESOLVED that the City Council of the City of Union City hereby amends the Fiscal Year 2022-2023 OTS Fund budget by increasing the revenue projection in Account Number 2140-21423-44013 (OTS Fund – PD OTS STEP PT23187 – Office of Traffic Safety Grant) by $80,000; and BE IF FURTHER RESOLVED that the City Council of the City of Union City hereby amends the Fiscal Year 2022-2023 OTS Fund budget by appropriating $77,950 to Account Number 2140-2106-21423-51115 (OTS Fund – Police Traffic – PD OTS STEP PT23187 – Overtime) and $2,050 to Account Number 2140-2106- 21423-53701 (OTS Fund – Police Traffic – PD OTS STEP PT23187 – Other City Council/RSA Agenda 26 Tuesday, October 25, 2022
Supplies) to be used to support impaired driving enforcement, traffic enforcement, distracted driving enforcement, pedestrian and bicycle enforcement, and traffic safety education as outlined in the attached grant application (Grant# PT23187).

BE IT FURTHER RESOLVED that the City Manager, or her designee, is authorized to execute any and all agreements necessary to accept the grant, in a form approved by the City Attorney, and take any other such other action as is necessary to carry out the purpose and intent of this Resolution.

PASSED, APPROVED, AND ADOPTED by the City Council of the City of Union City at a regular meeting held on the 25th day of October 2022, by the following vote:

AYES:

NOES:

ABSTAIN:

ABSENT:
3885683.1
City Council/RSA Agenda 27 Tuesday, October 25, 2022
Agenda Item
DATE: 10/25/2022
TO: HONORABLE MAYOR AND CITY COUNCIL
FROM: CARMELA CAMPBELL, ECONOMIC AND COMMUNITY

DEVELOPMENT DIRECTOR
SUBJECT: PUBLIC HEARING AND ADOPT RESOLUTIONS 1) CERTIFYING THE ENVIRONMENTAL IMPACT REPORT FOR THE PROJECT 2) ADOPTING THE STATION DISTRICT SPECIFIC PLAN (SP-22-001), AND RELATED ACTION 3) AMENDING THE GENERAL PLAN (AG-22-002), AND
INTRODUCE ORDINANCES 1) AMENDING TITLE 18, ZONING, OF THE UNION CITY MUNICIPAL CODE (AT-22-005), and 2) AMENDING THE OFFICIAL ZONING MAP (A-22-001) FOR CONSISTENCY WITH THE

SPECIFIC PLAN
See attached City Council staf report.

STRATEGIC PLAN ALIGNMENT

BACKGROUND

DISCUSSION

FISCAL IMPACT

RECOMMENDATION
Prepared by:

City Council/RSA Agenda 28 Tuesday, October 25, 2022
Carmela Campbell, Economic and Community Development Director and Aaron Welch, Contract Planner Submitted by:

Carmela Campbell, Economic and Community Development Director ATTACHMENTS:

Description Type
Staff Report - Station District Specific Plan Project Staff Report Attachment 1 – Resolution Certifying EIR Resolution
Attachment 1 - Exhibit A CEQA Findings of Fact and Statement of Overriding Considerations
Exhibit
Attachment 1: Exhibit BMitigation and Monitoring and Reporting Program
Exhibit
Attachment 2 – Resolution Approving Specific Plan (SP-22-001) Resolution Attachment 2: Exhibit A - Station District Specific Plan - Part 1 of 2 Exhibit Attachment 2: Exhibit A - Station District Specific Plan - Part 2 of 2 Exhibit Attachment 2, Exhibit B-Additional Station District Specific Plan Amendments
Exhibit
Attachment 3 – Resolution Approving GPAmendments (AG-22-002) Resolution Attachment 3, Exhibit A - GPAmendments Table Exhibit
Attachment 3: Exhibit A - General Plan Amendments Figures Exhibit Attachment 4: OrdinanceAdopting Station District Zoning Text Amendments (AT-22-005)
Resolution
Attachment 4: Exhibit A: Zoning Text Amendments Exhibit Attachment 4: Exhibit B: Zoning Text Amendments Redlined Exhibit Attachment 5 - OrdinanceAdopting Station District Zoning Map Amendment (A-22-001)
Resolution
Attachment 5 - Exhibit A - Exhibits Showing Map Amendments Exhibit Attachment 6: Planning Commission Staff Report dated October 6, 2022 and attachments
Attachment
Attachment 7: Planning Commission Staff Meeting Desk Itemdated October 6, 2022
Attachment
Attachment 8: Draft Planning Commission Minutes, dated October 6, 2022
Attachment
Attachment 9: Signed PCResolutions Attachment
Attachment 10: Public Outreach Overview Attachment
Power Point Attachment
City Council/RSA Agenda 29 Tuesday, October 25, 2022
DATE: OCTOBER 25, 2022
TO: CITY COUNCIL
FROM: CARMELA CAMPBELL, ECONOMIC AND COMMUNITY

DEVELOPMENT DIRECTOR
SUBJECT: PUBLIC HEARING AND ADOPT THREE RESOLUTIONS: 1)

CERTIFYING THE ENVIRONMENTAL IMPACT REPORT AND

ADOPTING FINDINGS OF FACT REGARDING MITIGATIONS AND

ALTERNATIVES, A STATEMENT OF OVERRIDING

CONSIDERATIONS, AND A MITIGATION MONITORING AND
REPORTING PROGRAM, 2) ADOPTING THE STATION DISTRICT
SPECIFIC PLAN (SP-22-001) AND RELATED ACTION, AND 3)
AMENDING THE GENERAL PLAN (AG-22-002); AND INTRODUCE
TWO ORDINANCES: 1) AMENDING TITLE 18, ZONING, OF THE
UNION CITY MUNICIPAL CODE (AT-22-005), AND 2) AMENDING THE OFFICIAL ZONING MAP (A-22-001) FOR CONSISTENCY WITH THE

SPECIFIC PLAN

EXECUTIVE SUMMARY
Staff recommends that the City Council adopt three resolutions: 1) Certifying the Environmental Impact Report and adopting Findings of Fact Regarding Mitigations and Alternatives, a Statement of Overriding Considerations, and a Mitigation Monitoring and Reporting Program (Attachment 1), 2) Adopting the Station District Specific Plan (SP-22-001) (Attachment 2) and related action, and 3) Amending the General Plan (AG-22-002) (Attachment 3); and introduce two Ordinances:
1) Amending Title 18, Zoning, of the Union City Municipal Code (AT-22-005) (Attachment 4), and 2) Amending the Official Zoning Map (A-22-001) (Attachment 5) for consistency with the Specific Plan. These actions are referred to as the “Project.” The Planning Commission recommended approval of the Project to the City Council at its September 15, 2022, meeting on a 5-0 vote. The following are attached to this report: the Planning Commission staff report (Attachment 6), Planning Commission Desk Item (Attachment 7), Planning Commission Draft Meeting Minutes (Attachment 8), and Planning Commission Resolutions (Attachment 9) associated with that action.

Agenda Item
City Council/RSA Agenda 30 Tuesday, October 25, 2022
STRATEGIC PLAN ALIGNMENT:

This agenda item is in alignment with the following:

Goal C, Strategy 3 - Facilitate the build out of the greater Station District Area (Council Priority).

Goal C, Strategy 11, Complete the Station District Specific Plan.

BACKGROUND
The Station District Specific Plan area encompasses a 471-acre area surrounding the Union City Intermodal Station, as shown in Figure 1. The Specific Plan is intended to ensure consistency with the Union City 2040 General Plan, which was adopted in December 2019, while refining the vision, planning details, and implementation strategies for the Station District.

The Station District Specific Plan is intended to enact that vision, while adding details of policy, design, feasibility, geographic specificity, and implementation that were not established by the General Plan. As required by state law, the Specific Plan addresses a range of topics including land use, mobility, urban design, infrastructure, and financing. Related applications include an update to the General Plan, Zoning Ordinance, and Official Zoning Map for consistency with the Station District Specific Plan. The planning process includes a full Environmental Impact Report (EIR), pursuant to the California Environmental Quality Act. All of these components are referred to collectively as the Project.

The City was awarded a Priority Development Area Planning Grant by the Metropolitan Transportation Commission (MTC) for preparation of the Plan, related amendments and the environmental work. The City hired a consultant team, led by Dyett & Bhatia, through a competitive bidding process to assist the City in completing work on the Project.

The planning process included 1) Creation of a detailed report of existing conditions for the Station District area1; 2) Creation of the Plan’s Vision and Guiding Principles 3) Establishment of a 5- person Community Advisory Committee (CAC), who provided input at key milestones of the Project; 3) On-Going Public Outreach/Input activities including: creation of a project website (www.unioncity.org/SD), stakeholder interviews with property owners, neighbors, and others with an interest in the area, community workshops, on-line surveys, and several public meetings with decision makers and other advisory groups2; 4) Development of a Draft Specific Plan and Draft EIR for 45-day public review, and 6) Development of an updated Draft Specific Plan and Final EIR (FEIR), which incorporates the feedback received. The process of community engagement,

1 The existing conditions report for the Plan area includes background information regarding land use, urban design, transportation, environmental setting, and infrastructure and can be found on the Station District project website at https://www.unioncity.org/423/Resources
2 Attached to this staff report is a detailed overview of the public outreach process (Attachment 10).

City Council/RSA Agenda 31 Tuesday, October 25, 2022
advisory input, and Planning Commission and Council review guided staff and the consultant team in the creation of the Project presented to the City Council for consideration.

The Station District Specific Plan (“Plan’) will replace the Decoto Industrial Park Study Area Specific Plan (“DIPSA Plan”), which was last updated in 2007. The Specific Plan and the DIPSA Plan generally encompass the same areas with some differences. Several single-family and a few townhome developments, which were approved under the DIPSA Plan, were removed from the Specific Plan boundary since no change was anticipated in these areas. These neighborhoods include the single-family residential neighborhood generally bounded by Mission Boulevard, Decoto Road, and 7th Street and the Brookstone development along Alvarado-Niles Road, among others. Other subareas were added including the commercial area located at the corners of Alvarado-Niles Road and Decoto Road and the Civic Center area, which includes City Hall, Senior Center, Logan High School, and Kennedy Park.

ANALYSIS
The following provides a high-level overview of the various Project components. For a more detailed analysis, see the October 6, 2022 Planning Commission staff report (Attachment 6) and June 2, 2022 Study Session staff report (Included in Attachment 6).

Station District Specific Plan
The Specific Plan implements the 2040 Union City General Plan vision to plan for a world-class, transit-oriented community with new retail, public amenities, and high-density housing and job centers, all linked by bicycle and pedestrian facilities. Attachment 2 includes a full copy of the proposed Station District Specific Plan (Exhibit A). See below for a high-level overview of the Station District Specific Plan. See Planning Commission staff reports for key features and strategies included in the Specific Plan; a detailed summary of the multi-year community engagement process that guided development of the plan; and a detailed overview of the content of the Specific Plan.

Guiding Principles
The Specific Plan includes a set of Guiding Principles, which are intended to guide the overall strategy, policies, design, and investments included in the Specific Plan. See Figure 2 below showing the seven principles.

Subareas
The Station District is split up into five subareas as shown in Figure 1. See below for a summary of the different subareas including the related General Plan and Zoning amendments, which impact the subarea. For a detailed overview of the proposed amendment language or updated figure, see exhibits attached to the draft resolutions included in Attachments 3, 4, and 5.

City Council/RSA Agenda 32 Tuesday, October 25, 2022
Figure 1. Station District Specific Plan Area
City Council/RSA Agenda 33 Tuesday, October 25, 2022
Figure 2: Guiding Principles Matrix
The Core
Goal: The Core subarea is planned to be a major transit hub, business center, and residential community with a high intensity of uses, well connected to the rest of the city.

The Core subarea is the area directly surrounding the Intermodal Station. Goals and policies included for this area continue the land use pattern, connections, and types of development projects that have occurred in recent years, consistent with the General Plan. These include higher density development including Union Flats and Station Center. The City-owned “Restoration Site,” between 11 th Street and
the BART tracks, is envisioned to include a flexible mix of residential, office, and/or mixed-use development and has been added to the boundary of the Core subarea. City staff members have also coordinated with BART to better understand its long-term intentions for the two BART-owned parking lots west of the BART Station entrance, expressing an interest in the potential for office development in the longer term. BART’s current 10-Year TOD Work Plan (https://www.bart.gov/sites/default/files/docs/TOD_Workplan_FINAL_200814_ reduced.pdf) identifies future land uses for the UC station as “flexible”, which means either residential or commercial could be developed, within the “Mid-term (2025-2030)” development timeline.

Guiding
Principles
Create a
WellConnected
District
Promote a
Vibrant,
Mixed-use
Community
Promote
Sustainability /
Diversity
Ensure
High
Quality
Design
Promote
Network of
Open Space
Amenities
Ensure LongTerm Fiscal
Sustainability
•Embrac
e
•Diversit
y
City Council/RSA Agenda 34 Tuesday, October 25, 2022
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Station District Specific Plan Project

A few amendments are proposed for consistency with the Specific Plan and AB 2923 (legislation to support transit-oriented development on BART property). These include:
 Zoning Text Amendment - Chapter 18.38 Station Mixed Use Commercial (CSMU).

Updates include adjustment to Floor Area Ratio (FAR) maximum from 4.0 to 4.2 and inclusion of specific automobile and bicycle parking standards on BART property for compliance with AB 2923, which includes specific development standards for BART properties that local jurisdictions must implement. The updates to this chapter also include an increase in minimum density from 65 du/ac to 100 du/ac, which reflects the densities of the recently constructed developments. Amendments are also proposed to reflect updated performance standards similar to what was added to other Station District zoning districts as part of this effort.
 Zoning Map Amendment – The zoning of the Restoration Site is being updated from “Research and Development Campus” (RDC) to Station District Mixed Use (CSMU) for consistency with the site’s General Plan designation. This change is a result of the Restoration Site being added to the Core subarea. Parcels within the Core subarea all have CSMU land use and zoning designations.

Station East
Goal: Station East Subarea is planned to be a vibrant hub of innovation. The hub will include a significant cluster of technology and office uses and mixed-use housing options. New streets, bicycle/pedestrian facilities, plazas, parks, and greenways will foster a connected, urban environment that has direct access to the Intermodal Station and beyond.

The 2040 General Plan allows a mix of residential and commercial uses in the portion of the Station East area closest to Decoto Road, and the Plan follows that direction. In June 2021, City Council approved the Station East Residential Mixed-Use project in this area, which includes approximately 1,000-units, 30,000 square feet of retail, new parks and open space, and new street connections. The remaining Station East area allows for a range of employment uses, including office, biotech, and research and development uses similar to what is allowed under the current designation of Research and Development Campus (RDC), as well as commercial uses to serve the future day-time population. It is anticipated the area will be complemented by a network of new and expanded open spaces, including public plazas, and pedestrian connections linking important destinations, and accessed through a grade-separated Pedestrian Spine that is proposed to connect the area to the Core and the Intermodal Station beyond.

A few amendments are proposed for consistency with the Specific Plan and 2040 General Plan. These include:
 General Plan Amendment - Delete Station East Mixed Use Designation and add Station East Employment (SEE) and Station East Mixed Use Residential (SEMU-R) Designations. The Station East Subarea will now have two land use designations – Station City Council/RSA Agenda 35 Tuesday, October 25, 2022
City Council Meeting, October 25, 2022
Station District Specific Plan Project

East Employment (SEE) for the southern portion where employment will be focused – as well as the existing Station East Mixed Use Residential (SEMU-R) for the northern portion where residential is focused. This is consistent with the provisions currently listed in the 2040 General Plan for this area.
 Zoning Text Amendment - New Station East Employment (SEE) District – Chapter

18.41 and Updates to Chapter 18.37, Station East Mixed Use Residential (SEMU-R) A new zoning district called Station East Employment has been created consistent with the General Plan amendment referenced above and the Specific Plan. This zoning district will replace the Research and Development Campus (RDC) Zoning District, which is proposed for deletion. Chapter 18.37 has been updated to reflect updated performance standards and design criteria similar to what was added to other Station District zoning districts as part of this effort.
 Zoning Map Amendments – Zoning Map updates are proposed to 1) change the zoning in the employment-focused portion of Station East from Research Development Campus (RDC) to Station East Employment (SEE), 2) change the zoning of two parcels along 7th Street from RDC to Station East Mixed Use-Residential (SEMU-R) for consistency with the 2040 General Plan, and 3) change the zoning for the PG&E corporation yard (located along Decoto Road between Cheeves Way and 7th Street) from RDC to Civic Facility (CF) for consistency with the site’s General Plan designation.

Marketplace
Goal: The Marketplace is anticipated to be a vibrant, walkable citywide destination with community-serving and specialty retail, dining, and entertainment uses, new streets, and plazas fostering a “downtown” feel, with a complementary mix of residential, office, and other uses.

This shopping area is heavily used by residents that live on the east side of the City and has historically very low vacancy rates. It is a strong City and community priority to retain the amount and diversity of stores, services, and shopping options that currently exist in the Marketplace subarea. The Specific Plan direction for the Marketplace subarea calls for a continuation of a strong retail and commercial presence, while allowing the gradual incorporation of additional residential, office, and open space uses in a mixed-use downtown environment. It also calls for new connections through the large existing blocks, providing better links to BART and other destinations in the Station District.

A few amendments are proposed for consistency with the Specific Plan and 2040 General Plan. These include:
 General Plan Amendment - Add Marketplace Mixed Use (MMU) Designation. A new land use designation called Marketplace Mixed Use (MMU) is proposed to apply to the Marketplace subarea instead of the current Commercial (C) land use designation. The 2040 General Plan added this area to the Station District boundary but maintained the current City Council/RSA Agenda 36 Tuesday, October 25, 2022
City Council Meeting, October 25, 2022
Station District Specific Plan Project

land use designation. The Specific Plan proposed a new General Plan designation, MMU, for this subarea, which necessitated the proposed General Plan amendment.  Zoning Text Amendment – New Marketplace Mixed Use (MMU) Zoning DistrictChapter 18.26. A new zoning district called Marketplace Mixed Use has been created for consistency with the General Plan and Specific Plan to align with the new General Plan designation with the same name.
 Zoning Map Amendment – Update the zoning for parcels in the Marketplace subarea from Community Commercial (CC) to the newly created Marketplace Mixed Use (MMU) for consistency with the actions above.

Gateway
Goal: The Gateway Subarea along the future Quarry Lakes Parkway will provide a new gateway to Union City. The subarea includes a variety of housing opportunities integrated with open space, park amenities, and enhanced facilities for bicyclists and pedestrians, facilitated by future construction of the multimodal Quarry Lakes Parkway.

The Gateway Subarea includes approximately 35 acres of property owned by the City, much of which was previously owned by Caltrans. Some of this land will serve as the site of the future Quarry Lakes Parkway. The remaining area has been identified for residential development in the last several Housing Elements and is identified in the draft 6th Cycle Housing Element. The City is in an Exclusive Negotiating Agreement with City Ventures for development of a portion of the Gateway subarea with multi-family residential uses including 25 percent of the units being developed as affordable housing due to the site being disposed under the Surplus Lands Act.

A Zoning Map amendment is proposed for consistency with the Specific Plan and 2040 General Plan within the Gateway subarea, which is described further below.  Zoning Map Amendment – An update is proposed to change the zoning of two parcels east of Alvarado-Niles Road in the Gateway subarea from Neighborhood Commercial (CN) to Corridor Mixed Use Commercial (CMU) to accommodate future residential or mixed use residential development.

Civic Center
Goal: In the Civic Center Subarea, civic uses are planned to be cohesively integrated with the larger Station District, with new pedestrian and bicycle connections, and potential long-term improvements to existing public facilities and amenities.

The existing mix of land uses is envisioned to largely remain in place within the Civic Center, as shown in the accompanying diagram. However, there may be opportunities to improve connections, open space, civic facilities, and community programming in the Civic Center. No amendments are proposed that impact this subarea.

City Council/RSA Agenda 37 Tuesday, October 25, 2022
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Station District Specific Plan Project

General Plan Amendments
In addition to the General Plan amendments listed above, some additional amendments are required for consistency with the Specific Plan. See below. For a detailed overview of the proposed amendments, see Attachment 3, Exhibit A.
 “Greater Station District” to “Station District” Terminology Update. Change the name “Greater Station District” to “Station District” throughout the General Plan.  “Gateway Site” to “Gateway” Terminology Update. Change the Special Area name from “Gateway Site” to “Gateway,” consistent with the Specific Plan.  Adjust Business Parks Diagram. Figure ED-1 will be adjusted to remove the northeasterly portion of the Station East area, which the General Plan designates for residential uses.
 Station District Special Area Subarea Consistency. Adjust the description of the Station District Special Areas section (formerly the “Greater Station District” Special Area) to correctly describe its five sub-areas consistent with the Specific Plan 1) The Core, 2) Station East, 3) The Marketplace, 4) Gateway, and 5) Civic Center.  RDC Reference Deletion. Delete Policy SA-4.19, which references the General Plan designation of RDC, which no longer exists.

Municipal Code Amendments
In addition to the Zoning Text amendments listed above, some additional amendments are required for consistency with the Specific Plan and 2040 General Plan, as discussed below For a detailed overview of the proposed amendments, see Attachment 4, Exhibit A. The amendments add references to the new Station District zoning chapters (MMU and SEE) and remove references to the former RDC zoning district and the DIPSA Specific Plan throughout the Municipal Code including Chapter 17.30, which includes standards for Station District parkland obligation. Please note that in addition to adding references to the new zoning districts proposed as part of this action, the updates also include references to the SEMU-R and CMU zoning districts since they were not added to the sections listed below when they were originally adopted. The updates also reference a proposed a new zoning district, Village Mixed Use (VMU), which will replace the Specialty Commercial (CS) zoning district that applies to the Historic Alvarado District. The Housing Element related General Plan and Zoning amendments, which the Council is scheduled to review in November, include creation of the VMU zoning district. The reference to the VMU zoning district is being included with these proposed amendments so staff only needs to update the chapters once.
 Chapter 18.12, District established, and Chapter 18.76, Site Development Review.

Updates include addition of reference to new zoning districts MMU, SEE, and proposed Village Mixed Use (VMU), references to newer zoning districts SEMU-R and CMU, and City Council/RSA Agenda 38 Tuesday, October 25, 2022
City Council Meeting, October 25, 2022
Station District Specific Plan Project

removal of references to the RDC zoning district. Please note that as part of the Housing Element update
 Chapter 18.40, Industrial Districts, Article IV, Use of Hazardous Materials, and Chapter 18.114, Wireless Telecommunications Facilities. Use tables in these chapters have been updated to reflect the replacement of the RDC zoning district by the SEE district.  Chapter 18.50, Civic Facilities, and Chapter 18.92, Open Space District. These chapters have been amended to remove references to the DIPSA chapter.  Chapter 18.102 Decoto Industrial Park Study Area (DIPSA). Updates are proposed to this chapter to remove references to the DIPSA Specific Plan and related provisions that are no longer applicable.

Zoning Map Amendment
As detailed above, several Zoning map amendments are required for consistency with the 2040 General Plan and Specific Plan. See Attachment 5, Exhibit A, Zoning Map amendments for a detailed overview.

Environmental Impact Report
A Draft EIR (which can be accessed on-line at https: //www.unioncity.org/423/Resources ) and a Final EIR (included as part of Attachment 1) were prepared for the Station District Specific Plan and related actions, which includes environmental analysis consistent with the California Environmental Quality Act. Together, these documents comprise the EIR for the project. The June 2, 2022 Planning Commission staff report (included as part of Attachment 6) provides a detailed overview of the content, findings, and proposed mitigations in the DEIR, and should be referred to for more detailed analysis of EIR content
Final Environmental Impact Report
Following the conclusion of the 45-day public review period of the Draft EIR, the Final EIR (“FEIR”) was prepared. The FEIR is comprised of three sections: 1) Introduction, 2) Public Comments and Responses, 3) Revisions to the Draft EIR. A Mitigation Monitoring and Reporting Program (MMRP) was also prepared for the project and is included as Exhibit B to Attachment 1.

Response to Comments
For a detailed overview of the comments and response, see Chapter 2, Public Comments and Responses, of the FEIR. Comments were received from two public agencies, the Alameda County Water District and the California Department of Toxic Substances Control. Responses to these comments included minor updates to the EIR where warranted. Additional comments were received from the Save Our Hills organization, as well as several private individuals, including Commissioner Lew. These comments included corrections and suggested text revisions to the EIR, as well as comments concerning resource areas, including but not limited to, the preservation of the Peterson Farmhouse, potential loss of agricultural land, potential transportation impacts, and City Council/RSA Agenda 39 Tuesday, October 25, 2022
City Council Meeting, October 25, 2022
Station District Specific Plan Project

other concerns regarding the mix and location of proposed land uses as identified in the Specific Plan. Responses to these comments included clarification and explanation of the analysis in the EIR, as well as changes or additions to the text of the EIR where warranted.

Several of these comments focused on the proposed Quarry Lakes Parkway (QLP), which was similar to comments received on the Station East Mixed Use Residential Project EIR (“Station East EIR”) certified by the City Council in June 2021. Similar to how the Station East EIR addressed the comments, the Station District Specific Plan EIR clarifies that the QLP (formerly the East-West Connector Project) has undergone separate environmental review and impacts of the project are not applicable to the discussion in the Specific Plan EIR.

Statement of Overriding Considerations
The proposed Statement of Overriding Considerations for City Council consideration is provided as part of Exhibit A to Attachment 1. When an EIR determines that a project will have significant, adverse impacts on the environment, the City must mitigate those impacts to the extent feasible.

Should an impact not be fully mitigated and is considered “significant and unavoidable”, the City Council must adopt written findings that the project’s overriding benefits warrant approval of the project. These findings are known as the “Statement of Overriding Considerations”, and they must be supported by evidence in the record.

The EIR has identified some potentially significant and unavoidable environmental impacts that cannot be mitigated to a less than significant level. As discussed in the Draft EIR, these impacts are associated with Aesthetics, Air Quality, Cultural Resources, Greenhouse Gas Emissions, and Transportation. Some of the impacts identified in the EIR as significant and unavoidable are largely the result of the Specific Plan being a programmatic document and not knowing exactly when sites will submit for development or whether more than one site may develop at the same time. In these cases, the City has conservatively assumed the impact to be significant and unavoidable. Accordingly, the City Council must adopt a Statement of Overriding Considerations finding that the benefits of approving the project outweigh the potential adverse impacts. See Exhibit A, Attachment 1, for a detailed overview of the analysis related to this issue.

Adoption/approval of the Specific Plan and related amendments is necessary for the City to meet its fair share of regional housing need as required by State law. Approximately 78 percent of the capacity for new housing growth will be accommodated in the Station District upon adoption/approval of the Specific Plan and related amendments.

Planning Commission Review and Public Feedback
The Planning Commission held a Study Session on the draft Specific Plan and EIR in June 2022 during the 45-day public review of the draft documents. The Commission reviewed the item at a public hearing at their October 6, 2022 meeting and voted 5-0 to recommend approval of the Project to the City Council. See Attachments 6-9 for the Planning Commission staff report, Desk Item, draft Meeting Minutes and signed Resolutions from that meeting.

City Council/RSA Agenda 40 Tuesday, October 25, 2022
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Station District Specific Plan Project

The Desk Item (Attachment 7) addressed feedback from Commissioner Lew, responses to feedback received from member of the public, and some minor updates recommended by staff to the Specific Plan and Zoning amendments.

The Desk Item includes three emails received from members of the public regarding the Project.

Four members of the public also provided feedback at the Commission meeting. Comments focused on the Quarry Lakes Parkway Project and environmental impacts associated with that project, concern over demolition of the Peterson Farmhouse and impacts to the existing farm, concern over “significant and unavoidable” impacts identified in EIR and need to conserve water through use of recycled water/grey water and rainwater harvesting. See attached Desk Item and draft Meeting Minutes (Attachment 8) for an overview of the comments received.

Planning Commission members asked several clarifying questions and provided some minor updates to the draft Specific Plan. See Commission Meeting Minutes for a detailed overview of the Commission questions and feedback. Commissioner Sakakihara followed up after the meeting with some feedback resulting in some minor updates to the Specific Plan. The updates recommended by the Planning Commission are included in Attachment 2, Exhibit B. They will be incorporated into the final version of the Specific Plan.

Conclusion
The Station District Specific Plan and related General Plan and Zoning amendments provide the needed land use framework and policy guidance to transform the Station District into a worldclass, transit-oriented community with new retail, public amenities, and high-density housing and job centers, all linked by bicycle and pedestrian facilities. Approval of these items will also ensure that the City can accommodate its fair share of regional housing need in a sustainable manner. The various General Plan and Zoning amendments implement the vision identified first in the 2040 General Plan and then expanded upon in the Specific Plan. The Planning Commission reviewed the project at its October 2022 meeting and voted 5-0 to recommend approval of the Project.

FISCAL IMPACT
There is no direct fiscal impact associated with the approval of the Project. Future development anticipated and planned for in the Station District Specific Plan boundary will bring revenue in the form of payment of impact fees when sites come in to develop or redevelop, related increases in assessed property value for these sites, and increased sales tax revenue attributed to the new residents and employees making purchases within the City.

RECOMMENDATION
Consistent with the Planning Commission recommendation, staff recommends that the City Council adopt three resolutions: 1) Certifying the Environmental Impact Report and adopting Findings of Fact Regarding Mitigations and Alternatives, a Statement of Overriding Considerations, and a Mitigation Monitoring and Reporting Program, 2) Adopting the Station District Specific Plan (SP-22-001) and related action, and 3) Amending the General Plan (AG-22- City Council/RSA Agenda 41 Tuesday, October 25, 2022
City Council Meeting, October 25, 2022
Station District Specific Plan Project

002); and Introduce two Ordinances: 1) Amending Title 18, Zoning, of the Union City Municipal Code (AT-22-005), and 2) Amending the Official Zoning Map (A-22-001) for consistency with the Station District Specific Plan.

Attachments

1. Attachment 1: Resolution certifying the EIR and adopting Findings of Fact Regarding Mitigations and Alternatives, a Statement of Overriding Considerations, and a Mitigation Monitoring and Reporting Program for the Station District Project Exhibit A: Final EIR
Exhibit B: Mitigation and Monitoring and Reporting Program

2. Attachment 2: Resolution Approving the Station District Specific Plan (SP-22-001) Exhibit A: Station District Specific Plan
Exhibit B: Updates to Station District Specific Plan

3. Attachment 3: Resolution Approving Station District General Plan Amendments (AG-22- 002)
Exhibit A – Table of General Plan Amendments and Updated Figures

4. Attachment 4: Ordinance Adopting Station District Zoning Text Amendments (AT-22- 005)
Exhibit A – Zoning Text Amendments
Exhibit B – Zoning Text Amendments (Redlined)

5. Attachment 5: Ordinance Adopting Station District Zoning Map Amendments (A-22-001) Exhibit A – Exhibits Showing Zoning Map Updates

6. Planning Commission Staff Report Dated October 6, 2022

7. Planning Commission Desk Item Dated October 6, 2022

8. Planning Commission Draft Meeting Minutes Dated October 6, 2022

9. Planning Commission Resolutions #13-22 through #17-22 Dated October 6, 2022

10. Summary of Public Outreach

City Council/RSA Agenda 42 Tuesday, October 25, 2022
RESOLUTION NO. XXXX-22

RESOLUTION OF THE CITY COUNCIL OF THE CITY OF UNION CITY CERTIFYING

THE ENVIRONMENTAL IMPACT REPORT, ADOPTING REQUIRED FINDINGS

REGARDING MITIGATIONS AND ALTERNATIVES, ADOPTING A STATEMENT OF

OVERRIDING CONSIDERATIONS, AND ADOPTING A MITIGATION MONITORING

AND REPORTING PROGRAM FOR THE STATION DISTRICT SPECIFIC PLAN WHEREAS, the City of Union City has prepared a comprehensive update to the Decoto Industrial Parkway Study Area (DIPSA) Specific Plan referred to as the Station District Specific Plan (“Specific Plan”) (SP-22-001); and
WHEREAS, amendments to the General Plan (AG-22-002) are proposed for consistency with the Station District Specific Plan; and
WHEREAS, amendments to Title 18, Zoning, (AT-22-005) are proposed, for consistency with the Station District Specific Plan; and
WHEREAS, amendments to the Official Union City Zoning Map (A-22-001) are proposed for consistency with the Station District Specific Plan; and WHEREAS, the Specific Plan addresses a 471-acre area surrounding the Union City Intermodal Station and consists of five subareas including: The Core, Station East, The Marketplace, Gateway and Civic Center; and
WHEREAS, the Specific Plan is intended to ensure consistency with the Union City 2040 General Plan, which was adopted in December 2019, while refining the vision, planning details, and implementation strategies for the Station District. The Union City General Plan 2040 envisions the Station District as a world-class, transit-oriented community with new retail, public amenities, and high-density housing and job centers, all linked by bicycle and pedestrian facilities; and WHEREAS, the City determined that an Environmental Impact Report (EIR) would be prepared for the Specific Plan and circulated a Notice of Preparation (NOP) dated January 26, 2021 to public agencies and interested parties for consultation on the scope of the EIR; and WHEREAS, based on the project description and responses to the NOP, the City prepared a Draft EIR dated May 17, 2022 (SCH No. 2021010303) which reflected the independent judgment of the City as to the potential environmental effects of the Project. The Draft EIR, a copy of which is posted on the City’s website, https://www.unioncity.org/423/Resources, and is incorporated herein by reference; and
WHEREAS, the City circulated the Draft EIR for a 45-day public review period, from May 17, 2022 to July 1, 2022. The Draft EIR was distributed to local, regional, and State agencies.

The public was advised of its availability. The Draft EIR was available for review on the City’s website; and
City Council/RSA Agenda 43 Tuesday, October 25, 2022
Resolution No. XXXX-22

WHEREAS, the Planning Commission reviewed a Staff Report dated June 2, 2022 and the Draft EIR at a noticed study session on June 2, 2022 during the 45-day comment period; and WHEREAS, the public and the Planning Commission had the opportunity to present written and oral comments on the Draft EIR at a Planning Commission study session on June 2, 2022; and
WHEREAS, the City received comment letters from public agencies as well as interested individuals and organizations during the public review period. In accordance with CEQA, the City prepared written responses to all the comments received during the public review period, both oral and written. The City prepared a Final EIR dated September 30, 2022. The Final EIR included an annotated copy of each comment letter identifying specific comments, responses to each specific comment, and clarifications and minor corrections to information presented in the Draft EIR. The responses to comments provide the City’s good faith, reasoned analysis of the environmental issues raised by the comments; and
WHEREAS, information was generated in the course of preparing written responses for the Final EIR. The City carefully reviewed both the comments and the written responses to assess whether they constituted significant new information that would require recirculation of the Draft EIR under the standards in CEQA Guidelines Section 15088.5. After its review, the City determined that the Final EIR, including the comments, clarifications, and minor corrections to the Draft EIR, do not constitute significant new information requiring recirculation of the Draft EIR; and
WHEREAS, the Final EIR was posted on the City’s website on September 30, 2022 and referenced in the public notice for the October 6, 2022 Planning Commission public hearing; and WHEREAS, a staff report, dated October 6, 2022 and incorporated herein by reference, described and analyzed the Specific Plan and related Draft and Final EIRs for the Planning Commission; and
WHEREAS, the Planning Commission reviewed the staff report, and the Draft and Final EIRs at a noticed public hearing on October 6, 2022 at which time all interested parties had the opportunity to be heard; and
WHEREAS, following the public hearing, the Planning Commission unanimously recommended that the City Council certify the EIR for the Specific Plan, make all required mitigation and alternatives findings, adopt a Statement of Overriding Considerations, and adopt a Mitigation Monitoring and Reporting Program, all in compliance with the requirements of CEQA; and
WHEREAS, a staff report, dated October 25, 2022 and incorporated herein by reference, described and analyzed the Specific Plan and the related Draft and Final EIRs for the City Council; and
WHEREAS, the City Council reviewed the staff report, and the Draft and Final EIRs at a City Council/RSA Agenda 44 Tuesday, October 25, 2022
Resolution No. XXXX-22

noticed public hearing on October 25, 2022, at which time all interested parties had the opportunity to be heard; and
WHEREAS, the Draft and Final EIRs, reflect the City’s independent judgment and analysis on the potential for environmental impacts and constitute the Environmental Impact Report for the Specific Plan; and
WHEREAS, the Draft and Final EIRs identified several potentially significant impacts that will be reduced to a less than significant level with specified mitigation measures. Approval of the Specific Plan by the City Council will therefore require adoption of findings on impacts and mitigations and a Mitigation Monitoring and Reporting Program; and WHEREAS, the Draft and Finals EIRs identified significant and unavoidable environmental impacts of the Specific Plan. Approval of the Specific Plan by the City Council will therefore require adoption of Alternatives Findings and a Statement of Overriding Considerations; and
WHEREAS, the complete Specific Plan EIR consists of the Draft EIR and Final EIR together. The Draft and Final EIRs are available for review on the City’s website at https://www.unioncity.org/423/Resources, and at the Economic and Community Development Department at City Hall during normal business hours. The location and custodian of the EIR and other documents that constitute the record of proceedings for the Specific Plan is the City of Union City Economic and Community Development Department, 34009 Alvarado-Niles Road, Union City, CA 94587.

NOW, THEREFORE, BE IT RESOLVED that the City Council of the City of Union City hereby certifies and declares as follows:

A. The foregoing recitals are true and correct and made a part of this resolution.

B. The City Council independently reviewed and considered the information contained in the Specific Plan EIR, including the written and oral comments received on the Draft EIR and written responses to the comments, as well as all other information (both written and oral) provided by City staff, City consultants, and the Public to the City Council at its October 25 meting relating to the Specific Plan EIR, prior to approving the Specific Plan.

C. The Specific Plan EIR reflects the City’s independent judgment and analysis on the potential environmental impacts of the Specific Plan, and provides information to the decision-makers and the public on the environmental consequences of approving the Specific Plan.

D. The Specific Plan EIR adequately describes the Specific Plan, its significant environmental impacts, mitigation measures, and a reasonable range of alternatives to the Specific Plan.

BE IT FURTHER RESOLVED THAT: the City Council hereby adopts the CEQA Findings Concerning Significant Impacts, Mitigation Measures and Alternatives, as well as the City Council/RSA Agenda 45 Tuesday, October 25, 2022
Resolution No. XXXX-22

Statement of Overriding Considerations set forth in Exhibit A, and the Mitigation Monitoring and Reporting Program set forth in Exhibit B, all in compliance with the requirements of CEQA.

Exhibits A and B are incorporated herein by reference.

PASSED, APPROVED, AND ADOPTED by the City Council of the City of Union City at a regular meeting held on the 25th day of October 2022, by the following vote:

AYES:

NOES:

ABSENT:

ABSTAIN:

APPROVED:

CAROL DUTRA-VERNACI
Mayor
ATTESTED: APPROVED AS TO FORM:
_________________________ _________________________
ANNA M. BROWN KRISTOPHER J. KOKOTAYLO
City Clerk City Attorney
City Council/RSA Agenda 46 Tuesday, October 25, 2022
Exhibit A – CEQA Findings andSOC

EXHIBIT A
CEQA FINDINGS OF FACT and STATEMENT OF OVERRIDING

CONSIDERATIONS

I INTRODUCTION
The California Environmental Quality Act (CEQA) requires that a Lead Agency issue two sets of findings prior to approving a project that will generate a significant impact on the environment. The Statement of Facts and Findings is the first set of findings where the Lead Agency identifies the significant impacts, presents facts supporting the conclusions reached in the analysis, makes one or more of three findings for each impact, and explains the reasoning behind the agency’s findings.

The Statement of Overriding Considerations is the second set of findings. Where a project will cause unavoidable, significant, adverse environmental effects, the Lead Agency may still approve the project if it determines that the project’s benefits outweigh its adverse effects. In order to do so, the Lead Agency must adopt a Statement of Overriding Considerations, in which it sets forth specific reasoning by which the benefits of the project outweigh its adverse environmental effects.

The following statement of findings has been prepared in accordance with the California Environmental Quality Act (CEQA) and Public Resources Code Section 21081. CEQA Guidelines Section 15091 (a) provides that:

No public agency shall approve or carry out a project for which an EIR has been certified which identifies one or more significant environmental effects of the project unless the public agency makes one or more written findings for each of those significant effects, accompanied by a brief explanation of the rationale for each finding.

There are three possible finding categories available for the Statement of Facts and Findings pursuant to Section 15091 (a) of the CEQA Guidelines.
(1) Changes or alterations have been required in, or incorporated into, the project which avoids or substantially lessens the significant environmental effect as identified in the final EIR.
(2) Such changes or alterations are within the responsibility and jurisdiction of another public agency and not the agency making the finding. Such changes have been adopted by such other agency or can and should be adopted by such other agency.
(3) Specific economic, legal, social, technological, or other considerations, make infeasible the mitigation measures or project alternatives identified in the final EIR.

The City of Union City, the CEQA Lead Agency, finds and declares that the Station District Specific Plan Final Environmental Impact Report (Final EIR) has been completed in compliance with CEQA and the CEQA Guidelines. Union City finds and certifies that the Final EIR was reviewed and information contained in the Final EIR was considered prior to any approval associated with the proposed project, herein referred to as the “Proposed Plan” or “Specific Plan”.

City Council/RSA Agenda 47 Tuesday, October 25, 2022
Exhibit A – CEQA Findings andSOC

Based upon its review of the Final EIR, the City finds that the Final EIR is an adequate assessment of the potentially significant environmental impacts of the Project and represents the independent judgment of the City.

DESCRIPTION OF THE STATION DISTRICT SPECIFIC PLAN
The Station District Specific Plan (“Specific Plan”) implements the 2040 Union City General Plan vision to plan for a world-class, transit-oriented community with new retail, public amenities, and high-density housing and job centers, all linked by bicycle and pedestrian facilities.

The Specific Plan was developed to replace the Decoto Industrial Park Study Area (DIPSA) Specific Plan (DIPSA Plan), which was initially adopted in 1994. The Specific Plan addresses a similar area to the former DIPSA Plan; however, there are some differences consistent with the land use framework provided by the Union City 2040 General Plan.

The Specific Plan area encompasses approximately 471 acres and is anchored around the Union City Intermodal Station. The Intermodal Station functions as a multi-modal transit hub serving BART, UC Transit, AC Transit, and the Dumbarton Express with the future opportunity of direct connections to passenger rail including ACE, Capitol Corridor, and Dumbarton Rail. The Specific Plan establishes five distinct subareas within the Planning Area—the Core, Station East, the Marketplace, the Gateway, and the Civic Center—each of which is envisioned to have a distinct identity and land use framework.

The Specific Plan provides the basis for the Planning Area’s land use and development policy and represents community priorities that will govern development and conservation. Specific guiding principles that underpin the overall strategy, policies, design, and investments that are included in the Specific Plan include the following:
• Promote a Vibrant, Mixed-Use Community. Foster an integrated urban community with a diverse mix of residential, commercial, office, industrial, and civic uses for residents, workers, and visitors.
• Create a Well-Connected District. Extend the existing east-west central spine to link the Marketplace, Intermodal Station, the Core, and Station East, prioritizing pedestrian and bicycle connections. Create an interconnected network of streets, sidewalks, bicycle lanes, pathways, and multi-use trails that knit the district together and enable people to traverse the area easily and directly on foot or bicycle.
• Promote a Network of Open Space Amenities. Establish a cohesive system of parks and plazas to enhance the area’s livability and provide open spaces within walking distance of residences and businesses, including linking greenways that enable active recreation. • Ensure High Quality Design. Promote building and landscape design that create a sense of place and reflect the district’s unique contemporary identity, with unified streetscapes, signage and urban design elements that foster identify, and a sense of place. • Promote Sustainability. Continue to promote green leadership in Union City by maintaining and expanding the Station District as a sustainable and healthy community with sustainable building and landscape design, sustainable water use and irrigation practices, and reduced energy use.

Encourage outdoor and active living with more opportunities for healthy choices including walking and biking, readily available access to transit, housing in close proximity to workplaces, and access to parks, play spaces and open space for kids and families to enjoy.

City Council/RSA Agenda 48 Tuesday, October 25, 2022
Exhibit A – CEQA Findings andSOC

• Embrace Diversity. Accommodate the needs of people of diverse backgrounds, interests, and income levels, creating an inclusive, accessible, inviting, and safe place for all. • Support Housing Development and Provide a Variety of Housing Types. Support a range of housing opportunities, including affordable housing, to address Union City’s housing needs and the State’s housing objectives for the area.

The project also includes creation of two new zoning districts, Marketplace Mixed Use (MMU) and Station East Employment (SEE), as well as amendments to the Station East Mixed Use-Residential (SEMU-R), and Station Mixed-Use Commercial (CSMU) zoning districts, to reflect the new development densities and related criteria consistent with the goals and polices of the 2040 General Plan and Specific Plan. Additional minor amendments to the Zoning Ordinance are also necessary for consistency with applicable General Plan and Specific Plan goals and policies. A zoning map amendment is also proposed to apply the new zoning districts to the specific plan area.

ENVIRONMENTAL EFFECTS DETERMINED TO BE SIGNIFICANT
The City of Union City, having reviewed and considered the information contained in the Station District Specific Plan Final EIR, finds, pursuant to California Public Resources Code 21081 (a)(1) and CEQA Guidelines 15091 (a)(1), that the project would result in significant environmental effects related to aesthetics, air quality, biological resources, cultural resources, energy, climate change, and greenhouse gas emissions, geology and soils, hazards and hazardous materials, noise and vibration, transportation, and utilities and service systems, and that mitigation measures have been incorporated into the project that avoid and/or substantially lessen all of these effects. These effects are summarized below.

A. Aesthetics
Impact 3.1-1 Implementation of the Proposed Plan would have a substantial adverse effect on scenic vistas. Buildings up to 160 feet in height would be allowed in the Core subarea. The intensity and scale of permitted development could obstruct views of the foothills of the coastal Range (i.e, hillside area) that frame the eastern edge of the city, which are considered scenic vistas, therefore resulting in a potentially significant impact. Since taller buildings have the potential to partially block view of the hills and no mitigation is available to entirely eliminate the impact, the cumulative impact of the Proposed Plan on scenic resources would be significant and unavoidable.

Finding
There are no feasible mitigation measures that would reduce this potential impact identified in the EIR for specific economic, legal, social, or other considerations, or such mitigation measures would fail to fulfill the basic objectives of the Specific Plan. These considerations include the Specific Plan’s objectives regarding future infill residential and commercial development and other considerations described herein.

Facts in Support of Finding
The project proposes densities for both residential and commercial development to account for the City’s long-term investment for affordable housing as well as employment. These densities could result in buildings within the Station District that could affect scenic vistas. Though policies within the 2040 General Plan, the Union City Design Guidelines, and the Specific Plan together with associated zoning standards would reduce impacts to scenic vistas to the maximum extent City Council/RSA Agenda 49 Tuesday, October 25, 2022
Exhibit A – CEQA Findings andSOC

practicable, beyond this there are no feasible mitigation measures available to avoid impacts entirely. As such, this impact would remain significant and unavoidable.

B. Air Quality
Impact 3.2-2 Implementation of the Proposed Plan would result in a cumulatively considerable net increase of criteria pollutants for which the Project region is nonattainment under an applicable federal or State ambient air quality standard. Construction: Construction associated with buildout of the Proposed Plan would result in the temporary generation of ozone precursors (ROG, NOx), CO, and particulate matter emissions that could result in short-term impacts on ambient air quality within the Planning Area and contribute to ozone formation and other air pollution in the SFBAAB. As such, construction emissions generated in the planning area by implementation of the Proposed Plan would result in a potentially significant impact and mitigation would be required. Operations: The Proposed Plan’s operational emissions would exceed the BAAQMD’s significance thresholds for all pollutants (ROG, NOx, CO, PM10, PM2.5).

Accordingly, operational criteria pollutant emissions associated with development under the Proposed Plan would result in a potentially significant impact on air quality and mitigation would be required.

Individual development projects may still generate construction and operational emissions in excess of the BAAQMD’s project level thresholds, even with implementation of MM AQ-1 through MM AQ-9. Accordingly, ROG, NOX, PM10, and PM2.5 emissions associated with development under the Proposed Plan are conservatively identified as cumulatively considerable, resulting in a significant and unavoidable impact.

Finding
Changes or alterations have been required in, or incorporated into, the project which avoids or substantially lessens the significant environmental effect as identified in the Final EIR.

Facts in Support of Finding
The project could result in a cumulatively considerable net increase of any criteria pollutant for which the project region is a nonattainment area for an applicable federal or State ambient air quality standard during construction. The project’s potential impacts associated with a net increase of any criteria pollutant have been reduced to the degree feasible with the following mitigation measures:

AQ-1: Project-Level Air Quality Analysis for Construction The City shall require that applicants proposing development of projects within the Planning Area shall compare their project size with the BAAQMD screening sizes appropriate to their project for construction criteria pollutants found in Table 3-1 in the BAAQMD’s current CEQA guidelines (2017). If the project is less than the screening limit for its project type, then applicants shall confirm to the City whether construction-related activities would include any of the following:

Demolition
City Council/RSA Agenda 50 Tuesday, October 25, 2022
Exhibit A – CEQA Findings andSOC

- Simultaneous occurrence of more than two construction phases (e.g., paving and building construction would occur simultaneously) or construction would occur simultaneous with other Proposed Plan development;
- Simultaneous construction of more than one land use type (e.g., project would develop residential and commercial uses on the same site) (not applicable to high density infill development);
- Extensive site preparation (i.e., greater than default assumptions used by the CalEEMod model for grading, cut/fill, or earth movement); or
- Extensive material transport (e.g., greater than 10,000 cubic yards of soil import/export) requiring a considerable amount of haul truck activity.

If the project is less than the screening limit for the project type and construction would involve none of the five conditions above, then the project would not be required to conduct a projectlevel emissions analysis. For projects that exceed the construction screening sizes or include the above activities, a project-level air quality analysis would be required to evaluate the project’s construction emissions and compare them to BAAQMD daily thresholds for construction. If the project-level analysis results in exceedances of BAAQMD thresholds, Mitigation Measure AQ2 through Mitigation Measure AQ5 shall be implemented, as well as any project-specific measures. If the project’s emissions are reduced to levels below BAAQMD construction thresholds with implementation of all feasible mitigation measures, impacts would be less than significant. If the project still exceeds BAAQMD construction thresholds with mitigation implemented, the project would be required to purchase mitigation credits as described in Mitigation Measure AQ-6.

AQ-2: Require at Least Tier 4 Final Engines on Construction Equipment The City shall require that all applicants proposing development of projects within the Planning Area shall in turn require their contractors, as a condition of contract, to reduce construction-related exhaust emissions by ensuring that all off-road equipment greater than 50 horsepower (hp) and operating for more than 20 total hours over the entire duration of construction activities shall operate on at least an EPA-approved Tier 4 Final or newer engine.

Exemptions can be made for specialized equipment where Tier 4 engines are not commercially available within 200 miles of the project site. The construction contract must identify these pieces of equipment, document their unavailability, and ensure that they operate on no less than an EPA-approved Tier 3 engine. CARB regulations will result in the percentage of Tier 4 engines increasing over the next several years. Applicants must conduct recordkeeping of equipment verification documents for construction equipment and the City has the right to review equipment logs.

AQ-3: Require Use of Diesel Trucks with 2010-Compliant Model Year Engines The City shall require that all applicants proposing development of projects within the Planning Area shall in turn require their contractors, as a condition of contract, to use diesel trucks that have 2010 model year or newer engines, but no less than the average fleet mix for the current calendar year as set forth in the CARB’s EMFAC database. In the event that 2010 model year or newer diesel trucks cannot be obtained, the contractor must provide documentation to the City showing that a good faith effort to locate such engines was conducted. Applicants must conduct recordkeeping of truck verification documents and the City has the right to review truck logs.

AQ-4: Require Additional Fugitive Dust Best Management Practices The City shall require that all applicants proposing development of projects within the City Council/RSA Agenda 51 Tuesday, October 25, 2022
Exhibit A – CEQA Findings andSOC

Planning Area shall in turn require their contractors, as a condition of contract, to reduce construction-related fugitive dust by implementing the following measures in addition to the BAAQMD’s basic control measures at all construction and staging areas. The following measures are based on the BAAQMD’s current CEQA guidelines. • All exposed surfaces shall be watered at a frequency adequate to maintain minimum soil moisture of 12 percent. Moisture content can be verified by lab samples or moisture probe.
• All excavation, grading, and/or demolition activities shall be suspended when average wind speeds exceed 20 mph.
• Wind breaks (e.g., trees, fences) shall be installed on the windward side(s) of actively disturbed areas of construction. Wind breaks should have at maximum 50 percent air porosity.
• Vegetative ground cover (e.g., fast-germinating native grass seed) shall be planted in disturbed areas as soon as possible and watered appropriately until vegetation is established.
• The simultaneous occurrence of excavation, grading, and ground-disturbing construction activities on the same area at any one time shall be limited. Activities shall be phased to reduce the amount of disturbed surfaces at any one time. • All trucks and equipment, including their tires, shall be washed off prior to leaving the site.
• Site accesses to a distance of 100 feet from the paved road shall be treated with a 6 to 12 inch compacted layer of wood chips, mulch, or gravel. • Sandbags or other erosion control measures shall be installed to prevent silt runoff to public roadways from sites with a slope greater than one percent.

AQ-5: Require Low-VOC Coatings During Construction
The City shall require that all applicants proposing development of projects within the Planning Area shall in turn require their contractors, as a condition of contract, to reduce constructionrelated fugitive ROG emissions by ensuring that low-VOC coatings that have a VOC content of 10 grams/liter (g/L) or less are used during construction. The project applicant will submit evidence of the use of low-VOC coatings to the BAAQMD prior to the start of construction.

Applicants must conduct recordkeeping of coatings used during construction.

AQ-6: Purchase of Mitigation Credits for Construction Emissions Exceeding the BAAQMD’s Daily Pollutant Thresholds.

For proposed developments that are estimated to result in exceedances of thresholds with implementation of all feasible mitigation measures, the applicants shall coordinate with a thirdparty or governmental entity to pay for criteria pollutant offsets for every year in which construction emissions are estimated to exceed the BAAQMD thresholds. If the estimate shows exceedances of multiple criteria pollutants above the BAAQMD thresholds, then offsets must be obtained to address each pollutant above the thresholds. Emission reduction projects and fee will be determined in consultation between the applicant and the third-party or governmental entity and will include offset provider administrative costs. The agreement that specifies fees and timing of payment shall be provided to the City for review and signed by the applicant and the third-party or governmental entity. The emission reductions shall be secured prior to any year in which construction activity is estimated to result in an exceedance. The payment for the emissions can either be on an annual basis or done once upfront prior to construction.

AQ-7: Promote Green Consumer Products.

City Council/RSA Agenda 52 Tuesday, October 25, 2022
Exhibit A – CEQA Findings andSOC

For all projects developed within the Planning Area, the City shall require that developer(s) provide education for residential and commercial tenants concerning green consumer products.

Prior to receipt of any certificate of final occupancy, the project sponsors shall work with the City of Union City to develop electronic correspondence to be distributed by email to new residential and commercial tenants that encourages the purchase of consumer products that generate lower than typical VOC emissions. Examples of green products may include low-VOC architectural coatings, cleaning supplies, and consumer products, as well as alternatively fueled landscaping equipment.

AQ-8: Project-Level Air Quality Analysis for Operations.

For all proposed development within the Planning Area, the City shall require project applicants to compare their project size with the BAAQMD screening sizes appropriate to their project for operational criteria pollutants found in Table 3-1 in the BAAQMD’s current CEQA guidelines.

If the project is less than the screening sizes for the project type, then the project is not required to conduct a project level analysis of operational emissions.

For projects that exceed the operations screening sizes, a project-level air quality analysis would be required to evaluate the project’s operational emissions and compare them to BAAQMD daily thresholds for operation. If the project-level analysis results in exceedances of BAAQMD thresholds, MM AQ-7 shall be implemented. If the project’s emissions are reduced to levels below BAAQMD operations thresholds with implementation of all feasible mitigation measures, impacts would be less than significant. If the project still exceeds BAAQMD operations thresholds with mitigation implemented, the project would be required to purchase mitigation credits as described in MM AQ-9.

AQ-9: Purchase of Mitigation Credits for Operational Emissions Exceeding the BAAQMD’s Daily Pollutant Thresholds.

For proposed developments that are estimated to result in exceedances of thresholds with implementation of all feasible mitigation measures, the applicants shall coordinate with a thirdparty or governmental entity to pay for criteria pollutant offsets for every year in which operational emissions are estimated to exceed the BAAQMD thresholds. If the estimate shows exceedances of multiple criteria pollutants above the BAAQMD thresholds, then offsets must be obtained to address each pollutant above the thresholds. Emission reduction projects and fee will be determined in consultation between the applicant and the third-party or governmental entity and will include offset provider administrative costs. The agreement that specifies fees and timing of payment shall be provided to the City for review and signed by the applicant and the third-party or governmental entity. The emission reductions shall be secured prior to any year in which operational activity is estimated to result in an exceedance. The payment for the emissions can either be on an annual basis or done once upfront prior to operation.

Construction: Adherence to MM AQ-2 through MM AQ-5 would reduce PM10 and PM2.5 emissions to less-than-significant levels for the Proposed Plan. However, with respect to ROG, NOx, PM10 and PM2.5 exhaust emissions, there could be foreseeable conditions under the Proposed Plan where the amount of construction activity for an individual development project, or a combination of these projects, could result in the generation of these pollutant emissions that exceed their respective BAAQMD significance thresholds (i.e., 54 pounds per day [lb/day] for ROG and NOx, 82 lb/day for exhaust PM10, and 54 lb/day for exhaust PM2.5). If the proposed project exceeds BAAQMD construction thresholds with incorporation of the above mitigation measures, MM AQ-6 would be implemented. However, because it cannot be concluded that the offset programs required in MM AQ-6 City Council/RSA Agenda 53 Tuesday, October 25, 2022
Exhibit A – CEQA Findings andSOC

would always be available in the future at the time and in the amount needed for any given future development, for the purposes of this EIR analysis, construction air quality impacts are conservatively assumed to be significant and unavoidable.

Operations: If the proposed project exceeds BAAQMD operations thresholds with incorporation of MM AQ-7 and MM AQ8, MM AQ-9 would be implemented, which would require the offset operational criteria pollutant emissions resulting from development under the Proposed Plan through the purchase of mitigation credits. As with construction emissions, because it cannot be concluded that offset programs would always be available in the future at the time and in the amount needed for any given future development, for the purposes of this EIR analysis, operational air quality impacts are conservatively assumed to be significant and unavoidable.

Impact 3.2-3 Implementation of the Proposed Plan would expose sensitive receptors to substantial pollutant concentrations. Construction activities of future development projects under the Proposed Plan would generate DPM and PM2.5 that could expose sensitive receptors within 1,000 feet of the Planning Area to significant health risks. Development under the Proposed Plan may result in the installation or operation of new stationary sources of TACs (e.g., emergency generators) and an increase in traffic levels.

Consequently, both new and existing receptors near stationary sources and roadways may be exposed to significant health risks from TACs and impacts are potentially significant. Existing nearby DPM and PM2.5 sources and future development under the Proposed Plan contribute to a cumulative health risk for sensitive receptors within the Planning Area. Due to the uncertainty of future project-level HRAs, it is conservatively assumed that the Proposed Plan would result in significant and unavoidable health impacts from TAC emissions and this impact is cumulatively considerable.

Finding
Changes or alterations have been required in, or incorporated into, the project which avoids or substantially lessens the significant environmental effect as identified in the Final EIR.

Facts in Support of Finding
Due to the uncertainty of future project-level HRAs, it is conservatively assumed that the Proposed Plan would result in significant and unavoidable health impacts from TAC emissions and this impact is cumulatively considerable.

The project could result in a cumulatively considerable net increase of any criteria pollutant for which the project region is a nonattainment area for an applicable federal or State ambient air quality standard during concurrent construction and operation. The project’s potential impacts associated with a net increase of any criteria pollutant have been reduced to the degree feasible with the implementation of Mitigation Measures AQ-2a, AQ-2b, AQ-2c, and AQ-2d, described above.

AQ-10: Require Future Projects Located within 1,000 Feet of Receptors to Perform a Health Risk Assessment
The project applicant shall provide in their CC&Rs a provision to require their contractors, as a condition of contract, to reduce operation-related fugitive ROG emissions by ensuring that low-VOC coatings that have a VOC content of 10 grams/liter (g/L) or less are used during City Council/RSA Agenda 54 Tuesday, October 25, 2022
Exhibit A – CEQA Findings andSOC

operation. The City shall require that all applicants proposing development of projects within the Planning Area and within 1,000 feet of existing sensitive receptors, as defined by the BAAQMD, shall prepare a site-specific health risk assessment (HRA). If the HRA demonstrates, to the satisfaction of the City, that the health risk exposures for adjacent receptors will be less than the BAAQMD project level and cumulative-level thresholds, then additional mitigation would be unnecessary. However, if the HRA demonstrates that health risks would exceed the BAAQMD project-level or cumulative-level thresholds, additional feasible on- and off-site mitigation shall be analyzed by the applicant to help reduce risks to the greatest extent practicable.

AQ-11: Require Air Quality Equipment to Minimize Health Risks The City shall require that all applicants proposing development of projects within the Planning Area that includes new development of residential projects and other new land use developments which would site new sensitive receptors such as schools and daycares in commercial buildings and within 1,000 feet of road segments with an ADT of greater than 10,000 vehicles per day, to install indoor air quality equipment, such as enhanced air filters (air filters rated at a minimum efficiency reporting value [MERV] 13 or higher) or equivalent mechanisms, to minimize health risks for future receptors.

Even with the Proposed Plan’s policies and mitigation measures, additional emissions generated by new stationary sources, vehicle trips, and construction activity could expose receptors to cancer and non-cancer risks excess of the BAAQMD significance thresholds. MM AQ-11 would reduce TAC and PM2.5 exposure to future sensitive receptors but not for receptors at land uses that have already been constructed. Because risks associated with additional vehicle traffic are the result of personal transportation decisions, there is no feasible mitigation beyond MM AQ-11 to address this impact. In addition, MM AQ-11 would not apply to existing sensitive receptors that are present before new construction or operational activity commences. Therefore, after mitigation, this impact would be significant and unavoidable.

C. Biological Resources
Impact 3.3-1 Implementation of the Proposed Plan could have a substantial adverse effect, either directly or through habitat modifications, on species identified as a candidate, sensitive, or special-status species in local or regional plans, policies, or regulations or by the California Department of Fish and Wildlife or U.S. Fish and Wildlife Service, but impacts would be reduced with implementation of Mitigation Measure BIO-1. Habitat in the Station East, The Core, and Gateway subareas would be affected by development facilitated by the Proposed Plan. The Proposed Plan would facilitate permanent development in riparian vegetation along Old Alameda Creek and conversion of undeveloped land to urban development. New utilities and infrastructure would be constructed through cropland, annual grassland, and riparian habitat. In addition, development facilitated by the Proposed Plan could affect trees and pockets of vegetation in the urbanized areas of the Planning Area that may provide suitable habitat for protected biological resources, including migratory nesting birds and bats. If future development were to degrade or remove suitable habitat for special-status species or result in impacts on special-status individuals, there could be significant impacts on special-status species.

Finding
Changes or alterations have been required in, or incorporated into, the project which avoids or City Council/RSA Agenda 55 Tuesday, October 25, 2022
Exhibit A – CEQA Findings andSOC

substantially lessens the significant environmental effect as identified in the Final EIR.

Facts in Support of Finding
Development as part of the project would entail construction that could result in the disturbance, either directly or indirectly, on species identified as candidate, sensitive, or special status species on local, state, or federal lists. The project’s potential impact on these species has been reduced to the degree feasible with the following mitigation measures:

BIO-1 Worker Environmental Awareness Training Program
Where a biologist has identified areas supporting or potentially supporting sensitive biological resources, the City shall require project applicants proposing development projects within the Planning Area to prepare and implement a worker environmental awareness training program prior to equipment staging, ground disturbing activities (e.g., grading, excavation, backfill), or vegetation trimming and removal. The training program should be provided to all construction personnel (contractors and subcontractors) and include the following information:
• The need to avoid effects on sensitive biological resources and the importance of protecting habitat;
• Penalties for not complying with applicable State and federal laws and permit requirements;
• General restrictions and guidelines to be followed by all construction personnel to reduce or avoid effects on sensitive biological resources during construction; • The life history and habitat requirements of special-status species potentially occurring in or adjacent to the improvements footprint; • The terms and conditions of the Biological Opinions and other applicable permits; and
• The training program should educate construction supervisors and managers about invasive plant identification and the importance of controlling and preventing the spread of invasive plant infestations.

With implementation of Mitigation Measure BIO-1, potential impacts to biological resources, including special status species, would be less than significant.

D. Cultural Resources
Impact 3.4-1A Implementation of the Proposed Plan at the program level could cause a substantial adverse change in the significance of a historical resource, as defined as physical demolition, destruction, relocation, or alteration of the resource or its immediate surroundings such that the significance of a historic resource would be materially impaired, but this impact is reduced through the implementation of Mitigation Measure CUL-1 (Guidelines Section 15064.5).

Finding
Changes or alterations have been required in, or incorporated into, the project which avoids or substantially lessens the significant environmental effect as identified in the Final EIR.

Facts in Support of Finding
City Council/RSA Agenda 56 Tuesday, October 25, 2022
Exhibit A – CEQA Findings andSOC

Development under the Specific Plan could result in a substantial adverse change in the significance of a historical resource. Incorporation of the following mitigation measures would avoid and/or lessen this impact.

CUL -1: Historical Resource Evaluation Process
The City shall require that all proposed development within the Planning Area undergo additional investigation to determine the project-level impact to built-environment historical resources. Project sponsors shall consult with the City regarding the historical resource status of any historic aged built-environment resources that may existing within or in immediate proximity to the proposed development site. Depending upon the specific site, the City may require the project sponsor to engage a historic preservation professional to complete a California register evaluation of any unevaluated historic-aged built-environment resources where projects would occur. For future projects on parcels found to contain qualifying historical resources, project-level impacts will be analyzed and appropriate mitigation measures will be included in the CEQA document.

Incorporation of Mitigation Measure CUL-1 would reduce potential impacts to built-environment historical resources to a less than significant level.

Impact 3.4-1B: Implementation of the Proposed Plan at the project level would cause a substantial adverse change in the significance of a historical resource (the Peterson Farmhouse), as defined as physical demolition, destruction, relocation, or alteration of the resource or its immediate surroundings such that the significance of a historic resource would be materially impaired (Guidelines Section 15064.5).

Finding
Should development under the Proposed Plan require demolition of the Peterson Farmhouse, incorporation of mitigation measures may reduce the impact to this resource. However, potential demolition to this resource would still result in a significant and unavoidable impact even with incorporation of the mitigation measures described below.

Facts in Support of Finding
Implementation of the following mitigation measures would partially compensate for the impact associated with demolition of the resource through relocation or documentation and interpretation; however, the impact remains significant and unavoidable due to the impairment of this resource through the effects of physical impacts to the structure and potential surroundings.

CUL -2: Conduct a Building Relocation Feasibility Study If demolition, destruction, relocation, or significant alteration is required of the Peterson Farmhouse due to a project that is approved under the Proposed Plan, the City shall conduct a feasibility study that examines the relocation of the building to a compatible site. The study will include alternatives that recognize contributing site features as well as the agricultural setting of the property when determining compatible sites. The final feasibility study must be completed prior to issuance of any permits issued to a project applicant for development of the site, and a good faith effort to comply with the feasible alternatives must be demonstrated by the project applicant and confirmed by the City, prior to demolition of the Peterson Farmhouse. If the study indicates that relocation is infeasible, the City or applicant must complete Mitigation Measures City Council/RSA Agenda 57 Tuesday, October 25, 2022
Exhibit A – CEQA Findings andSOC

CUL-3 and CUL-4.

CUL -3: Conduct Level II Historic American Buildings Survey/Historic American Landscapes Survey Documentation. (If applicable - see Mitigation Measure CUL-1) Where the setting or portions of the Peterson Farmhouse require substantial alteration that results in adverse change due to a project that is approved under the Proposed Plan, and where relocation is infeasible (see Mitigation Measure CUL-1), the applicant, in consultation with the City, shall oversee Level II Historic American Buildings Survey/Historic American Landscapes Survey (HABS/HALS) documentation of the property, including a written narrative, measured drawings, and digital or film photographs.

The documentation will be completed by experienced professionals who meet the Secretary of the Interiors Standards. The documentation package must include representation and characterization of the agricultural setting in which the historic property is situated; the survey boundary may be determined in consultation with the property owners, the City, the applicant, and the qualified documentation team. The City shall maintain a copy of the final documentation on file and make a good faith effort to identify two or more additional repositories that will accept printed and digital copies of the final documentation package, including but not limited to the Union City Historical Museum, the Union City Public Library, the Mission Peak Heritage Foundation, and the California State Archives.

Field survey and data collection must be completed, and draft documentation reviewed and approved by the City prior to issuance of any demolition permits for the project.

CUL -4: Complete On-site, Permanent Signage or Other Appropriate Media.

Where demolition, substantial alteration, or a change in setting at the Peterson Farmhouse is required due to a project that is approved under the Proposed Plan, the City shall oversee the completion of on-site, permanent signage or other appropriate media that interprets the significant history of the property.

An interpretive plan that details the interpretive materials, including format, location, and draft text and images to be used, must be completed prior to issuance of any demolition permits for the project. The on-site interpretive material must be publicly assessable and installed prior to completion of the project.

Implementation of Mitigation Measure CUL-2 through Mitigation Measure CUL-4 would partially compensate for the impact associated with demolition of the resource through relocation or documentation and interpretation; however, because these measures would not be enough to avoid or reduce the impact, the demolition of the Peterson Farmhouse would remain a significant and unavoidable impact, even with incorporation of these mitigation measures.

Impact 3.4-2: Implementation of the Proposed Plan could cause an adverse change in the significance of an archaeological resource pursuant to CEQA Guidelines Section 15064.5, but this impact is reduced through the implementation of Mitigation Measures CUL-5 through CUL-7.

Finding
Changes or alterations have been required in, or incorporated into, the project which avoids or substantially lessens the significant environmental effect as identified in the Final EIR.

City Council/RSA Agenda 58 Tuesday, October 25, 2022
Exhibit A – CEQA Findings andSOC

Facts in Support of Finding
Development as part of the Proposed Plan could affect known or unknown cultural and/or archaeological resources. The Proposed Plan’s potential impacts to these resources have been reduced to the degree feasible with the following mitigation measures.

CUL -5: Halt Work if Cultural Resources are Encountered and Evaluate Resource.

Developers of projects in the Planning Area shall halt all work if cultural resources are encountered during excavation or construction of a project, and retain a qualified archaeologist to evaluate and make recommendations for conservation and mitigation. All such recommendations shall be in accordance with section 5097.98 of the California Public Resources Code, and section 7050.5 of the California Health and Safety Code, as applicable.

CUL -6: Inadvertent Discovery Protocol
In the event an archaeological resource is encountered during excavation or construction activities for projects within the Planning Area, the construction contractor shall halt construction within 50 feet of the find and immediately notify the City. Construction activities shall be redirected and the project proponent shall, in consultation with the City, retain a qualified professional archaeologist to 1) evaluate the archaeological resource to determine if it meets the CEQA definition of a historical or unique archaeological resource and 2) make recommendations about the treatment of the resource, as warranted. If the resource does meet the CEQA definition of a historical or unique archaeological resource, then it shall be avoided to the extent feasible by project construction activities. If avoidance is not feasible, then adverse effects to the deposit shall be mitigated as specified by CEQA Guidelines Section 15126.4(b) (for historic resources) or Section 21083.2 (for unique archaeological resources). This mitigation may include, but is not limited to, a thorough recording of the resource on Department of Parks and Recreation Form 523 records, or archaeological data recovery (b)(3)(C), which requires a data recovery plan prior to data recovery excavation, shall be followed. If the significant identified resources are unique archaeological resources, mitigation of these resources shall be subject to the limitations on mitigation measures for archaeological resources identified in CEQA Guidelines Sections 21083.2 (c) through 21083.2 (f).

CUL -7: Conduct Cultural Resources Awareness Training.

Prior to the start of any ground disturbance or construction activities, developers of projects in the Planning Area shall retain a qualified professional archaeologist to conduct cultural resource awareness training for construction personnel. This training shall include an overview of what cultural resource are and why they are important, archaeological terms (such as site, feature, deposit), project site history, types of cultural resources likely to be uncovered during excavation, laws that protect cultural resources, and the unanticipated discovery protocol.

Implementation of Mitigation Measures CUL-5 through CUL-7 would reduce potential impacts from excavation or construction of a project under the Proposed Plan to cultural and/or archaeological resources to a less than significant level.

Impact 3.4-3: Implementation of the Proposed Plan could have the potential to disturb human remains, including those interred outside of formal cemeteries, but this impact is reduced through the implementation of Mitigation Measures CUL-5 through CUL-7
City Council/RSA Agenda 59 Tuesday, October 25, 2022
Exhibit A – CEQA Findings andSOC

Finding
Changes or alterations have been required in, or incorporated into, the project which avoids or substantially lessens the significant environmental effect as identified in the Final EIR.

Facts in Support of Finding
Impacts from development under the Proposed Plan could result in potentially significant impacts to human remains. However, with implementation of Mitigation Measures CUL-5 through CUL-7, stated above, potential impacts would be less than significant.

Impact 3.4-4: Implementation of the Proposed Plan could cause an adverse change in the significance of a tribal cultural resource, defined in PRC Section 21074 as either a site, feature, place, cultural landscape that is geographically defined in terms of the size and scope of the landscape, sacred place, or object with cultural value to a California Native American Tribe, and that is: a) Listed or eligible for listing in the California Register of Historical Resources, or in a local register of historical resources as defined in PRC Section 5020.1(k), or, b) A resource determined by the lead agency, in its discretion and supported by substantial evidence, to be significant pursuant to criteria set forth in subdivision (c) of PRC Section 5024.1.

In applying the criteria set forth in subdivision (c) of PRC Section 5024.1, the lead agency shall consider the significance of the resource to a California Native American tribe.

Finding
Changes or alterations have been required in, or incorporated into, the project which avoids or substantially lessens the significant environmental effect as identified in the Final EIR.

Facts in Support of Finding
Impacts from development under the Proposed Plan could result in potentially significant impacts to tribal cultural resources. However, with implementation of Mitigation Measures CUL-5 through CUL-7, stated above, potential impacts would be less than significant.

E. Energy, Climate Change, and Greenhouse Gas Emissions Impact 3.5-1: Development under the Proposed Plan would generate greenhouse gas emissions, either directly or indirectly, that may have a significant impact on the environment. The Proposed Plan would result in a net increase of 113,482 MTCO2e annually at full buildout in 2040. GHG emissions from mobile sources would conflict with goals of SB 743; therefore, the Proposed Plan would have a significant and unavoidable impact.

Finding
There are no feasible mitigation measures that would reduce this potential impact identified in the EIR for specific economic, legal, social, or other considerations, or such mitigation measures would fail to fulfill the basic objectives of the Specific Plan. Those considerations include the Specific Plans City Council/RSA Agenda 60 Tuesday, October 25, 2022
Exhibit A – CEQA Findings andSOC

objectives regarding future infill residential and commercial development and other considerations described herein.

Facts in Support of Finding
By nature, energy and greenhouse gas emissions impacts are cumulative because the effects specific to the Proposed Plan cannot be reasonably differentiated from the broader effects of regional growth and development. The following mitigation measure would reduce the level of impact to these resources; however, impacts would still remain significant and unavoidable.

GHG -1: Require Implementation of BAAQMD recommended BMPs.

All applicants within the Planning Area shall require their contractors, as a condition of contract, to reduce construction-related GHG emissions by implementing BAAQMD’s recommended best management practices, including (but not limited to) the following measures (based on BAAQMD’s CEQA Guidelines):

Ensure alternative fueled (e.g., biodiesel, electric) construction vehicles/equipment make up at least 15 percent of the fleet.
• Use local building materials of at least 10 percent (sourced from within 100 miles of the Planning Area).

The City shall implement all policies identified in the Land Use and Mobility chapters of the Proposed Plan to reduce the demand for automobile travel within and through the Planning Area, as well as work with local and regional agencies to implement regional transportation improvements. Although the implementation of these strategies can be expected to reduce the total VMT per service population generated by typical uses in the Planning Area and reduce the magnitude of the impact, their effectiveness cannot be accurately estimated for the expected developments in the Planning Area, because the detailed characteristics of these future development and/or the specific strategies implemented by these future developments cannot be known at this time. Because the Proposed Plan’s VMT reduction would not achieve the 14.3 percent reduction target, the Proposed Plan’s GHG emissions from mobile sources would conflict with the goals of SB 743 and CARB’s long-term climate change planning goals; therefore, the Proposed Plan would have a significant and unavoidable impact.

Impact 3.5-2: Development under the Proposed Plan would conflict with an applicable plan, policy, or regulation adopted for the purpose of reducing the emissions of greenhouse gases.

Construction: In lieu of a quantitative threshold for assessing construction-related GHG emissions, BAAQMD recommends evaluating whether construction activities would conflict with statewide emission reduction goals, based on whether feasible BMPs for reducing GHG emissions would be implemented. If a project fails to implement feasible BMPs identified by BAAQMD, its GHG emissions could conflict with statewide emission goals and represent a cumulatively considerable contribution to climate change, which would be a potentially significant impact.

Operations: Because a reduction in GHG emissions from passenger vehicles is one of the objectives of SB 743 and one of the overarching strategies of the 2017 Scoping Plan, operation of the Proposed Project would conflict with the statewide GHG target for 2030 mandated by SB 32. GHG emissions from mobile City Council/RSA Agenda 61 Tuesday, October 25, 2022
Exhibit A – CEQA Findings andSOC

sources would conflict with goals of SB 743, therefore, the Proposed Plan would have a significant and unavoidable impact. By nature, energy and greenhouse gas emissions impacts are cumulative because the effects specific to the Proposed Plan cannot be reasonably differentiated from the broader effects of regional growth and development.

Finding
There are no feasible mitigation measures that would reduce this potential impact identified in the EIR for specific economic, legal, social, or other considerations, or such mitigation measures fail to fulfill the basic objectives of the Specific Plan. Those considerations include the Specific Plans objectives regarding future infill residential and commercial development and other considerations described herein.

Facts in Support of Finding
By nature, energy and greenhouse gas emissions impacts are cumulative because the effects specific to the Proposed Plan cannot be reasonably differentiated from the broader effects of regional growth and development. The following mitigation measure would reduce the level of impact to these resources; however, impacts would still remain significant and unavoidable.

AQ-3 and GHG -1: Require Implementation of BAAQMD recommended BMPs.

Implementation of Mitigation Measure GHG-1 would require future development projects to implement BAAQMD-recommended BMPs which would reduce the level of GHGs associated with construction of the future projects and avoid any conflict with statewide GHG reduction goals, thereby reducing this impact to less than significant with mitigation. However, emissions from area and energy sources may continue to conflict with the 2017 Scoping Plan since future development in the Proposed Plan’s future development would continue to use natural gas for building heating and cooking, appliances, and fireplaces, and gasoline or other fossil fuels in landscaping equipment prior to and beyond 2030. Additionally, GHG emissions from mobile sources would conflict with goals of SB 743. Overall, the Proposed Plan would be consistent with policies and plans that encourage energy conservation, energy efficiency, and sustainability, but emissions from natural gas use and mobile sources could result in plan conflicts. Therefore, the Proposed Plan would result in a significant and unavoidable impact related to GHG plan/policy consistency.

F. Geology, Soils, and Seismicity
Impact 3.6-4: Implementation of the Proposed Plan would not directly or indirectly destroy a unique paleontological resource or site or unique geologic feature. This impact is reduced through the implementation of Mitigation Measures GEO-1 and GEO-2.

It is likely that significant paleontological resources in these geologic units have been and could in future be destroyed by development. Therefore, a cumulative impact on paleontological resources in the geographic context exists.

Finding
Changes or alterations have been required in, or incorporated into, the project which avoids or substantially lessens the significant environmental effect as identified in the Final EIR.

Facts in Support of Finding
City Council/RSA Agenda 62 Tuesday, October 25, 2022
Exhibit A – CEQA Findings andSOC

Impacts from development under the Proposed Plan could result in potentially significant impacts to paleontological resources. This impact is reduced through the implementation of Mitigation Measures GEO-1 and GEO-2.

GEO-1: Worker Awareness Training
Prior to commencing construction, and ongoing throughout ground-disturbing activities (e.g., excavation, utility installation, the applicants proposing development of projects within the Planning Area and/or their designee shall ensure that all project construction workers are trained on the contents of a paleontological resources alert sheet, as provided by the department. The paleontological resources alert sheet shall be prominently displayed at the construction site during ground-disturbing activities for reference regarding potential paleontological resources.

In addition, the project applicant shall inform the contractor and construction personnel of the immediate stop work procedures and other procedures to be followed if bones or other potential fossils are unearthed at the project site. Should new workers that will be involved in ground disturbing construction activities begin employment after the initial training has occurred, the construction supervisor shall ensure that they receive the worker awareness training as described above.

The applicant shall complete a standard form/affidavit confirming the timing of the worker awareness training to the City. The affidavit shall confirm the project’s location, the date of training, the location of the informational handout display, and the number of participants. The affidavit shall be transmitted to the City within five business days of conducting the training.

GEO-2: Halt Construction Activity in Case of Finding Paleontological Resources, Evaluate Find, and Excavate Find.

In the event that previously unidentified paleontological resources are uncovered during site preparation, excavation, or other construction activity, applicants proposing development of projects within the Planning Area shall cease all such activity within 25 feet of the discovery or ensure that all such activity within 25 feet of the discovery ceases until the resources have been evaluated by a qualified professional and specific measures can be implemented to protect these resources in accordance with Sections 21083.2 and 21084.1 of the California Public Resources Code. If the qualified paleontologist determines the find is potentially significant, the project applicant shall ensure a qualified paleontologist shall excavate the find in compliance with state law, document the find, and arrange for curation at a depository, keeping project delays to a minimum. If the qualified paleontologist determines the find is not significant, then the project will continue without delay.

With implementation of Mitigation Measures GEO-1 and GEO-2 potential impacts to paleontological resources would be less than significant.

G. Hazards and Hazardous Materials
Impact 3.7-2: Implementation of the Proposed Plan could create a significant hazard to the public or the environment through reasonably foreseeable upset and accident conditions involving the release of hazardous materials into the environment, but this impact is reduced through the implementation of Mitigation Measure HAZ1.

City Council/RSA Agenda 63 Tuesday, October 25, 2022
Exhibit A – CEQA Findings andSOC

Finding
Changes or alterations have been required in, or incorporated into, the project which avoids or substantially lessens the significant environmental effect as identified in the Final EIR.

Facts in Support of Finding
Soil disturbance associated with project construction could expose construction personnel and the surrounding environment to contaminated soil. Impact 3.7-2 has been reduced to the degree feasible with the following mitigation measure.

HAZ-1: Project-Level Hazardous Materials Assessment for Construction The City shall require that applicants proposing development of projects involving ground disturbance within the Planning Area, and where the environmental status of a project site is unknown to the applicant, shall either retain a professional hazardous materials specialist specializing in hazardous materials impact assessment or themselves conduct a project-level environmental database screening to verify the presence or absence of hazardous materials conditions (including Cortese List sites) on the project site or immediately adjacent to the project site. The environmental database screening will consist of a search for environment-related information present in publicly accessible online databases such as the SWRCB’s Geotracker, Department of Toxic Substances Control’s Envirostor and CalEPA’s Cortese List Data Resources. The results of the environmental database screening will be reviewed to determine if the project site or immediately adjacent properties are listed in the aforementioned databases to assess if there is potential for existing hazardous materials conditions to affect construction activities. If neither the project site or immediately adjacent properties are listed in the aforementioned databases or if they are listed in a database but do not have an active hazardous materials release, then no further action is required.

If the project site or immediately adjacent properties are listed in the aforementioned databases with an active hazardous materials release, the applicant shall retain a professional hazardous materials specialist to determine the potential risk to construction workers, the public, or the environment from construction activities. The determination of risk will consider, among other factors, regulatory status, the type of project, type of contaminated property, distance and direction to the project, and appropriate measures. If the professional hazardous materials specialist concludes that the project will not create a significant hazard to the public or the environment through reasonably foreseeable upset and accident conditions involving the release of hazardous materials into the environment, then no further action is required.

If the professional hazardous materials specialist concludes that the project will create a significant hazard to the public or the environment through reasonably foreseeable upset and accident conditions involving the release of hazardous materials into the environment, the implementing agency will determine the applicability of General Plan Policy S-7.3 (discussed under Regulatory Setting) and implement measures to reduce exposure risk including one or more of the following:
• Implementation of engineering controls and Best Management Practices (BMPs) during construction to minimize human exposure to potentially contaminated soils during construction.

Engineering controls and construction BMPs could include, but are not limited to, the following:
o Contractor employees working onsite handling potentially contaminated media will be certified in the Occupational Health and Safety Administration’s 40-hour City Council/RSA Agenda 64 Tuesday, October 25, 2022
Exhibit A – CEQA Findings andSOC

Hazardous Waste Operations and Emergency Response training. o Contractors will water or mist soil as it is being excavated and stockpiled or loaded onto transportation trucks.
o Contractors will place any stockpiled soil in areas shielded from prevailing winds or cover stockpiles with staked and/or anchored sheeting. • Conducting a soil and/or groundwater sampling program to determine the type and extent of contaminants. The sampling program could include:
o A scope of work for preparation of a Health and Safety Plan that specifies pre-field activity marking of boring locations and obtaining utility clearance, and field activities, such as identifying appropriate sampling procedures, health and safety measures, chemical testing methods, and quality assurance /quality control procedures
o Necessary permits for well installation and/or boring advancement (as necessary) o A Soil Sampling and Analysis Plan in accordance with the scope of work o Laboratory analyses conducted by a state-certified laboratory o Disposal processes, including transport by a state-certified hazardous material hauler to a state-certified disposal or recycling facility licensed to accept and treat hazardous waste
• Implementation of a Soil Management Plan. The purpose of a Soil Management Plan is to provide administrative, procedural, and analytical guidance to expedite and clarify decisions and actions if contaminated soils are encountered. Typically, procedures and protocols are included to ensure that contaminated soil is excavated properly and efficiently, and that unacceptable risks are not posed to human health or the environment from contaminated soils. Additionally, the Soil Management Plan would contain procedures for handling, stockpiling, screening, and disposing of the excavated soil. The Soil Management Plan is a site-specific technical plan that could be required depending on other screening activities conducted (listed above) and is not included as part of this EIR. Appropriate agencies will review the Soil Management Plan. • If dewatering would be necessary in areas where contaminated groundwater exists, then dewatering procedures could be subject to permit requirements of the NPDES and other requirements. Wastewater would require proper profile sampling prior to disposal. • Any structures built prior to 1980 (the use of asbestos in buildings and structures was common prior to 1980) and planned for demolition as part of subsequent projects would require an asbestos and lead-based paint survey. An asbestos survey would be conducted in accordance with the Bay Area Air Quality Management District requirements, Cal OSHA (CCR, Title 8, Section 1529), and the National Emission Standards for Hazardous Air Pollutants for Asbestos Surveys (40 CFR Part 61, Subpart M). CCR, Title 8, Section 1532.1, “Lead,” and Cal OSHA requirements should be followed when handling materials containing lead.

Implementation of Mitigation Measure HAZ-1 would reduce potential impacts from soil disturbance associated with project construction to construction personnel and the surrounding environment to a less than significant level.

City Council/RSA Agenda 65 Tuesday, October 25, 2022
Exhibit A – CEQA Findings andSOC

Impact 3.7-4: Implementation of the Proposed Plan could result in development located on a site which is included on a list of hazardous materials sites compiled pursuant to Government Code Section 65962. and, as a result, would create a significant hazard to the public or the environment, but this impact is reduced through the implementation of Mitigation Measure HAZ-1.

Finding
Changes or alterations have been required in, or incorporated into, the project which avoids or substantially lessens the significant environmental effect as identified in the Final EIR.

Facts in Support of Finding
Development under the Proposed Plan could result in development on sites that are on a list of hazardous sites under Government Code 65962. Impact 3.7-4 would be reduced to a less than significant level with incorporation of Mitigation Measure HAZ-1, stated above.

H. Noise and Vibration
Impact 3.10-1 Implementation of the Proposed Plan could result in generation of a substantial temporary or permanent increase in ambient noise levels in the vicinity of the project in excess of standards established in the local general plan or noise ordinance, or applicable standards of other agencies. Construction: Construction of mixed-use, high density development and redevelopment within the Planning Area could potentially expose existing sensitive noise receptors to high levels of sustained construction noise, including from construction-related traffic, demolition, and reconstruction activities. Implementation of policies and regulations in UC 2040 and the Union City Municipal Code would reduce noise levels associated with most types of equipment to a level consistent with the Municipal Code standard; however, even after implementation of the policies and regulations discussed above, the use of impact and sonic pile drivers within 25 feet of existing home could result in noise levels of up to 92 dBA, which is in excess of the Municipal Code standard of 83 dBA. This impact would be reduced with implementation of Mitigation Measure N-1.

Finding
Changes or alterations have been required in, or incorporated into, the project which avoids or substantially lessens the significant environmental effect as identified in the Final EIR.

Facts in Support of Finding
Noise associated with construction of the project would temporarily increase ambient noise, which would not comply with the noise ordinance. Impact NOI-1 has been reduced to the degree feasible with the following mitigation measure.

N-1: Construction Noise Reduction
For projects involving impact pile-drivers that are located within 400 feet of noise-sensitive receptors, projects involving sonic piledrivers that are located within 200 feet of construction, and projects without pile-driving that are located within 175 feet from noise-sensitive receptors, City Council/RSA Agenda 66 Tuesday, October 25, 2022
Exhibit A – CEQA Findings andSOC

the following mitigation would be required:
• Equipment Staging Areas. Equipment staging shall be located in areas that will create the greatest distance feasible between construction-related noise sources and noise-sensitive receptors.
• Electrically-Powered Tools and Facilities. Electrical power shall be used to run air compressors and similar power tools and to power any temporary structures, such as construction trailers or caretaker facilities.
• Smart Back-up Alarms. Mobile construction equipment shall have smart back-up alarms that automatically adjust the sound level of the alarm in response to ambient noise levels.

Alternatively, back-up alarms shall be disabled and replaced with human spotters to ensure safety when mobile construction equipment is moving in the reverse direction. • Additional Noise Attenuation Techniques. During the clearing, earth moving, grading, and foundation/conditioning phases of construction, temporary sound barriers shall be installed and maintained between the construction site and the sensitive receptors. Temporary sound barriers shall consist of sound blankets affixed to construction fencing or temporary solid walls along all sides of the construction site boundary facing potentially sensitive receptors.

This impact would be reduced to less than significant with implementation of Mitigation Measure N1.

I. Transportation
Impact 3.12-2 Implementation of the Proposed Plan would conflict or be inconsistent with CEQA Guidelines section 15064.3, subdivision (b). CEQA Guidelines Section 15064.3 requires that the determination of significance for transportation impacts be based on VMT instead of a congestion metric such as LOS. The change in the focus of transportation analysis is the result of SB 743. OPR’s Technical Advisory provides recommendations for implementing Section 15064.3 of the CEQA Guidelines related to VMT. OPR recommends that if a project does not achieve a level of 15 percent or more below regional or citywide VMT, it may indicate a significant transportation impact. Though the Proposed Plan would reduce VMT levels of Household VMT per Capita and the Commute VMT per Worker to below OPR’s recommended thresholds of significance, implementation of the Proposed Plan would increase the total VMT per service population, therefore representing a significant impact. This impact is cumulative by nature because the effects specific to the Proposed Plan cannot be reasonably differentiated from the broader effects of regional growth and development.

Finding
The impact is cumulative and based on state thresholds and standards that cannot be mitigated to a less than significant level. The impact is therefore significant and unavoidable.

Facts in Support of Finding
Myriad goals and policies in the Proposed Plan are designed to reduce VMT in the Planning Area through multi-modal transportation improvements, higher-density and mixed-use development, and trip reduction measures. While the VMT reduction measures embedded in the proposed goals and City Council/RSA Agenda 67 Tuesday, October 25, 2022
Exhibit A – CEQA Findings andSOC

policies would substantially reduce household VMT and home-work VMT over baseline conditions, even with implementation of these VMT reduction measures, the total VMT per service population in the Planning Area would not achieve the required 15 percent reduction as recommended by the OPR Technical Advisory. There are no other feasible mitigation measures available because the Proposed Plan emphasizes development designed to reduce VMT and contains goals and policies aimed at minimizing VMT. Impacts would be significant and unavoidable.

J. Utilities and Service Systems
Impact 3.13-2: Development under the Proposed Plan would have sufficient water supplies available to serve the Planning Area and reasonably foreseeable future development during normal, dry and multiple dry years, provided that new development is required to adhere to ACWD's Water Efficiency Measures for New Developments (Mitigation Measure UTIL-1).

Finding
Changes or alterations have been required in, or incorporated into, the project which avoids or substantially lessens the significant environmental effect as identified in the Final EIR.

Facts in Support of Finding
Development would have sufficient water supplies with adherence to ACWD’s efficiency measures.

Impact 3.13.2 has been reduced with the following mitigation measure:

UTIL-1: Water Efficiency Measures for New Developments
New residential and commercial development in the Planning Area shall be designed to incorporate the Alameda County Water District's Water Efficiency Measures for New Development, as applicable, in order to ensure compliance with federal and State requirements for water efficiency.

With implementation of Mitigation Measure UTIL-1 potential impacts to utilities and service systems would be less than significant.

ALTERNATIVES
CEQA provides that decision-makers should not approve a project as proposed if there are feasible alternatives or feasible mitigation measures that would substantially lessen the significant impacts of the project. The EIR identified feasible mitigation measures that would reduce several of the potentially significant impacts to less than significant. If a project alternative will avoid or substantially lessen the significant environmental effects of a proposed project, the decision-maker should not approve the proposed project unless it determines that specific economic, legal, social, technological, or other considerations make the project alternative infeasible or the alternative would not meet the basic objectives of the project. The Final EIR considers the following alternatives to the project.

No Project Alternative
Consistent with Section 15126.6(e)(2) of the CEQA Guidelines, under the No Project Alternative, the Proposed Plan would not be adopted. Development would proceed as envisioned under current plans and regulations, including the 2040 General Plan. This alternative would keep all current land use City Council/RSA Agenda 68 Tuesday, October 25, 2022
Exhibit A – CEQA Findings andSOC

designations and definitions applicable to the Planning Area from the 2040 General Plan. The new Corridor Mixed Use designation would not be applied in the Gateway subarea, and the Marketplace Mixed Use designation would not be applied in The Marketplace subarea. In addition, portions of the Gateway subarea designated as Open Space under the Proposed Plan would remain Residential with three to six dwelling units per acre (du/acre) or Residential with 10 to 17 du/acre. Roadway improvements, parks, paseos, and plazas in the Proposed Plan that are not included in the 2040 General Plan; the updated Bicycle and Pedestrian Master Plan; and the Parks and Recreation Master Plan would not be constructed. This includes a finer-grained network of streets in all subareas.

However, the Station East Residential/Mixed Use Project within the Station East subarea would be constructed under this alternative because that project was approved by the City Council on June 8, 2021, separate from the Proposed Plan. The No Project Alternative would implement all 2040 General Plan policies but would not include the additional Proposed Plan goals, policies, and design standards that specifically guide development within the subareas, improve multi-modal mobility, and support sustainability goals. Overall, the No Project Alternative is projected to result in 6,900 net new residents, 2,900 new housing units, and 11,500 new jobs in the Planning Area by 2040.

Increased Employment Alternative
This alternative would increase employment density in proximity to the Union City Intermodal Station in order to encourage more people to use public transit for their commute and provide additional job opportunities for people currently or prospectively living within walking distance in the Planning Area.

Studies have shown that locating jobs in proximity to transit is more strongly correlated with transit ridership than locating housing near transit. A new Transit-Oriented Employment designation that seeks to foster high-tech research and development (R&D) and office space with a floor area ratio (FAR) of up to 2.5 would be applied to the Restoration Site within The Core subarea. This new designation would not allow housing development in order to prioritize employment-oriented uses in proximity to the station. In addition, allowable residential density within the Station Mixed Use Commercial designation would be reduced to 60 to 100 du/acre, compared to 100 to 165 du/ac under the Proposed Plan. This alternative would retain all Proposed Plan policies, including those related to a finer-grained network of streets, improved bicycle facilities, and a network of paseos, plazas, and open spaces within all subareas. Overall, the Increased Employment Alternative is projected to increase the allowable concentration of office and R&D land uses in The Core subareas by 7.6 percent and result in approximately 6,000 new residents, 2,500 new housing units, and 17,300 new jobs in the Planning Area by 2040.

Reduced Development Alternative
The Reduced Development Alternative represents a reduced level of development compared to the Proposed Plan. This alternative would involve restoring the land use designations and density/intensity standards that were in force under the 2002 Union City General Plan, with revisions that would allow for additional residential density in The Core area of the Station District, adjacent to the Union City Intermodal Station. Under this alternative, the Retail Commercial designation would apply to The Marketplace subarea, and additional policies which would limit the amount of net new retail on the site so as to minimize the increase in vehicle trips to the site from outside the Planning Area and limit any increase in VMT. Overall, the Reduced Development Alternative is projected to result in approximately 4,400 new residents, 1,800 new housing units, and 6,000 new jobs in the Planning Area by 2040.

Finding
The project alternatives identified in the EIR are infeasible for specific economic, legal, social, technological or other considerations, or fail to fulfill the basic objectives of the Station District Specific Plan. Those considerations include the Station District Specific Plan’s facilitation of future City Council/RSA Agenda 69 Tuesday, October 25, 2022
Exhibit A – CEQA Findings andSOC

residential and commercial development to support a vibrant, mixed-use community centered on the City’s Intermodal Station and other considerations described herein.

Facts in Support of Finding
The No Project Alternative would avoid most of the project’s impacts; however, some impacts related to aesthetics, air quality, cultural resources and greenhouse gases, and transportation would remain significant and unavoidable, including the potential for demolition of the Peterson Farmhouse. Most impacts in other resource area would be less than with the Proposed Plan given the development densities assumed in the 2040 General Plan; however, the No Project Alternative would not meet the project objectives (promote a vibrant mixed-use community, create a well-connected district, promote a network of open space amenities, ensure high quality design, promote sustainability, embrace diversity, support housing development and provide a variety of housing types). Additionally, it would not meet the project’s goal of providing development densities that capitalize on the proximity to the Intermodal Station and meets the City’s long-range goals of providing affordable housing consistent with state housing mandates as well as providing a substantial increase in housing types and availability.

The Increased Employment Alternative would slightly reduce some of the project’s impacts; however, it would still result in significant and unavoidable impacts concerning aesthetics, air quality, cultural resources, greenhouse has emissions, and transportation, though the level of impact would be slightly reduced given the result of more employment-generating land uses and fewer residential uses compared to the Proposed Plan. However, impacts from the potential demolition of the Peterson Farmhouse would remain significant and unavoidable. Additionally, it would not meet many of the project’s primary objectives (promote a vibrant mixed-use community, create a well-connected district, promote a network of open space amenities, ensure high quality design, promote sustainability, embrace diversity, support housing development and provide a variety of housing types), especially concerning the need for substantial increase in housing types and availability to comply with state-mandated housing objectives, and providing much-needed affordable housing through the delivery of affordable units.

The Reduced Development Alternative would reduce many of the project’s impacts given the reduced amount of housing units and employment-generating uses resulting in fewer new residences and fewer jobs than with the project. However, impacts to aesthetics, air quality, cultural resources, greenhouse gas emissions, and transportation would remain significant and unavoidable as with the Proposed Plan, though the level of significance would be reduced commensurate with the reduced level of development in this alternative. Impacts from the potential demolition of the Peterson Farmhouse would also remain significant and unavoidable. This alternative would implement the project objectives in the Proposed Plan (promote a vibrant mixed-use community, create a wellconnected district, promote a network of open space amenities, ensure high quality design, promote sustainability, embrace diversity, support housing development and provide a variety of housing types); however, the reduced level of development would not allow for the buildout potential for both housing and jobs compared to the levels in the Proposed Plan and therefore would implement the project objective of supporting housing development and providing a variety of housing types to a lesser degree. The reduced number of housing units in this alternative would not be as consistent with state-mandated housing goals and objectives as the Proposed Plan. Additionally, the reduced level of development would not be consistent with the assumptions of the financing strategies as stated in the Proposed Plan.

Environmentally Superior Alternative
The CEQA Guidelines Section 15126.6 requires the identification of an environmentally superior alternative among the alternatives analyzed in an EIR. If the No Project Alternative is identified as the City Council/RSA Agenda 70 Tuesday, October 25, 2022
Exhibit A – CEQA Findings andSOC

environmentally superior alternative, the guidelines require another environmentally superior alternative to be identified.

For the Proposed Plan, seven impacts were expected to be significant and unavoidable, seven impacts were expected to be less than significant with mitigation, and 43 impacts were expected to be less than significant. For the No Project Alternative, seven impacts were expected to be significant and unavoidable, six impacts were expected to be less than significant with mitigation, and 44 impacts were expected to be less than significant. For the Increased Employment Alternative, seven impacts were expected to be significant and unavoidable, five impacts were expected to be less than significant with mitigation, and 45 impacts were expected to be less than significant. For the Reduced Development Alternative, six impacts were expected to be significant and unavoidable, five impacts were expected to be less than significant with mitigation, and 46 impacts were expected to be less than significant. Therefore, the Reduced Development Alternative is the environmentally superior alternative. However, this alternative would not support key project objectives related to increased housing supply, varied housing opportunities, community vibrancy, and long-term fiscal stability to the same degree as the Proposed Plan.

None of these alternatives would fully meet the City’s objectives for the project. For these reasons and because all of the alternatives would include impacts that are significant and unavoidable, albeit at varying levels given the various development assumptions of the alternative, none of the alternatives is considered feasible. The project, however, would fully meet all of the City’s objectives for this project. Moreover, as set forth above, the project incorporates mitigation measures that would render most of the project’s environmental impacts to a less-than-significant level.

STATEMENT OF OVERRIDING CONSIDERATIONS
Section 15093 of the CEQA Guidelines requires lead agencies to adopt a Statement of Overriding Considerations if they elect to approve a project that has significant and unavoidable environmental impacts. As noted above, the Project would have significant and unavoidable impacts related to aesthetics, cultural resources, GHG emissions/climate change, noise, and transportation. The City Council has carefully considered each significant unavoidable project impact in reaching its decision to approve the project. Even with mitigation, the City Council recognizes that implementation of the Project carries with it unavoidable adverse environmental effects, as identified in the EIR. The City Council specifically finds that, to the extent that the identified significant adverse impacts for the Project have not been reduced to acceptable levels through feasible mitigation or alternatives, there are specific economic, legal, social, technological or other benefits that outweigh the project’s significant unavoidable impacts and support approval of the project. As such, the City has identified the following overriding considerations that explain why the Project’s benefits outweigh these significant environmental impacts:

The Proposed Plan recognizes the unique attributes and opportunities provided by the Union City Intermodal Station, and can be considered as the bridge between the 2040 General Plan and individual development surrounding the Intermodal Station, containing policies and programs to guide decisionmaking related to land use, circulation, infrastructure, historic preservation, urban design, economic development, and the environment. The Proposed Plan is a document to be adopted by the City Council that serves the following purposes:
• Establish a long-range vision that reflects the aspirations of the community and outlines steps to achieve this vision;
• Establish long-range standards and criteria by which development will proceed that will guide City departments, Planning Commission, and City Council decision-making, and establish standards for City Council/RSA Agenda 71 Tuesday, October 25, 2022
Exhibit A – CEQA Findings andSOC

the conservation, development, and utilization of natural resources as applicable; • Provide a basis for judging whether specific development proposals and public projects are aligned with plan policies;
• Plan in a manner that meets future land needs based on the projected population and job growth; • Allow City departments, other public agencies, and private developers to design projects that will enhance the character of the Planning Area, preserve environmental resources, and minimize hazards; and
• Provide the basis implementing regulations, programs, capital improvements, implementation actions, and financing measures.

The Proposed Plan provides the basis for the Planning Area’s land use and development policy and represents community priorities that will govern development and conservation. Specific guiding principles and objectives that underpin the overall strategy, policies, design, and investments that are included in the Proposed Plan include the following:
• Promote a Vibrant, Mixed-Use Community. Foster an integrated urban community with a diverse mix of residential, commercial, office, industrial, and civic uses for residents, workers, and visitors. • Create a Well-Connected District. Extend the existing east-west central spine to link the Marketplace, Intermodal Station, the Core, and Station East, prioritizing pedestrian and bicycle connections. Create an interconnected network of streets, sidewalks, bicycle lanes, pathways, and multi-use trails that knit the district together and enable people to traverse the area easily and directly on foot or bicycle.
• Promote a Network of Open Space Amenities. Establish a cohesive system of parks and plazas to enhance the area’s livability and provide open spaces within walking distance of residences and businesses, including linking greenways that enable active recreation. • Ensure High Quality Design. Promote building and landscape design that create a sense of place and reflect the district’s unique contemporary identity, with unified streetscapes, signage and urban design elements that foster identify, and a sense of place. • Promote Sustainability. Continue to promote green leadership in Union City by maintaining and expanding the Station District as a sustainable and healthy community with sustainable building and landscape design, sustainable water use and irrigation practices, and reduced energy use. Encourage outdoor and active living with more opportunities for healthy choices including walking and biking, readily available access to transit, housing in close proximity to workplaces, and access to parks, play spaces and open space for kids and families to enjoy.
• Embrace Diversity. Accommodate the needs of people of diverse backgrounds, interests, and income levels, creating an inclusive, accessible, inviting, and safe place for all. • Support Housing Development and Provide a Variety of Housing Types. Support a range of housing opportunities, including affordable housing, to address Union City’s housing needs and the State’s housing objectives for the area.
• Ensure Long-Term Fiscal Sustainability. Provide a range of jobs, retail, and housing uses to ensure fiscal sustainability and support necessary infrastructure improvements.

City Council/RSA Agenda 72 Tuesday, October 25, 2022
Exhibit A – CEQA Findings andSOC

In order to achieve these objectives, the Project focuses on improving mobility for vehicular, transit, bicycle and pedestrian trips centered around the Intermodal Station, including policies and goals providing connectivity between these transportation modes through pedestrian-friendly streetscapes, sidewalks, bicycle lanes, pathways, and multi-use trails. The Project provides an integrated and sustainable community through goals and policies designed to reduce energy usage as well as encourage outdoor and active living through readily available access to intermodal transit, housing in close proximity to employment centers, and direct access to parks, play areas, and open space.

Additionally, the Project would promote high-quality design for housing, mixed-use, and commercial developments as well as supporting infrastructure thereby creating an integrated urban community while recognizing the unique characteristics of the various subareas comprising the project.

With limited opportunities for new development in Union City, the project emphasizes the unique attributes and opportunities of the City’s Intermodal Station as the focal point for providing the majority of the City’s housing and employment-generating uses for the foreseeable future. The Project encourages higher-density and mixed-use projects, and supports development that compliments the existing natural and built environment. New development would occur primarily where existing roads, water, and sewer are in place and in a manner that minimizes the impact of development on existing infrastructure and services. Additionally, the anticipated level and density of residential growth will assist the City in meeting state-mandated goals and policies concerning the development and availability of affordable housing.

For all of the above reasons, any one of which is sufficient to justify approval of the Project, the benefits of the Project outweigh its significant and unavoidable environmental impacts.

City Council/RSA Agenda 73 Tuesday, October 25, 2022
Mitigation Monitoring & Reporting Program
for the

UNION CITY STATION DISTRICT SPECIFIC PLAN
SCH No. 2021010303
City of Union City
September 30, 2022
ATTACHMENT 1

EXHIBIT B
City Council/RSA Agenda 74 Tuesday, October 25, 2022
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City Council/RSA Agenda 75 Tuesday, October 25, 2022
Union City Station District Specific Plan
Mitigation Monitoring and Reporting Program
1 1 Purpose
State of California Public Resources Code Section 21081.6(a)(1) requires a lead or responsible agency that approves or carries out a project subject to the California Environmental Quality Act (CEQA) to adopt a reporting or monitoring program for the changes made to the project or conditions of project approval, adopted in order to mitigate or avoid significant effects on the environment. The City of Union City (the "City") is the lead agency for the Environmental Impact Report (EIR) prepared for the Station District Specific Plan (SCH No. 2021010303), hereafter referred to as “Proposed Plan,” and therefore is responsible for the adoption and implementation of the required mitigation monitoring and reporting program. An EIR has been prepared for the Proposed Plan that addresses potential environmental impacts and, where appropriate, recommends measures to mitigate these impacts.

The Mitigation Monitoring and Reporting Program (MMRP) has been prepared in conformance with Public Resources Code Section 21081.6(a)(1). It is the intent of this program to:

1. Verify satisfaction of the required mitigation measures of the EIR;

2. Provide a methodology to document implementation of the required mitigation;

3. Provide a record of the monitoring program;

4. Identify monitoring responsibility;

5. Establish administrative procedures for the clearance of mitigation measures;

6. Establish the frequency and duration of monitoring; and

7. Utilize existing review processes wherever feasible.

The MMRP describes the procedures that will be used to implement the mitigation measures adopted in connection with the approval of the Proposed Plan and the methods of monitoring such actions. A monitoring program is necessary only for impacts which would be significant if not mitigated.

If, during the course of project implementation, any of the mitigation measures identified cannot be successfully implemented, the City shall immediately inform any affected responsible agencies. The City, in conjunction with any affected responsible agencies, will then determine if modification to the project is required, and/or whether alternative mitigation is appropriate.

The following consists of a monitoring program table noting the responsible entity for mitigation monitoring, the timing, and a list of all project-related mitigation measures.

City Council/RSA Agenda 76 Tuesday, October 25, 2022
Union City Station District Specific Plan
Mitigation Monitoring and Reporting Program
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City Council/RSA Agenda 77 Tuesday, October 25, 2022
Union City Station District Specific Plan
Mitigation Monitoring and Reporting Program
3 2 Mitigation Monitoring and Reporting Plan
1 As noted above, BAAQMD is expected to release updated CEQA guidelines in the near future. After release of the updated CEQA guidelines, this measure would apply to any updated screening size tables that may be included in the updated CEQA guidelines.

Impact Mitigation Measure Method of
Verification
Timing of
Verification
Responsibility
for Verification
Verification
Complete
Date Initial
Air Quality

3.2-2
Implementation of the
Proposed Plan would
result in a cumulatively
considerable net increase
of criteria pollutants for
which the Project region is
nonattainment under an
applicable federal or State
ambient air quality
standard.

Construction
Construction associated
with buildout of the
Proposed Plan would
result in the temporary
generation of ozone
AQ-1: Project-Level Air Quality
Analysis for Construction.

The City shall require that applicants
proposing development of projects
within the Planning Area shall compare
their project size with the BAAQMD
screening sizes appropriate to their
project for construction criteria
pollutants found in Table 3-1 in the
BAAQMD’s current CEQA guidelines
(2017)1. If the project is less than the
screening limit for its project type, then
applicants shall confirm to the City
whether construction-related activities
would include any of the following:
• Demolition;
Submittal of
documentation
demonstrating
project-level air
pollutants would
be below
screening levels;
Or
Submittal of air
quality analysis
demonstrating
project-level air
pollutants can be
reduced below
screening levels;
Prior to
project
approval.

Planning
Division
City Council/RSA Agenda 78 Tuesday, October 25, 2022
Union City Station District Specific Plan
Mitigation Monitoring and Reporting Program
4 Impact Mitigation Measure Method of
Verification
Timing of
Verification
Responsibility
for Verification
Verification
Complete
Date Initial
precursors (ROG, NOx),
CO, and particulate matter
emissions that could result
in short-term impacts on
ambient air quality within
the Planning Area and
contribute to ozone
formation and other air
pollution in the SFBAAB. As
such, construction
emissions generated in the
planning area by
implementation of the
Proposed Plan would
result in a potentially
significant impact and
mitigation would be
required.

Operations
The Proposed Plan’s
operational emissions
would exceed the
BAAQMD’s significance
thresholds for all
pollutants (ROG, NOx, CO,
PM10, PM2.5).

Accordingly, operational
criteria pollutant emissions
associated with
development under the
Proposed Plan would
• Simultaneous occurrence of
more than two construction
phases (e.g., paving and
building construction would
occur simultaneously) or
construction would occur
simultaneous with other
Proposed Plan development;
• Simultaneous construction of
more than one land use type
(e.g., project would develop
residential and commercial
uses on the same site) (not
applicable to high density infill
development);
• Extensive site preparation (i.e.,
greater than default
assumptions used by the
CalEEMod model for grading,
cut/fill, or earth movement); or
• Extensive material transport
(e.g., greater than 10,000 cubic
yards of soil import/export)
requiring a considerable
amount of haul truck activity.

If the project is less than the screening
limit for the project type and
construction would involve none of the
five conditions above, then the project
would not be required to conduct a
project-level emissions analysis.

Or
Proof of purchase
of mitigation
credits in the
event that
project-level air
pollutants cannot
be reduced below
thresholds.

City Council/RSA Agenda 79 Tuesday, October 25, 2022
Union City Station District Specific Plan
Mitigation Monitoring and Reporting Program
5 Impact Mitigation Measure Method of
Verification
Timing of
Verification
Responsibility
for Verification
Verification
Complete
Date Initial
result in a potentially
significant impact on air
quality and mitigation
would be required.

Individual development
projects may still generate
construction and
operational emissions in
excess of the BAAQMD’s
project-level thresholds,
even with implementation
of MM AQ-1 through MM
AQ-9. Accordingly, ROG,
NOX, PM10, and PM2.5
emissions associated with
development under the
Proposed Plan are
conservatively identified as
cumulatively considerable,
resulting in a significant
and unavoidable impact.

For projects that exceed the
construction screening sizes or include
the above activities, a project-level air
quality analysis would be required to
evaluate the project’s construction
emissions and compare them to
BAAQMD daily thresholds for
construction. If the project-level analysis
results in exceedances of BAAQMD
thresholds, Mitigation Measure AQ-2
through Mitigation Measure AQ-5 shall
be implemented, as well as any projectspecific measures. If the project’s emissions are reduced to levels below
BAAQMD construction thresholds with
implementation of all feasible mitigation
measures, impacts would be less than
significant. If the project still exceeds
BAAQMD construction thresholds with
mitigation implemented, the project
would be required to purchase
mitigation credits as described in
Mitigation Measure AQ-6.

3.2-2
Implementation of the
Proposed Plan would
result in a cumulatively
considerable net increase
of criteria pollutants for
which the Project region is
AQ-2: Require at Least Tier 4 Final
Engines on Construction Equipment.

The City shall require that all applicants
proposing development of projects
within the Planning Area shall in turn
require their contractors, as a condition
of contract, to reduce constructionProject applicant
to provide City
applicable
provisions of
construction
contract requiring
off-road dieselPrior to
issuance of
grading
permits/
improvement
plan
approvals and
Planning
Division and
Public Works
Department
City Council/RSA Agenda 80 Tuesday, October 25, 2022
Union City Station District Specific Plan
Mitigation Monitoring and Reporting Program
6 Impact Mitigation Measure Method of
Verification
Timing of
Verification
Responsibility
for Verification
Verification
Complete
Date Initial
nonattainment under an
applicable federal or State
ambient air quality
standard. (See above)
related exhaust emissions by ensuring
that all off-road equipment greater than
50 horsepower (hp) and operating for
more than 20 total hours over the entire
duration of construction activities shall
operate on at least an EPA-approved
Tier 4 Final or newer engine.

Exemptions can be made for specialized
equipment where Tier 4 engines are not
commercially available within 200 miles
of the project site. The construction
contract must identify these pieces of
equipment, document their
unavailability, and ensure that they
operate on no less than an EPAapproved Tier 3 engine. CARB regulations will result in the percentage
of Tier 4 engines increasing over the
next several years. Applicants must
conduct recordkeeping of equipment
verification documents for construction
equipment and the City has the right to
review equipment logs.
powered
equipment be
equipped with
engines that meet
EPA Tier 4 final
emissions
standards.
building
permits for
each building.

3.2-2
Implementation of the
Proposed Plan would
result in a cumulatively
considerable net increase
of criteria pollutants for
which the Project region is
nonattainment under an
AQ-3: Require Use of Diesel Trucks with
2010-Compliant Model Year Engines.

The City shall require that all applicants
proposing development of projects
within the Planning Area shall in turn
require their contractors, as a condition
of contract, to use diesel trucks that
have 2010 model year or newer
Project applicant
to provide City
applicable
provisions of
construction
contract requiring
use of diesel
trucks with 2010-
Prior to
issuance of
grading
permits/
improvement
plan
approvals and
building
Planning
Division and
Public Works
Department
City Council/RSA Agenda 81 Tuesday, October 25, 2022
Union City Station District Specific Plan
Mitigation Monitoring and Reporting Program
7 Impact Mitigation Measure Method of
Verification
Timing of
Verification
Responsibility
for Verification
Verification
Complete
Date Initial
applicable federal or State
ambient air quality
standard. (See above)
engines, but no less than the average
fleet mix for the current calendar year
as set forth in the CARB’s EMFAC
database. In the event that 2010 model
year or newer diesel trucks cannot be
obtained, the contractor must provide
documentation to the City showing that
a good faith effort to locate such
engines was conducted. Applicants must
conduct recordkeeping of truck
verification documents and the City has
the right to review truck logs.
compliant model
year engines.
permits for
each building.

3.2-2
Implementation of the
Proposed Plan would
result in a cumulatively
considerable net increase
of criteria pollutants for
which the Project region is
nonattainment under an
applicable federal or State
ambient air quality
standard. (See above)
AQ-4: Require Additional Fugitive Dust
Best Management Practices. The City
shall require that all applicants
proposing development of projects
within the Planning Area shall in turn
require their contractors, as a condition
of contract, to reduce constructionrelated fugitive dust by implementing the following measures in addition to
the BAAQMD’s basic control measures
at all construction and staging areas.

The following measures are based on
the BAAQMD’s current CEQA guidelines.
• All exposed surfaces shall be
watered at a frequency
adequate to maintain minimum
soil moisture of 12 percent.

Moisture content can be
Project applicant
to demonstrate
that all applicable
BAAQMD basic
construction
mitigation
measures have
been
incorporated into
contract
specifications.

Prior to
issuance of
grading
permits/
improvement
plan
approvals and
building
permits for
each building.

Public Works
Department
City Council/RSA Agenda 82 Tuesday, October 25, 2022
Union City Station District Specific Plan
Mitigation Monitoring and Reporting Program
8 Impact Mitigation Measure Method of
Verification
Timing of
Verification
Responsibility
for Verification
Verification
Complete
Date Initial
verified by lab samples or
moisture probe.
• All excavation, grading, and/or
demolition activities shall be
suspended when average wind
speeds exceed 20 mph.
• Wind breaks (e.g., trees,
fences) shall be installed on the
windward side(s) of actively
disturbed areas of
construction. Wind breaks
should have at maximum 50
percent air porosity.
• Vegetative ground cover (e.g.,
fast-germinating native grass
seed) shall be planted in
disturbed areas as soon as
possible and watered
appropriately until vegetation
is established.
• The simultaneous occurrence
of excavation, grading, and
ground-disturbing construction
activities on the same area at
any one time shall be limited.

Activities shall be phased to
reduce the amount of
disturbed surfaces at any one
time.

City Council/RSA Agenda 83 Tuesday, October 25, 2022
Union City Station District Specific Plan
Mitigation Monitoring and Reporting Program
9 Impact Mitigation Measure Method of
Verification
Timing of
Verification
Responsibility
for Verification
Verification
Complete
Date Initial
• All trucks and equipment,
including their tires, shall be
washed off prior to leaving the
site.
• Site accesses to a distance of
100 feet from the paved road
shall be treated with a 6 to 12
inch compacted layer of wood
chips, mulch, or gravel.
• Sandbags or other erosion
control measures shall be
installed to prevent silt runoff
to public roadways from sites
with a slope greater than one
percent.

3.2-2
Implementation of the
Proposed Plan would
result in a cumulatively
considerable net increase
of criteria pollutants for
which the Project region is
nonattainment under an
applicable federal or State
ambient air quality
standard. (See above)
AQ-5: Require Low-VOC Coatings
during Construction. The City shall
require that all applicants proposing
development of projects within the
Planning Area shall in turn require their
contractors, as a condition of contract,
to reduce construction-related fugitive
ROG emissions by ensuring that lowVOC coatings that have a VOC content of 10 grams/liter (g/L) or less are used
during construction. The project
applicant will submit evidence of the
use of low-VOC coatings to the
BAAQMD prior to the start of
construction. Applicants must conduct
Submittal of
contracts
demonstrating
provisions have
been
incorporated;
and
Submittal of
records of
coatings used.

Prior to start
of
construction
(for contract
provisions);
and
Following
completion of
construction
(for records
of coatings
used).
.

Public Works
Department
City Council/RSA Agenda 84 Tuesday, October 25, 2022
Union City Station District Specific Plan
Mitigation Monitoring and Reporting Program
10 Impact Mitigation Measure Method of
Verification
Timing of
Verification
Responsibility
for Verification
Verification
Complete
Date Initial
recordkeeping of coatings used during
construction.

3.2-2
Implementation of the
Proposed Plan would
result in a cumulatively
considerable net increase
of criteria pollutants for
which the Project region is
nonattainment under an
applicable federal or State
ambient air quality
standard. (See above)
AQ-6: Purchase of Mitigation Credits
for Construction Emissions Exceeding
the BAAQMD’s Daily Pollutant
Thresholds. For proposed developments
that are estimated to result in
exceedances of thresholds with
implementation of all feasible mitigation
measures, the applicants shall
coordinate with a third-party or
governmental entity to pay for criteria
pollutant offsets for every year in which
construction emissions are estimated to
exceed the BAAQMD thresholds. If the
estimate shows exceedances of multiple
criteria pollutants above the BAAQMD
thresholds, then offsets must be
obtained to address each pollutant
above the thresholds. Emission
reduction projects and fee will be
determined in consultation between the
applicant and the third-party or
governmental entity and will include
offset provider administrative costs. The
agreement that specifies fees and
timing of payment shall be provided to
the City for review and signed by the
applicant and the third-party or
governmental entity. The emission
reductions shall be secured prior to any
Project applicant
to provide annual
construction
estimates to the
City for review
and approval. In
the case that the
project exceeds
thresholds, the
project applicant
will pay the
mitigation offset
fee.

Prior to
receipt of
certificate of
final
occupancy for
each building.

Planning
Division
City Council/RSA Agenda 85 Tuesday, October 25, 2022
Union City Station District Specific Plan
Mitigation Monitoring and Reporting Program
11 Impact Mitigation Measure Method of
Verification
Timing of
Verification
Responsibility
for Verification
Verification
Complete
Date Initial
year in which construction activity is
estimated to result in an exceedance.

The payment for the emissions can
either be on an annual basis or done
once upfront prior to construction.

3.2-2
Implementation of the
Proposed Plan would
result in a cumulatively
considerable net increase
of criteria pollutants for
which the Project region is
nonattainment under an
applicable federal or State
ambient air quality
standard. (See above)
AQ-7: Promote Green Consumer
Products. For all projects developed
within the Planning Area, the City shall
require that developer(s) provide
education for residential and
commercial tenants concerning green
consumer products. Prior to receipt of
any certificate of final occupancy, the
project sponsors shall work with the City
of Union City to develop electronic
correspondence to be distributed by
email to new residential and
commercial tenants that encourages the
purchase of consumer products that
generate lower than typical VOC
emissions. Examples of green products
may include low-VOC architectural
coatings, cleaning supplies, and
consumer products, as well as
alternatively fueled landscaping
equipment.

Project applicant
to provide the
City CC&Rs for
review and
approval.

Prior to
receipt of
certificate of
final
occupancy for
each building.

Planning
Division

3.2-2
Implementation of the
Proposed Plan would
result in a cumulatively
AQ-8: Project-Level Air Quality Analysis
for Operations. For all proposed
development within the Planning Area,
the City shall require project applicants
to compare their project size with the
Submittal of
documentation
demonstrating
project-level air
Prior to
project
approval.

Planning
Division
City Council/RSA Agenda 86 Tuesday, October 25, 2022
Union City Station District Specific Plan
Mitigation Monitoring and Reporting Program
12 2 Bay Area Air Quality Management District. 2017. California Environmental Quality Act, Air Quality Guidelines. May. Available:
http://www.baaqmd.gov/~/media/files/planning-and-research/ceqa/ceqa_guidelines_may2017-pdf.pdf?la=en. Accessed: July 1, 2021.

Impact Mitigation Measure Method of
Verification
Timing of
Verification
Responsibility
for Verification
Verification
Complete
Date Initial
considerable net increase
of criteria pollutants for
which the Project region is
nonattainment under an
applicable federal or State
ambient air quality
standard. (See above)
BAAQMD screening sizes appropriate to
their project for operational criteria
pollutants found in Table 3-1 in the
BAAQMD’s current CEQA guidelines.2
If the project is less than the screening
sizes for the project type, then the
project is not required to conduct a
project-level analysis of operational
emissions.

For projects that exceed the operations
screening sizes, a project-level air
quality analysis would be required to
evaluate the project’s operational
emissions and compare them to
BAAQMD daily thresholds for operation.

If the project-level analysis results in
exceedances of BAAQMD thresholds,
Mitigation Measure AQ-7 shall be
implemented. If the project’s emissions
are reduced to levels below BAAQMD
operations thresholds with
implementation of all feasible mitigation
measures, impacts would be less than
significant. If the project still exceeds
BAAQMD operations thresholds with
mitigation implemented, the project
would be required to purchase
quality analysis
for operations.

City Council/RSA Agenda 87 Tuesday, October 25, 2022
Union City Station District Specific Plan
Mitigation Monitoring and Reporting Program
13 Impact Mitigation Measure Method of
Verification
Timing of
Verification
Responsibility
for Verification
Verification
Complete
Date Initial
mitigation credits as described in
Mitigation Measure AQ-9.

3.2-2
Implementation of the
Proposed Plan would
result in a cumulatively
considerable net increase
of criteria pollutants for
which the Project region is
nonattainment under an
applicable federal or State
ambient air quality
standard. (See above)
AQ-9: Purchase of Mitigation Credits
for Operational Emissions Exceeding
the BAAQMD’s Daily Pollutant
Thresholds. For proposed developments
that are estimated to result in
exceedances of thresholds with
implementation of all feasible mitigation
measures, the applicants shall
coordinate with a third-party or
governmental entity to pay for criteria
pollutant offsets for every year in which
operational emissions are estimated to
exceed the BAAQMD thresholds. If the
estimate shows exceedances of multiple
criteria pollutants above the BAAQMD
thresholds, then offsets must be
obtained to address each pollutant
above the thresholds. Emission
reduction projects and fee will be
determined in consultation between the
applicant and the third-party or
governmental entity and will include
offset provider administrative costs. The
agreement that specifies fees and
timing of payment shall be provided to
the City for review and signed by the
applicant and the third-party or
governmental entity. The emission
reductions shall be secured prior to any
Project applicant
to provide annual
operational
estimates to the
City for review
and approval. In
the case that the
project exceeds
thresholds, the
project applicant
will pay the
mitigation offset
fee.

Prior to
receipt of
certificate of
final
occupancy for
each building.

Planning
Division
City Council/RSA Agenda 88 Tuesday, October 25, 2022
Union City Station District Specific Plan
Mitigation Monitoring and Reporting Program
14 Impact Mitigation Measure Method of
Verification
Timing of
Verification
Responsibility
for Verification
Verification
Complete
Date Initial
year in which operational activity is
estimated to result in an exceedance.

The payment for the emissions can
either be on an annual basis or done
once upfront prior to operation.

3.2-3
Implementation of the
Proposed Plan would
expose sensitive receptors
to substantial pollutant
concentrations.

Construction activities of
future development
projects under the
Proposed Plan would
generate DPM and PM2.5
that could expose sensitive
receptors within 1,000 feet
of the Planning Area to
significant health risks.

Development under the
Proposed Plan may result
in the installation or
operation of new
stationary sources of TACs
(e.g., emergency
generators) and an
increase in traffic levels.

Consequently, both new
and existing receptors near
AQ-10: Require Future Projects Located
within 1,000 Feet of Receptors to
Perform a Health Risk Assessment. The
City shall require that all applicants
proposing development of projects
within the Planning Area and within
1,000 feet of existing sensitive
receptors, as defined by the BAAQMD,
shall prepare a site-specific health risk
assessment (HRA). If the HRA
demonstrates, to the satisfaction of the
City, that the health risk exposures for
adjacent receptors will be less than the
BAAQMD project-level and cumulativelevel thresholds, then additional mitigation would be unnecessary.

However, if the HRA demonstrates that
health risks would exceed the BAAQMD
project-level or cumulative-level
thresholds, additional feasible on- and
off-site mitigation shall be analyzed by
the applicant to help reduce risks to the
greatest extent practicable.

Project applicant
to provide HRA
with project
application.

Prior to
project
approval.

Planning
Division
City Council/RSA Agenda 89 Tuesday, October 25, 2022
Union City Station District Specific Plan
Mitigation Monitoring and Reporting Program
15 Impact Mitigation Measure Method of
Verification
Timing of
Verification
Responsibility
for Verification
Verification
Complete
Date Initial
stationary sources and
roadways may be exposed
to significant health risks
from TACs and impacts are
potentially significant.

Existing nearby DPM and
PM2.5 sources and future
development under the
Proposed Plan contribute
to a cumulative health risk
for sensitive receptors
within the Planning Area.

Due to the uncertainty of
future project-level HRAs,
it is conservatively
assumed that the
Proposed Plan would
result in significant and
unavoidable health
impacts from TAC
emissions and this impact
is cumulatively
considerable.

3.2-3
Implementation of the
Proposed Plan would
expose sensitive receptors
to substantial pollutant
concentrations.

AQ-11: Require Air Quality Equipment
to Minimize Health Risks. The City shall
require that all applicants proposing
development of projects within the
Planning Area that includes new
development of residential projects and
other new land use developments which
would site new sensitive receptors such
Submittal of
drawings.

Prior to
project
approval.

Planning
Division
City Council/RSA Agenda 90 Tuesday, October 25, 2022
Union City Station District Specific Plan
Mitigation Monitoring and Reporting Program
16 Impact Mitigation Measure Method of
Verification
Timing of
Verification
Responsibility
for Verification
Verification
Complete
Date Initial
Construction activities of
future development
projects under the
Proposed Plan would
generate DPM and PM2.5
that could expose sensitive
receptors within 1,000 feet
of the Planning Area to
significant health risks.

Development under the
Proposed Plan may result
in the installation or
operation of new
stationary sources of TACs
(e.g., emergency
generators) and an
increase in traffic levels.

Consequently, both new
and existing receptors near
stationary sources and
roadways may be exposed
to significant health risks
from TACs and impacts are
potentially significant.

Existing nearby DPM and
PM2.5 sources and future
development under the
Proposed Plan contribute
to a cumulative health risk
for sensitive receptors
within the Planning Area.
as schools and daycares in commercial
buildings and within 1,000 feet of road
segments with an ADT of greater than
10,000 vehicles per day, to install indoor
air quality equipment, such as enhanced
air filters (air filters rated at a minimum
efficiency reporting value [MERV] 13 or
higher) or equivalent mechanisms, to
minimize health risks for future
receptors.

City Council/RSA Agenda 91 Tuesday, October 25, 2022
Union City Station District Specific Plan
Mitigation Monitoring and Reporting Program
17 Impact Mitigation Measure Method of
Verification
Timing of
Verification
Responsibility
for Verification
Verification
Complete
Date Initial
Due to the uncertainty of
future project-level HRAs,
it is conservatively
assumed that the
Proposed Plan would
result in significant and
unavoidable health
impacts from TAC
emissions and this impact
is cumulatively
considerable.

Biological Resources

3.3-1
Implementation of the
Proposed Plan could have
a substantial adverse
effect, either directly or
through habitat
modifications, on species
identified as a candidate,
sensitive, or special-status
species in local or regional
plans, policies, or
regulations or by the
California Department of
Fish and Wildlife or U.S.

Fish and Wildlife Service,
but impacts would be
reduced with
BIO-1: Worker Environmental
Awareness Training Program. Where a
biologist has identified areas supporting
or potentially supporting sensitive
biological resources, the City shall
require project applicants proposing
development projects within the
Planning Area to prepare and
implement a worker environmental
awareness training program prior to
equipment staging, ground disturbing
activities (e.g., grading, excavation,
backfill), or vegetation trimming and
removal. The training program should
be provided to all construction
personnel (contractors and
subcontractors) and include the
following information:

Project applicant
to prepare and
implement
worker
environmental
awareness
training program.

Prior to
initiation of
construction
activities.

Planning
Division
City Council/RSA Agenda 92 Tuesday, October 25, 2022
Union City Station District Specific Plan
Mitigation Monitoring and Reporting Program
18 Impact Mitigation Measure Method of
Verification
Timing of
Verification
Responsibility
for Verification
Verification
Complete
Date Initial
implementation of
Mitigation Measure BIO-1.

Habitat in the Station East,
The Core, and Gateway
subareas would be
affected by development
facilitated by the Proposed
Plan. The Proposed Plan
would facilitate permanent
development in riparian
vegetation along Old
Alameda Creek and
conversion of undeveloped
land to urban
development. New utilities
and infrastructure would
be constructed through
cropland, annual
grassland, and riparian
habitat. In addition,
development facilitated by
the Proposed Plan could
affect trees and pockets of
vegetation in the
urbanized areas of the
Planning Area that may
provide suitable habitat for
protected biological
resources, including
migratory nesting birds
• The need to avoid effects on
sensitive biological resources
and the importance of
protecting habitat;
• Penalties for not complying
with applicable State and
federal laws and permit
requirements;
• General restrictions and
guidelines to be followed by all
construction personnel to
reduce or avoid effects on
sensitive biological resources
during construction;
• The life history and habitat
requirements of special-status
species potentially occurring in
or adjacent to the
improvements footprint;
• The terms and conditions of
the Biological Opinions and
other applicable permits; and
• The training program should
educate construction
supervisors and managers
about invasive plant
identification and the
importance of controlling and
preventing the spread of
invasive plant infestations.

City Council/RSA Agenda 93 Tuesday, October 25, 2022
Union City Station District Specific Plan
Mitigation Monitoring and Reporting Program
19 Impact Mitigation Measure Method of
Verification
Timing of
Verification
Responsibility
for Verification
Verification
Complete
Date Initial
and bats. If future
development were to
degrade or remove
suitable habitat for specialstatus species or result in impacts on special-status
individuals, there could be
significant impacts on
special-status species.

Cultural and Tribal Cultural Resources

3.4-1A
Implementation of the
Proposed Plan at the
program level could cause
a substantial adverse
change in the significance
of a historical resource, as
defined as physical
demolition, destruction,
relocation, or alteration of
the resource or its
immediate surroundings
such that the significance
of a historic resource
would be materially
impaired, but this impact is
reduced through the
implementation of
Mitigation Measure CUL-1
CUL-1: Historical Resource Evaluation
Process. The City shall require that all
proposed development within the
Planning Area undergo additional
investigation to determine the projectlevel impact to built-environment historical resources. Project sponsors
shall consult with the City regarding the
historical resource status of any historicaged built-environment resources that may existing within or in immediate
proximity to the proposed development
site. Depending upon the specific site,
the City may require the project sponsor
to engage a historic preservation
professional to complete a California
register evaluation of any unevaluated
historic-aged built-environment
resources where projects would occur.

Consultation with
City;
and in the event
of potential
impacts to historic
resources,
submittal of an
evaluation
prepared by a
qualified
architectural
historian.

Prior to
project
approval.

Planning
Division and
Public Works
Department
City Council/RSA Agenda 94 Tuesday, October 25, 2022
Union City Station District Specific Plan
Mitigation Monitoring and Reporting Program
20 Impact Mitigation Measure Method of
Verification
Timing of
Verification
Responsibility
for Verification
Verification
Complete
Date Initial
(Guidelines Section
15064.5).

For future projects on parcels found to
contain qualifying historical resources,
project-level impacts will be analyzed
and appropriate mitigation measures
will be included in the CEQA document.

3.4-1B
Implementation of the
Proposed Plan at the
project level would cause a
substantial adverse change
in the significance of a
historical resource (the
Peterson Farmhouse), as
defined as physical
demolition, destruction,
relocation, or alteration of
the resource or its
immediate surroundings
such that the significance
of a historic resource
would be materially
impaired (Guidelines
Section 15064.5).

CUL-2: Conduct a Building Relocation
Feasibility Study.

If demolition, destruction, relocation, or
significant alteration is required of the
Peterson Farmhouse due to a project
that is approved under the Proposed
Plan, the City shall conduct a feasibility
study that examines the relocation of
the building to a compatible site. The
study will include alternatives that
recognize contributing site features as
well as the agricultural setting of the
property when determining compatible
sites.

The final feasibility study must be
completed prior to issuance of any
permits issued to a project applicant for
development of the site, and a good
faith effort to comply with the feasible
alternatives must be demonstrated by
the project applicant and confirmed by
the City, prior to demolition of the
Peterson Farmhouse. If the study
indicates that relocation is infeasible,
the City or applicant must complete
Mitigation Measures CUL-3 and CUL-4.

City to conduct a
feasibility study
that examines the
relocation of the
building to a
compatible site.

Prior to
initiation of
construction
activities.

Planning
Division and
Public Works
Department
City Council/RSA Agenda 95 Tuesday, October 25, 2022
Union City Station District Specific Plan
Mitigation Monitoring and Reporting Program
21 Impact Mitigation Measure Method of
Verification
Timing of
Verification
Responsibility
for Verification
Verification
Complete
Date Initial

3.4-1B
Implementation of the
Proposed Plan at the
project level would cause a
substantial adverse change
in the significance of a
historical resource (the
Peterson Farmhouse), as
defined as physical
demolition, destruction,
relocation, or alteration of
the resource or its
immediate surroundings
such that the significance
of a historic resource
would be materially
impaired (Guidelines
Section 15064.5).

CUL-3: Conduct Level II Historic
American Buildings Survey/Historic
American Landscapes Survey
Documentation. (If applicable - see
Mitigation Measure CUL-1)
Where the setting or portions of the
Peterson Farmhouse require substantial
alteration that results in adverse change
due to a project that is approved under
the Proposed Plan, and where
relocation is infeasible (see Mitigation
Measure CUL-1), the applicant, in
consultation with the City, shall oversee
Level II Historic American Buildings
Survey/Historic American Landscapes
Survey (HABS/HALS) documentation of
the property, including a written
narrative, measured drawings, and
digital or film photographs.

The documentation will be completed
by experienced professionals who meet
the Secretary of the Interiors Standards.

The documentation package must
include representation and
characterization of the agricultural
setting in which the historic property is
situated; the survey boundary may be
determined in consultation with the
property owners, the City, the applicant,
and the qualified documentation team.

The City shall maintain a copy of the
Submittal of

HABS/HALS
documentation
prepared by
qualified
professions.

Prior to
project
approval.

Planning
Division
City Council/RSA Agenda 96 Tuesday, October 25, 2022
Union City Station District Specific Plan
Mitigation Monitoring and Reporting Program
22 Impact Mitigation Measure Method of
Verification
Timing of
Verification
Responsibility
for Verification
Verification
Complete
Date Initial
final documentation on file and make a
good faith effort to identify two or more
additional repositories that will accept
printed and digital copies of the final
documentation package, including but
not limited to the Union City Historical
Museum, the Union City Public Library,
the Mission Peak Heritage Foundation,
and the California State Archives.

Field survey and data collection must be
completed, and draft documentation
reviewed and approved by the City prior
to issuance of any demolition permits
for the project.

3.4-1B
Implementation of the
Proposed Plan at the
project level would cause a
substantial adverse change
in the significance of a
historical resource (the
Peterson Farmhouse), as
defined as physical
demolition, destruction,
relocation, or alteration of
the resource or its
immediate surroundings
such that the significance
of a historic resource
would be materially
CUL-4: Complete On-site, Permanent
Signage or Other Appropriate Media.

Where demolition, substantial
alteration, or a change in setting at the
Peterson Farmhouse is required due to
a project that is approved under the
Proposed Plan, the City, in consultation
with Caltrans, Office of Cultural
Resource Studies, shall oversee the
completion of on-site, permanent
signage or other appropriate media that
interprets the significant history of the
property; shall; name a road within the
development after the Peterson Ranch;
and shall name the park within the
historic preservation boundary after the
City, in
consultation with
Caltrans, Office of
Cultural Resource
Studies, to
provide
interpretative
plan that displays
the significant
history of the
project.

Prior to
issuance of
any
demolition
permits for
the project.

Planning
Division
City Council/RSA Agenda 97 Tuesday, October 25, 2022
Union City Station District Specific Plan
Mitigation Monitoring and Reporting Program
23 Impact Mitigation Measure Method of
Verification
Timing of
Verification
Responsibility
for Verification
Verification
Complete
Date Initial
impaired (Guidelines
Section 15064.5).

Peterson Ranch. An interpretive plan
that details the interpretive materials,
including format, location, and draft text
and images to be used, must be
completed prior to issuance of any
demolition permits for the project. The
on-site interpretive material must be
publicly assessable and installed prior to
completion of the project.

Implementation of MM CUL-2 through
MM CUL-4 would partially compensate
for the impact associated with
demolition of the resource through
relocation or documentation and
interpretation; however, because these
measures would not be enough to avoid
or reduce the impact, the demolition of
the Peterson Farmhouse would remain
a significant and unavoidable impact,
even with incorporation of these
mitigation measures.

3.4-2
Implementation of the
Proposed Plan could cause
an adverse change in the
significance of an
archaeological resource
pursuant to CEQA
Guidelines Section
15064.5, but this impact is
reduced through the
CUL-5: Halt Work if Cultural Resources
are Encountered and Evaluate
Resource. Developers of projects in the
Planning Area shall halt all work if
cultural resources are encountered
during excavation or construction of a
project and retain a qualified
archaeologist to evaluate and make
recommendations for conservation and
mitigation. All such recommendations
Developers to halt
work if cultural
resources are
encountered.

Duration of
construction
activities.

Planning
Division and
Public Works
Department
City Council/RSA Agenda 98 Tuesday, October 25, 2022
Union City Station District Specific Plan
Mitigation Monitoring and Reporting Program
24 Impact Mitigation Measure Method of
Verification
Timing of
Verification
Responsibility
for Verification
Verification
Complete
Date Initial
implementation of
Mitigation Measures CUL-5
through CUL-7.
shall be in accordance with section
5097.98 of the California Public
Resources Code, and section 7050.5 of
the California Health and Safety Code,
as applicable.

3.4-2
Implementation of the
Proposed Plan could cause
an adverse change in the
significance of an
archaeological resource
pursuant to CEQA
Guidelines Section
15064.5, but this impact is
reduced through the
implementation of
Mitigation Measures CUL-5
through CUL-7.

CUL-6: Inadvertent Discovery Protocol.

In the event an archaeological resource
is encountered during excavation or
construction activities for projects
within the Planning Area, the
construction contractor shall halt
construction within 50 feet of the find
and immediately notify the City.

Construction activities shall be
redirected and the project proponent
shall, in consultation with the City,
retain a qualified professional
archaeologist to 1) evaluate the
archaeological resource to determine if
it meets the CEQA definition of a
historical or unique archaeological
resource and 2) make recommendations
about the treatment of the resource, as
warranted. If the resource does meet
the CEQA definition of a historical or
unique archaeological resource, then it
shall be avoided to the extent feasible
by project construction activities. If
avoidance is not feasible, then adverse
effects to the deposit shall be mitigated
as specified by CEQA Guidelines Section
Construction
contractor to halt
construction
within 50 feet of
encountered
archaeological
resource and
contact City.

Duration of
soildisturbing or
excavating
activities.

Planning
Division and
Public Works
Department
City Council/RSA Agenda 99 Tuesday, October 25, 2022
Union City Station District Specific Plan
Mitigation Monitoring and Reporting Program
25 Impact Mitigation Measure Method of
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Complete
Date Initial
15126.4(b) (for historic resources) or
Section 21083.2 (for unique
archaeological resources). This
mitigation may include, but is not
limited to, a thorough recording of the
resource on Department of Parks and
Recreation Form 523 records, or
archaeological data recovery (b)(3)(C),
which requires a data recovery plan
prior to data recovery excavation, shall
be followed. If the significant identified
resources are unique archaeological
resources, mitigation of these resources
shall be subject to the limitations on
mitigation measures for archaeological
resources identified in CEQA Guidelines
Sections 21083.2 (c) through 21083.2
(f).

3.4-2
Implementation of the
Proposed Plan could cause
an adverse change in the
significance of an
archaeological resource
pursuant to CEQA
Guidelines Section
15064.5, but this impact is
reduced through the
implementation of
Mitigation Measures CUL-5
through CUL-7.

CUL-7: Conduct Cultural Resources
Awareness Training. Prior to the start of
any ground disturbance or construction
activities, developers of projects in the
Planning Area shall retain a qualified
professional archaeologist to conduct
cultural resource awareness training for
construction personnel. This training
shall include an overview of what
cultural resource are and why they are
important, archaeological terms (such
as site, feature, deposit), project site
history, types of cultural resources likely
Developers to
retain a qualified
professional
archaeologist to
conduct cultural
resource
awareness
training for
construction
personnel.

Prior to
construction
activities.

Planning
Division
City Council/RSA Agenda 100 Tuesday, October 25, 2022
Union City Station District Specific Plan
Mitigation Monitoring and Reporting Program
26 Impact Mitigation Measure Method of
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for Verification
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Date Initial
to be uncovered during excavation, laws
that protect cultural resources, and the
unanticipated discovery protocol.

Energy, Climate Change, and Greenhouse Gas Emissions

3.5-2
Development under the
Proposed Plan would
conflict with an applicable
plan, policy, or regulation
adopted for the purpose of
reducing the emissions of
greenhouse gases.

Construction
In lieu of a quantitative
threshold for assessing
construction-related GHG
emissions, BAAQMD
recommends evaluating
whether construction
activities would conflict
with statewide emission
reduction goals, based on
whether feasible BMPs for
reducing GHG emissions
would be implemented. If
a project fails to
implement feasible BMPs
identified by BAAQMD, its
GHG emissions could
conflict with statewide
GHG-1: Require Implementation of
BAAQMD-recommended BMPs. All
applicants within the Planning Area shall
require their contractors, as a condition
of contract, to reduce constructionrelated GHG emissions by implementing BAAQMD’s recommended best
management practices, including (but
not limited to) the following measures
(based on BAAQMD’s CEQA Guidelines):

Ensure alternative fueled (e.g.,
biodiesel, electric) construction
vehicles/equipment make up at least 15
percent of the fleet.

Use local building materials of at least
10 percent (sourced from within 100
miles of the Planning Area).

Project applicant
to submit to City
construction
contracts
requiring the use
of BAAQMDrecommended
construction best
management
practices to
reduce GHG
emissions.

Prior to
issuance of
grading
permits, and
improvement
plan
approvals and
building
permits for
each building.

Planning
Division and
Public Works
Department
City Council/RSA Agenda 101 Tuesday, October 25, 2022
Union City Station District Specific Plan
Mitigation Monitoring and Reporting Program
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emission goals and
represent a cumulatively
considerable contribution
to climate change, which
would be a potentially
significant impact.

Operations
Because a reduction in
GHG emissions from
passenger vehicles is one
of the objectives of SB 743
and one of the overarching
strategies of the 2017
Scoping Plan, operation of
the Proposed Project
would conflict with the
statewide GHG target for
2030 mandated by SB 32.

GHG emissions from
mobile sources would
conflict with goals of SB
743, therefore, the
Proposed Plan would have
a significant and
unavoidable impact. By
nature, energy and
greenhouse gas emissions
impacts are cumulative
because the effects
specific to the Proposed
Plan cannot be reasonably
City Council/RSA Agenda 102 Tuesday, October 25, 2022
Union City Station District Specific Plan
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differentiated from the
broader effects of regional
growth and development.

Geology, Soils, and Seismicity

3.6-4
Implementation of the
Proposed Plan would not
directly or indirectly
destroy a unique
paleontological resource or
site or unique geologic
feature.

This impact is reduced
through the
implementation of
Mitigation Measures GEO1 and GEO-2.

It is likely that significant
paleontological resources
in these geologic units
have been and could in
future be destroyed by
development. Therefore, a
cumulative impact on
paleontological resources
in the geographic context
exists.

GEO-1: Worker Awareness Training.

Prior to commencing construction, and
ongoing throughout ground-disturbing
activities (e.g., excavation, utility
installation, the applicants proposing
development of projects within the
Planning Area and/or their designee
shall ensure that all project construction
workers are trained on the contents of a
paleontological resources alert sheet, as
provided by the department. The
paleontological resources alert sheet
shall be prominently displayed at the
construction site during grounddisturbing activities for reference regarding potential paleontological
resources. In addition, the project
applicant shall inform the contractor
and construction personnel of the
immediate stop work procedures and
other procedures to be followed if
bones or other potential fossils are
unearthed at the project site. Should
new workers that will be involved in
ground-disturbing construction activities
begin employment after the initial
Project applicant
to prepare and
implement
worker awareness
training program.

Prior to
initiation of
construction
activities.

Planning
Division
City Council/RSA Agenda 103 Tuesday, October 25, 2022
Union City Station District Specific Plan
Mitigation Monitoring and Reporting Program
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training has occurred, the construction
supervisor shall ensure that they receive
the worker awareness training as
described above.

The applicant shall complete a standard
form/affidavit confirming the timing of
the worker awareness training to the
City. The affidavit shall confirm the
project’s location, the date of training,
the location of the informational
handout display, and the number of
participants. The affidavit shall be
transmitted to the City within five
business days of conducting the
training.

3.6-4
Implementation of the
Proposed Plan would not
directly or indirectly
destroy a unique
paleontological resource or
site or unique geologic
feature.

This impact is reduced
through the
implementation of
Mitigation Measures GEO1 and GEO-2.

GEO-2: Halt Construction Activity in
Case of Finding Paleontological
Resources, Evaluate Find, and Excavate
Find. In the event that previously
unidentified paleontological resources
are uncovered during site preparation,
excavation, or other construction
activity, applicants proposing
development of projects within the
Planning Area shall cease all such
activity within 25 feet of the discovery
or ensure that all such activity within 25
feet of the discovery ceases until the
resources have been evaluated by a
qualified professional and specific
Verify that all
activity within 25
feet of find is
halted until such
time as the find is
evaluated by a
County Coroner.

Duration of
soildisturbing or
excavating
activities.

Planning
Division and
Public Works
Department
City Council/RSA Agenda 104 Tuesday, October 25, 2022
Union City Station District Specific Plan
Mitigation Monitoring and Reporting Program
30 Impact Mitigation Measure Method of
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Responsibility
for Verification
Verification
Complete
Date Initial
It is likely that significant
paleontological resources
in these geologic units
have been and could in
future be destroyed by
development. Therefore, a
cumulative impact on
paleontological resources
in the geographic context
exists.
measures can be implemented to
protect these resources in accordance
with Sections 21083.2 and 21084.1 of
the California Public Resources Code. If
the qualified paleontologist determines
the find is potentially significant, the
project applicant shall ensure a qualified
paleontologist shall excavate the find in
compliance with state law, document
the find, and arrange for curation at a
depository, keeping project delays to a
minimum. If the qualified paleontologist
determines the find is not significant,
then the project will continue without
delay.

Hazards and Hazardous Materials

3.7-2 Implementation of
the Proposed Plan could
create a significant hazard
to the public or the
environment through
reasonably foreseeable
upset and accident
conditions involving the
release of hazardous
materials into the
environment, but this
impact is reduced through
the implementation of
Mitigation Measure HAZ-1.

HAZ-1: Project-Level Hazardous
Materials Assessment for Construction.

The City shall require that applicants
proposing development of projects
involving ground disturbance within the
Planning Area, and where the
environmental status of a project site is
unknown to the applicant, shall either
retain a professional hazardous
materials specialist specializing in
hazardous materials impact assessment
or themselves conduct a project-level
environmental database screening to
verify the presence or absence of
Project applicant
to retain a
professional
hazardous
materials
specialist
specializing in
hazardous
materials impact
assessment and
submit to City or
themselves
conduct a projectlevel
environmental
Prior to
issuance of
grading
permit(s).

Planning
Division,
Public Works
Department
City Council/RSA Agenda 105 Tuesday, October 25, 2022
Union City Station District Specific Plan
Mitigation Monitoring and Reporting Program
31 Impact Mitigation Measure Method of
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Timing of
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Responsibility
for Verification
Verification
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Date Initial
hazardous materials conditions
(including Cortese List sites) on the
project site or immediately adjacent to
the project site. The environmental
database screening will consist of a
search for environment-related
information present in publicly
accessible online databases such as the
SWRCB’s Geotracker, Department of
Toxic Substances Control’s Envirostor
and CalEPA’s Cortese List Data
Resources. The results of the
environmental database screening will
be reviewed to determine if the project
site or immediately adjacent properties
are listed in the aforementioned
databases to assess if there is potential
for existing hazardous materials
conditions to affect construction
activities. If neither the project site or
immediately adjacent properties are
listed in the aforementioned databases
or if they are listed in a database but do
not have an active hazardous materials
release, then no further action is
required.

If the project site or immediately
adjacent properties are listed in the
aforementioned databases with an
active hazardous materials release, the
applicant shall retain a professional
database
screening to verify
the presence or
absence of
hazardous
materials
conditions and
submit to City.

City Council/RSA Agenda 106 Tuesday, October 25, 2022
Union City Station District Specific Plan
Mitigation Monitoring and Reporting Program
32 Impact Mitigation Measure Method of
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hazardous materials specialist to
determine the potential risk to
construction workers, the public, or the
environment from construction
activities. The determination of risk will
consider, among other factors,
regulatory status, the type of project,
type of contaminated property, distance
and direction to the project, and
appropriate measures. If the
professional hazardous materials
specialist concludes that the project will
not create a significant hazard to the
public or the environment through
reasonably foreseeable upset and
accident conditions involving the release
of hazardous materials into the
environment, then no further action is
required.

If the professional hazardous materials
specialist concludes that the project will
create a significant hazard to the public
or the environment through reasonably
foreseeable upset and accident
conditions involving the release of
hazardous materials into the
environment, the implementing agency
will determine the applicability of
General Plan Policy S-7.3 (discussed
under Regulatory Setting) and
implement measures to reduce
City Council/RSA Agenda 107 Tuesday, October 25, 2022
Union City Station District Specific Plan
Mitigation Monitoring and Reporting Program
33 Impact Mitigation Measure Method of
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exposure risk including one or more of
the following:
• Implementation of engineering
controls and Best Management
Practices (BMPs) during
construction to minimize human
exposure to potentially
contaminated soils during
construction. Engineering controls
and construction BMPs could
include, but are not limited to, the
following:
- Contractor employees working
onsite handling potentially
contaminated media will be
certified in the Occupational
Health and Safety
Administration’s 40-hour
Hazardous Waste Operations
and Emergency Response
training.
- Contractors will water or mist
soil as it is being excavated and
stockpiled or loaded onto
transportation trucks.
- Contractors will place any
stockpiled soil in areas shielded
from prevailing winds or cover
stockpiles with staked and/or
anchored sheeting.

City Council/RSA Agenda 108 Tuesday, October 25, 2022
Union City Station District Specific Plan
Mitigation Monitoring and Reporting Program
34 Impact Mitigation Measure Method of
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Complete
Date Initial
• Conducting a soil and/or
groundwater sampling program to
determine the type and extent of
contaminants. The sampling
program could include:
- A scope of work for
preparation of a Health and
Safety Plan that specifies prefield activity marking of boring locations and obtaining utility
clearance, and field activities,
such as identifying appropriate
sampling procedures, health
and safety measures, chemical
testing methods, and quality
assurance /quality control
procedures
- Necessary permits for well
installation and/or boring
advancement (as necessary)
- A Soil Sampling and Analysis
Plan in accordance with the
scope of work
- Laboratory analyses conducted
by a state-certified laboratory
- Disposal processes, including
transport by a state-certified
hazardous material hauler to a
state-certified disposal or
recycling facility licensed to
City Council/RSA Agenda 109 Tuesday, October 25, 2022
Union City Station District Specific Plan
Mitigation Monitoring and Reporting Program
35 Impact Mitigation Measure Method of
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accept and treat hazardous
waste
• Implementation of a Soil
Management Plan. The purpose of
a Soil Management Plan is to
provide administrative, procedural,
and analytical guidance to expedite
and clarify decisions and actions if
contaminated soils are
encountered. Typically, procedures
and protocols are included to
ensure that contaminated soil is
excavated properly and efficiently,
and that unacceptable risks are not
posed to human health or the
environment from contaminated
soils. Additionally, the Soil
Management Plan would contain
procedures for handling,
stockpiling, screening, and
disposing of the excavated soil. The
Soil Management Plan is a sitespecific technical plan that could be required depending on other
screening activities conducted
(listed above) and is not included as
part of this EIR. Appropriate
agencies will review the Soil
Management Plan.
• If dewatering would be necessary in
areas where contaminated
City Council/RSA Agenda 110 Tuesday, October 25, 2022
Union City Station District Specific Plan
Mitigation Monitoring and Reporting Program
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groundwater exists, then
dewatering procedures could be
subject to permit requirements of
the NPDES and ACWD as well as
other requirements. Wastewater
would require proper profile
sampling prior to disposal.

Any structures built prior to 1980 (the
use of asbestos in buildings and
structures was common prior to 1980)
and planned for demolition as part of
subsequent projects would require an
asbestos and lead-based paint survey.

An asbestos survey would be conducted
in accordance with the Bay Area Air
Quality Management District
requirements, Cal OSHA (CCR, Title 8,
Section 1529), and the National
Emission Standards for Hazardous Air
Pollutants for Asbestos Surveys (40 CFR
Part 61, Subpart M). CCR, Title 8, Section
1532.1, “Lead,” and Cal OSHA
requirements should be followed when
handling materials containing lead.

3.7-4
Implementation of the
Proposed Plan could result
in development located on
a site which is included on
a list of hazardous
materials sites compiled
HAZ-1: Project-Level Hazardous
Materials Assessment for Construction.
(See above)
Project applicant
to retain a
professional
hazardous
materials
specialist
specializing in
Prior to
issuance of
grading
permit(s).

Planning
Division,
Public Works
Department
City Council/RSA Agenda 111 Tuesday, October 25, 2022
Union City Station District Specific Plan
Mitigation Monitoring and Reporting Program
37 Impact Mitigation Measure Method of
Verification
Timing of
Verification
Responsibility
for Verification
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Complete
Date Initial
pursuant to Government
Code Section 65962. and,
as a result, would create a
significant hazard to the
public or the environment,
but this impact is reduced
through the
implementation of
Mitigation Measure HAZ1.
hazardous
materials impact
assessment and
submit to City or
themselves
conduct a projectlevel
environmental
database
screening to verify
the presence or
absence of
hazardous
materials
conditions and
submit to City.

Noise and Vibration

3.10-1
Implementation of the
Proposed Plan could result
in generation of a
substantial temporary or
permanent increase in
ambient noise levels in the
vicinity of the project in
excess of standards
established in the local
general plan or noise
ordinance, or applicable
N-1: Construction Noise Reduction. For
projects involving impact pile-drivers
that are located within 400 feet of
noise-sensitive receptors, projects
involving sonic piledrivers that are
located within 200 feet of construction,
and projects without pile-driving that
are located within 175 feet from noisesensitive receptors, the following mitigation would be required:
• Equipment Staging Areas.

Equipment staging shall be
located in areas that will create
Project applicant
and/or
contractor(s) to
submit a
construction noise
control plan to
City with required
mitigation.

Prior to
issuance of
first grading
or demolition
permit.

Planning
Division,
Building
Division,
Public Works
Department
City Council/RSA Agenda 112 Tuesday, October 25, 2022
Union City Station District Specific Plan
Mitigation Monitoring and Reporting Program
38 Impact Mitigation Measure Method of
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Timing of
Verification
Responsibility
for Verification
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Date Initial
standards of other
agencies.

Construction
Construction of mixed-use,
high-density development
and redevelopment within
the Planning Area could
potentially expose existing
sensitive noise receptors
to high levels of sustained
construction noise,
including from
construction-related
traffic, demolition, and
reconstruction activities.

Implementation of policies
and regulations in UC 2040
and the Union City
Municipal Code would
reduce noise levels
associated with most types
of equipment to a level
consistent with the
Municipal Code standard;
however, even after
implementation of the
policies and regulations
discussed above, the use
of impact and sonic pile
drivers within 25 feet of
existing home could result
the greatest distance feasible
between construction-related
noise sources and noisesensitive receptors.
• Electrically-Powered Tools and
Facilities. Electrical power shall
be used to run air compressors
and similar power tools and to
power any temporary
structures, such as construction
trailers or caretaker facilities.
• Smart Back-up Alarms. Mobile
construction equipment shall
have smart back-up alarms that
automatically adjust the sound
level of the alarm in response
to ambient noise levels.

Alternatively, back-up alarms
shall be disabled and replaced
with human spotters to ensure
safety when mobile
construction equipment is
moving in the reverse
direction.
• Additional Noise Attenuation
Techniques. During the
clearing, earth moving, grading,
and foundation/conditioning
phases of construction,
temporary sound barriers shall
be installed and maintained
City Council/RSA Agenda 113 Tuesday, October 25, 2022
Union City Station District Specific Plan
Mitigation Monitoring and Reporting Program
39 Impact Mitigation Measure Method of
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in noise levels of up to 92
dBA, which is in excess of
the Municipal Code
standard of 83 dBA. This
impact would be reduced
with implementation of
Mitigation Measure N-1.
between the construction site
and the sensitive receptors.

Temporary sound barriers shall
consist of sound blankets
affixed to construction fencing
or temporary solid walls along
all sides of the construction site
boundary facing potentially
sensitive receptors.

Utilities and Service Systems

3.13-2
Development under the
Proposed Plan would have
sufficient water supplies
available to serve the
Planning Area and
reasonably foreseeable
future development during
normal, dry and multiple
dry years, provided that
new development is
required to adhere to
ACWD's Water Efficiency
Measures for New
Developments (Mitigation
Measure UTIL-1).

UTIL-1: Water Efficiency Measures for
New Developments.

New residential and commercial
development in the Planning Area shall
be designed to incorporate the Alameda
County Water District's Water Efficiency
Measures for New Development, as
applicable, to ensure compliance with
federal and State requirements for
water efficiency.

Submittal of
drawings
demonstrating
compliance.

Prior to
project
approval.

Planning
Division
City Council/RSA Agenda 114 Tuesday, October 25, 2022
ATTACHMENT 2
RESOLUTION NO. XXXX-22

RESOLUTION OF THE CITY COUNCIL OF THE CITY OF UNION CITY ADOPTING THE STATION DISTRICT SPECIFIC PLAN (SP-22-001) WHEREAS, by Resolution No. 8386-94, duly adopted by the City Council of Union City on August 2, 1994, there was adopted documents consisting of text, maps, and charts, entitled Decoto Industrial Park Study Area (DIPSA) Specific Plan, dated August 1994; and WHEREAS, the City Council of Union City approved a revised DIPSA Specific Plan, dated 07/06; and
WHEREAS, by Resolution No. 5549-19, duly adopted by the City Council of Union City on December 10, 2019, the 2040 General Plan was approved; and WHEREAS, the 2040 General Plan includes Implementation Program SA-1.C, Update DIPSA Specific Plan, for consistency with the 2040 General Plan, which was initiated in 2020 and planned to be completed in 2022 as the Station District Specific Plan; and WHEREAS, the City of Union City has prepared a comprehensive update to the Decoto Industrial Park Study Area (DIPSA) Specific Plan referred to as the Station District Specific Plan (“Specific Plan”) (SP-22-001); and
WHEREAS, the Specific Plan addresses a 471-acre area surrounding the Union City Intermodal Station and consists of five subareas including: The Core, Station East, The Marketplace, Gateway and Civic Center; and
WHEREAS, the Specific Plan is intended to ensure consistency with the Union City 2040 General Plan, which was adopted in December 2019, while refining the vision, planning details, and implementation strategies for the Station District. The Union City General Plan 2040 envisions the Station District as a world-class, transit-oriented community with new retail, public amenities, and high-density housing and job centers, all linked by bicycle and pedestrian facilities; and WHEREAS, amendments to the General Plan (AG-22-002) are proposed for consistency with the Station District Specific Plan; and
WHEREAS, amendments to Title 18, Zoning, (AT-22-005) are proposed, for consistency with the Station District Specific Plan; and
WHEREAS, amendments to the Official Union City Zoning Map (A-22-001) are proposed for consistency with the Station District Specific Plan; and WHEREAS, the Specific Plan is shown in Exhibit A, attached hereto and made part hereof; and
City Council/RSA Agenda 115 Tuesday, October 25, 2022
City Council Resolution No. #__-22
Station District Specific Plan – SP-22-001

WHEREAS, additional updates to the Specific Plan are included in Exhibit B, attached hereto and made a part hereof, and will be incorporated into the final version; and WHEREAS, pursuant to the California Environmental Quality Act (CEQA), a Draft and Final Environmental Impact Report (EIR) were prepared for the project; and WHEREAS, a publicly noticed study session on the Station District Specific Plan and Draft EIR were held by the Planning Commission on June 2, 2022; and

WHEREAS, pursuant to Section 65854 of the Government Code, the Planning Commission held a duly noticed public hearing on the Project on October 6, 2022 at which time all interested parties had the opportunity to be heard. The Planning Commission considered the Draft and Final EIRs, a staff report dated October 6, 2022, and all written and oral testimony; and WHEREAS, a staff report, dated October 6, 2022 and incorporated herein by reference, described and analyzed the Project and related Draft and Final EIRs for the Planning Commission; and
WHEREAS, the Planning Commission adopted Resolution No. 13-22 recommending adoption of the Specific Plan; and
WHEREAS, the City Council adopted Resolution XXXX-22, dated October 25, 2022 and incorporated herein by reference, certifying the EIR (SCH# 2021010303) and adopting required CEQA findings regarding mitigations and alternatives, a Statement of Overriding Considerations and a Mitigation Monitoring and Reporting Program for the Station District Specific Plan, and all environmental impacts of the proposed amendments were addressed within the EIR.

NOW, THEREFORE, BE IT RESOLVED, that the foregoing recitals are true and correct and made a part of this resolution.

BE IT FURTHER RESOLVED that the City Council of the City of Union City hereby adopts the Station District Specific Plan (SP-22-001) and does hereby find as follows:

1. That the proposed Specific Plan is consistent with the 2040 General Plan, as amended.

City Council/RSA Agenda 116 Tuesday, October 25, 2022
City Council Resolution No. #__-22
Station District Specific Plan – SP-22-001

PASSED, APPROVED, AND ADOPTED by the City Council of the City of Union City at a regular meeting held on the 25th day of October 2022, by the following vote:

AYES:

NOES:

ABSENT:

ABSTAIN:

APPROVED:

CAROL DUTRA-VERNACI
Mayor
ATTESTED: APPROVED AS TO FORM:
_________________________ _________________________
ANNA M. BROWN KRISTOPHER J. KOKOTAYLO
City Clerk City Attorney
City Council/RSA Agenda 117 Tuesday, October 25, 2022

U N I O N
CITY

SPECIFIC PLAN
Prepared for
SEPTEMBER 2022
City Council/RSA Agenda 118 Tuesday, October 25, 2022
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City Council/RSA Agenda 119 Tuesday, October 25, 2022

U N I O N C I T Y

STATION DISTRICT

SPECIFIC PLAN
September 2022
City Council/RSA Agenda 120 Tuesday, October 25, 2022
ii | Table of Contents

UNION CITY STATION DISTRICT

ACKNOWLEDGMENTS

CITY COUNCIL
Carol Dutra-Vernaci, Mayor
Jaime Patiño, Vice-Mayor
Emily Duncan, Councilmember
Pat Gacoscos, Councilmember
Gary Singh, Councilmember

PLANNING COMMISSION
Harpal Mann, Chair
Lee Guio, Vice-Chair
Jo Ann Lew, Commissioner
Seyi Mclelland, Commissioner
Scott Sakakihara, Commissioner
Kevin Finnerty, Alternate Commissioner
Ed Mack Agbuyah, Alternate Commissioner
Raymond Gonzales, Jr., Former Commissioner
Jeanelle Singh, Former Commissioner

COMMUNITY ADVISORY COMMITTEE (CAC)
Jaime Patiño, Vice-Mayor, City Council Representative
Lee Guio, Vice-Chair, Planning Commission Representative Mark Lin, Member At-Large
Ignacio Romero, Member At-Large
Sweety Sharma, Member At-Large

CITY STAFF
Marilou Ayupan, Public Works Director
Farooq Azim, City Engineer
Andy Block, Environmental Programs Manager
Carmela Campbell, Economic & Community Development Director Mark Evanoff, Deputy City Manager
Derek Farmer, Planning Manager
Gloria Ortega, Economic Development Manager
Joan Malloy, City Manager
Jared Rinetti, Police Chief
Victor Dertling, Police Captain
Derrick Thomas, Division Chief of Operations, Fire Department Alex Mog, Deputy City Attorney
Aaron Welch, Station District Specific Plan Project Manager (Project Consultant)

CONSULTANTS
Dyett & Bhatia
ICF Consultants
Urban Field Studio
Fehr & Peers
Economic and Planning Systems
Bottomley Design and Planning
BKF Engineers
City Council/RSA Agenda 121 Tuesday, October 25, 2022
iii

UNION CITY STATION DISTRICT
Table of Contents |

TABLE OF CONTENTS
1 INTRODUCTION.............................................................................................................................................................................1

1.1 Project Purpose and Process.................................................................................................................................... 4

1.2 Location and Planning Area ...................................................................................................................................... 6

1.3 Related Plans and Regulations.................................................................................................................................. 6

1.4 Plan Organization ..................................................................................................................................................... 10 2 VISION AND PLANNING FRAMEWORK ..........................................................................................................................11

2.1 Vision ........................................................................................................................................................................ 12

2.2 Guiding Principles...................................................................................................................................................... 13

2.3 Subarea Framework................................................................................................................................................... 14 3 LAND USE..........................................................................................................................................................................................27

3.1 Existing Land Uses & Ownership .............................................................................................................................. 29

3.2 Station District Land Use Designations .................................................................................................................... 33

3.3 Housing Affordability ................................................................................................................................................ 37

3.4 Goals and Policies ..................................................................................................................................................... 39 4 URBAN DESIGN.............................................................................................................................................................................43

4.1 Block Pattern and Streetscape Design ..................................................................................................................... 44

4.2 Parks and Public Spaces........................................................................................................................................... 50

4.3 Site and Building Design............................................................................................................................................ 58

4.4 Wayfinding, Signage, and Public Art ......................................................................................................................... 63 City Council/RSA Agenda 122 Tuesday, October 25, 2022
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5 MOBILITY...........................................................................................................................................................................................65

5.1 Street Network and Planned Improvements............................................................................................................. 66

5.2 Pedestrian Connectivity ............................................................................................................................................ 76

5.3 Bicycle Connectivity .................................................................................................................................................. 81

5.4 Transit Network ......................................................................................................................................................... 86

5.5 Goods Movements .................................................................................................................................................... 90

5.6 Parking and Curb Management ................................................................................................................................ 92

5.7 Transportation Demand Management (TDM) .......................................................................................................... 96 6 PUBLIC FACILITIES, SERVICES, AND INFRASTRUCTURE....................................................................................99

6.1 Public Services .......................................................................................................................................................... 100

6.2 Water Supply.............................................................................................................................................................. 105

6.3 Natural Gas and Electricity........................................................................................................................................ 110

6.4 Solid Waste Management ......................................................................................................................................... 111

6.5 Telecommunications ................................................................................................................................................. 113 APPENDIX A. Station District Specific Plan Financing Strategy APPENDIX B. Union City Station East Residential/Mixed Use Project Specific Plan Amendment City Council/RSA Agenda 123 Tuesday, October 25, 2022
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LIST OF FIGURES
Figure 1-1: Citywide Context................................................................................................................................................. 3 Figure 1-2: Planning Area ..................................................................................................................................................... 7 Figure 2-1: Subareas ............................................................................................................................................................. 15 Figure 2-2: The Core Subarea............................................................................................................................................... 17 Figure 2-3: Station East Subarea.......................................................................................................................................... 19 Figure 2-4: Marketplace Subarea ......................................................................................................................................... 21 Figure 2-5: Gateway Subarea................................................................................................................................................ 23 Figure 2-6: Civic Center Subarea.......................................................................................................................................... 25 Figure 3-1: Existing Land Use ............................................................................................................................................... 30 Figure 3-2: Ownership........................................................................................................................................................... 32 Figure 3-3: Land Use Designations ...................................................................................................................................... 34 Figure 4-1: Block Pattern ...................................................................................................................................................... 45 Figure 4-2: Open Space Network ......................................................................................................................................... 46 Figure 4-3: Central Spine toward the Union City Intermodal Station .................................................................................. 47 Figure 4-4: Central Spine in the Marketplace Subarea ........................................................................................................ 48 Figure 4-5: Paseo.................................................................................................................................................................. 52 Figure 4-6: Special Design Consideration............................................................................................................................ 60 Figure 5-1: Existing and Proposed Circulation Network...................................................................................................... 67 Figure 5-2: Decoto Road Section ......................................................................................................................................... 71 Figure 5-3: Alvarado-Niles Road Section ............................................................................................................................. 71 City Council/RSA Agenda 124 Tuesday, October 25, 2022
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Figure 5-4: 7th Street Section (Bradford Way to Quarry Lakes Parkway)........................................................................... 72 Figure 5-5: 7th Street Section (Decoto Road to Bradford Way) .......................................................................................... 72 Figure 5-6: 11th Street Section............................................................................................................................................. 73 Figure 5-7: Primary Collector................................................................................................................................................ 73 Figure 5-8: Residential Collectors ........................................................................................................................................ 74 Figure 5-9: Minor Residential Street .................................................................................................................................... 74 Figure 5-10: Pedestrian Network.......................................................................................................................................... 77 Figure 5-11: Half Mile Walkshed ........................................................................................................................................... 80 Figure 5-12: Existing and Proposed Bicycle Network.......................................................................................................... 82 Figure 5-13 Transit Network ................................................................................................................................................. 87 Figure 5-14: Goods Movement Network .............................................................................................................................. 91 City Council/RSA Agenda 125 Tuesday, October 25, 2022
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LIST OF TABLES
Table 3-1: Development Standards - Residential LU Designations...................................................................................... 39 Table 3-2: Housing In-Lieu Fees........................................................................................................................................... 39 Table 5-1: Near Term and Mid-Term Improvements Anticipated along the Decoto Road Corridor.................................... 70 Table 5-2: Bikeway Classification......................................................................................................................................... 84 Table 5-3: Off-Street Vehicle Parking Requirements........................................................................................................... 93 Table 5-4: Bicycle Parking Requirements ............................................................................................................................ 95 Table 6-1: New Haven Unified School District Schools Serving the Planning Area............................................................ 100 Table 6-2: New Haven Unified School District Student Generation Rates .......................................................................... 101 City Council/RSA Agenda 126 Tuesday, October 25, 2022
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LIST OF CHARTS
Chart 3-1: Existing Land Uses .............................................................................................................................................. 29 Chart 3-2: Existing Ownership.............................................................................................................................................. 31 Chart 3-3: Station District Land Use Designations .............................................................................................................. 33 City Council/RSA Agenda 127 Tuesday, October 25, 2022
1 UNION CITY STATION DISTRICT
Introduction |

INTRODUCTION
1 1.1 Project Purpose and Process

1.2 Location and Planning Area

1.3 Related Plans and Regulations

1.4 Plan Organization
City Council/RSA Agenda 128 Tuesday, October 25, 2022
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The Station District Specific Plan area (Planning Area) covers approximately 471 acres. The Planning Area is anchored around the Union City Intermodal Station, which functions as a multi-modal transit hub connecting the services of Bay Area Rapid Transit (BART), Union City Transit (UC Transit), Alameda-Contra Costa Transit (AC Transit), and the Dumbarton Express. The hub will continue to grow with the planned extension of BART to Silicon Valley and connection to the Altamont Commuter Express (ACE) commuter rail, making Union City a transit-rich node with options for connectivity to the rest of the region. Figure 1-1 illustrates the location of the Planning area.

The Planning Area surrounding the Union City Intermodal Station represents one of the most significant opportunities for new transit-oriented development in the Bay Area, with a large amount of vacant and underutilized land on all sides of the Union City Intermodal Station.
1 INTRODUCTION
The Specific Plan envisions the Station District as a dynamic, diverse, transitoriented community where people live, work, and socialize. The Planning Area will include housing, jobs, shopping, entertainment, and civic uses integrated in a vibrant setting that creates a new heart for the Union City community.

New pedestrian-scale development, streets and pedestrian and bicycle paths will facilitate access to transit and movement within the area and improved streetscapes; and parks, plazas, and open spaces will foster a connected, livable setting. A new and extended “Central Spine” will connect the area on both sides of the BART Station, provide east-west pedestrian and bicycle access along an active central promenade and public space, and greatly expand access to the Intermodal Station and other adjacent destinations.

The Station District currently includes industrial, residential, retail, public facilities, and vacant land uses as described in Chapter 3: Land Use. The City also owns several parcels within the planning area and has entered into Exclusive Negotiating Agreements or Disposition and Development Agreements with developers to encourage the development of transit-oriented housing and office.

Union City Intermodal Station
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3 UNION CITY STATION DISTRICT
Introduction |
Fremont
BART
Union
City
BART
South Hayward
BART

ALAMEDA
COUNTY
Union City
Hayward
Fremont

UNION CITY BLVD

DECOTO RD

MISSION BLVD

ALVARADO BLVD

ALVARADO NILES RD
%&t(

WHIPPLE RD

DYER ST

WHIPPLE RD

CENTRAL AVE

DYER ST
H ST
E ST

NILES CANYON
RD
Casa
Verde
Park
Vetrans
Park
Arroyo
Park
Contempo
Park
Kennedy
Park
Sea Breeze
Park
Town
Estates
Park
Seven
Hills
Park
Accinelli
Park
Garcia
Park
William Cann
Memorial Park
San
Andreas
Park
Mariner
Park
Pioneer Park
Liberty Park
Dry Creek
Park
Alvarado
Park
Civic
Center
Park
0 1,400 2,800 4,200 5,600
Feet
Union City Station District Specific Plan
Union City City Limit
BART Station
BART
Southern Pacific Railroad
ACE
Freeway
Major Roads
Source: City of Union City, 2019; Alameda County GIS, 2019. gy
Figure 1-1: Citywide Context
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UNION CITY STATION DISTRICT

1.1 Project Purpose and Process

SPECIFIC PLAN PURPOSE
The Station District Specific Plan provides a vision and policy direction for new development, transportation connections, urban design, infrastructure, and public improvements for the Planning Area.

The Specific Plan is consistent with and builds upon the Union City General Plan (2040 GP), adopted in 2019, that establishes the Station District as a “Special Area.” Within the City of Union City, the Station District is a key infill area to fulfill the City’s vision for a transit-oriented district with higher intensity, mixed-use development that is complemented by walkable, engaging and attractive public spaces.

The Station District Specific Plan replaces the Decoto Industrial Park Study Area (DIPSA) Specific Plan (DIPSA Plan), which was initially adopted in 1994 and amended eight times between 1994 and 2006. While the Station District Specific Plan covers a similar area to the former DIPSA Plan, there are some differences, consistent with the framework provided by the 2040 General Plan. The Station District boundary excludes several of the now-developed lower-intensity residential areas that had been included in the DIPSA Plan (most of DIPSA subareas 1, 2a, 2b, and 6 were excluded), while adding the public and civic uses at the western edge of the Station District. The intent of these changes was to provide a vision for areas where future change is likely, while avoiding established residential areas where significant land use change is not envisioned. The DIPSA Specific Plan has been retired in its entirety with adoption of the Station District Specific Plan.

PLANNING PROCESS AND COMMUNITY ENGAGEMENT
The City began the planning process for the Union City Station District Plan in 2019. The Station District planning process included the following four phases:
• Priority Development Area (PDA) Profile. The planning team documented the existing conditions of the Priority Development Area, including the planning area context, demographic and socio-economic characteristics, transit/travel patterns and use, land use opportunity sites, key development constraints, and other known issue.
• Exploration of Planning Concepts and Alternatives. The planning team prepared and analyzed a series of alternative land use, transportation, design, and policy concepts for consideration by the community, stakeholders, City staff, and decision makers.
• Draft Specific Plan. The Draft Specific Plan was based on input from the community, stakeholders, and decision makers, including a public review, and it was accompanied by an Environmental Impact Report (EIR) which analyzed the environmental effects of the plan’s policies and development potential.
• Zoning Regulations and General Plan Amendments. The planning team prepared all necessary amendments at the time of Plan adoption to facilitate Plan implementation.

City Council/RSA Agenda 131 Tuesday, October 25, 2022
5 UNION CITY STATION DISTRICT
Introduction |

COMMUNITY ENGAGEMENT
Community engagement was integral to the development of the Station District Specific Plan. A multifaceted community engagement strategy sought participation and input from a broad cross-section of the community’s population and interests, and a Community Advisory Committee (CAC) was formed to act as “ambassadors” to further engage with community members and give meaningful feedback. Throughout the Specific Plan process, the planning team sought to identify key planning issues, establish a vision for the area, and consider different strategies and scenarios for the future. The community engagement process for the Union City Station District Plan included outreach on the vision and guiding principles, project draft concepts, draft specific plan and environmental review, and review by the decision makers.

Specific outreach methods included:
• Stakeholder interviews with property owners, neighbors and others interested in the area
• Meetings with the 5-person Community Advisory Committee • Community Meetings
• A project website (www.unioncity.org/SD)
• An Online Survey
• Planning Commission Study Sessions and Public Hearings • City Council Study Sessions and Public Hearings
Note: As respondent comments may have fallen into more than one category, total percentages exceed 100% Question 3: Which of the following Guiding Principles are important you (check all that apply)?
15%
12%
12%
Other
Public and green space
Safety
Community feedback from online survey
Project website
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1.2 Location and Planning Area

PLANNING AREA
As shown in Figure 1-2, major connections to the planning area include BART, Interstate 880, the Dumbarton and San Mateo Bridges.

The Station District Specific Plan area is approximately 471 acres in size and is anchored around the Union City Intermodal Station. There are opportunities for additional housing, office, retail, entertainment, public space, and civic and cultural uses throughout the Station District. The Intermodal Station functions as a multi-modal transit hub serving BART, UC Transit, AC Transit, and the Dumbarton Express with the future opportunity of direct connections to passenger rail including ACE, Capital Corridor and Dumbarton Rail.

1.3 Related Plans and Regulations
California Government Code (Section 65450) states that planning agencies may prepare specific plans for the systematic implementation of the general plan for all or part of the area covered by the general plan. A specific plan shall include a text and a diagram or diagrams which specify all of the following in detail:
• The distribution, location, and extent of the uses of land, including open space, within the area covered by the plan. This requirement is addressed in Chapter 2, Land Use.
• The proposed distribution, location, and extent and intensity of major components of public and private transportation, sewage, water, drainage, solid waste disposal, energy, and other essential facilities proposed to be located within the area covered by the plan and needed to support the land uses described in the plan. This requirement is addressed in Chapter 5, Mobility; and Chapter 7, Public Facilities, Services, and Infrastructure. • Standards and criteria by which development will proceed, and standards for the conservation, development, and utilization of natural resources, where applicable. This requirement is addressed in Chapter 4, Urban Design; and Chapter 6, Public Facilities, Services and Infrastructure. • A program of implementation measures including regulations, programs, capital improvements and implementation actions and financing measures is addressed in the Appendix: Station District Specific Plan Financing Strategy.

UNION CITY LONG RANGE PLANS (CITYWIDE)
General Plan UC2040
The 2040 GP, adopted December 10, 2019, presents a vision for the future of Union City as well as goals, policies, and implementation programs necessary to achieve that vision. It is the “blueprint” for future decisions and development, and provides guidance as to how other City ordinances, plans, and programs should be developed or updated. The General Plan envisions the Station District as an area with great potential to embody the City’s economic, land use, community design, mobility, and housing goals. The Plan identifies the Station District as a Special Area and includes several goals and policies pertaining specifically to land use and future development within this area.

The 2040 GP refers to the Planning Area as the Greater Station District. The Specific Plan redesignates this area as the “Station District.” The Station District has its roots in the Decoto Industrial Park Study Area (DIPSA) Specific Plan, which was originally adopted in 1995. The DIPSA Specific Plan provided a planning framework for much of the area as it redeveloped. The remaining areas in the DIPSA Specific Plan boundary targeted for redevelopment have been reconceived as the Station District through the General Plan Update.

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7 UNION CITY STATION DISTRICT
Introduction |
Union City
Fremont
Union City
Fremont
BART
Union City
Station
Arroyo
Park
Charles F.

Kennedy
Park
Skate
Park
East
Plaza
Library
City
Hall
James Logan
High School
Drigon
Dog Park
7Th St
11Th St
Cheeves Way
Zwissig Way
H St
Station Way
Meyers Dr
Union Square
Decoto Rd
Bradford Way
Berger Way
Galliano Way
Nidus Ct
Alvarado Niles Rd
Alvarado Niles Rd
Decoto Rd
Zwissig Way
11Th St
Quarry Lakes Dr
7Th St
Green St
DiamondTerrace
7Th St
Mission Blvd
Mission Blvd
Decoto Rd
H St
Alvarado Niles Rd
Niles Blvd
Future Quarry Lakes Parkway
Future Quarry Lakes Parkway
Royal Ann Dr
BART Rd
Union Square
11th St Extension
7th St Extension
Green Street
Bridge
!
0 250 500 750 1,000
Feet
Union City Station District
Union City City Limit
Planning Area Parcels
Parks
Union City BART Station
BART
Railroad
Source: City of Union City, 2019; Alameda County GIS, 2019.

Figure 1-2: Planning Area
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UNION CITY STATION DISTRICT
The 2040 GP envisions the Station District transforming into a world-class transit-oriented community with new retail, job centers, housing, and public amenities. The 2040 GP recognizes the area’s opportunity to link a diversity of land uses and transportation to support the Climate Action Plan goals of the City and State by locating a mix of high-density uses close to BART, bus, and commuter rail transit services. The 2040 GP provides the policy framework for the Station District Specific Plan.

The Specific Plan includes refinements and more detailed guidance for the Station District. In some cases, this necessitates minor General Plan amendments, which will occur along with adoption of the Station District Specific Plan.

Municipal Zoning Ordinance
The Union City Zoning Ordinance provides standards for development, including height restrictions, setbacks, parking regulations, allowed uses, and signage requirements, among others. These standards set the pattern and character of development. The Zoning Ordinance was amended as part of the process of adopting the Station District Specific Plan, to align with the Specific Plan vision.

Bicycle and Pedestrian Master Plan
Union City completed a comprehensive update of the Bicycle and Pedestrian Master Plan in early 2022. The updated Plan provides a planning framework for bicycle and pedestrian facilities and programs throughout the City, with a focus on better access to key destinations such as the Station District. The Plan also identifies high-priority bicycle and pedestrian connections along the City’s major arterial streets; addresses new modes of transportation such as motorized scooters and bike share programs; identifies proposed improvements in the off-street trail system; and prioritizes east-west bicycle and pedestrian connections across town. Since the Station District Specific Plan and the Bicycle and Pedestrian Master Plan were updated concurrently, planning staff worked to ensure alignment and consistency between the two Plans linking improvements in the Station District with other improvements to the citywide bicycle and pedestrian network.

East Plaza along 11th Street
City Council/RSA Agenda 135 Tuesday, October 25, 2022
9 UNION CITY STATION DISTRICT
Introduction |

REGIONAL PLANS
Plan Bay Area 2050 and Priority Development Areas
The Station District area is designated as a Priority Development Area (PDAs) in Plan Bay Area 2050. PDAs focus growth in existing communities along existing transportation networks. PDAs are locally nominated areas served by high quality transit and identified for high-density compact development. There are nearly 200 PDAs identified within Plan Bay Area 2050. Plan Bay Area 2050 is a 30-year state-mandated, integrated long-range transportation and land use plan prepared by the Metropolitan Transportation Commission (MTC) and the Association of Bay Area Governments (ABAG). The Plan’s thirty-five strategies comprise the heart of the plan to improve housing, the economy, transportation and the environment across the Bay Area’s nine counties. The Plan models a range of policy and investment strategies that support the success of focused growth strategies. The City received approval in 2020 to expand its PDA to mirror the boundaries of the Station District.

BART TOD Efforts: AB 2923, BART TOD Guidelines
Assembly Bill (AB) 2923, is State legislation that affects zoning requirements on existing BART-owned property within half a mile of their facilities. The City’s zoning standards within this area must meet the standards included in BART’s TOD Guidelines (2017). Development can be expedited with AB 2923’s development streamlining if it meets specific details such as: the project is at least 50% residential, a minimum of 20% of housing is affordable to low-income households, and height is within one story of the tallest approved height. The BART owned properties within Union City are designated as Urban Neighborhood City Center and are subject to the following requirements: 75 dwelling units per acre or higher, 4.2 Floor Area Ratio (FAR) or higher, a maximum vehicle parking of .5 spaces per unit or lower for residential and a maximum office vehicle parking ratio of 1.6 spaces per 1,000 square feet or lower with an allowance for shared or unbundled parking, and a minimum of 1 space per residential unit for minimum secure bike parking. A guidance document published by BART to clarify standards and inform implementation of AB 2923 was published in June 2020.

Other Relevant Plans
The plans listed below impact the mobility considerations in the Station District and are described in more detail in Chapter 5: Mobility. • Alameda Countywide Transportation Plan (adopted in 2020) • East Bay Greenway: Lake Merritt BART to South Hayward BART Project • Dumbarton Rail Corridor Project
• Dumbarton Corridor Improvement Project
• Capitol Corridor South Bay Connect
• Southern Alameda County Integrated Rail Analysis (SoCo Rail) Study ADOPTED | DECEMBER 10, 2019
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1.4 Plan Organization
The chapters in the Specific Plan report are organized as follows:

Chapter 1: Introduction describes the Station District and its regional setting, outlines the objectives of the Specific Plan and the planning process, describes related plans and regulations, and provides an overview of the report’s organization.

Chapter 2: Vision and Planning Framework discusses the overall vision for the Station District the guiding principles, and framework for the Planning Area.

Chapter 3: Land Use discusses existing land uses in the Station District, allowable development densities and intensities, property ownership information of the future or current property owners, major development projects in the Planning Area and its vicinity, and related plans and regulations.

Chapter 4: Urban Design examines the existing character of the Station District, including the scale and character of its blocks and buildings, as well as streetscape, connections, and barriers. The chapter also includes a description of the parks and public spaces.

Chapter 5: Mobility provides an overview of the Station District’s transportation system, including its pedestrian and bike network, and public transit accessibility.

Chapter 6: Public Facilities, Services, and Infrastructure describes the Station District’s water, wastewater, and stormwater infrastructure.

Appendix A: Station District Specific Plan Financing Plan outlines an infrastructure cost assessment, preliminary financing strategies for infrastructure and public improvements, and a phased implementation program.

Appendix B: Union City Station East Residential /Mixed Use Project Specific Plan Amendment contains standards for the Integral development project, which was approved by the Union City Planning Commission and City Council in 2021.

Avalon Union City Apartments
Trail south of the Marketplace subarea
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11 UNION CITY STATION DISTRICT
Vision and Planning Framework |

VISION AND

PLANNING

FRAMEWORK
2 2.1 Vision

2.2 Guiding Principles

2.3 Subarea Framework
City Council/RSA Agenda 138 Tuesday, October 25, 2022

VISION AND PLANNING

FRAMEWORK
12 | Vision and Planning Framework

UNION CITY STATION DISTRICT

2.1 Vision
The Vision for the Union City Station District Specific Plan is a dynamic, diverse, transit-oriented area, where people live, work, and socialize. Union City welcomes people of all ages, income levels, and backgrounds, and it’s this diversity that is key to the area’s vitality. The Station District will continue to meet the needs of its current and future residents and existing and future businesses.

The Station District is envisioned to accommodate a mix of uses including a range of housing options, a focus on employment generating uses, and opportunities to enhance retail uses. The Plan will also focus on a range of mobility options to decrease the reliance on the automobile. The Planning Area will be connected through a comprehensive network of trails, paseos, bikeways, and pedestrianfriendly streets and parks and public spaces. A range of community and public spaces, on both public and private land, throughout the Station District will provide a variety of activation opportunities.

East Plaza along 11th Street
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Vision and Planning Framework |

2.2 Guiding Principles
Guiding principles direct the overall strategy, policies, design, and investments in the Planning Area and are integrated into concepts for each subarea of the Specific Plan.

Promote a Vibrant, Mixed Use Community. Foster an integrated urban community with a diverse mix of residential, commercial, office, industrial, and civic uses for residents, workers, and visitors.

Create a Well Connected District. Extend the existing east-west central spine to link the Marketplace, Intermodal Station, the Core, and Station East, prioritizing pedestrian and bicycle connections. Create an interconnected network of streets, sidewalks, bicycle lanes, pathways, and multi-use trails that knit the district together and enable people to traverse the area easily and directly on foot or bicycle.

Promote a Network of Open Space Amenities. Establish a cohesive system of parks and plazas to enhance the area’s livability and provide open spaces within walking distance of residences and businesses, including linking greenways that enable active recreation.

Ensure High Quality Design. Promote building and landscape design that create a sense of place and reflect the district’s unique contemporary identity, with unified streetscapes, signage and urban design elements that foster identify, and a sense of place.

Promote Sustainability. Continue to promote green leadership in Union City by maintaining and expanding the Station District as a sustainable and healthy community with sustainable building and landscape design, sustainable water use and irrigation practices, and reduced energy use. Encourage outdoor and active living with more opportunities for healthy choices including walking and biking, readily available access to transit, housing in close proximity to workplaces, and access to parks, play spaces and open space for kids and families to enjoy.

Embrace Diversity. Accommodate the needs of people of diverse backgrounds, interests, and income levels, creating an inclusive, accessible, inviting, and safe place for all.

Support Housing Development and Provide a Variety of Housing Types.

Support a range of housing opportunities, including affordable housing, to address Union City’s housing needs and the State’s housing objectives for the area.

Ensure Long-Term Fiscal Sustainability. Provide a range of jobs, retail, and housing uses to ensure fiscal sustainability and support necessary infrastructure improvements.

Station Center Apartments along 11th Street
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14 | Vision and Planning Framework

UNION CITY STATION DISTRICT

2.3 Subarea Framework
The Specific Plan identifies five different subareas within the Station District:

The Core, Station East, The Marketplace, Gateway, and Civic Center (Figure 2-1). Each of these subareas represent a distinct area of the Specific Plan with a unique character, planning needs, and implementation strategies. An overview of the vision and goals for each subarea is provided below. Each subarea has an accompanying figure, which shows potential connections and open space locations. Actual locations of these features will be determined when an application is submitted for development or redevelopment of a site or when the City initiates a project. Other Plan chapters also include additional land use, design, and implementation guidance specific for individual subareas.

Union Flats Apartments along 11th Street
City Council/RSA Agenda 141 Tuesday, October 25, 2022
James Logan
High School
City Corp.

Yard
Union City
Fremont
Union City
Fremont
7Th St
11Th St
Cheeves Way
Zwissig Way
H St
Station Way
Meyers Dr
Union Square
Decoto Rd
Bradford Way
Berger Way
Galliano Way
Nidus Ct
Alvarado Niles Rd
Alvarado Niles Rd
Decoto Rd
Zwissig Way
11Th St
Quarry Lakes Dr
7Th St
Green St
7Th St
Union Square
Mission Blvd
Mission Blvd
Decoto Rd
H St
Alvarado Niles Rd
Niles Blvd
Future Quarry Lakes Parkway
Future Quarry
Lakes Parkway
Royal Ann Dr
7th St Extension
11th St Extension
Green Street
Bridge
!

STATION
EAST
CIVIC
CENTER

GATEWAY
THE

MARKETPLACE
THE
CORE
0 250 500 750 1,000
Feet
Union City Station District
Union City City Limit
Subareas
The Core
Station East
Gateway
The Marketplace
Civic Center
Union City BART Station
BART
Railroad
Source: City of Union City, 2019; Alameda County GIS, 2019. g
Subareas
Acres
Gross
Acres
Net
The Core 124 99
Station East 127 112
Gateway 67 60
The Marketplace 45 38
Civic Center 107 99
Totals 471 407
Figure 2-1: Subareas
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UNION CITY STATION DISTRICT

THE CORE
Goal: The Core Subarea is planned to be a major transit hub, business center, and residential community with a high intensity of uses, well connected to the rest of the city (see Figure 2-2).

Development projects within the Core Subarea are expected to be consistent with existing development including Union Flats, Station Center, Avalon Bay, and the Verandas. There are four City-owned blocks along 11th Street within The Core Subarea that are identified for high-density residential and office uses. A 443- unit multi-family residential development approved on Block 2 is anticipated to build out in the next few years. The City has entered into an Exclusive Negotiating Agreement for the three remaining vacant blocks.

The City-owned land known as the Restoration Site, between 11th Street and the BART/railroad tracks, is envisioned to include a flexible mix of residential and/ or office uses with the potential for ground floor retail uses. The Restoration Site consists of a mound rising approximately 22 feet above ground level that contains material (mostly slag, which is a byproduct of steel production) from the former Pacific States Steel Corporation (PSSC) site. The materials contained in the Restoration Site were “capped” with an engineered system of clay and other materials designed to prevent the infiltration of water into the slag and exposure of the hazardous materials. While the current developable area is approximately seven acres, there is opportunity to remove slag to facilitate the development of the full 16-acre site.

Development in the Core Subarea is expected to include new street and pedestrian improvements, new public spaces, improvements to existing public spaces such as the Plaza area, and public and private parking.

The Promenade connecting 11th Street to Cheeves Way
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17 UNION CITY STATION DISTRICT
Vision and Planning Framework |
0 250 500
Feet
750 1,000
Union City BART Station
BART
Union City Station District
Union City Limit
Allowed Land Use (General Plan)
Residential (3 - 6 du/ac)
Residential (6 - 10 du/ac)
Residential (10 - 17 du/ac)
Residential (17 - 30 du/ac)
Station Mixed Use Commercial
Station East Mixed Use
Commercial
Private Institutional
Civic Facility
Open Space
Marketplace Mixed Use
Corridor Mixed Use Commercia
Existing Streets
Potential Streets
Potential Non-Motorized Connections
Potential Open Space
Central Spine
Commercial
Future Quarry Lakes Parkway
Union City BART Station
BART
Union City Station District
Union City Limit
Land Uses
Station Mixed Use Commercial
Residential (10/17 du/ac)
Open Space
Existing Streets
Potential Streets
Potential Non-Motorized Connections
Potential Open Space
Central Spine
Commercial
Future Quarry Lakes Parkway
Union City BART Station
BART
Union City Station District
Union City Limit
owed Land Use (General Plan)
Residential (3 - 6 du/ac)
Residential (6 - 10 du/ac)
Residential (10 - 17 du/ac)
Residential (17 - 30 du/ac)
Station Mixed Use Commercial
Station East Mixed Use
Commercial
Private Institutional
Civic Facility
Open Space
Marketplace Mixed Use
Corridor Mixed Use Commercia
Existing Streets
Potential Streets
Potential Non-Motorized Connections
Potential Open Space
Central Spine
Commercial
Future Quarry Lakes Parkway
Avalon
Bay
Verandas
Station District
Plaza
Union Flats
Apartments
Future Office
City Owned
Future Residential
City Owned
Future Office/
Residential
City Owned
Future Office
City Owned
Future Office
City Owned
Office
Pacific
Terrace
Station
Center
Restoration
Site
11TH ST

CHEEVES WAY

GALLIANO WAY

BERGER WAY

DECOTO RD

DECOTO RD

UNION SQUARE

FUTURE QUARRY LAKES PARKWAY

IITH ST
Figure 2-2: The Core Subarea
City Council/RSA Agenda 144 Tuesday, October 25, 2022
18 | Vision and Planning Framework

UNION CITY STATION DISTRICT

STATION EAST
Goal: Station East Subarea is planned to be a vibrant hub of innovation.

The hub will include a significant cluster of technology and office uses and mixed-use housing options. New streets, bicycle/pedestrian facilities, plazas, parks, and greenways will foster a connected, urban environment that has direct access to the Intermodal Station and beyond (see Figure 2-3).

The portion of Station East Subarea closest to Decoto Road is identified for high density mixed use and residential uses. An approximate 1,000-unit development, which also includes approximately 30,000 square feet of ground-floor commercial and new public spaces and parks, was approved by the City Council in June 2021 in this Subarea. The project includes new roadway connections to Decoto Road and 7th Street and more pedestrian and bicycle facilities throughout.

The remaining Station East area is planned to include a range of employment uses, including office and research and development (R&D) uses, as well as public amenities, including plazas and recreational outdoor space, to serve the future population. The Subarea will include a network of new and expanded green spaces and pedestrian connections linking important destinations throughout the Station East Subarea and accessed through the “Central Spine” that extends west through the Core Subarea.

Appendix B contains standards created for the Integral development project when it was entitled in 2021. The project design standards in Appendix B only apply to the Integral development project, but are intended to be consistent with the Station District Specific Plan. However, in the case of any potential conflicts or inconsistencies, the Appendix B Union City Station East Residential /Mixed Use Project Specific Plan Amendment prevail.

Station East view looking east from the Core
City Council/RSA Agenda 145 Tuesday, October 25, 2022
19 UNION CITY STATION DISTRICT
Vision and Planning Framework |
0 250 500
Feet
750 1,000
Union City BART Station
BART
Union City Station District
Union City Limit
Station East Mixed Use Residential
Station East Employment
Civic Facility
Open Space
Existing Streets
Potential Streets
Potential Non-Motorized Connections
Potential Open Space
Central Spine - Existing
Central Spine - Potential
Commercial
Future Quarry Lakes Parkway
Land Uses
Union City BART Station
BART
Union City Station District
Union City Limit
Allowed Land Use (General Plan)
Residential (3 - 6 du/ac)
Residential (6 - 10 du/ac)
Residential (10 - 17 du/ac)
Residential (17 - 30 du/ac)
Station Mixed Use Commercial
Station East Mixed Use
Commercial
Private Institutional
Civic Facility
Open Space
Marketplace Mixed Use
Corridor Mixed Use Commercia
Existing Streets
Potential Streets
Potential Non-Motorized Connections
Potential Open Space
Central Spine
Commercial
Future Quarry Lakes Parkway
RT Station
on District
t
eneral Plan)
6 du/ac)
10 du/ac)
17 du/ac)
Residential (17 - 30 du/ac)
Station Mixed Use Commercial
Station East Mixed Use
Commercial
Private Institutional
Civic Facility
Open Space
Marketplace Mixed Use
Corridor Mixed Use Commercia
Existing Streets
Potential Streets
Potential Non-Motorized Connections
Potential Open Space
Central Spine
Commercial
Future Quarry Lakes Parkway
7TH ST
PG&E

DECOTO RD

BRADFORD WAY

ZWISSIG WAY

FUTURE QUARRY LAKES PARKWAY

ZWISSIG WAY
Linear greenway pedestrian
pathway along the existing
railroad line.

Figure 2-3: Station East Subarea
City Council/RSA Agenda 146 Tuesday, October 25, 2022
20 | Vision and Planning Framework

UNION CITY STATION DISTRICT

THE MARKETPLACE
The Marketplace is currently a popular shopping destination for residents that live on the east side of the City and has historically had very low vacancy rates. The City intends to retain the amount and diversity of retail and services that exist in the Marketplace area. At the same time, there may be opportunities to enhance and complement the Marketplace’s existing retail character with improved public spaces, active street frontage, and the introduction of residential and office uses in targeted locations over time.

To ensure that the Marketplace Subarea continues to serve the area’s retail and service needs, the Plan maintains the existing amount of commercial space, but anticipates commercial uses to be reconfigured as stand-alone retail or integrated into the ground floor of residential or office buildings. To accomplish this goal, parking garages will replace surface parking lots to provide space for new development. The vision for the area includes enhanced connections, public improvements, and open space oriented around an extension of the existing spine that connects to the Intermodal Station. The concept could also be extended to the Alameda Creek Trail along existing flood Control channels, building connections between the Marketplace Subarea and Intermodal Station to the west.

Goal: The Marketplace is anticipated to be a vibrant, walkable citywide destination with community-serving and specialty retail, dining, and entertainment uses, new streets, and plazas fostering a “downtown” feel, with a complementary mix of residential, office, and other uses (see Figure 2-4).

Entrance to the existing retail uses in the Marketplace Subarea City Council/RSA Agenda 147 Tuesday, October 25, 2022
21 UNION CITY STATION DISTRICT
Vision and Planning Framework |
0 250 500
Feet
Union City BART Station
BART
Union City Station District
Union City Limit
Marketplace Mixed Use
Existing Streets
Potential Streets
Potential Non-Motorized Connections
Potential Open Space
Central Spine - Existing
Central Spine - Potential
Commercial
Future Quarry Lakes Parkway
Existing Trails
Land UseLand Uses
Union City BART Station
BART
Union City Station District
Union City Limit
Allowed Land Use (General Plan)
Residential (3 - 6 du/ac)
Residential (6 - 10 du/ac)
Residential (10 - 17 du/ac)
Residential (17 - 30 du/ac)
Station Mixed Use Commercial
Station East Mixed Use
Commercial
Private Institutional
Civic Facility
Open Space
Marketplace Mixed Use
Corridor Mixed Use Commercia
Existing Streets
Potential Streets
Potential Non-Motorized Connections
Potential Open Space
Central Spine
Commercial
Future Quarry Lakes Parkway
Residential (17 - 30 du/ac)
Station Mixed Use Commercial
Station East Mixed Use
Commercial
Private Institutional
Civic Facility
Open Space
Marketplace Mixed Use
Corridor Mixed Use Commercia
Existing Streets
Potential Streets
Potential Non-Motorized Connections
Potential Open Space
Central Spine
Commercial
Future Quarry Lakes Parkway

UNION SQUARE

ALVARADO-NILES RD

EXISTING TRAIL

DECOTO RD
Figure 2-4: Marketplace Subarea
City Council/RSA Agenda 148 Tuesday, October 25, 2022
22 | Vision and Planning Framework

UNION CITY STATION DISTRICT

GATEWAY
Goal: The Gateway Subarea along the future Quarry Lakes Parkway will provide new gateway to Union City. The subarea includes a variety of housing opportunities integrated with open space, park amenities, and enhanced facilities for bicyclists and pedestrians, facilitated by future construction of the multimodal Quarry Lakes Parkway (see Figure 2-5).

The Gateway Subarea includes property owned by the City, some of which will serve as the site of the future Quarry Lakes Parkway. The Quarry Lakes Parkway is a planned four-lane local street parallel to Decoto Road that will connect north to Mission Boulevard and south to Paseo Padre Parkway. The Parkway will create a new way to access the Station District Area and the east side of the Union City Intermodal Station through a direct connection to 11th Street.

The parkway provides enhanced pedestrian and bicycle facilities including an on-street buffered bicycle lane (Class II) and an off-street shared-use path (Class I) parallel to the street for pedestrian and bicyclists. The Parkway is intended to provide a safe, unobstructed east-west connection for cyclists, pedestrians, vehicles and transit, providing an alternative to Decoto Road and an important link to the Union City Intermodal Station.

The Gateway Subarea envisions townhomes and apartments and mixed-use development east of Alvarado Niles Road. Duplexes may be considered to be appropriate if part of a larger development project which meets the City’s housing goals for the site. The City also supports an integrated “agrihood,” where housing and on-site community facilities are integrated with agricultural uses that could be public or private.

Future open space in the Gateway Subarea may be provided as stand-alone public space or could be developed in coordination with residential development.

Open space can include a range of scales, a variety of orientations, facility types, and programming options such as playgrounds, recreational open space including sports fields, and passive open space including ecological areas.

Providing pedestrian and bicycle connections to the adjacent Arroyo Park and Quarry Lakes Regional Recreation Area is a priority.

Old Alameda Creek in the Gateway Subarea
City Council/RSA Agenda 149 Tuesday, October 25, 2022
23 UNION CITY STATION DISTRICT
Vision and Planning Framework |

LAKES DR

FUTURE QUARRY LAKES PARKWAY

ALVARADO-NILES RD
QUARRY

QUARRY LAKES DR
0 250 500
Feet
Union City BART Station
BART
Union City Station District
Union City Limit
Residential (3-6 du/ac)
Residential (10-17 du/ac)
Residential (17-30 du/ac)
Corridor Mixed Use Commercial
Commercial
Civic Facility
Open Space
Existing Streets
Future Quarry Lakes Parkway & Quarry
Lakes Drive
Potential Non-Motorized Conections
Land UseLand Use
Union City BART Station
BART
Union City Station District
Union City Limit
Allowed Land Use (General Plan)
Residential (3 - 6 du/ac)
Residential (6 - 10 du/ac)
Residential (10 - 17 du/ac)
Residential (17 - 30 du/ac)
Station Mixed Use Commercial
Station East Mixed Use
Commercial
Private Institutional
Civic Facility
Open Space
Marketplace Mixed Use
Corridor Mixed Use Commercia
Existing Streets
Potential Streets
Potential Non-Motorized Connections
Potential Open Space
Central Spine
Commercial
Future Quarry Lakes Parkway
a
Existing Streets
Potential Streets
Potential Non-Motorized Connections
Potential Open Space
Central Spine
Commercial
Future Quarry Lakes Parkway
Arroyo Park
Figure 2-5: Gateway Subarea
City Council/RSA Agenda 150 Tuesday, October 25, 2022
24 | Vision and Planning Framework

UNION CITY STATION DISTRICT

CIVIC CENTER
Goal: In the Civic Center Subarea, civic uses are planned to be cohesively integrated with the larger Station District, with new pedestrian and bicycle connections, and potential long-term improvements to existing public facilities and amenities (see Figure 2-6).

Civic Center’s existing mix of land uses is envisioned to largely remain in place, as shown in the accompanying diagram. However, some potential improvements could be made to improve connections to the other Station District subareas, update civic facilities including Kennedy Park and the library, and install wayfinding signage and public art should grant or other funding becomes available.

James Logan High School, Center for the Performing Arts City Council/RSA Agenda 151 Tuesday, October 25, 2022
25 UNION CITY STATION DISTRICT
Vision and Planning Framework |
0 250 500
Feet
750 1,000
Union City BART Station
BART
Union City Station District
Union City Limit
Civic Facility
Private Institutional
Residential (17-30 du/ac)
Open Space
Existing Streets
Potential Non-Motorized Connections
Existing Trails
Land Use
Union City BART Station
BART
Union City Station District
Union City Limit
Allowed Land Use (General Plan)
Residential (3 - 6 du/ac)
Residential (6 - 10 du/ac)
Residential (10 - 17 du/ac)
Residential (17 - 30 du/ac)
Station Mixed Use Commercial
Station East Mixed Use
Commercial
Private Institutional
Civic Facility
Open Space
Marketplace Mixed Use
Corridor Mixed Use Commercia
Existing Streets
Potential Streets
Potential Non-Motorized Connections
Potential Open Space
Central Spine
Commercial
Future Quarry Lakes Parkway
(17 - 30 du/ac)
ed Use Commercial
Mixed Use
l
tutional
y
e Mixed Use
ixed Use Commercia
Existing Streets
Potential Streets
Potential Non-Motorized Connections
Potential Open Space
Central Spine
Commercial
Future Quarry Lakes Parkway
James Logan
High School
James Logan
High School
Union City
Library
City Hall
Nidus
Court
Apartments The Church
of Jesus
Christ of
Latter-day
Saints
Charles F.

Kennedy
Park
Parkside
Apartments

ALVARADO-NILES RD

DECOTO RD

MEYERS DR
H ST
Figure 2-6: Civic Center Subarea
City Council/RSA Agenda 152 Tuesday, October 25, 2022
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City Council/RSA Agenda 153 Tuesday, October 25, 2022
27 UNION CITY STATION DISTRICT
Land Use |
LAND
USE
3 3.1 Existing Land Uses & Ownership

3.2 Station District Land Use Designations

3.3 Housing Affordability

3.4 Goals and Policies
City Council/RSA Agenda 154 Tuesday, October 25, 2022
28 | Land Use

UNION CITY STATION DISTRICT
The Station District is envisioned to contain a range of land uses that vary in scale, character, and identity throughout its five subareas: The Core, Station East, The Marketplace, Civic Center, and Gateway.

The Specific Plan vision builds on the momentum of new and anticipated higherdensity housing and office uses in the Core, extending this to other parts of the District. In addition, the Core will include street-activating retail and service uses to create a vibrant atmosphere, especially along 11th Street and the Central Spine linking to the Union City Intermodal Station, Station East, and The Marketplace area beyond.

New higher intensity office and research & development uses are envisioned to create a regional-scale employment hub in a portion of Station East with the remaining area identified for a high-density residential neighborhood. The Marketplace area consists of four existing commercial developments located on the corner of Alvarado-Niles Road and Decoto Road and includes the Union Square Marketplace and El Mercado shopping centers. These shopping centers are popular destinations that fulfill local shopping needs and include restaurants that attract visitors from around the Bay Area. The vision for The Marketplace is to build on these attributes and encourage the area to evolve over time into a pedestrian-oriented, mixed-use district. The Gateway area will provide a variety of housing option and open space amenities. The City is also supportive of an integrated “agrihood,” where housing is integrated with agricultural uses, such as community gardens that could be public or private. Civic Center’s existing mix of land uses is envisioned to largely remain in place; however, there are opportunities to improve connectivity and the potential for improvements to public facilities and amenities.

All subareas are envisioned to provide a range of new and existing outdoor spaces including stand-alone parks and plazas, private building amenities, or public spaces integrated into new development sites. New streets, pedestrian 3 LAND USE
and bicycle facilities including the Central Spine, and public and open spaces are envisioned to link the various subareas.

This chapter provides the land use and development framework to guide the development of the Station District. It identifies allowed land uses and provides policy guidance for economic development, housing, and the desired mix of uses in the Station District. Some policies apply to the entire Station District, while others focus on a particular subarea.

Urban design strategies are included in Chapter 4. Detailed development regulations including permitted and conditional uses, and requirements for building height, bulk, massing, and site design are contained in the Union City Municipal Code, Title 18: Zoning.

The park at Civic Center
City Council/RSA Agenda 155 Tuesday, October 25, 2022
29 UNION CITY STATION DISTRICT
Land Use |

3.1 Existing Land Uses & Ownership
EXISTING (2021) LAND USES
The 471-acre Union City Station District, as shown in Figure 3-1 and Chart 3-1, is comprised of public, institutional and civic uses (30.8%); followed by industrial uses (12%), vacant land (9.6%), residential (9%), and commercial (7%). Chart 3-1 summarizes the relative acreage of existing land use and Figure 3-1 shows the distribution of existing land use throughout the Union City Station District.

Within the Union City Station District, public, institutional and civic land uses account for almost a third, or 30.8% of the land. This includes a variety of public facilities such as the Intermodal Station, City Hall, Union City Library, Logan High School, and the City’s Corporation Yard located in the Station East Subarea.

The Gateway area includes property owned by the City that will accommodate the planned Quarry Lakes Parkway and related infrastructure as well as a Class 1 Trail system. The remaining approximate 26-acre area is identified for residential development consistent with the City’s adopted Housing Element. The City must comply with the Surplus Lands Act to dispose of the 26-acre property and has issued a Notice of Availability as the first step in this process. Land sale proceeds will be used to fund transportation projects identified through the State Local Alternative Transportation Improvement Program (LATIP) process.

Residential land uses comprise 8.6% of the Planning Area, and consist of a combination of townhomes, condominiums, and multi-family dwellings. Newer developments, such as the Union Flats apartments, combine high-density residential with ground floor commercial uses including live/work spaces.

Commercial uses, including retail and office uses, account for 38.6 acres, or

8.2% of the land in the Station District Area. These are primarily concentrated in the Marketplace Subarea and include a variety of auto-oriented retail, restaurant and service uses.

Industrial land uses represent 12% or 56 acres of the Planning Area. The majority of this land is under private ownership and located within the Station East Subarea. These areas include warehousing, distribution, manufacturing, outdoor storage yards, and offices.

Parks and recreational open spaces account for 23 acres or 5% of the Station District and are widely distributed throughout the Planning Area. These spaces include a variety of parks and public plazas, including the Charles F. Kennedy Park, Drigon Dog Park, Arroyo Park, the Central Spine within The Core, referred to as the Promenade, and the Station District Plaza. These public spaces include features such as sports facilities, playgrounds and play equipment, and outdoor public seating.

Chart 3-1: Existing Land Uses
City Council/RSA Agenda 156 Tuesday, October 25, 2022
Union City
Fremont
Union City
Fremont
Arroyo
Park
Charles F.

Kennedy
Park Drigon
Dog Park
Skate
Park
East
Plaza
James Logan
High School
BART
Union City
Station
City
Hall
Library
7Th St
11Th St
Cheeves Way
Zwissig Way
H St
Station Way
Meyers Dr
Union Square
Decoto Rd
Bradford Way
Berger Way
Galliano Way
Nidus Ct
Alvarado Niles Rd
Alvarado Niles Rd
Decoto Rd
Zwissig Way
11Th St
Quarry Lakes Dr
7Th St
Green St
Diamond Terrace
7Th St
Union Square
Mission Blvd
Mission Blvd
Decoto Rd
H St
Alvarado Niles Rd
Niles Blvd
Future Quarry Lakes Parkway
BART Rd
Royal Ann Dr
7th St Extension
11th St Extension Future Quarry Lakes Parkway
Green Street
Bridge
!
0 250 500 750 1,000
Feet
Union City Station District
Union City City Limit
Townhomes/Condominiums
Multi Family Residential
Service Stations
General/Retail Commercial
Office
General Industrial
Public
Church
Schools/Educational Facilities
Parks & Recreation
Open Space/Flood Control Channel
Parking Lot
Vacant
Utilities
Union City BART Station
BART
Railroad
Source: Digiital Map Products, Union City, 2019; Assessor Roll 2018/2019, Alameda County Assessor, 2019.

Figure 3-1: Existing Land Use
Figure 3-1: Existing Land Use
City Council/RSA Agenda 157 Tuesday, October 25, 2022
31 UNION CITY STATION DISTRICT
Land Use |
There are also 45 acres of vacant land under a combination of public and private ownership. Some of these vacant parcels are the location of active development proposals or agreements, including transit-oriented housing and office. One of the largest vacant parcels in the Planning Area is the 16-acre Restoration Site, owned by the City of Union City and planned for future office and residential uses. The remaining 63 acres or 13.3% of the Planning Area is occupied by public streets and roads.

EXISTING OWNERSHIP
The land within the Station District is 53% publicly and 47% privately owned. As shown in Chart 3-2 and Figure 3-2, the majority of the public land in the Planning Area is owned by the City of Union City, followed by the New Haven Unified School District, and the San Francisco Bay Area Rapid Transit (“BART”). City-owned land includes public parks and plazas; civic facilities including City Hall and the Union City Library; surface parking lots within The Core that primarily serve residents and BART patrons; a number of vacant parcels including the Restoration Site, and sites planned for future office and residential uses in The Core; and the Gateway area identified for future housing and Quarry Lakes Parkway. Other publicly owned land includes the Intermodal Station and surface parking lots around the station owned by BART. The property owned by New Haven Unified School District is the 58.2 acre Logan High School campus.

Privately owned sites are predominantly concentrated in the Station East and Marketplace Subareas and include commercial and industrial uses. Land within Station East is owned by the City and a variety of private property owners. The City owns approximately 18 acres out of the 112 acres in Station East (approximately 15 percent) including the rights-of-way for the planned Quarry Lakes Parkway, the Union City Corporation Yard and Transit offices, and the Drigon Dog Park.

The largest private landowner in Station East is Integral Communities. Inc, which owns land in the vicinity of 7th Street, Decoto Road, and Bradford/Zwissig Way. Integral Communities received approval for development of 974 units and approximately 30,000 sq. ft. of ground-floor commercial uses in this area.

The majority of the land within the Marketplace (approximately 27 out of 38 acres) is privately owned, with the exception of the Alameda County Flood Control channel, which runs along the western edge of the subarea.

Chart 3-2: Existing Ownership
The Civic Center is predominantly publicly owned. There are two apartment complexes, including a 49-unit affordable housing development for seniors, and a religious facility. The area’s largely public and civic uses make significant future land use changes unlikely in the Civic Center.

Pacific Terrace, existing residential development
City Council/RSA Agenda 158 Tuesday, October 25, 2022
Union City
Fremont
Union City
Fremont
East
Plaza
Union
City
Station
Arroyo
Park
Skate
Park
City
Hall
Library
Charles F.

Kennedy
Park
Drigon
Dog Park
7Th St
11Th St
Cheeves Way
Zwissig Way
H St
Station Way
Meyers Dr
Union Square
Decoto Rd
Bradford Way
Berger Way
Galliano Way
Nidus Ct
Alvarado Niles Rd
Alvarado Niles Rd
Decoto Rd
Zwissig Way
11Th St
Quarry Lakes Dr
7Th St
Green St
7Th St
Mission Blvd
Mission Blvd
Decoto Rd
H St
Alvarado Niles Rd
Niles Blvd
Future Quarry Lakes Parkway
BART Rd
Union Square
Royal Ann Dr
Future Quarry Lakes Parkway
7th St Extension
11th St Extension
!
Green Street
Bridge
0 250 500 750 1,000
Feet
Union City Station District
Union City City Limit
Public Ownership
City of Union City
New Haven Unified School District
Alameda County Flood Control and
Water Conservation District
Alameda County Water District
San Francisco Bay Area Rapid Transit District
Private Ownership
Southern Pacific Railroad
Western Pacific Railroad
PG&E
Other Private
Union City BART Station
BART
Railroad
Source: Property Detail Report from GovClarity, Digital Map Products, 2019. Alameda County Assessor Roll Data 2018/2019; City of Union City GIS, 2019; Alameda County GIS, 2019.

Figure 3-2 Ownership
Figure 3-2: Ownership
City Council/RSA Agenda 159 Tuesday, October 25, 2022
33 UNION CITY STATION DISTRICT
Land Use |

3.2 Station District Land Use Designations
The Station District includes 11 land use classifications. These are shown in Figure 3-3. Chart 3-3 provides the acreages associated with each proposed land use designation. The key features of each land use designation and its role within the Station District are described below. Please see the General Plan for a full description of each land use designation. Associated zoning districts with more detailed development standards are found in the Municipal Code, Title 18, Zoning.

RESIDENTIAL – 3-6 DWELLING UNITS PER NET ACRE
The Residential (3-6 du per acre) covers 0.8 acres within Gateway Subarea.

This is the predominant residential development type in Union City. The allowed density range is 3 to 6 units per gross acre. The lot size range for this designation is 6,000 to 10,000 square feet.

This designation has an allowed density range of 3-6 units per net acre and allows single family detached homes and accessory dwelling units.

RESIDENTIAL – 10-17 DWELLING UNITS PER NET ACRE
The Residential (10-17 du per acre) covers 37.3 acres within the Core and Gateway Subareas. This land use designation is typically applied to transitional areas between higher intensity uses and lower density single family residential areas. This designation is applied to the Pacific Terrace residential development located along 11th Street and a portion of the currently vacant Gateway Subarea.

This designation has an allowed density range of 10-17 units per net acre and allows duplexes as well as multi-family dwellings.

RESIDENTIAL – 17-30 DWELLING UNITS PER NET ACRE
The Residential (17-30 du per acre) covers 16.5 acres within the Civic Center and Gateway Subareas. As well as serving as a transitional land use between single family and higher intensity non-residential areas, it is applied near major transportation routes, facilities, and core shopping areas where a mixture of higher intensity activities is desired. This designation is applied to three parcels, two of which consist of multi-family dwellings in the Civic District Subarea, and the third covering an undeveloped parcel within the Gateway Subarea.

This designation has an allowed density range of 17-30 units per net acre and allows multi-family dwellings.

Chart 3-3: Station District Land Use Designations
*The calculations are based on current parcels. The proposed land use designation acreages will contain new streets and rights-of-way.

City Council/RSA Agenda 160 Tuesday, October 25, 2022
Union City
Fremont
Union City
Fremont
BART
Union City
Station
Arroyo
Park
Charles F.

Kennedy
Park
Skate
Park
East
Plaza
Library
City
Hall
James Logan
High School
Drigon
Dog Park
7Th St
11Th St
Cheeves Way
Zwissig Way
H St
Station Way
Meyers Dr
Union Square
Decoto Rd
Bradford Way
Berger Way
Galliano Way
Nidus Ct
Alvarado Niles Rd
Alvarado Niles Rd
Decoto Rd
Zwissig Way
11Th St
7Th St
Green St
Diamond Terrace
Mission Blvd
Mission Blvd
Decoto Rd
H St
Alvarado Niles Rd
Niles Blvd
Royal Ann Dr
BART Rd
Union Square
11th St Extension
7th St Extension
Future Quarry Lakes Parkway
Future Quarry Lakes Parkway
0 250 500 750 1,000
Feet
Union City Station District
Union City City Limit
Union City BART Station
BART
Railroad
Landuse Designations
Residential – 3-6 Dwelling Units/Gross Acre
Residential – 10-17 Dwelling Units/Gross Acre
Residential – 17-30 Dwelling Units/Gross Acre
Station East Mixed Use Residential (SEMU-R)
Station Mixed Use Commercial (CSMU)
Station East Employment (SEE)
Marketplace Mixed Use (MMU)
Corridor Mixed Use Commercial (CMU)
Commercial (C)
Private Institutional (PI)
Civic Facility (CF)
Open Space (OS)
Source: City of Union City, 2019; Alameda County GIS, 2019.

Figure 3-3: Proposed Land Use Figure 3-3: Land Use Designations City Council/RSA Agenda 161 Tuesday, October 25, 2022
35 UNION CITY STATION DISTRICT
Land Use |

STATION EAST MIXED USE RESIDENTIAL (SEMU-R)
The Station East Mixed-use Residential designation covers 33.9 acres within the Station East Subarea. The designation establishes a high-density residential and commercial district which allows for multi-family residential uses and mixed-use residential uses that include ground floor commercial uses along the site’s major thoroughfares.

The district allows residential uses with a minimum density of 25 units per acre, a maximum density of 100 units per acre and an average density of no less 50 units per acre.

STATION MIXED USE COMMERCIAL (CSMU)
The Station Mixed-use Commercial (CSMU) designation covers 70.5 acres within the Core Subarea. The designation is intended to establish a new walkable town center distinguished by its visual prominence and high intensity development.

The CSMU designation allows a mix of high-intensity retail, office, hotels, residential uses, and public spaces in the vicinity of the Intermodal Station, creating an inviting place to live, work, shop, and play.

Though primarily commercial in nature, the designation allows high-density residential uses, ranging between 100 to 165 units per net acre in areas that will help promote and sustain commercial development. This designation has an allowed floor area ratio (FAR) up to 4.2.

STATION EAST EMPLOYMENT (SEE)
The Station East Employment (SEE) designation covers 54.7 acres within the Station East Subarea. The purpose of the designation is to establish a high-density research and development and office district which allows for commercial, office, lab and light manufacturing uses to create a campus setting.

Ground floor commercial uses, including retail and offices uses, are envisioned along the central spine. This designation is intended to take advantage of proximity to the Intermodal Station and facilitate Station East’s transformation into an urban mixed-use environment that promotes multi-modal mobility within and to surrounding communities. The allowed FAR for all uses is up to 3.0.

Union Flats
Interior courtyard at Union Flats
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MARKETPLACE MIXED USE (MMU)
The Marketplace Mixed Use (MMU) designation covers 35.8 acres within The Marketplace Subarea. The designation is primarily retail with a strip mall typology and large surface parking lots. The MMU designation allows a mix of high-intensity retail, office, hotels, residential uses, and public spaces creating an inviting place for locals and visitors. A central spine will connect the Marketplace to the Intermodal Station.

The designation allows high-density residential uses, ranging between 30 to 100 units per acre. The MMU designations has an allowable FAR of up to 3.0, inclusive of residential uses. The existing amount of retail would need to be maintained when adding residential uses to the area.

CORRIDOR MIXED USE COMMERCIAL (CMU)
The Corridor Mixed Use Commercial (CMU) designation covers 1.6 acres within the Gateway Subarea. This designation allows stand-alone commercial uses and residential uses that are vertically integrated with ground floor commercial.

The allowed FAR range for mixed-use buildings is between 0.5 and 1.50, and the allowed residential density range is 17-45 units per acre. The allowable FAR for stand-alone commercial is 0.3 to 1.00.

COMMERCIAL (C)
The Commercial (C) designation covers 0.7 acres within the Gateway Subarea.

This designation allows retail uses, personal services, professional offices, banks, restaurants, and entertainment uses. The allowed FAR range for buildings located in this designation is between 0.25 and 1.00. The minimum parcel size for this designation is 5,000 square feet.

PRIVATE INSTITUTIONAL (PI)
The Private Institutional (PI) designation covers 5.2 acres within the Civic Center and Gateway Subarea. Land uses allowed under this designation include but are not limited to religious facilities, private educational facilities, private nonprofit and service organizations, and continuing care retirement communities.

There is one site with this designation within the Civic Center Subarea that accommodates a religious facility.

CIVIC FACILITY (CF)
The Civic Facility (CF) designation covers 95.4 acres, or approximately one quarter of the Station District. It is applied to major public buildings and facilities that are owned by City, County or other public agencies, intended for public use.

These sites are located in several subareas. The public facilities located in this designation include the Police Department, City Hall, and Corporation Yard, Ruggieri Senior Center and Kennedy Youth Center, the Union City Library, James Logan High School, transit facilities and stations, and Fire Department Station

31. OPEN SPACE (OS)
The Open Space land use designation covers 41.6 acres. The designation includes passive and active recreation sites, as well as resource management areas, parkways, and flood control facilities including the ACFCD Line M channel.

Uses that would be appropriate in this land use designation include, but are not limited to, public parks, playgrounds, golf courses and driving ranges, vista areas, parkways, wetlands, wildlife habitats and outdoor nature laboratories; stormwater management facilities; and buffer zones separating urban development and ecologically sensitive resources.

East Plaza along 11th Street
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Land Use |

3.3 Housing Affordability

HOUSING PRODUCTION
One of the Station District’s principal objectives is to facilitate housing development, a critical factor in addressing the ongoing housing crisis in the Bay Area. The population within the Station District has increased at a faster rate than its surroundings, with an annual growth rate of 2.5% between 2010 and 2019. This is slightly higher than the annual growth rate of 0.8% in the Tri-City region (i.e., Union City, Newark, and Fremont) and 0.9% in Alameda County. In contrast, Union City as a whole has been growing at a more modest pace, with population increasing at 0.5% per year. Household growth rates in these areas exhibit a similar trend of residential expansion.

Union City and the Tri-City region are historically suburban housing markets characterized by a high proportion of single-family and owner-occupied homes.

About 75% of the Tri-City housing stock is composed of single-family units, compared to only about 60% in Alameda County as a whole. The Tri-City area also has a higher proportion of owner-occupied housing than the county overall.

All three cities consist of between 62% and 69% owner-occupied housing, while Alameda County housing is only 53% owner-occupied. The average price of a home in Union City is currently around $800,000, roughly consistent with the Countywide average.

Examining residential building permit data over the past 40 years reveals distinct construction cycles in Union City. Throughout the early 1980s, construction permits for multi-family and single-family housing were granted in roughly equal proportion, with the latter half of the decade seeing predominately multifamily construction. However, no multifamily residential building permits were issued in Union City throughout the 1990s. The City experienced a resurgence in multifamily construction in the 2000s before the Great Recession. Since the recession, residential building activity has been limited, with most construction being for multifamily residences.

Station Center Apartments
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AFFORDABILITY AND ANTI-DISPLACEMENT
The Station District has the potential to add approximately 4,000 new units with an increased population of approximately 9,400 residents. The new housing will accommodate existing Union City residents and welcome new residents. All new housing is anticipated to be built on vacant land or underutilized existing commercial and industrial land. Within the Station District, there is the potential for two single-family homes to be demolished to be replaced with multi-family housing. No other displacement or demolishing of residential uses is anticipated or encouraged. A diversity of housing typologies and ownership types are anticipated for the Station District that will provide housing for all income levels and household types.

Deed restricted affordable housing ensures the provision of housing for a wider range of income levels than affordability levels associated with a typical market rate project. Chapter 18.33 of the Municipal Code requires fifteen percent (15%) of the total number of dwelling units within a development to be deed restricted affordable units. See Table 3-1 or an overview of the affordability levels for both rental and ownership projects.

New housing within the Core subarea
The Station District contains only five of Union City’s 72 multifamily buildings, but about 1,300 of the City’s 4,300 multifamily units. On average, the existing Station District multifamily stock has been built at a far larger scale (266 units/ building) than within the city as a whole (59 units/ building) or county (15 units/ building). Not only are multifamily properties in the Station District larger than the City and county average, they have historically been able to command higher rents. Since 2000, multifamily rents in the Station District have averaged 12% higher than rents in Union City overall and 15% higher than rents across Alameda County.

The rent premiums seen in the Station District’s multifamily units are likely attributable to the recency of their construction as well as their proximity to transit. Multifamily vacancy rates in the Station District have historically averaged a full percent higher than in the City and county; however, the area has remained attractive to transit-oriented developers. Newer developments within the Core achieved optimal absorption within a year of construction. These projects include the Station Center apartments consisting of 157 affordable units, Union Flats with 243 units and Avalon Bay with 438 units.

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Land Use |
Income Level
Rental Units
Distribution of
Affordable Units
Required to Be Built
Owner Units
Distribution of
Affordable Units
Required to Be Built
Very Low Income 30% Not Applicable
Low Income 70% 10%
Moderate Income—81 to 100% Not Applicable 30%
Moderate Income—101 to 120% Not Applicable 60%
Table 3-1: Development Standards - Residential LU Designations Chapter 18.33 also allows for payment of a Housing In-lieu fee to satisfy some or all of a project’s affordable housing obligation subject to approval by the City Council. See Table 3-2 for an overview of the Housing In-lieu fee for both small (six units or less) and large projects (seven units or more). Any funds collected are deposited into the City’s Housing In-Lieu Fund. These funds are used to provide or assure continued provision of affordable housing in the City through acquisition, construction, development assistance, rehabilitation, financing, or other methods, and for costs of administering these programs.

Housing In-Lieu Fees
Small Project In-Lieu Fee
(six units or less)
Base fee of $24,000 per unit in the Residential Development.

All units within the Residential Development with Habitable Space exceeding 1,000 square feet, shall pay an additional fee of $8 per square foot for all square footage of Habitable Space in excess of 1,000 square feet.

Large Project Optional
In-Lieu Fee (seven units
or more)
$27 per square foot of all Habitable Space within the
Residential Development.

Table 3-2: Housing In-Lieu Fees

3.4 Goals and Policies
The following goals and policies address the overall land use program for the Station District. The goals and policies are intended to advance the Plan’s overall objectives and vision for the Station District.

GOALS
G-LU-1 Variety of Land Uses. Enhance the Station District as a mixed-use area with a variety of housing types, employment generating uses and commercial uses including retail,
restaurants, and services.

G-LU-2 Multi-family Housing. Provide a diverse range of multifamily housing opportunities.

G-LU-3 Walkable Destination. Create a compact, walkable, pedestrian oriented District with connections to transit.

POLICIES
P-LU-1 Housing for All Income Levels. Promote new residential development to provide housing for all income levels, with emphasis on affordable housing for low, very low, and extremely low incomes.

P-LU-2 Implement Affordable Housing Programs. Continue to implement affordable housing programs as outlined in the most recently adopted Housing Element including but not limited to programs related to supporting, preserving and promoting affordable housing development and rehabilitation.

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P-LU-3 Range of Unit Sizes. Promote inclusion of a wide range of unit sizes, ranging from studio apartments to three-or four-bedroom units, in new development, in order to accommodate various household sizes.

P-LU-4 Mix of For Sale and Rental. Encourage a mix of for sale and rental housing units in the Station District.

P-LU-5 Diverse Housing Types. Promote a diverse range of housing types to accommodate a variety of household types.

P-LU-6 Supportive Housing Amenities. Facilitate opportunities to incorporate innovative design and program features into affordable housing developments, such as on-site health and human services, community gardens, car-sharing, and bike facilities. Support the development of projects that serve homeless and special needs populations.

P-LU-7 Affordable Housing Ordinance. Continue to facilitate the development of affordable units through the enforcement of inclusionary requirements, the payment of in-lieu fees, or a combination of the two.

P-LU-8 Eviction & Harassment Protections Ordinance. Continue to regulate residential rental units to ensure that landlords do not terminate a lease without a specific reason or engage in specific harassment activity.

P-LU-9 Rent Review Ordinance. Continue to provide a mediation process between landlords and tenants for qualifying rent increases.

P-LU-10 Affordability by Design. Encourage affordability by design through the promotion of small and efficient units, as well as reduced parking space requirements where a development is well-served by transit.

P-LU-11 Areas At-Risk of Displacement. Regularly monitor data to identify areas at-risk of displacement, including changes in the share of lower-income households, average rent and home sales prices, supply of affordable units, and evictions in the Station District. Target programs and resources to at-risk areas.

P-LU-12 Facilitate Development of Employment Generating Use.

Cultivate the Station District’s identity as a local and regional jobs center by partnering with major employers to develop employment uses and facilitating the development of employee and/or workforce housing in the Station District.

The Core
P-LU-13 Mix of Uses. Allow for a mix of uses to support a healthy jobs/ housing balance and provide for both a day and nighttime population within the area.

P-LU-14 Integrate New Development. Ensure land use patterns and design of new development projects are compatible with recent developments, such as Union Flats and Station Center, in terms of scale and massing.

P-LU-15 Community Gathering Spaces. Ensure the provision and programming of community gathering spaces.

P-LU-16 Public Spaces. Maintain and enhance park and plaza spaces to meet the needs of the surrounding residents and employees.

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Land Use |
Station East
P-LU-17 Station East Target Land Use Mix. Station East shall be developed primarily as an employment center with the following land use targets: 65 percent of the area dedicated to employment uses (e.g., office, research and development, advanced
manufacturing) and 35 percent high-density residential uses including residential mixed-use developments with ground floor commercial along the City’s major thoroughfares.

P-LU-18 New Connections. Work with developers to provide a robust circulation system for all users including the provision of new streets with bicycle facilities and wide sidewalks, paseos, trails, including greenways where appropriate, and a pedestrian/bicycle connection over the Niles Subdivision to help foster connections, open spaces, and direct access to the Intermodal Station.

P-LU-19 Green Spaces. Encourage the development of a network of new and expanded park, plaza and open spaces throughout the Station East area.

P-LU-20 New Employment Generating Uses. Promote significant new employment generating uses within the area generally bounded by 7th Street, Bradford Way / Zwissig Way and the Niles subdivision.

Encourage the investment in office uses that contribute to the existing business mix in order to establish a diversified and expanded employment base and to increase the daytime population, that will help to support businesses in the Core and the Marketplace Subareas.
• Attract leading edge industries that provide good quality jobs with potential for career advancement.
• Ensure that new industrial and commercial buildings are welldesigned with respect to architecture and finishes; provide amenities for employees and visitors, include pedestrian-friendly streetscape improvements and thoughtfully designed public spaces. Site and building design shall minimize impacts, including but limited to, noise, odors, traffic and aesthetics, on any surrounding residential uses.
• Allow for existing, legal conforming and nonconforming industrial uses to remain consistent with applicable Zoning Ordinance provisions or recorded development agreements.

The Marketplace
P-LU-21 Walkable Destination. Create a vibrant, walkable destination with community-serving and specialty-retail, dining, and entertainment uses, new streets, and plazas with a complementary mix of residential, office, and other uses.

P-LU-22 Retail Retention. There shall be no greater than 15% net loss of total commercial space in any future redevelopment in the Marketplace Subarea, with a focus on retaining retail anchors such as grocery stores and drugstores.

P-LU-23 Mix of Uses. Ensure that new development contributes to a vibrant, walkable, mixed use area, which supports the following:
• A mix of small, local commercial businesses and large anchor stores, which, in part, meet the needs of local residents; • Development of an indoor Public Market, which supports a variety of commercial uses and provides an opportunity for smaller, artisan businesses;
• Residential and office uses occupying buildings above the ground floor;
• Parking accommodated in a more innovative way (e.g. parking structures, smaller parking lots distributed through the area); • Buildings designed to create a pedestrian-scale and ambiance suitable for walking.

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Gateway
P-LU-24 Residential Development. The City shall facilitate the sale and development of the portion of the lands, formerly owned by Caltrans, identified for residential uses.

P-LU-25 Mix of Housing Types. Support a mix of housing types including an “agrihood” concept, where housing and on-site community facilities are integrated with agricultural uses, such as community gardens, that could be public or private.

P-LU-26 Non-residential Uses. Allow for the area east of Alvarado-Niles Road to include mixed-use residential and commercial uses.

P-LU-27 Open Space Amenities. New development shall provide both passive and active recreation areas and other open space opportunities as well as enhanced facilities for bicyclists and pedestrians.

P-LU-28 Quarry Lakes Parkway. The City shall facilitate construction of the Quarry Lakes Parkway and associated bicycle and pedestrian trails.

Civic Center
P-LU-29 Focus on Improved Connections. Encourage existing civic uses to become more cohesively integrated with the greater Station District, with new pedestrian and bicycle connections.

P-LU-30 Public Facilities. Seek funding to enhance existing public open spaces and facilities.

City Trail
City Council/RSA Agenda 169 Tuesday, October 25, 2022
URBAN
DESIGN
4 4.1 Block Pattern and Streetscape Design

4.2 Parks and Public Spaces

4.3 Site and Building Design

4.4 Wayfinding, Signage, and Public Art
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The Station District’s buildings, public spaces, and streets are the setting of a collective experience of the area. The urban design principles included in this chapter support an inclusive, welcoming, urban, and vibrant district by facilitating a variety of activities and uses. The guidelines in this Chapter seek to foster a connected, pedestrian-oriented, sustainable place, with high quality building and public realm design.

This Chapter outlines goals and policies related to four elements of urban design:
block pattern and streetscape design, parks and open spaces, site and building design, and wayfinding signage and public art. These goals and policies build upon the vision described in previous chapters and should be used as guidelines for new development in the Station District.

Several new zoning districts accompany the Station District Specific Plan, which can be found in the Zoning Ordinance. The Zoning Ordinance should be referred to for detailed land use requirements and building development standards. .

4.1 Block Pattern and Streetscape Design
Creating a livable environment that is walkable is the basis for the scale of block sizes, lot patterns and streetscape design. The streetscape is a central part of the experience of the area, which is why high-quality design, neighborhoodidentifying elements, and pedestrian safety and security are top priorities.

Features such as pedestrian-scaled street lighting, enhanced crosswalks, sidewalk furniture, wayfinding signage, special event banners, and public art make up the streetscape within the right-of-way. The experience of the streetscape and district is framed by the buildings that line the streets and activated by the design of ground floor frontages and public spaces.

Figure 4-1 shows existing and potential multimodal connections throughout the Plan Area, and the block pattern that would result. Figure 4-2 shows potential locations for open space. The exact location, number, and design of any potential future connections and open spaces would be determined at a later date during project entitlement and development. Both the block pattern and open space network build upon existing connections by adding new connections.

The open space network is connected with a network of pedestrian and bicycle pathways that include the Central Spine, trails, and paseos. The pedestrian and bicycle network connects the Marketplace, the Intermodal Station, the Core, and Station East. A section of the Central Spine near the Intermodal Station, Figure 4-3, shows how ground level commercial uses are located next to a generous sidewalk that allows for outdoor dining, landscaping, and many pedestrian and bicycle amenities. Figure 4-4 illustrates the Central Spine in the Marketplace Subarea which fronts a new park. More details on the Central Spine can be found in Chapter 5: Mobility.
4 URBAN DESIGN
City Council/RSA Agenda 171 Tuesday, October 25, 2022
Union City
Fremont
Union City
Fremont
BART
Union City
Station
Arroyo
Park
Charles F.

Kennedy
Park
Skate
Park
East
Plaza
Library
City
Hall
James Logan
High School
Drigon
Dog Park
7Th St
11Th St
Cheeves Way
Zwissig Way
H St
Station Way
Meyers Dr
Union Square
Decoto Rd
Bradford Way
Berger Way
Galliano Way
Nidus Ct
Alvarado Niles Rd
Alvarado Niles Rd
Decoto Rd
Zwissig Way
11Th St
7Th St
Green St
Diamond Terrace
Mission Blvd
Mission Blvd
Decoto Rd
H St
Alvarado Niles Rd
Niles Blvd
Royal Ann Dr
BART Rd
Union Square
11th St Extension
7th St Extension
Future Quarry
Lakes Parkway
M St
8th St
9th St
L St
L St
K St
THE

GATEWAY

STATION
EAST
THE
CORE
CIVIC
CENTER
THE

MARKETPLACE
Future Quarry Lakes ParkwayFuture Quarry Lakes Parkway
New Quarry Lakes Dr
0 250 500 750 1,000
Feet
Union City Station District
Union City City Limit
Planned Connections
Potential Connections
Existing Roads
Shared-Use Path (Class I)
Proposed Shared-Used Path (Class I)
Existing Parks
Union City BART Station
BART
Railroad
Source: City of Union City, 2019; Alameda County GIS, 2019.

Figure 4-1: Block Pattern
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46 | Urban Design Urban Design | 46
Union City
Fremont
Union City
Fremont
BART
Union City
Station
Arroyo
Park
Charles F.

Kennedy
Park
Skate
Park
East
Plaza
Library
City
Hall
James Logan
High School
Drigon
Dog Park
1/2 Mile Radius
1/4 Mile Radius
3/4
Mile
Radius
7Th St
11Th St
Cheeves Way
Zwissig Way
H St
Station Way
Meyers Dr
Union Square
Decoto Rd
Bradford Way
Berger Way
Galliano Way
Nidus Ct
Alvarado Niles Rd
Alvarado Niles Rd
Decoto Rd
Zwissig Way
11Th St
7Th St
Green St
Diamond Terrace
Mission Blvd
Mission Blvd
Decoto Rd
H St
Alvarado Niles Rd
Niles Blvd
Royal Ann Dr
BART Rd
Union Square
11th St Extension
7th St Extension
Future Quarry Lakes Parkway
Future Quarry
Lakes Parkway
M St
8th St
9th St
L St
L St
K St
0 250 500 750 1,000
Feet
Union City Station District
Union City City Limit
Planned Paseos
Potential Paseos
Existing/Planned Trails
Potential Parks, Plazas, or Open Space
Central Spine - Existing
Central Spine - Potential
Future Quarry Lakes Parkway+
Realigned Quarry Lakes Drive
Park/Open Space
Bioretention/Potential Park/Open Space
Union City BART Station
BART
Railroad
Source: City of Union City, 2019; Alameda County GIS, 2019.

Figure 4-2: Open Space Network
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Urban Design |
Figure 4-3: Central Spine toward the Union City Intermodal Station Sidewalk Bike Lane Buffer Parking Lane Travel Lane Travel Lane Parking Lane Buffer Bike Lane Sidewalk City Council/RSA Agenda 174 Tuesday, October 25, 2022
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Figure 4-4: Central Spine in the Marketplace Subarea
Sidewalk Parking Lane Travel Lane / Bike Lane Travel Lane / Bike Lane Parking Lane Sidewalk City Council/RSA Agenda 175 Tuesday, October 25, 2022
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Urban Design |
GOALS
G-UD-1 Unified Streetscape. Establish a unified streetscape image for the Station District.

G-UD-2 Pedestrian Orientation. Support the development of a safer and more aesthetically pleasing pedestrian realm while preserving automobile capacity and access through pedestrian-oriented design features such as wider sidewalks and bulb-outs that incorporate street trees and clean water features. Design streets to be pedestrian-oriented and scaled, with ample landscaping. Provide tree wells that are consistent with City standards.

POLICIES
P-UD-1 Block Pattern and New Streets. When new development occurs, provide new motorized and non-motorized connections to create smaller blocks.

P-UD-2 Street/Sidewalk Lighting. Standard street lighting and pedestrian-oriented lighting is required along all street frontages and within publicly accessible areas to ensure safety and usability at night. Lighting shall be directed down with fully shielded fixtures. Fixture model shall be per City of Union City specification.

P-UD-3 Adjacent Parcel Frontage. Along project frontages, new development shall provide landscaping and continuous public spaces. Include consistent landscaping, curbside planting areas, street trees, lighting, benches and trash receptacles and other elements as determined by the City to establish a cohesive and continuous character.

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4.2 Parks and Public Spaces
The Planning Area is envisioned to include a network of new parks, plazas, paseos, and pedestrian-oriented streets to facilitate a robust public realm. The Open Space Network depicted in Figure 4-2 identifies desired locations for public parks, plazas, paseos and trails. New parks and plazas build upon the existing public open space network to enhance the area’s livability and provide a cohesive open space system within walking access of new homes. Greenways, in the form of pedestrian-oriented and accessible paseos and streets, enable active recreation and connect destinations.

PARKLAND NEED AND DEDICATION REQUIREMENTS
The 2040 General Plan states that new developments in the Station District Specific Plan (SDSP) area will contribute their fair share towards the development of parkland. Public Parks may be constructed by residential developers on private property that is made publicly accessible or on land dedicated to the City for park purposes.

The Union City Municipal Code (Chapter 17.30) requires for-sale housing to provide three acres of parkland per 1,000 new residents and/or pay an equivalent in-lieu fee. The population estimate is determined by using a projected persons per household number based on the criteria listed in section 17.30.045 of the Municipal Code, which stipulates a 2.5 persons per household number for higher density housing. The requirement for parkland dedication in the Station District is higher due to the reduction in the amount of private open space required for new development. In addition, the Station District will accommodate higher density development than other areas of the City resulting in a greater demand for public open space. New rental housing is not subject to the parkland dedication/in-lieu fee requirements of Chapter 17.30 but is required to pay the City’s current Park Facilities fees, which are addressed in Chapter 18.105 of the Municipal Code.

New and enhanced streets and streetscapes, paseos, plazas, and public art all are key elements to creating an attractive and inviting public realm. The City also allows plazas, civic spaces, and other gathering spaces to be part of a project’s contribution to meet parkland requirements. Recreational pathways may also be considered. These elements contribute significantly to the quality of life of local residents, employees, and business patrons, and are fundamental to the overall strategy of creating a transit-oriented district that has high levels of pedestrian comfort, convenience, and security.

Park maintenance is primarily paid for by two sources of funds: the Landscaping and Lighting District parcel assessment, which is an assessment levied on all parcels in the city, and the Community Facilities District parcel assessment, which only applies to development that has occurred since 2006.

PUBLIC PARKS
Public parks are part of the Open Space Network, shown in Figure 4-2, and are expected to contain landscaped areas and neighborhood-serving amenities.

Specific size and location of public parks will be determined when an application is submitted for development or when the City initiates a project. Public parks should be designed to serve residents of all ages and offer active and passive recreational amenities that encourage community interaction. Public parks also include a network of paseos and linear parks, which serve as active recreation corridors for walkers, runners, and cyclists. It is important that the Open Space Network be designed to be safe, secure, and well-maintained to make them as enjoyable as possible. Public art is also encouraged to be a core feature of public parks in defining the district character and reflecting community values and identity.

The goals and policies for public parks include future enhancements to the existing parks and new parks identified through a community engagement process. Enhancements to Charles F. Kennedy Park (within the Civic Center Subarea) and the addition of new neighborhood parks and plazas proposed throughout the Station District will help to increase access to Open Spaces within Station District neighborhoods.

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Urban Design |
PASEOS
Paseos function both as connectors for pedestrians and cyclists throughout the district and a linear park for the adjacent community to gather. Paseo locations are shown in Figure 4-2: Open Space Network. A well-designed paseo enhances the livability of neighborhoods with walkways, bicycle paths, seating, and landscaped areas for social interaction. Exercise equipment, playground equipment, and public art are also features that encourage active use of the site and provide customization for neighborhood identity. An illustrated, sectional view is provided in Figure 4-5 to show how passageways, landscaping, trees, and entryways can be designed to activate a paseo. Paseos add vegetated natural open spaces to neighborhoods and enhance the experience of the neighborhood both inside buildings and outside.

PLAZAS
Plazas are another way for projects to provide publicly accessible open space.

Plazas serve as the “urban living room” for the general public to socialize informally. These smaller open spaces concentrate the activity for community residents, nearby workers, and visitors to create an active node. The location of potential plazas shown in Figure 4-2 incorporate gathering spaces around the commercial areas in the Planning Area. The plan includes a plaza along 8th Street near Decoto Road adjacent to future commercial areas.

Plazas should be designed to be engaging and surrounded by active uses.

The design should provide flexibility for occasional neighborhood events, comfortable seating, and landscaped areas to create a comfortable environment that supports informal gathering. Page 53 illustrates a vision for the retail plaza in the Station East Subarea as an example of good plaza design.

Existing Charles F. Kennedy Park
Existing Paseo through the Core Subarea
Pyramid Play structure in the Core
Subarea along 11th Street
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Paseo 12-23-2020
Bottomley Associates
Urban Design & City Planning
Figure 4-5: Paseo
City Council/RSA Agenda 179 Tuesday, October 25, 2022
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Urban Design |URBAN
ARENA

STATION EAST
UNION CITY | CA
INTEGRAL COMMUNITIES | 20-009
DATE 02 | 03 | 21 RETAIL PLAZA “TWIST PLAZA” | L2
Retail Plaza Concept in the Station East Subarea Produced by Urban Arena City Council/RSA Agenda 180 Tuesday, October 25, 2022
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UNION CITY STATION DISTRICT

PEDESTRIAN FRIENDLY DESIGN
Walking is the first step in transit use, and street design is a key part of the walking experience. The route between destinations is expected to be pleasant and attractive to encourage walking. Streetscape features such as minimum sidewalk widths, pedestrian-oriented lighting, and continuous street trees provide a pedestrian-friendly setting within the right-of-way. In addition, the Station District Plan uses goals, standards, and design guidelines for land use, open space, and buildings to define an active ground floor environment that supports active uses and provides convenient access for pedestrians. This is achieved by limiting the lengths of blocks, providing additional circulation through blocks, requiring street-oriented buildings and active first floor uses.

ACCESSIBLE DESIGN
The design of the open space network to be accessible to people with disabilities, the elderly, and a range of different socioeconomic groups is a high priority.

The design of barrier free environments and auto-free mobility applies to public open spaces, transit, and the paths of travel between transit and surrounding residential, commercial and workplaces. Universal design is expected to be fully integrated into housing, office, and commercial space design to improve the quality of life for all users. Improved access is a benefit to all. The policies below address accessibility needs for public and private spaces and facilities to go beyond the basic requirements associated with the Americans with Disabilities Act. The policies for accessible design are located throughout the plan. In summary, they include clear lines of sight for seated or standing users in outdoor spaces, architectural design that incorporates aesthetically pleasing ramp entrances to first floor spaces, generous dimensions for transit facilities, and a comprehensive approach to wayfinding.

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55 UNION CITY STATION DISTRICT
Urban Design |
GOALS
G-UD-3 Public Gathering Places. Provide an integrated park, recreation, and open space system that serves recreation, exercise, community gathering, and special events.

Well-designed public gathering places support social
connections within the community and provide a place for the general enjoyment of the outdoors.

G-UD-4 Public Private Partnerships. Explore options for public private partnerships and/or community benefits
agreements to provide more opportunities for public space, plazas, community art, and programming.

POLICIES
Public Parks
P-UD-4 Parks and Plazas. Distribute parks and plazas
throughout the Planning Area to provide recreational
benefits to residents, visitors, and employees.

P-UD-5 Enhance Existing Park. Enhance Charles F. Kennedy Park and other existing open space/public areas within the Station District. Engage the community, through the Parks and Recreation Master Plan update process.

P-UD-6 Connect Public Spaces. Parks, plazas and paseos shall connect to the existing and planned circulation network with a consistent system of wayfinding signage, lighting, and public art to create a coherent and highly accessible network of open spaces.

P-UD-7 Park Requirement. In determining the amount of park land required for subdivisions within the Station District, the average dedication per unit shall be .01011 for townhomes and other multi-family development up to 15 units per acre and .0075 for multi-family development 15.1 units per acre or more. All parkland counted toward meeting the City’s parkland requirements shall either be dedicated in fee to the City or have a dedicated public easement in perpetuity as determined by the City.

P-UD-8 Park Accessibility. Public parks shall be physically and visually accessible from the street. Public parks shall face onto public streets or pathways and include signage to clearly define them as public spaces.

P-UD-9 Park Design for All Ages and Abilities. Parks shall provide for a variety of uses that allow for various experiences and activities for people of all ages and abilities and shall be designed to respond to a variety of needs, such as shade, quiet areas, play areas, or group gatherings.

P-UD-10 Park Design Elements. Design community parks within the Core, the Marketplace and Station East to include public art elements and restroom facilities.

P-UD-11 Accessible Design. Provide shaded seating areas, a variety of lighting options including pedestrian-scale lighting, bicycle parking, and accessible pathways consistent with the Americans with Disabilities Act in the design of open spaces.

P-UD-12 Landscaping. Ensure that landscaping complements and extends the design of the adjoining public right-of-way.

P-UD-13 Water Efficient Landscaping. New or replacement landscaping shall comply with the City’s Water Efficient Landscape Ordinance and Landscape Standards Policy
Statement.

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P-UD-17 Plaza Design. Plazas shall be urban in character, open to the public, and in proportion to the size and orientation of adjacent buildings.

P-UD-18 Plaza Seating. Plazas shall provide ample seating, which can be comprised of benches, seating walls, and
movable seating. A portion of seating shall have back and arm support. Provide shaded seating areas, in additional to areas with full sun access.

P-UD-19 Public Art in Plazas. Plazas shall have public art that reinforces a sense of place and enhances engagement.

P-UD-20 Plaza Landscaping. Plazas shall use landscaping strategically to identify pedestrian entrances and articulate edges for plazas.

P-UD-14 Stormwater Management. Low intensity
development (LID) measures shall be incorporated into
new development to address stormwater management
consistent with the requirements of the California
Regional Water Quality Control Board San Francisco
Bay Region Municipal Regional Stormwater NPDES
Permit.

Plazas
P-UD-15 Orientation. Orient plazas for high visibility to promote usage.

P-UD-16 Accessibility. Connect plazas to publicly accessible pathways within the development to improve walkability.

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Urban Design |
P-UD-21 Plaza Materials. Plazas shall utilize durable, highquality materials for pavement areas, seating areas, signage and pedestrian scale lighting. Use sustainable
materials when possible.

Paseos
P-UD-22 Paseo Design. Paseos shall include landscaping, street furniture including accessible seating, and pedestrianscale lighting.

P-UD-23 Visibility. Paseo shall maintain visibility through each paseo from one end to the other.

P-UD-24 Wayfinding. Provide clear signage that acknowledges that the paseos are for public use/accessible to public at all times.

P-UD-25 Connectivity. Connect paseos to pedestrian pathways and public streets, plazas and parks.

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4.3 Site and Building Design
Building and site design shapes the public realm. The siting, building form and massing, composition of its façade, and design of the ground floor sets the character of the neighborhood. The design and siting of new buildings should consider the context of the area beyond its site, especially the design of adjacent buildings or open space features. The design of new buildings should strive to establish variety and harmony amongst adjacent buildings and within the neighborhood. It is expected that new development will include sustainable design practices, contemporary architecture, and innovative design features. An example of good, recent building design can be found in the Core Subarea. The policies in this chapter define the intent for new development and design in the Station District. Detailed development standards are included in the Union City Municipal Zoning Ordinance.

SITE AND BUILDING PLACEMENT
Building placement is governed by several development standards including setbacks, lot coverage, and floor area ratio as defined in the Zoning Ordinance.

In the Station District, an urban scale of development is anticipated with higher intensity development.

BUILDING DESIGN
The developable volume for new buildings is defined by building height, setbacks from the street, upper-floor stepbacks, floor area ratio and other requirements as defined in the Zoning Ordinance. The composition of building form, massing, scale, and overall design should integrate into the larger context of adjacent buildings and public realm to create a unified neighborhood and define an identity and character to establish a sense of place. Building design policies focus on preventing the design of large, boxy, blocky buildings by encouraging variety and a pedestrian scale. Massing modulation is required through building standards to break up the building form using recesses and projections and variety in the Example of building design in the Core Subarea
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Urban Design |
roofline. Building massing should also take into account solar and wind patterns and other environmental factors to maximize access to light and air. The facade should be articulated with different materials and a set of complementing colors that are perceivably high-quality. The facade should exhibit depth, variety, and key features that could serve as landmarks for the area.

GROUND LEVEL DESIGN
The ground floor design has the most potential for impact on the public realm. The ground floor is the most public part of a building. The design of windows and entries along the street edge should emphasize the pedestrianscale. Some frontages are required to be Active Ground Floor Frontages along the key routes illustrated in Figure 4-6 that highlights the areas with special design considerations. Buildings in these areas shall include retail, service, public, or office uses along the ground floor of buildings to enliven and activate streets and enhance the public interface between the buildings and the sidewalk. Within residential developments, live/work units and/or residential amenity space may be substituted for a portion of the building frontage.

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60 | Urban Design
Union City
Fremont
Union City
Fremont
BART
Union City
Station
Arroyo
Park
Charles F.

Kennedy
Park
Skate
Park
East
Plaza
Library
City
Hall
James Logan
High School
Drigon
Dog Park
7Th St
11Th St
Cheeves Way
Zwissig Way
H St
Station Way
Meyers Dr
Union Square
Decoto Rd
Bradford Way
Berger Way
Galliano Way
Nidus Ct
Alvarado Niles Rd
Alvarado Niles Rd
Decoto Rd
Zwissig Way
11Th St
7Th St
Green St
Diamond Terrace
Mission Blvd
Mission Blvd
Decoto Rd
H St
Alvarado Niles Rd
Niles Blvd
Royal Ann Dr
BART Rd
Union Square
11th St Extension
7th St Extension
Future Quarry
Lakes Parkway
M St
8th St
9th St
L St
L St
K St
THE

GATEWAY

STATION
EAST
THE
CORE
CIVIC
CENTER
THE

MARKETPLACE
Future Quarry Lakes ParkwayFuture Quarry Lakes Parkway
New Quarry Lakes Dr
0 250 500 750 1,000
Feet
Active Ground Floor
Union City Station District
Union City City Limit
Planned Connections
Potential Connections
Existing Roads
Existing Parks
Union City BART Station
BART
Railroad
Source: City of Union City, 2019; Alameda County GIS, 2019.

Figure 4-6: Special Design Consideration
City Council/RSA Agenda 187 Tuesday, October 25, 2022
GOALS
G-UD-5 Building Placement and Streetscape. Establish a
unified streetscape image for the Station District and enhance the public realm with consistent and pedestrian oriented streetscapes, buildings, design diversity, and visual richness G-UD-6 High Quality Design. All new development shall enhance the visual character of the area by incorporating high quality site and building design.

G-UD-7 Urban Development. Promote compact development
patterns and an urban feel through higher intensity
development and quality design.

G-UD-8 Sustainability. Continue to promote green leadership in Union City and expand the Station District as a green and healthy community.

G-UD-9 Active Ground Floor. Provide ground floor commercial and other active uses that enliven and activate the streets and enhance the public interface between the buildings and the sidewalk.

G-UD-10 Ground Floor Residential. Provide residential stoops to create a social edge to a neighborhood street. When set back by a small distance and vertically above the sidewalk grade, they can also ensure privacy at a comfortable social distance for a residential unit.

POLICIES
P-UD-26 Sustainability. Ensure that development incorporates sustainable site design measures such as permeable paving, stormwater management, and water efficient landscaping.

P-UD-27 Site Access. Curb cuts and driveways should be designed to minimize impacts to sidewalks and other pedestrian access to buildings, plazas or open spaces.

P-UD-28 Site Access. Vehicle access into parcels should occur from side streets or alleys when possible.

P-UD-29 Parking Orientation. Parking should be located where it has the least visual and physical impact on the street.

P-UD-30 Industrial Development. New industrial development shall screen truck dock areas and exterior equipment areas from the public way.

P-UD-31 Bulk and Massing. Include architectural design features that create visual interest and avoid a large-scale, bulky or “boxlike” appearance Different ways that this requirement may be met include but are not limited to those listed below.

P-UD-32 Variety in Wall Plane. Exterior building walls vary in depth and/or direction. Building walls exhibit offsets, recesses, or projections with significant depth, or a repeated pattern of offsets, recesses, or projections of smaller depth.

P-UD-33 Variety in Height or Roof Forms. Building height is varied so that a significant portion of the building has a noticeable change in height; or roof forms are varied over different portions of the building through changes in pitch, plane, and orientation.

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P-UD-34 Façade Articulation. Provide pedestrian-scaled façade articulation such as vertical elements, horizontal banding, and individual storefront design (when applicable) at the ground level to enhance approachability and pedestrian
comfort.

P-UD-35 Active Ground Floor Uses. Provide retail, service, public, or office uses along the ground floor of buildings in the areas detailed in Figure 4-6 to enliven and activate streets and enhance the public interface between the buildings and the sidewalk. Within residential developments, the City Council may approve, in its discretion, partial or complete substitution of live/work units and residential amenity space for the required ground floor active uses.

P-UD-36 Commercial Ground Floor Façades. Ground floor
facades shall be designed to give identity to each tenant space, through recesses, enhanced materials, signage and architectural features that are integral components of the building.

P-UD-37 Commercial Awnings and Overhangs. Awnings
and overhangs should be employed along active building
frontages, outside of the public right-of-way to enhance the pedestrian realm. Awnings should be made of durable, high-quality materials and should not interfere with the tree canopy or signage.

P-UD-38 Commercial Sidewalk Features. Include features and amenities, which also activate the ground floor area including outdoor dining areas, seating, and/or curbside parklets to increase engagement with pedestrians.

P-UD-39 Residential Ground Floor. Elevating the ground level of the housing units above the sidewalk would offer a higher level of privacy, enabling a more varied appearance rather than all blinds or window coverings to be closed all the time.

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Urban Design |

4.4 Wayfinding, Signage, and Public Art
The incorporation of public art and wayfinding signage within the Station District public realm helps establish a strong sense of place and provide orientation for visitors. The Station District has many destinations including transit, commercial and civic centers, and open spaces. A cohesive network of wayfinding elements helps to define the extent of a district and serves to welcome all to the key destinations and services in the area. Wayfinding elements consist of directional signage as well as physical markers. Markers can include special streetscape elements, public art, and unique landscaping. The inclusion of public art in the District provides clues to the community’s values and sense of identity. Special gateway landscaping, sign structures, and special paving are recommended at high visibility locations to highlight the distinctive character of each district.

Wayfinding signage and public art provide an understanding of place and location and a sense of distinction and arrival.

PUBLIC ART
Public art can enrich the public realm, capturing the changing character of the area, contributing to its visual legibility, creating landmarks, and contributing to human-scaled places. Artwork can be commissioned and incorporated into open spaces and the right-of-way. Artwork can be included in the form of street furniture, wayfinding elements, and lighting. Per Chapter 12.40, Art in Public Places, of the Municipal Code, projects subject to Site Development Review with building development costs over $250,000 shall devote an amount not less than 1 percent of such costs for acquisition and installation of publicly accessible art on the development site. Private developments with building development costs in excess of $2 million shall be required to contribute at least one-third of the 1 percent requirement for public art to the Union City Public Art Fund.

Public Art Sculpture
District Signage Educational Signage
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GOALS
G-UD-11 Cohesive Signage. Provide signage and cohesive
wayfinding elements throughout Station Area to facilitate access to key destinations by providing an understanding of place and location.

G-UD-12 Cohesive Wayfinding Strategy. Develop a cohesive signage system that will orient people to buildings, parking lots and structures, and clear directions to the Intermodal station.

G-UD-13 Wayfinding Design. Wayfinding strategies shall include a combination of design cues, signage, maps, tactile surfaces, and public art.

G-UD-14 Signage. Signage shall direct people to the Intermodal Station; amenities; and key pedestrian, bicycle and
automobile routes.

G-UD-15 Public Art. Integrate public art into public spaces to create a sense of place by reinforcing landmarks and creating a sense of community identity.

POLICIES
P-UD-40 Signage Scale. Signs and lettering are to be sized to be clearly legible for passing vehicles and located so that there is no visual obstruction at driveways or at pedestrian crossings.

P-UD-41 Signage Materiality & Color. Commercial Signs
(including supporting structures, if any) shall comply with the Zoning Ordinance and be designed as an integral element of a building’s architecture and shall be architecturally compatible, including color and scale, with the building and surrounding structures. A comprehensive Sign Plan shall be required with each development that includes commercial uses.

P-UD-42 Public Art Locations. Locate public art to mark key paths of movement, to highlight major entries and to anchor key spaces, and interstitial places, weaving together zones where different kinds of uses and public spaces overlap.

P-UD-43 Public Art Streetscape Elements. Incorporate art into streetscape elements such as crosswalks, bus stops, light poles, bicycle rack.

Storefront Signage
City Council/RSA Agenda 191 Tuesday, October 25, 2022

MOBILITY
5 5.1 Street Network and Planned Improvements

5.2 Pedestrian Connectivity

5.3 Bicycle Connectivity

5.4 Transit Network

5.5 Goods Movements

5.6 Parking and Curb Management

5.7 Transportation Demand Management (TDM)
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This chapter presents the strategy to improve the multi-modal transportation network in the Planning Area. The chapter presents goals and policies that address the street network, pedestrian and bicycle connectivity, transit access, goods movement, parking, and transportation demand management.

Based on census data (2013-2017 American Community Survey 5-Year Estimates), about 66 percent of the current work commute trips by the Planning Area residents are by single-occupant automobile. This chapter presents a set of comprehensive strategies, in the form of policies, to improve the physical infrastructure that serves the multi-modal transportation needs of the Planning Area and implement operational programs that encourage the use of non-automobile travel modes, to provide safe, convenient, and enjoyable transportation options that serve the needs of existing and future residents, workers, and visitors in the Planning Area and surrounding communities.

In general, it is difficult to predict travel needs and preferences into the future.

Emerging technologies are already changing the way people get around. Thus, the Mobility policies presented in this chapter provide flexibility to accommodate potential changes in travel demand in the future, with a focus on complete streets and multi-modal transportation to support a walkable, bikeable, transit-oriented district.

Union City adopted the Bicycle and Pedestrian Master Plan (BPMP) on November 23, 2021. The multi-modal transportation network improvements proposed in this Specific Plan are intended to be consistent with the adopted BPMP. Should there be any inconsistencies between the BPMP and the Specific Plan, the BPMP takes precedent.
5 MOBILITY

5.1 Street Network and Planned Improvements
A description of the existing circulation network followed by a description of the planned modifications are described below.

EXISTING CIRCULATION NETWORK AND

IMPROVEMENTS UNDERWAY
Existing Circulation Network
The Union City General Plan (UC2040) classifies streets as freeways, state highways, arterials, primary collectors, industrial roadways, residential collectors, and minor residential streets. Figure 5-1 shows the circulation network for the Station District, which is consistent with the circulation network presented in the UC2040 Mobility Element and the BPMP.

Interstate 880 (I-880), also known as the Nimitz Freeway, a freeway to the west of the Planning Area, and Mission Boulevard (SR 238), a state highway to the east of the Planning Area, provide regional connectivity for the Planning Area.

Descriptions of the Planning Area streets by classification are provided below.

Arterials
Arterials are moderate-speed through streets, which have various configurations.

Limited direct access to industrial, commercial, and high-density residential uses are permitted, as approved through the City’s development review process. The main arterial streets in the Planning Area are:
• Decoto Road is a four-lane east-west road divided by a median with limited landscaping. The speed limit is 35 mph. Sidewalks and Class II bike lanes are provided in both directions. The UC2040 Mobility Element identifies Decoto Road as a future Complete Street Corridor with the goal of improving the non-automobile access and circulation along the corridor.

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Mobility |
Union City
Fremont
Union City
Fremont
BART
Union City
Station
Arroyo
Park
Charles F.

Kennedy
Park
Skate
Park
East
Plaza
Library
City
Hall
James Logan
High School
Drigon
Dog Park
7Th St
11Th St
Cheeves Way
Zwissig Way
H St
Station Way
Meyers Dr
Union Square
Decoto Rd
Bradford Way
Berger Way
Galliano Way
Nidus Ct
Alvarado Niles Rd
Alvarado Niles Rd
Decoto Rd
Zwissig Way
11Th St
7Th St
Green St
Diamond Terrace
Mission Blvd
Mission Blvd
Decoto Rd
H St
Alvarado Niles Rd
Niles Blvd
Royal Ann Dr
BART Rd
Union Square
11th St Extension
7th St Extension
Future Quarry Lakes Parkway
M St
8th St
9th St
L St
L St
K St
Future Quarry Lakes ParkwayFuture Quarry Lakes Parkway
New Quarry Lakes Dr
0 250 500 750 1,000
Feet
Union City Station District
Union City City Limit
Existing Arterial
Existing Primary Collector
Existing Residential Collector
Existing Minor Residential Street
Existing Class 1 Path
Future Quarry Lakes Parkway
Potential New Motorized Connection
Proposed Shared-Used Path (Class I)
Existing Parks
Intermodal Station
BART
Railroad
Source: City of Union City, 2019; Alameda County GIS, 2019.

Figure 5-1: Existing and Proposed Circulation Network
Figure 5-1: Existing and Proposed Circulation Network
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• Alvarado-Niles Road is a four-lane north-south road divided by a landscaped median. The speed limit is 35 mph in the Planning Area and vicinity. Sidewalks and Class II bike lanes are provided in both directions, although a small length of the sidewalk is at street grade between Osprey Drive and Lotus Pond Common.
• 7th Street is primarily a two-lane undivided north-south road, with a twoway left turn lane in some sections and a speed limit of 25 mph. A sidewalk is generally provided on both sides of the street, but there is one sidewalk gap on the east side between Daggett Avenue and the City’s Corporation Yard. 7th Street does not currently provide any bicycle facilities. • 11th Street is a four-lane north-south road divided by a landscaped median.

The speed limit is 35 mph south of Decoto Road, and 25 mph north of Decoto Road. Sidewalks and Class II bike lanes are provided in both directions of the street.

Primary Collectors
Primary collector streets are intended to carry traffic from collector and minor residential streets to an arterial. Primary collector streets are generally used as direct linkages to neighborhood shopping areas. The main primary collector streets in the Planning Area are:
• Bradford Way is an undivided two-lane east-west road between 7th Street and Zwissig Way. The speed limit is 25 mph, and sidewalks are provided on both sides of the street. Bradford Way does not provide any designated bicycle facilities, and no transit routes operate along the road. • Cheeves Way is a two-lane undivided north-south road that extends between Decoto Road and 11th Street. The speed limit is 25 mph. There is only one section of sidewalk on the west side of the street near the south terminus, and no bicycle facilities are provided along the road. • H Street is a two-lane undivided east-west road that extends between Alvarado-Niles Road and Decoto Road. H Street continues west of AlvaradoNiles Road as Royal Ann Drive. The speed limit is 25 mph, and sidewalks are provided on both sides of the street. H Street does not provide any bicycle facilities.
• Meyers Drive is a two-lane undivided road that starts north-south from the Decoto Road/Union Square intersection and ends east-west at AlvaradoNiles Road. The speed limit is 25 mph, and sidewalks are provided on both sides of the street. Meyers Drive does not provide any bicycle facilities. • Quarry Lakes Drive/Isherwood Way is a two-lane undivided east-west road that extends between Osprey Drive and Paseo Padre Parkway. The speed limit is 35 mph. A sidewalk is provided on the south side of the road between Osprey Drive and Roeding Avenue, with a small section at street grade near the intersection with Roeding Avenue, and on both sides for the remaining length. There is a Class II bike lane in each direction for most of the length of the road, except for a short segment near the intersection with Roeding Avenue.
• Union Square is a three-lane undivided road with a two-way left turn lane that starts north-south at Decoto Road and ends east-west at AlvaradoNiles Road. The speed limit is 25 mph. Union Square continues as Mann Avenue east of Alvarado-Niles Road. Sidewalks and Class II bike lanes are provided in both directions.
• Zwissig Way is an undivided two-lane road that starts east–west on 7th Street and ends north–south at Bradford Way. The speed limit is 25 mph, and sidewalks are provided on both sides of the street. Zwissig Way does not provide any designated bicycle facilities.

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Mobility |
Residential Collectors
Residential collector streets are intended to carry moderate volumes of traffic from local streets to primary collectors and arterials. There are a limited number of existing residential collectors in the Planning Area at this time; however, several residential collector streets, such as 8th and 9th Streets, are provided in the vicinity of the Planning Area to the north of Decoto Road. The Specific Plan proposes new residential collectors in The Core, Marketplace, and Station East Subareas.

Minor Residential Streets
Minor residential streets are low-capacity streets primarily serving residential and transit uses. Minor residential streets are provided within the residential neighborhoods of the Planning Area and would continue to be provided within the new residential neighborhoods proposed by the Specific Plan.

Roadway Improvements Already Planned or Underway
The following roadway improvements are planned in and around the Planning Area:
• Quarry Lakes Parkway — The Metropolitan Transportation Commission (MTC) 2019 Transportation Improvement Program (TIP) includes the planned Quarry Lakes Parkway Project (also known as the East–West Connector), a three-mile circulation and connectivity improvement project that would connect Paseo Padre Parkway in the west with Mission Boulevard in the east. Generally located on the south side of the Planning Area, the Quarry Lakes Parkway Project includes a new four-lane roadway and a new shared-use path that would intersect Mission Boulevard, 7th Street, 11th Street, Alvarado-Niles Road, Quarry Lakes Drive, and Paseo Padre Parkway. All segments of Quarry Lakes Parkway would include continuous pedestrian sidewalks, Class II buffered bike lanes, and a parallel off-street, Class I shared-use path on the north side of the roadway. The Quarry Lakes Parkway Project is identified in the UC2040 Mobility Element as a local and regional roadway improvement needed to accommodate future residential and employment growth while enhancing BART access. This specific plan assumes the completion of the Quarry Lakes Parkway and new connections at 7th Street, 11 Street, and Quarry Lakes Drive, as well as a non-motorized connection east of the BART and Oakland Subdivision tracks between the Intermodal Station and Quarry Lakes Parkway.
• Decoto Road Multimodal Improvements — The Alameda CTC evaluated near-term and long-term modifications to improve multi-modal access and circulation along segment of Decoto Road between Mission and Fremont Boulevards as part of the larger East 14th Street/Mission Boulevard and Fremont Boulevard Multimodal Corridor Project which extends between the San Leandro and Warm Springs BART stations. The Scoping Phase Recommendations Report, completed in fall 2020, identifies the following major long-term improvements along the Decoto Road corridor:
• Rapid bus service along Decoto Road, which would consist of transit signal communications improvements, physical infrastructure such as improved pedestrian access and queue jumps and providing limited service in addition to the local service.
• Class IV separated bike lanes along Decoto Road
• A mobility hub1 at the Union City Intermodal station
The report also identifies several near-term and mid-term improvements along the corridor primarily focused on improving pedestrian and bicyclist safety and comfort, which are summarized in Table 5-1.
1 According to Alameda CTC, mobility hubs are defined as centers where transit, shared mobility, walking, and biking come together to offer more convenient first and last-mile non-auto connections to BART and other high-capacity transit services. Mobility hubs provide an integrated suite of mobility services and amenities and are enhanced by technology and traveler information improvements.

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Decoto Road would continue to provide two travel lanes in each direction with the implementation of these improvements.
• Decoto Road Signal Upgrades – Funded through MTC’s Innovative Deployments to Enhance Arterials (IDEA) Grant, Union City will implement an Adaptive Signal Control Technology (ASCT) along Decoto Road between the City Limit with Fremont and 7th Street in late 2021. The project will replace the signal controllers at the existing signals along the corridor and will provide a new Central Traffic Control System to improve signal timings along the corridor. An ASCT uses advanced technology to automatically adjust signal operations based on the daily variations in traffic volume, special events, construction, or traffic incidents, which results in improved safety and more reliable travel times for both private vehicles and buses. As part of future projects, the signal equipment at select intersections will also be enhanced to provide bicycle detection and passive pedestrian detection where pedestrians are automatically detected at the intersection corner and provided the time need to cross the intersection. It is expected that ASCT will also be implemented along other corridors such as Alvarado-Niles Road in the future.
• Station East Residential/Mixed Use Project – The proposed development project, which would consist of about 974 multi-family residential units and about 31,000 square feet of commercial space in the north portion of the Station East Subarea, would also install the street network within the project area, install new signals at the Decoto Road/9th Street and L Street/7th Street intersections, and upgrade the existing signal at the Decoto Road/7th Street intersection. In addition, the Niles Subdivision tracks will also be installed with advanced railroad preemption to work with the existing traffic signal at the Decoto Road/11th Street intersection and the new traffic signal at the Decoto Road/9th Street intersection. The sidewalks in the vicinity of the railroad safety gates will also be modified to improve pedestrian conditions on both sides of Decoto Road at this railroad crossing.

Table 5-1: Near Term and Mid-Term Improvements Anticipated along the Decoto Road Corridor
Primary Street Cross Street or
Segment Improvement Mode(s)
Bike/Ped Plan Projects
Decoto Rd Meyers Dr/
Union Square
Consider installing high
visibility crosswalks,
re-timed pedestrian
signals, bike facilities on
EB Union Square, and
bike facilities on WB
Union Square
Pedestrian,
Bicycle
Decoto Rd 9th St Install a new traffic
signal that includes
pedestrian crossing
heads
Pedestrian
Decoto Rd 7th St Install school-area
warning signage
in accordance
with MUTCD; Time
pedestrian countdown
signals to 3.5 ft/sec
walking speed
Pedestrian
Capital Improvement Program Improvements
Decoto Rd Alameda Creek
Bridge to BART
overpass/
Station Way
Pavement resurfacing
and restriping will
include 11-foot travel
lanes and buffered bike
lanes
Auto, Bicycle
Decoto Rd Mission Blvd to
Fremont City
Limit
Install audible and
push button pedestrian
signals on existing
signalized intersections
at arterial streets
Pedestrian
Safe Routes to School Projects
Decoto Rd 7th St Install speed feedback
sign south of 7th St
Vehicle
Source: East 14th Street/Mission Boulevard and Fremont Boulevard Multimodal Corridor Project Scoping Phase Recommendations Report (Alameda CTC, Fall 2020), with review by City staff.

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PROPOSED ROADWAYS/ROADWAY CHANGES
The Specific Plan would generally maintain the street classification and the existing roadway system within the Planning Area with short blocks within the newer developed areas. The proposed roadway system and street cross-sections would continue to maintain the current motor vehicle access while focusing on improving the pedestrian and bicycle environment in the Planning Area. Proposed changes to the streets in the Planning Area by street classification are described below.

Arterials
The Specific Plan does not propose any new arterials within the Planning Area.

The Specific Plan includes modifications to the existing arterials, consistent with the BPMP, which are described below:
• Decoto Road (Figure 5-2) – The proposed typical cross-section for Decoto Road is shown below. It would primarily consist of restriping to narrow the existing travel lanes in order to add one-way Class IV separated bike lanes in each direction. The proposed cross-section would maintain the current lane configuration and would not modify the curbs along the corridor. The existing landscaped median buffer would also remain but may be modified to allow left-turn pockets. It is also expected that the sidewalks along the corridor would be widened as the fronting properties are developed, consistent with the UC2040 Mobility Element’s designation of Decoto Road as a future Complete Street Corridor.
• Alvarado-Niles Road (Figure 5-3) – The proposed typical cross-section for Alvarado-Niles Road is shown below. It primarily consists of adding one-way Class IV separated bike lanes with vertical buffers on both sides of the street by removing on-street parking and/or narrowing the existing travel lanes. The proposed cross-section would maintain the current lane configuration and would not modify the curbs along the corridor. 6-
12 ft 6 ft 3
ft 11 ft 12 ft 13 ft 12 ft 3ft 6 ft 6-
12 ft
Sidewalk
(may include
Landscape)
Travel
lane
Travel
lane
Travel
lane
Travel
lane
Bike
lane
Bike
lane
Sidewalk
100 ft Existing Right of Way
82 ft Existing Paved Surface
100 ft Proposed Right of Way
16 ft
Landscaped
Median
Decoto Road
Figure 5-2: Decoto Road Section
6-
10 ft 7 ft 4
ft 12 ft 12 ft 12 ft 12 ft 4 ft 6.5
ft
6-
10 ft
Sidewalk
Travel
lane
Travel
lane
Travel
lane
Travel
lane Bike
lane
Bike
lane
Sidewalk
101-109 ft Right of Way

85.5 ft Paved Surface
101-109 ft Proposed Right of Way
16 ft
Landscaped
Median
Alvarado-Niles Road
Figure 5-3: Alvarado-Niles Road Section
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Figure 5-5: 7th Street Section (Decoto Road to Bradford Way) 13 ft 13 ft 8 ft 4
ft
6 ft
Sidewalk
Travel
lane
Travel
lane
Bike
lanes
Sidewalk
64 ft Right of Way
48 ft Paved Surface
7th Street, Bradford to QLP
Parking
lane
5 ft
5 ft
6 ft
4 ft
Figure 5-4: 7th Street Section (Bradford Way to Quarry Lakes Parkway) 11 ft 11 ft 6
ft 6ft
Sidewalk
Travel
lane
Travel
lane
Parking
lane
Sidewalk
64 ft Right of Way
48 ft Paved Surface
7th Street, Decoto to Bradford
6 ft 4ft
3 ft
Bike
lane
8 ft
Bike
lane
6 ft
3 ft
• 7th Street (Figure 5-4 and Figure 5-5) – The preferred cross-section for 7th Street south of Bradford Way is shown in Figure 5-4. The cross-section would provide one travel lane in each direction and maintain the existing parallel parking on the west side of the street. It proposes a two-way Class IV separated bikeway with a landscaped median buffer on the east side of the street by eliminating parking that is underutilized and inaccessible to the neighboring residential area. Alternatively, one-way Class IV separated bike lanes on both sides of the street may be provided instead of the two-way Class IV separated bikeway on the east side of the street. North of Bradford Way, 7th Street would continue to provide one travel lane in each direction and consistent with the BPMP, the preferred option, as shown in Figure 5-5, would provide Class II buffered bike lanes on both sides of the street, which may be replaced by either one-way Class IV separated bike lanes on both sides of the street or a two-way Class IV separated bikeway on one side of the street.

City Council/RSA Agenda 199 Tuesday, October 25, 2022
73 UNION CITY STATION DISTRICT
Mobility |
11 ft 8 ft 6
ft
Sidewalk
Travel
lane
Bike
lane
Sidewalk
76 ft Right of Way
56 ft Paved Surface
Primary Collector
4 ft
6 ft
3 ft 11 ft 3ft
Travel
lane
Parking
lane
Parking
lane
Bike
lane
6 ft 8 ft 6ft
4 ft
76 ft Right of Way
Figure 5-7: Primary Collector
6-12
ft 7 ft 4
ft 11 ft 11 ft 11 ft
Sidewalk
Travel
lane
Travel
lane
Travel
lane
Travel
lane
Bike
lane
Bike
lane
Sidewalk
104-116 ft Right of Way
84 ft Paved Surface
14 ft
Landscaped
Median
11th Street Arterial
6 ft
Parking
lane
11 ft 6
ft 7 ft 6-12
ft
Parking
lane
4 ft
104-116 ft Right of Way
Figure 5-6: 11th Street Section • 11th Street (Figure 5-6) – The Specific Plan would maintain the current cross-section along 11th Street as shown below. The street would continue to provide two travel lanes in each direction, with a center median, and Class II bike lanes, parallel parking, and sidewalks on both sides of the street.

Primary Collectors
The Specific Plan would include new primary collectors which would generally connect the various neighborhoods with the arterials in the area and would mostly provide commercial frontages.

The typical cross-section for both existing and new primary collector streets is shown in Figure 5-7. The primary collector streets would provide one mixed-flow travel lane in each direction with parallel parking and sidewalks on both sides of the street. Most of the primary collector streets in the Planning Area would also accommodate Class II buffered bike lanes in both directions as shown below.

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Figure 5-9: Minor Residential Street
12 ft 7 ft 6
ft
Sidewalk
Travel
lane
Sidewalk
50 ft Right of Way
38 ft Paved Surface
Minor Residential Street
12 ft
Travel
lane
Parking
lane
Parking
lane
7 ft 6
ft
50 ft Right of Way
13 ft 8 ft 6
ft
Sidewalk
Travel
lane
Sidewalk
62 ft Right of Way
42 ft Paved Surface
Residential Collector
4 ft 13 ft
Travel
lane
Parking
lane
Parking
lane
8 ft 6
ft
4 ft
62 ft Right of Way
Figure 5-8: Residential Collectors
Residential Collectors
The Planning Area would include new residential collector streets primarily in the new mixed use and/or high-density residential areas. The typical crosssection for residential collector streets is shown in Figure 5-8. Similar to current conditions, these streets would continue to provide one mixed-flow travel lane in each direction with parallel parking and sidewalks on both sides of the street.

Minor Residential Streets
The Planning Area would include new minor residential streets within the new residential neighborhoods. To the extent feasible, these streets would have short block length.

The Specific Plan would generally maintain the current cross-section for the minor residential streets in the Planning Area. As shown in Figure 5-9, minor residential streets generally provide one mixed-flow travel lane in each direction and may include parallel parking and sidewalks on both sides of the street.

Compared to the residential collector streets, the minor residential streets have narrower travel lanes and sidewalks because they have lower volumes as they serve residential areas and expect minimal through traffic.

Alleys
The Planning Area would include alleys which are generally short in length, lowspeed, low-volume roadways that provide vehicular access to adjacent off-street parking facilities and do not serve through traffic. Alleys generally do not include sidewalks or dedicated bicycle facilities because they do not serve these modes and pedestrians and bicyclists are accommodated on parallel facilities.

City Council/RSA Agenda 201 Tuesday, October 25, 2022
75 UNION CITY STATION DISTRICT
Mobility |
GOALS
G-M-1 Multi-modal Street Network. Provide a well-connected street network that serves all users and prioritizes safety and multi-modal access and connectivity.

POLICIES
P-M-1 Multi-modal Analysis. Complete multi-modal analysis to appropriately design complete streets serving new
developments, prioritizing the needs of pedestrians and cyclists.

P-M-2 New Signals. As part of the new developments in the Marketplace Subarea, install new traffic signals on Decoto Road midway between Alvarado-Niles Road and Union
Square and potentially on Alvarado-Niles Road midway
between Decoto Road and Union Square, replacing the
existing pedestrian hybrid beacon (HAWK), to improve the multi-modal access and connectivity in the area.

P-M-3 Galliano Way and Bradford Way Extension. If the
Niles Subdivision is no longer used and the right of way is vacated, explore the feasibility of extending Galliano Way and Bradford Way to the east to connect with the circulation network within the Station East subarea.

City Council/RSA Agenda 202 Tuesday, October 25, 2022
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5.2 Pedestrian Connectivity
The recently adopted BPMP is the guiding document for all pedestrian facilities in Union City. Thus, the improvements to the pedestrian network described in this section are based on and are intended to be consistent with the BPMP.

Pedestrian facilities within the Planning Area include trails, sidewalks, curb ramps, crosswalks, and pedestrian signal heads. The Planning Area is centered on the Union City Intermodal Station, and the two major corridors near the station are Decoto Road and Alvarado-Niles Road. Both corridors have complete sidewalks on both sides of the roadway that are generally at least five feet wide. The fivelane cross sections of both corridors create long crossing distances, typically over 85 feet in length. There are relatively few public roads within the Planning Area, especially east of the Intermodal Station; therefore, crosswalks are spaced as much as over 1,000 feet apart. This can cause pedestrians to walk several hundred feet out of their way to cross at a marked and/or signalized crosswalks.

Figure 5-10 shows the signalized intersections in the Planning Area. Decoto Road and Alvarado-Niles Road both have signalized crosswalks over 1,000 feet apart within the Planning Area. Different strategies are used in the Planning Area to accommodate pedestrian crossings between the signalized crosswalks that are spaced apart:
• Decoto Road, between the signalized crossings of 7th Street and 11th Street, is about 1,500 feet. A Rectangular Rapid-Flashing Beacon (RRFB) is provided on Decoto Road at 9th Street, about 550 feet south of 7th Street.

The proposed Station East Residential/ Mixed Use Project would replace the existing RRFB with a full signal.
• Alvarado Niles Road, between the signalized crossing of Decoto Road and Union Square, is about 1,200 feet. A pedestrian hybrid beacon12 was installed on Alvarado-Niles Road about midway between the two signalized crossings 2 The pedestrian hybrid beacon (also known as the High-Intensity Activated crosswalk, or HAWK) is a pedestrian-activated warning device located on the roadside or on mast arms over midblock pedestrian crossings. The beacon head consists of two red lenses above a single yellow lens. to improve pedestrian connectivity along this segment of Alvarado-Niles Road. In addition, continuous fencing in the median of Alvarado-Niles Road discourages midblock pedestrians crossing.
7th Street also has relatively few cross-streets and crosswalks are spaced over 1,000 feet apart. On 11th Street and Union Square, crosswalks are generally spaced 500 feet apart. The expected development along these corridors would result in shorter block lengths and additional crossing opportunities.

Other barriers to pedestrian travel within the Planning Area include the Union Pacific Railroad (UPRR) tracks. One notable gap in the pedestrian network is access to the Intermodal Station from the east side due to the UPRR tracks (Oakland Subdivision). This project is currently underway. City staff are working with UPRR and finalizing the design to implement the Pedestrian At-Grade Crossing project which is expected to be completed in 2022.

Other major sidewalk gaps in the Planning Area where new pedestrian links should be added include:
• The east side of 7th Street between Daggett Avenue and City’s corporation yard driveway
• Both sides of Cheeves Way for most of the length of the road. The sidewalk on the west side of the road will be installed by future developers. No future development is anticipated on the east side of the road and the presence of a swale will prevent the installation of a sidewalk.
• The west side of Alvarado-Niles Road between Osprey Drive and Lotus Pond Common. It is expected that future developments in this area will install the sidewalks.
• The west side of Quarry Lakes Drive between Osprey Drive and Roeding Avenue
City Council/RSA Agenda 203 Tuesday, October 25, 2022
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Mobility |
Union City
Fremont
Union City
Fremont
BART
Union City
Station
Arroyo
Park
Charles F.

Kennedy
Park
Skate
Park
East
Plaza
Library
City
Hall
James Logan
High School
Drigon
Dog Park
7Th St
11Th St
Cheeves Way
Zwissig Way
H St
Station Way
Meyers Dr
Union Square
Decoto Rd
Bradford Way
Berger Way
Galliano Way
Nidus Ct
Alvarado Niles Rd
Alvarado Niles Rd
Decoto Rd
Zwissig Way
7Th St
Green St
Diamond Terrace
Mission Blvd
Mission Blvd
Decoto Rd
H St
Alvarado Niles Rd
Niles Blvd
Royal Ann Dr
BART Rd
Union Square
11th St Extension
7th St Extension
Future Quarry Lakes Parkway
M St
8th St
9th St
L St
L St
K St
Future Quarry Lakes ParkwayFuture Quarry Lakes Parkway
New Quarry Lakes Dr
0 250 500 750 1,000
Feet
Union City Station District
Union City City Limit
Existing Parks
Intermodal Station
BART
Railroad
Shared-Used Path (Class I)
Proposed Shared-Used Path (Class I)
Missing Sidewalks
Existing Street
Proposed Street
Existing HAWK
Existing RRFB
Existing Signal
Planned Signal
Proposed Signal
Proposed RRFB
úNon-Motorized Crossing
Source: City of Union City, 2019; Alameda County GIS, 2019.

Figure 5-10: Pedestrian Network
Figure 5-10: Pedestrian Network
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The intersections in the Planning Area generally provide marked crosswalks and ADA-compliant ramps with truncated domes. However, the ramps are generally diagonal rather than directional, which are less comfortable for people with disabilities, senior citizens, and strollers as they enter crosswalks since diagonal ramps direct users towards the middle of the intersection.

All signalized intersections include pedestrian signal heads and standard push buttons; however, most intersections provide non-audible push buttons and none provide vibrotactile push buttons. Pedestrian countdown signals are provided at the signalized intersections in the Planning Area, except on Alvarado-Niles Road at intersection with Mann Avenue/Union Square and Osprey Drive/Monterra Terrace.

Pedestrian volumes are generally higher at intersections in the vicinity of the Intermodal Station and James Logan High School and lower at intersections further away from the Intermodal Station.

PLANNED AND PROPOSED PEDESTRIAN

IMPROVEMENTS
As previously described, the Alameda CTC’s East 14th Street/Mission Boulevard and Fremont Boulevard Multimodal Corridor Project includes several short-term and long-term improvements along Decoto Road. These improvements within the Station District, which are summarized in Table 5-1, are primarily focused on improving pedestrian safety and comfort were generally identified in other recent published reports.

An at-grade crossing of the UPRR tracks (Oakland Subdivision) to provide pedestrian access to a new BART entrance on the east side of the Station is anticipated to be completed in 2022. A grade-separated non-motorized crossing of the UPRR tracks east of Cheeves Way (Niles Subdivision) is proposed to provide better connectivity to the Station East Subarea. The effectiveness of these crossings on pedestrian access to the Intermodal Station is discussed in the next section.

A high-visibility crosswalk across Decoto Road at 9th Street City Council/RSA Agenda 205 Tuesday, October 25, 2022
79 UNION CITY STATION DISTRICT
Mobility |
The Specific Plan proposes to extend the existing BART access street west beyond Union Square, to Alvarado-Niles Road and farther west to the proposed Class I shared-use path along the Alameda County Flood Control Channel. This new extension would connect through the Marketplace Subarea and would occur as part of future redevelopment of the area. This extension combined with the extension across the railroad tracks east of the Intermodal Station forms an east-west central spine that is generally pedestrian oriented and would extend between 7th Street in the east and Alvarado-Niles Road in the west and connect the Intermodal Station to the Marketplace, the Core, and the Station East Subareas. West of the Intermodal Station, the spine would consist of streets with wide sidewalks on both sides of the street and east of the Intermodal Station, the spine would primarily consist of Class I shared-use paths with access limited to pedestrians and bicycles.

As previously described, the new streets in the Planning Area would generally create a network with smaller block lengths and minimal cul-de-sacs, resulting in a more walkable, connected, and pedestrian friendly network. As shown in the cross-sections in the previous section, sidewalks would be at least six feet wide with landscaping, parking lanes, and/or bike facilities separating the sidewalk from the motor vehicle travel lanes. Most new intersections would provide corner bulb-outs which reduce pedestrian crossing distances and improve pedestrian visibility at intersections. A proposed signal on Decoto Road midway between Alvarado-Niles Road and Union Square/Meyers Drive, which are currently about a quarter mile apart with no protected crossing of Decoto Road, would improve the pedestrian connectivity along this segment of Decoto Road. Similarly, a proposed signal on Alvarado-Niles Road replacing the existing HAWK, midway between Decoto Road and Union Square, which are currently about a quarter mile apart, would improve the pedestrian connectivity along this segment of Alvarado-Niles Road.

INTERMODAL STATION WALKSHEDS
Figure 5-11 shows the areas within the Station District that are within a halfmile walkshed (corresponding to an approximately 15- to 20-minute walk) of the Union City Intermodal Station under existing conditions, with the addition of the currently under-construction Oakland Subdivision crossing and the proposed Niles Subdivision crossing.

Under existing conditions, most of the Station District areas west of the BART tracks and a small portion of the areas east of the BART tracks adjacent to Decoto Road are within walking distance of the Intermodal Station. The completion of the currently under-construction Oakland Subdivision crossing would result in most of the Core Subarea and parts of the Station East Subarea to be within walking distance of the Intermodal Station. The proposed Niles Subdivision crossing would result in most of the Station East Subarea to be within half-mile walkshed of the Intermodal Station.

Based on recent changes in State requirements, environmental documents in California are required to use vehicle miles traveled (VMT) to identify the potential impacts of land use projects on transportation. State guidelines allow the use of screening thresholds to identify projects that can be expected to cause a less-than-significant impact without conducting a detailed evaluation.

One of the screening thresholds is that development projects within half-mile of an existing major transit stop, such as a BART station, that meet other criteria such as a high development density and low parking supply, can be presumed to have a less-than-significant VMT impact. As shown in Figure 5-3, the completion of the two railroad crossings would result in most of the development in the Core, Marketplace, and Station East Subareas to be within one-half mile of the Intermodal station, and potentially be screened out of detailed VMT evaluation.

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ú
ú
Alvarado Niles Rd
Arroyo
Park
Charles F.

Kennedy
Park
Skate
Park
East
Plaza
Library
City
Hall
James Logan
High School
Drigon
Dog Park
Cheeves Way
Zwissig Way
Station Way
Union Square
Bradford Way
Berger Way
Galliano Way
Zwissig Way
Green St
Diamond Terrace
Mission Blvd
H St
Royal Ann Dr
Union Square
M St
8th St
9th St
L St
L St
K St
Future Quarry Lakes Parkway
Future Quarry Lakes Parkway
7Th St
7Th St 7th St Extension
11Th St 11th St Extension
H St
Meyers Dr
Decoto Rd
Nidus Ct
Alvarado Niles Rd
Decoto Rd
0 250 500 750 1,000
Feet
Union City Station District
Union City City Limit
Existing Parks
Intermodal Station
BART
Railroad
ú New Non-Motorized Railroad Crossing
Existing Half-Mile Walkshed to the BART Station
Half-Mile Walkshed with Oakland Subdivision Crossing to the BART Station Half-Mile Walkshed with Niles Subdivision Crossing to the BART Station Existing Street
Proposed Street
Source: City of Union City, 2019; Alameda County GIS, 2019.

Figure 5.11 – Half-Mile Walkshed
Oakland Subdivision Crossing (Under Construction)
Niles Subdivision Crossing (Proposed)
Figure 5-11: Half Mile Walkshed
City Council/RSA Agenda 207 Tuesday, October 25, 2022
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Mobility |

POLICIES
P-M-4 Sidewalk Gaps. Complete the existing sidewalk gaps.

Require new development to install sidewalks along their frontages.

P-M-5 Decoto Road Pedestrian Improvements.

Coordinate with Alameda County Transportation
Commission to implement pedestrian improvements along
Decoto Road corridor.

P-M-6 Improve Trail Crossing. Install a Rectangular RapidFlashing Beacon (RRFB) at the existing trail crossing on Royal Ann Drive.

P-M-7 Non-motorized Crossing of Railroad Tracks.

Prioritize the completion of the non-motorized crossing (future pedestrian bridge/tunnel) of the Niles Subdivision UPRR tracks to improve the connectivity of the Station East Subarea to the Core Station Area.

P-M-8 Crosswalks at Intersections. To the extent feasible, provide marked crosswalks across all approaches of
existing and future signalized intersections.

5.3 Bicycle Connectivity
According to the Bicycle and Pedestrian Master Plan, bicycle facilities can be classified into four different types which are shown in Table 5-2.

Figure 5-12 shows the existing and proposed bicycle network in the Station District. The existing bicycle network within the Planning Area primarily consists of Class II bike lanes along most major streets including Decoto Road, AlvaradoNiles Road, Union Square, 11th Street, Royal Anne Drive, Osprey Drive, and Quarry Lakes Drive. In addition, a segment of 7th Street is designated as a Class III route, and a Class I shared-use path along the Alameda County Flood Control Channel north of Decoto Road and west of Alvarado-Niles Road connects with a shareduse path along the Alameda Creek.

PLANNED BICYCLE FACILITIES
The following bicycle changes are currently planned in the Planning Area:
• The City is planning to convert the existing Class II bike lanes on Decoto Road to buffered bike lanes as part of a repaving project. • The Quarry Lakes Parkway Project will provide Class II buffered bike lanes in both directions, and will implement a Class I shared-use path on the north side of the corridor. This is a fully funded project with the first phases anticipated to be completed by 2025.
• The proposed Station East Residential/Mixed Use Project would provide Class II buffered bike lanes along 7th Street between Bradford Way and Decoto Road and along Bradford Way and 9th Street.

GOALS
G-M-2 Pedestrian Network. Complete the pedestrian network within the Planning Area to provide a safe, efficient, and comfortable system for trips within the Planning Area and surrounding areas.

City Council/RSA Agenda 208 Tuesday, October 25, 2022
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ú
ú
Union City
Fremont
Union City
Fremont
BART
Union City
Station
Arroyo
Park
Charles F.

Kennedy
Park
Skate
Park
East
Plaza
Library
City
Hall
James Logan
High School
Drigon
Dog Park
7Th St
11Th St
Cheeves Way
Zwissig Way
H St
Station Way
Meyers Dr
Union Square
Decoto Rd
Bradford Way
Berger Way
Galliano Way
Nidus Ct
Alvarado Niles Rd
Alvarado Niles Rd
Decoto Rd
Zwissig Way
11Th St
7Th St
Green St
Diamond Terrace
Mission Blvd
Mission Blvd
Decoto Rd
H St
Alvarado Niles Rd
Niles Blvd
Royal Ann Dr
BART Rd
Union Square
11th St Extension
7th St Extension
Future Quarry Lakes Parkway
M St
8th St
9th St
L St
L St
K St
Future Quarry Lakes ParkwayFuture Quarry Lakes Parkway
New Quarry Lakes Dr
0 250 500 750 1,000
Feet
Union City Station District
Union City City Limit
Existing Parks
Intermodal Station
BART
Railroad
ú New Non-Motorized Railroad Crossing
Existing Street
Proposed Street
Shared-Used Path (Class I)
Bicycle Lane (Class II)
Buffered Bicycle Lane (Class II)
Bicycle Route (Class III)
Bicycle Boulevard (Class III)
Separated Bike Lane (Class IV)
Existing Bicycle Facilities
Proposed Bicycle Facilities
Source: City of Union City, 2019; Alameda County GIS, 2019.

Figure 5-12: Existing and Proposed Bicycle Network
Figure 5-12: Existing and Proposed Bicycle Network
City Council/RSA Agenda 209 Tuesday, October 25, 2022
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Mobility |

PROPOSED BICYCLE NETWORK
The recently adopted BPMP proposes upgrades to the bicycle network throughout the City and in the Station District. Figure 5-12 shows the proposed bicycle network within the Station District. The primary components include:
• One-way Class IV separated bike lanes along both sides of Decoto Road and Alvarado-Niles Road, and a two-way separated bikeway on the east side of 7th Street south of Bradford Way.
• Class I shared-use paths connecting the Intermodal Station east to 7th Street (See the Pedestrian Connectivity Section for more detail), adjacent to both the Oakland and Niles Subdivision UPRR tracks, adjacent to the south side of the Intermodal Station and along the Alameda County Flood Control Channel.
• The segment of the Class I path along the Alameda County Flood Control Channel that is west of Alvarado-Niles Road would connect to the Intermodal Station though Class II buffered bike lanes along a new eastwest street through the Marketplace Subarea that would intersect AlvaradoNiles Road approximately midway between Decoto Road and Union Square. • Class II buffered bike lanes along Union Square, Zwissig Way, Bradford Way, and 9th Street.
• Protected intersections3 at the Decoto Road/Alvarado-Niles Road, Decoto Road/ Union Square, and 7th Street/Bradford Way intersections. 3 Protected intersections are intersections where bicyclists and pedestrians have additional separation and protection from vehicles. They have three major benefits: (1) improving sightlines between right-turning drivers and bicyclists and providing bicyclists protection from right-turning vehicles with raised median islands, (2) providing protected queuing areas for bicyclists to facilitate left-turns and remove right-turning bicyclists from all auto conflicts, and (3) reducing crossing distances for both bicyclists and pedestrians.

The East Bay Greenway is a planned non-motorized corridor in Alameda County that will eventually extend between downtown Oakland in the north and the City of Fremont in the south. It will primarily consist of Class I paths along or near the BART alignment. In 2018, Alameda CTC completed the planning and environmental documents for the segment between the Lake Merritt and South Hayward BART Stations. Although the planning for the segment south of South Hayward has not started, the potential alignment in the Station District would most likely follow Decoto and Alvarado-Niles Roads, with an alternative alignment along Mission Boulevard and Quarry Lakes Parkway. Consistent with the BPMP, the Specific Plan proposes one-way Class IV separated bike lanes along Decoto and Alvarado-Niles Roads, which would accommodate the potential alignment of the East Bay Greenway within the Station District.

City Council/RSA Agenda 210 Tuesday, October 25, 2022
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III Bicycle Boulevard – Bicyclists share lanes
with vehicular traffic on low-speed, lowvolume streets, accompanied with traffic calming treatments.

Source: Fehr & Peers
III Bike Route – provides for a right-of-way
designated by signs or pavement markings
for shared use with motor vehicles.

Source: Fehr & Peers
IV Separated Bike Lane –
is a bikeway for the exclusive use of
bicycles and includes a separation with
vertical protection between the bikeway and
the through vehicular traffic. The separation
may include, but is not limited to, flexible
posts, planters, curbs, or on-street parking.

Source: Dyett & Bhatia
Table 5-2: Bikeway Classification
Class Description Example Image
I Shared-Use Path – provides a completely
separate right-of-way and is designated for
the exclusive use of bicycles
Source: Fehr & Peers
II Buffered Bike Lane – provides a restricted
right-of-way and is designated for the use
of bicycles with a striped buffer area that
neither vehicles nor bicyclists should use
Source: Toole Design
II Bike Lane – provides a restricted rightof-way and is designated for the use of bicycles with a striped lane on a street
or highway. Vehicle parking and vehicle/
pedestrian cross-flow are permitted
Source: Fehr & Peers
Source: Union City Bicycle & Pedestrian Master Plan, 2021.

City Council/RSA Agenda 211 Tuesday, October 25, 2022
85 UNION CITY STATION DISTRICT
Mobility |
GOALS
G-M-3 Bicycle Network. Complete the bicycle network
within the Planning Area to provide a safe, connected,
and comfortable system for trips within the Planning
Area and surrounding areas.

POLICIES
P-M-9 Implement the 2021 BPMP. Implement
the policies and complete the bicycle network
recommended in the adopted BPMP and shown in
Figure 5-12 to connect key locations within the
Planning Area.

P-M-10 Grade-separated Pedestrian Crossing at
Decoto Road. Explore the feasibility of providing
a grade-separated crossing for the proposed path
along the Alameda County Flood Control Channel
across Decoto Road, located about 200 feet south of
Alvarado-Niles Road.

P-M-11 Trail Access to Adjacent Developments. Ensure
direct access between future developments and
adjacent trails and paths.

City Council/RSA Agenda 212 Tuesday, October 25, 2022
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5.4 Transit Network
Figure 5-13 shows the existing transit services within the Planning Area, which are described below.

BAY AREA RAPID TRANSIT (BART)
BART provides regional commuter rail service between San Francisco, northern San Mateo County, the East Bay, and several recently opened locations in the South Bay. The Intermodal Station is located in the Core Subarea. All access to the Intermodal Station is currently from the west since UPRR tracks immediately east of the station limit direct access to and from the east.

There are two roads to access the station: Station Way, which intersects with Decoto Road and Union Square; and BART access street, which intersects with Union Square and Station Way. There are sidewalks at all access points, although there is only a sidewalk on the east side of Station Way at the intersection with Decoto Road. All access roads have bicycle lanes in both directions. There are transit stops for AC Transit, Union City Transit, and the Dumbarton Express adjacent to the entrance on the west side of the station along Station Way.

As described in Section 5-2, an at-grade crossing of the UPRR tracks to provide pedestrian access on the east side of the Station is currently under construction.

Based on 2019 data provided by BART, the station includes 1,144 automobile parking spaces and 170 bicycle parking spaces. The two sections of automobile parking lots are both accessed from Station Way. Additional nearby parking provided by Union City can also be used by BART users and is described in the next section. According to BART, on average weekdays in 2019, approximately 4,800 people exited the Intermodal Station.

The 2015 BART Station Profile Study shows that most BART riders arrive at the Intermodal Station by automobile (66 percent), followed by 22 percent by walking, six percent by bus, five percent by bicycle, and about one percent by motorcycle. Aerial view of BART tracks City Council/RSA Agenda 213 Tuesday, October 25, 2022
87 UNION CITY STATION DISTRICT
Mobility |
!X" Union City
Fremont
Union City
Fremont
Arroyo
Park
Charles F.

Kennedy
Park
Skate
Park
East
Plaza
Library
City
Hall
James Logan
High School
Drigon
Dog Park
7Th St
11Th St
Cheeves Way
Zwissig Way
H St
Station Way
Meyers Dr
Union Square
Decoto Rd
Bradford Way
Berger Way
Galliano Way
Nidus Ct
Alvarado Niles Rd
Alvarado Niles Rd
Decoto Rd
Zwissig Way
11Th St
7Th St
Green St
Diamond Terrace
Mission Blvd
Mission Blvd
Decoto Rd
H St
Alvarado Niles Rd
Niles Blvd
Royal Ann Dr
BART Rd
Union Square
11th St Extension
7th St Extension
Future Quarry
Lakes Parkway
M St
8th St
9th St
L St
L St
K St
Future Quarry Lakes ParkwayFuture Quarry Lakes Parkway
New Quarry Lakes Dr
0 250 500 750 1,000
Feet
Union City Station District
Union City City Limit
Future Quarry Lakes Parkway
Existing Parks
AC Transit Routes and Stops
UC Transit Routes and Stops
Dumbarton Express Route and Stops
Intermodal Station
!X" Potential Future ACE and/or Dumbarton Rail Station
BART
Railroad
Source: City of Union City, 2019; Alameda County GIS, 2019.

Figure 5-13: Transit Network Figure 5-13 Transit Network City Council/RSA Agenda 214 Tuesday, October 25, 2022
88 | Mobility

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About 75 percent of weekday riders boarding at Union City are destined for their place of work.

AC Transit
AC Transit is the primary bus service provider in 13 cities and adjacent unincorporated areas in Alameda County and Contra Costa County, with Transbay service to destinations in San Francisco, San Mateo, and Santa Clara Counties. AC Transit operates six bus routes within the Planning Area, primarily focused on service to and from the Intermodal Station. According to 2018 data from AC Transit, more than 450 riders used the AC Transit buses in the Planning Area on a typical weekday.

Dumbarton Express (DBX)
The Dumbarton Express (DBX) is the Transbay service provider from the East Bay to the Peninsula via the Dumbarton Bridge. The Dumbarton Express operates two routes, both of which serve the Intermodal Station, with stops along Decoto Road. DBX served about 1,100 passengers on a typical weekday in fall 2019.

Union City Transit (UC Transit)
City of Union City operates Union City Transit (UC Transit) which provides bus service along five routes within Union City plus microtransit (Flea) that serves the 11th Street corridor in the Station District. Five UC Transit routes serve the Planning Area with service primarily focused on the Intermodal Station.

According to 2018 data from UC Transit, about 850 riders used the five routes in the Planning Area on a typical weekday.

Bus Stops
Prior to the pandemic, as many as 11 buses per hour operated along Decoto Road during peak weekday commute periods. The bus stops at the Intermodal Station and on westbound Decoto Road west of Meyers Drive provide benches, shelters, and trash cans. The remaining bus stops and transit amenities along Decoto Road and the rest of the Station District will be added with development of the Station District.

Many of the bus stops in the Station District are located away from the nearest signalized crossings, such as the bus stops on Decoto Road at Alvarado-Niles Road, which are located about 200 feet from the signalized crosswalk. The bus stops are generally located away from the intersections to accommodate porkchop islands, and/or turn-pockets; however, they create long circuitous walks for riders accessing these stops.

Planned Improvements
AC Transit will implement the Dumbarton Express Corridor Improvement project in late 2021. Within the Station District, the project would provide transit signal priority at the signals along Decoto Road, which would allow preferential treatment of all buses along the corridor and relocate the bus stops on Decoto Road at Alvarado-Niles Road and Meyers Drive/Union Square to be closer to the signalized intersection.

The San Mateo County Transit District is currently leading the Dumbarton Rail Corridor Project, which is evaluating the technical and financial feasibility of providing rail service between San Mateo and Alameda Counties via the Dumbarton rail bridge. Rail service is expected to extend to the Intermodal Station along either an existing or new railroad right-of-way. Service on the Dumbarton rail corridor is not expected to start until 2036 and would provide additional regional transit connectivity in the Station District.

The Metropolitan Transportation Commission (MTC) is leading the Southern Alameda County Integrated Rail Analysis (SoCo Rail Study) to identify concepts for a “rail-to-rail” transfer hub. Based on the Phase 1 analysis, the Union City BART East Bay Hub is recommended as the only “rail-to-rail” hub concept for the Mid Term Horizon (approximately 10 years) and will consist of extending the Altamont Commuter Express (ACE), which provides commuter rail service between San Joaquin Valley and Silicon Valley, along the Oakland Subdivision tracks and providing a stop at the Union City Intermodal Station to improve connectivity to key travel markets throughout the Bay Area. Phase 2 of the SoCo Rail Study will focus on developing the Union City East Bay Hub concept for the Mid-Term Horizon to a sufficient level of detail to begin environmental documentation and preliminary engineering.

City Council/RSA Agenda 215 Tuesday, October 25, 2022
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Mobility |
GOALS
G-M-4 Transit Service. Ensure frequent, safe, and reliable transit service within the Station District.

POLICIES
P-M-12 Bus Stops. Coordinate with AC Transit and UC Transit to identify and improve bus stops within the Station District.

Improvements may consist of:
• Relocating bus stops to improve bus operations, such
as relocating stops from the near-side to the farside of signalized intersections and/or improving pedestrian access, such as relocating bus stops closer
to signal-protected crossings and widening sidewalks
to allow for improved ADA access.
• Providing bus stop amenities, such as bus stop signs, wayfinding maps, bench and/or shelter pursuant to
AC Transit Multimodal Corridor Guidelines.
• Requiring projects that develop or redevelop sites
with existing and/or proposed bus stops along their
frontage(s) to relocate and/or upgrade bus stops
consistent with this policy.

P-M-13 Bicycle Access at Intermodal Station. Coordinate with BART to ensure adequate bicycle parking at the
Intermodal Station and that the Intermodal Station
provides safe and convenient pedestrian and bicycle
connections that connect to the adjacent streets and
paths.

P-M-14 Mobility Hubs. Coordinate with BART and Alameda
CTC on implementing a mobility hub at the Intermodal
Station, which would integrate various transportation
services and amenities to offer convenient first and
last-mile non-automobile connections at the Intermodal
Station.

P-M-15 Passenger Rail Expansion. Facilitate the addition of passenger rail service at the Intermodal Station including Altamont Commuter Express (ACE) and Dumbarton Rail
service.

City Council/RSA Agenda 216 Tuesday, October 25, 2022
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UNION CITY STATION DISTRICT

5.5 Goods Movements
The goods movement network within the Planning Area is composed of rail lines and designated truck routes as shown on Figure 5-14. The Niles and Oakland Subdivision tracks operated by the Union Pacific Railroad are the primary freight and passenger rails lines within the Planning Area, which include two at-grade crossings on Decoto Road. The South Bay Connect Project, currently underway by the Capitol Corridor Joint Powers Authority, is planning to shift the Capital Corridor passenger rail service between Oakland and Fremont from the Niles Subdivision tracks to the Coast Subdivision tracks to the west and closer to the Bay. This shift would eliminate this existing passenger rail service passing through the Station District and could add freight service to the Oakland Subdivision.

Decoto Road and 7th Street are the designated truck routes within the Station District. Based on 2018 data, truck percentages vary between three and 10 percent for Planning Area roadways; 7th Street was observed to have the highest truck percentage at 10 percent (total vehicle volumes along 7th Street are also lower than other arterials within the Planning Area) and 11th Street was observed to have the lowest truck percentage at three percent.

The completion of the Quarry Lakes Parkway would provide a secondary eastwest truck route in the area and reduce the truck traffic on Decoto Road, which would be consistent with the UC2040 Mobility Element’s goal to convert Decoto Road to a complete street corridor. Similarly, the existing truck traffic on 7th Street is expected to decrease as the Station East Subarea redevelops from a primarily industrial use to more residential and office uses.

EXISTING RAILROAD PRE-EMPTION
Figure 5-14 shows the location of the two at-grade railroad crossings on Decoto Road as described below.
• The Niles Subdivision UPRR tracks, which cross Decoto Road just east of Cheeves Way
• The Oakland Subdivision UPRR tracks, which cross Decoto Road west of 11th Street and just east of the elevated BART tracks
Both at-grade railroad crossings have signal pre-emption so that adjacent signals clear the tracks prior to a train’s arrival. The Niles Subdivision crossing has simultaneous pre-emption, which notifies the traffic signal controller and railroad warning devices concurrently of an approaching train. The Oakland Subdivision has advanced pre-emption, which allows a notification to be received by the traffic signal controller prior to activation of the railroad warning devices, providing additional time for queues that extend past the railroad crossing to clear before the gates activate. A study conducted by the City in 2016 recommended implementing advanced pre-emption at the Niles Subdivision crossing.

A field diagnostic meeting in 2020 confirmed the recommendation for advanced pre-emption at Niles Subdivision, and recommended physical improvements at the crossing and pre-emption for the proposed traffic signal at the Decoto Road/9th Street intersection and with the existing traffic signal at the Decoto Road/11th Street intersection. These improvements are expected to be implemented by the proposed Station East Residential/ Mixed Use Project.

City Council/RSA Agenda 217 Tuesday, October 25, 2022
91 UNION CITY STATION DISTRICT
Mobility |
Union City
Fremont
Union City
Fremont
BART
Union City
Station
Arroyo
Park
Charles F.

Kennedy
Park
Skate
Park
East
Plaza
Library
City
Hall
James Logan
High School
Drigon
Dog Park
7Th St
11Th St
Cheeves Way
Zwissig Way
H St
Station Way
Meyers Dr
Union Square
Decoto Rd
Bradford Way
Berger Way
Galliano Way
Nidus Ct
Alvarado Niles Rd
Alvarado Niles Rd
Decoto Rd
Zwissig Way
11Th St
7Th St
Green St
Diamond Terrace
Mission Blvd
Mission Blvd
Decoto Rd
H St
Alvarado Niles Rd
Niles Blvd
Royal Ann Dr
BART Rd
Union Square
11th St Extension
7th St Extension
Future Quarry Lakes Parkway
M St
8th St
9th St
L St
L St
K St
Future Quarry Lakes ParkwayFuture Quarry Lakes Parkway
New Quarry Lakes Dr
0 250 500 750 1,000
Feet
Union City Station District
Union City City Limit
Existing Parks
Existing Truck Route
Proposed Truck Route
At-Grade Railroad Crossing
Spurs
Niles Subdivision (UPRR)
Oakland Subdivision (UPRR)
Future Quarry Lakes Parkway
BART
Intermodal Station
Source: City of Union City, 2019; Alameda County GIS, 2019.

Figure 5-14: Goods Movement Network
Figure 5-14: Goods Movement Network
City Council/RSA Agenda 218 Tuesday, October 25, 2022
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5.6 Parking and Curb Management

AUTOMOBILE PARKING
Union City has robust parking controls surrounding the Intermodal Station through a combination of parking permits, on-street metered parking, and offstreet parking lots. There are three public parking lots east of the Intermodal Station on 11th Street: Lot 1, Lot 2, and the Station Center Parking Garage, which combined provide 820 parking spaces. There are parking controls on most of the streets adjacent to the Intermodal Station, including 11th Street, 12th Street, Alvarado-Niles Road, Cheeves Way, J Street, Meyers Drive, and Union Square, which combined provide 280 parking spaces. Parking in these facilities either require purchase of quarterly parking permits which cost $240 per quarter in 2021 and intended for use by BART commuters and area residents and workers, or cost $1 per hour in 2021 and intended for local area visitors or occasional BART users. In addition, some streets north of Decoto Road and north of James Logan High School adjacent to the Planning Area have a residential permit parking program that restricts on-street parking to residents only.

The Union City website provides real-time parking availability for most of these designated areas. According to Union City staff, during typical midweek business hours in 2019, Lot 1 is usually full and Lot 2 is typically around 50 percent occupied, with on-street parking 25 percent occupied throughout the day.

OFF-STREET AUTOMOBILE PARKING REQUIREMENTS
The design and operation of future parking facilities within the Station District can be critical in shaping the future travel patterns of residents, employees, and visitors. Not providing sufficient parking can be a deterrent to attracting businesses and retail uses and can cause substantial frustration to residents who cannot find available and convenient parking. However, too much parking, especially free parking close to every destination, serves to reduce the level of active transportation and transit use, and can substantially increase the cost of development. Providing the right amount of parking requires flexible parking standards and parking management strategies that can adjust over time, and GOALS
G-M-5 Goods Movement. Balance access and circulation for trucks with the needs of other street users.

POLICIES
P-M-16 QLP Truck Route. After completion, encourage trucks within the Station District to utilize Quarry Lakes Parkway (QLP) between Mission Boulevard and Alvarado-Niles
Road.

P-M-17 Advanced Railroad Pre-emption. Implement
advanced pre-emption at the at-grade Niles Subdivision
crossing on Decoto Road.

P-M-18 Railroad Grade Separation on Decoto Road.

Explore the feasibility and if found feasible, implement grade-separating the existing at-grade crossings of both the Niles and Oakland Subdivision UPRR tracks on Decoto Road.

City Council/RSA Agenda 219 Tuesday, October 25, 2022
93 UNION CITY STATION DISTRICT
Mobility |
Table 5-3: Off-Street Vehicle Parking Requirements
Land Use Type Minimum Off-Street
Parking Requirements
Maximum OffStreet Parking
Allowed
Multi-Family Residential
On BART Property1 All None 0.5 space/unit
All subareas
(Outside of BART
Property)
Studio 0.75 spaces/unit 1.25 space/unit
1 Bedroom 1.0 space/unit 2.0 spaces/unit
2 Bedrooms 1.25 spaces/unit 2.0 spaces/unit
3+ Bedrooms 1.5 spaces/unit 2.5 spaces/unit
Affordable
Housing

0.5 spaces/bedroom 2.0 spaces/unit
Visitor Parking None 0.25 spaces/unit
Non-Residential
BART Property – Office1 None 1.0 space/650
square feet
All subareas (Outside of BART Property) –
Office

1.0 space/400 square
feet

1.0 space/250
square feet
Outside BART Property –
Research & Development

1.0 space/400 square
feet

1.0 space/250
square feet
All subareas (Outside of BART Property) –
Retail and Medical Office

1.0 space/300 square
feet

1.0 space/200
square feet
Notes:

1. Based on AB2923 requirements
that fully recognize the variety of transit options within the Station District and transportation and parking demand management (TDM) strategies to be incorporated as part of future development projects. The parking management goal for the Station District is to manage the different parking demands generated by residents, workers, and visitors by establishing minimum parking requirements and maximum parking limits.

Table 5-3 summarizes the off-street parking minimums and maximum limits.

Developments on BART property are subject to Assembly Bill (AB) 2923 which was approved by the State Assembly in 2018 to establish standards for transitoriented development (TOD), including parking requirements on BART-owned properties. The parking requirements for other areas of the Station District were developed based on input from Union City staff and informed by available parking demand data.

Parking use should be monitored over time, the parking requirements may be adjusted as parking demands evolve over time. With implementation of TDM strategies and with expected increased use of ridesharing services and/or autonomous vehicles (AVs), future long-term developments may require fewer parking spaces than earlier developments. Flexibility in addressing off-street parking requirements is encouraged, which can include the following, especially in higher density mixed use areas, such as The Core, Marketplace, and Station East subareas:
• Phased Parking – Surface parking may be more prevalent in the early phases of development, with the expectation that some surface lots would be converted to parking structures or other active uses in later phases of development.
• Shared Parking – Shared parking relies on different time-of-day demand profiles for multiple uses, supplied by the same parking facility. Shared parking opportunities increase the efficiency of parking supply and can reduce the overall parking supply needed to accommodate parking demands. A parking demand study can be developed for mixed use projects with shared parking to inform potential reductions to the minimum off-street parking supply requirements outlined above.

City Council/RSA Agenda 220 Tuesday, October 25, 2022
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ON-STREET PARKING AND CURB MANAGEMENT
Most streets in the Station District would provide parallel on-street parking on both sides of the street. Time-of-day restrictions can be effective at balancing the needs of mixed use developments within the District while using the available on-street parking supply in an efficient and flexible manner. Parking time limits during typical business hours (8:00 AM to 6:00 PM) can prohibit all-day parking by area residents or employees and result in more frequent turnover of parking spaces and ensure the availability of on-street parking for visitors, customers, and/or deliveries.

On-street parking can be used for a variety of uses. With the increasing concern for balancing the needs for all users and the growth of ridesharing services, as well as online shopping and associated deliveries, demand for curbside pickups, and drop-offs and idle times is increasing.

The Specific Plan accommodates the need for flexibility in the use of all curbside spaces through provisions for flexible loading zones and parking management polices (P-M-25, Curb designations on public streets, and P-M-26, parking management on public off-street and on-street facilities).

BICYCLE PARKING
Providing sufficient bicycle parking in the Station District to encourage bicycle travel to, from, and within the area is critical in encouraging bicycle use and reducing automobile travel for various types of trips.

Bicycle parking is classified into two categories:
• Short-term bicycle parking for visitors, customers, and short trips. Shortterm bicycle parking is typically outdoor racks, which can be covered to protect bicycles from weather.
• Long-term bicycle parking for residents and employees. Long-term bicycle parking is protected from the weather, has physical security, and is typically located within buildings or parking structures at convenient locations.

Short-term bicycle parking should be placed near building entrances and at recreation facilities, and long-term bicycle parking locations vary with building context. Table 5-4 presents the minimum short-term and long-term bicycle parking requirements in the Station District; they are consistent with or exceed the bicycle parking recommendations in the BPMP.

Short-term bicycle parking
City Council/RSA Agenda 221 Tuesday, October 25, 2022
95 UNION CITY STATION DISTRICT
Mobility |
GOALS
G-M-6 Parking. Proactively manage the on- and off-street parking supply to meet demand, while minimizing the land dedicated to and the costs associated with parking.

POLICIES
P-M-19 Automobile Parking for New Developments. Require all future developments to provide off-street automobile parking supply consistent with Table 5-3.

P-M-20 Bicycle Parking for New Developments. Require all future developments to provide long-term and short-term bicycle parking supply consistent with Table 5-4.

P-M-21 Electric Vehicle Charging for New Developments.

Provide electric vehicle charging stations as part of new developments within the Station District. The supply and design of electric vehicle charging stations shall be consistent with the California Green Building Standards Code.

P-M-22 Unbundled Parking for New Developments. Allow
unbundled automobile parking in residential developments with common parking facilities, where residents pay for parking separately from the sales price or rent for the housing unit.

P-M-23 Phased Parking Requirements for New
Developments. The City shall monitor off-street parking in the early phases of development and revise parking
requirements for future developments per the observed
demand.

Table 5-4: Bicycle Parking Requirements
Land Use Type Short-Term Bicycle Parking Long-Term Bicycle Parking Residential
Multi-Family on BART
land
1 space/20 dwelling units
Minimum of 2 spaces
1 space/1 dwelling unit1
Multi-Family with
private garage for each
unit
1 space/20 dwelling units
Minimum of 2 spaces
None
All other Multi-Family
Residential
1 space/20 dwelling units
Minimum of 2 spaces
1 space/4 dwelling units
Minimum of 2 spaces
Non-Residential
Office and Research &
Development
1 space/8,000 square feet
Minimum of 2 spaces
1 space/4,000 square feet
Medical Office 1 space/3,000 square feet
Minimum of 2 spaces
1 space/3,000 square feet
Retail 1 space/3,000 square feet
Minimum of 2 spaces
1 space/10,000 square feet
Notes:

1. Based on AB2923 requirements.

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UNION CITY STATION DISTRICT
P-M-24 Shared Parking for New Developments. Encourage
mixed use developments to provide shared parking with
minimal assigned parking, to minimize the total amount of new parking constructed.

P-M-25 Curb Designations on Public Streets. Provide the following on-street curb designations:
• For multi-family developments, provide at least one
on-street short-term loading space (passenger and
commercial) per building lobby along the project
frontage.
• Provide one on-street short-term loading spaces
(passenger and commercial) per block face with nonresidential or mixed use frontages. • Consider two-hour or four-hour parking limits for most or all the remaining on-street parking spaces in the Station District.

P-M-26 Parking Management on Public Off-street and
On-street Facilities. Continue to actively manage the
on-street and public off-street parking to:
• Designate parking on streets with commercial frontage as either metered or time-limited to encourage turnover and availability of parking.
• Minimize parking spillover into the adjacent residential streets.
• Adjust parking meter hours and prices, as well as monthly prices to control demand.

5.7 Transportation Demand Management (TDM)
TDM refers to a comprehensive set of strategies designed to reduce the reliance on automobiles as a means of transportation, which would result in reduced congestion, VMT, and parking demand. The specific plan would facilitate the development of high-density mixed uses in proximity to a regional transportation facility, the Intermodal Station. These features encourage the use of pedestrian, bicycle, and transit modes. The infrastructure improvements described in previous sections of this chapter would provide a comprehensive system to accommodate multi-modal travel within and to and from the Station District. TDM measures would complement these infrastructure improvements by providing better incentives and opportunities for area residents, workers, and visitors to choose transit, non-motorized, or ride-sharing modes.

TDM measures can consist of features incorporated in the design of new buildings such as providing on-site bicycle parking and showers and lockers to encourage bicycling, and ongoing operational strategies such as providing direct transit subsidies and managing the available parking supply. Implementing robust TDM strategies, combined with the well-designed multi-modal infrastructure described in previous sections, can result in reduced dependency on automobiles as the primary mode of transportation.

City Council/RSA Agenda 223 Tuesday, October 25, 2022
97 UNION CITY STATION DISTRICT
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GOALS
G-M-7 Reduce Single-occupant Automobile Travel.

Reduce the reliance on single-occupant automobiles and
the parking supply by incentivizing other modes of travel.

POLICIES
P-M-27 TDM Plans. Require developments generating more
than 50 peak hour trips to develop and implement a TDM
Plan, consisting of both infrastructure improvements and operational strategies, to reduce the number of drive-alone trips.

P-M-28 Design Features That Reduce Automobile Use.

Update zoning requirements to ensure that the design of future developments include features that reduce the use of automobiles, such as on-site showers and lockers for non-residential developments, on-site childcare center for large employers, and on-site business center for residential developments.

Bus stop at the Union City Intermodal Station
City Council/RSA Agenda 224 Tuesday, October 25, 2022
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City Council/RSA Agenda 225 Tuesday, October 25, 2022

PUBLIC FACILITIES,

SERVICES, AND

INFRASTRUCTURE
6 6.1 Public Services

6.2 Water Supply

6.3 Natural Gas and Electricity

6.4 Solid Waste Management

6.5 Telecommunications
City Council/RSA Agenda 226 Tuesday, October 25, 2022
The Station District will experience significant changes by 2040, with new residential and non-residential development, transportation improvements, and public spaces. This chapter provides guidance for the network of infrastructure, public facilities, and services that will be necessary to support these changes and the continued success of the Station District. This chapter is complemented by the Station District Specific Plan Financing Plan, which outlines an infrastructure cost assessment, preliminary financing strategies for infrastructure and public improvements, and a phased implementation program.

6.1 Public Services

SCHOOLS
The Planning Area is served by the New Haven United School District (NHUSD) which consists of 14 public schools, serving the cities of Union City and Hayward.

The public schools in the NHUSD in Union City include six elementary schools, two middle schools, one high school, and two adult and independent schools.1 The Planning Area is served by six of these schools, as shown in Table 6.1.

James Logan High School is located at the western edge of the Station District Planning Area in the Civic Center Subarea.
1 New Haven Unified School District. 2021. School Information. Available: www.mynhusd.org/ apps/pages/index.jsp?uREC_ID=410958&type=d&pREC_ID=897128. Accessed: July 15, 2021.

PUBLIC FACILITIES, SERVICES, AND 6 INFRASTRUCTURE
Table 6-1: New Haven Unified School District Schools Serving the Planning Area School Address Enrollment
2016-2017 2017-2018 2018-2019 2019-2020 2020-2021
Searles Elementary
School
33629 15th St., Union
City, CA 94587
697 673 662 717 704
Guy Emanuele, Jr.

Elementary School
100 Decoto Rd., Union
City, CA 94587
619 586 569 549 559
César Chávez Middle
School
2801 Hop Ranch Rd.,
Union City, CA 94587
1,255 1,252 1,210 1,110 1,010
James Logan High
School
1800 H St., Union City,
CA 94587
3,750 3,735 3,635 3,650 3,472
Decoto School for
Independent Study
725 Whipple Road,
Union City, CA 94587
138 118 121 134 471
New Haven Adult
School
725 Whipple Road,
Union City, CA 94587

N/A N/A N/A N/A N/A
Source: DataQuest. 2021. Enrollment by Grade. New Haven Unified Report (01-61242). Available: https://dq.cde.ca.gov/dataquest/dqcensus/EnrGrdLevels.aspx?cds=0161242&agglevel=district&ye ar=2020-21&ro=y. Accessed: July 27, 2021.

City Council/RSA Agenda 227 Tuesday, October 25, 2022
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UNION CITY STATION DISTRICT
Public Facilities, Services, and Infrastructure |
In recent years, the NHUSD has been facing slightly declining enrollment numbers. District-wide enrollment has been decreasing from 12,459 enrolled students in the 2014–2015 school year to 10,812 students in the 2020-2021 school year.2 The 2020 NHUSD Enrollment Projections Report provides student generation rates for a variety of housing types, shown below in Table 6-2.

Using the NHUSD’s student generation rates of 0.35 students per household for apartments and 0.39 students per household for unspecified multi-family housing, implementation of the Proposed Plan would result in a total of 930 new students within the Planning Area. NHUSD has not performed a recent capacity/utilization study, but has approximately 780 classrooms. Conservatively assuming 22 students per classroom, the NHUSD currently has capacity for approximately 17,160 students.3
NHUSD enrollment in the 2019-2020 school
year was 11,047 students; thus, the 930 new students that could be generated by development under the Proposed Plan would not exceed the district’s estimated capacity and construction of new school facilities to accommodate development under the Proposed Plan would not be required.4 Furthermore, the NHUSD projects that student enrollment is projected to decrease to 9,127 students in the 2029-2030 school year, which would provide additional capacity to accommodate new students in the Planning Area.
2 DataQuest. 2021. Enrollment by Grade. New Haven Unified Report (01-61242). Available:
https://dq.cde.ca.gov/dataquest/dqcensus/EnrGrdLevels.aspx?cds=0161242&agglevel=district&y ear=2020-21&ro=y. Accessed: July 27, 2021.
3 Douglas Herring & Associates. 2017. Station District Block 7 Medical/Office Building Project Initial Study/Mitigated Negative Declaration.
4 Douglas Herring & Associates. 2017. Station District Block 7 Medical/Office Building Project Initial Study/Mitigated Negative Declaration.

Table 6-2: New Haven Unified School District Student Generation Rates Housing Type Average Student Yield
Apartment 0.35
Condominium 0.26
Manufactured 0.28
Townhome 0.55
Single-Family 0.50
Multi-Family1 0.39
Overall Average Student Yield2 0.46
Notes:

1. To calculate the student potential for developments with unspecified multi-family housing, an average of the multi-family yields was calculated; this includes apartments, condominiums, and townhomes.

2. To calculate the student potential for developments where the exact housing type is unknown, the overall average student yield is used.

Source: Cooperative Strategies. 2020. New Haven Unified School District Enrollment Projections Report by Boundary of Residence.

James Logan High School, Center for the Performing Arts City Council/RSA Agenda 228 Tuesday, October 25, 2022
102 | Public Facilities, Services, and Infrastructure

UNION CITY STATION DISTRICT

LIBRARY
The Union City branch of the Alameda County Library, located in the William Cann Civic Center in the Civic Center Subarea, serves the city and nearby residents outside the city limits. The library is a community asset that provides information, educational resources, and a variety of services to children, students, and adults.

The Union City Library is an approximately 12,000 square foot facility with a collection of over 100,000 items in many different languages, as well as a DVD and CD collection. Other services at the library include free internet and wireless access; laptop and iPad borrowing services; access to photocopiers, typewriters, and text enlargers; and a meeting room for use by community groups.

The Union City Library is inadequate for the existing population it serves. To address the deficiency in the library system, the Alameda County Library Master Space Plan recommended a replacement library facility in Union City between 45,000 and 50,000 square feet. However, due to financing constraints, the Union City Library has experienced a loss in supplemental funding over the last two years that has required reductions in staff and service levels. Additionally, construction of a new library facility would require a City Capital Improvement Plan or other funding that is not currently available. While the Union City Library is currently adding technology infrastructure, it does not anticipate large-scale equipment installations in the current facility due to size constraints.

The City currently supports State and local library infrastructure bond measures for the construction of new libraries, which, if approved, would contribute to the library system located in the project area and help to address the demand for library services generated by the project.

POLICE AND FIRE SERVICES
The Union City Police Department (UCPD) consists of 81 sworn officers and more than 25 civilian staff members. The UCPD participates in Region II (Alameda, Del Norte, Humboldt, Mendocino, Lake, Sonoma, Napa, Solano, Marin, Contra Costa, San Mateo, Santa Clara, Santa Cruz, San Benito, and Monterey Counties) of the California State Mutual Aid System, with Alameda County acting as the regional coordinator.

Union City Library
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In 2010, Union City officials elected to consolidate City fire services with the Alameda County Fire Department (ACFD) and entered into a contractual agreement with ACFD to provide emergency fire and medical services to Union City. The total service area for the ACFD covers 508 square miles and is supported by 27 fire stations, 456 personnel, and 100 reserve firefighters.

ACFD includes a Fire Prevention Branch which reviews building and facility plans.

Fire Prevention personnel also inspect new and remodeled buildings and facilities to ensure that the structures meet State and local fire codes and standards. New development is required to meet Fire Code requirements, including those related to interior sprinklers, water flow and hydrant requirements, and the design of driveways and access points to ensure adequate access for responding vehicles.

Goal G-PF-2 would ensure that new development adequately addresses public safety concerns through building design and site planning. Policy P-PF-3 and P-PF-4 provide more detailed guidance on accomplishing this goal. This goal and related policies will reduce the strain on police and fire services resulting from increased population. Additionally, Goal G-PF-3 and Policy P-PF-5 ensures that there be adequate public facilities and services to accommodate new development. In the policies below, all references to the Fire Department refer to ACFD.

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GOALS
G-PF-1 Schools. Work with New Haven United School District and the Alameda County Library to ensure adequate and accessible school and library facilities for the Planning Area.

G-PF-2 Public Safety. Ensure that new development adequately addresses public safety considerations in building design and site planning.

G-PF-3 Public Facilities & Services. Ensure that adequate public facilities and services are available to serve new development.

POLICIES
Schools and Library
P-PF-1 Schools. Work with New Haven United School District and the Alameda County Library to ensure adequate and
accessible school and library facilities for the Planning Area.

P-PF-2 Safe Routes to Schools. New developments shall
create and/or improve safe routes to nearby schools.

Police and Fire Services
P-PF-3 Fire Services. Ensure that new development provides adequate fire flow capacity and necessary improvements, such as adequate fire access roadways and fire hydrants.

P-PF-4 Safety. Ensure that new development is designed to address safety concerns including incorporating “Crime
Prevention Through Environmental Design” (CPTED)
measures into projects.

P-PF-5 Adequate Public Facilities and Services. The City shall ensure through the development review process that adequate public facilities and services are available to serve new development when required. The City shall not approve new development where existing facilities are
inadequate to support the project unless the applicant can demonstrate that all necessary public facilities and services including those related to police and fire protection will be installed or adequately financed and maintained (through fees, special taxes, assessments, or other mean).

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6.2 Water Supply
The public utility infrastructure for the Planning Area was constructed in the mid 1950s through 2010. Through the years, the utility infrastructure has been maintained, replaced, or upsized either by the City or the utility agencies that own the facilities.

POTABLE WATER SYSTEM
Alameda County Water District (ACWD) has provided water for over 100 years and owns and maintains the water infrastructure throughout the City of Union City. ACWD’s three primary sources of water supply are 1) the State Water Project (SWP), 2) San Francisco’s Regional Water System, and 3) local supplies. The SWP and San Francisco Regional Water Supplies are imported into the District through the South Bay Aqueduct and Hetch-Hetchy Aqueduct, respectively. Local supplies include fresh groundwater from the Niles Cone Groundwater Basin (underlying the District service area) and desalinated brackish groundwater from portions of the groundwater basin previously impacted by seawater intrusion.

Water for the Planning Area is delivered through a 24-inch and 16-inch transmission main in Alvarado-Niles Road, and the 24-inch transmission main continues north to serve Decoto Road and 7th Street, where it then branches into smaller mains serving the remaining Study Area. There are also 12-inch transmission mains through Union Square, Zwissig Way, and 11th Street, which provide redundancy to the system by connecting back into one of the 24-inch transmission mains.

As the Water Supply Assessment determined that water demand associated with the Proposed Plan was accounted for in Alameda County Water District’s (ACWD) 2020-2025 Urban Waste Management Plan, no new or expanded ACWD conveyance infrastructure beyond that which is already planned would be required to deliver water to the Planning Area through 2040. Within the Planning Area, water is delivered through a 24-inch and 16-inch transmission main in Alvarado-Niles Road, and the 24-inch transmission main continues north to serve Decoto Road and 7th Street, where it then branches into smaller mains serving the remaining Planning Area. There are also 12-inch transmission mains through Union Square, Zwissig Way, and 11th Street, all of which appear to provide redundancy to the system by connecting back into one of the 24-inch transmission mains. Development projects pursuant to the Proposed Plan would be required to install distribution mains within the street network to serve fire and domestic water needs. Final sizing of any particular line will be subject to modeling of the system that must rely on water use parameters of any particular project or group of projects once those details are known. It is expected that new distribution mains in collector streets will be 10-inch or 12-inch in diameter and distribution mains in local streets will be 8-inch or 10-inch in diameter. Within the Planning Area, new projects will be required to install distribution mains within the street network to serve fire and domestic water needs. Final sizing of any particular line will be subject to modeling of the system that must rely on water use parameters of any particular project or group of projects. It is expected that new distribution mains in backbone streets will be 10-inch or 12-inch in diameter and distribution mains in local streets will be 8-inch or 10-inch in diameter. A water model will need to be performed based on final land plans, building types, water demands, fire flow requirement, and phasing, to establish final, actual line sizes in each street, and to determine whether improvements to the 24-inch and 16-inch transmission mains described above will be required. Figure 7.1 illustrates the future water needs for the Planning Area.

RECYCLED WATER
Currently, there is no recycled water system to provide non-potable water to the Planning Area, and no plans are afoot to study or evaluate provision of recycled water.

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WASTEWATER
The City of Union City is within the service boundaries of the Union Sanitary District (USD), which also serves the cities of Fremont and Newark. The district owns and maintains a system that consists of gravity and pressure pipes, pumping facilities, detention facilities and the Alvarado Treatment Plant, which is located at the west end of Benson Road in Union City, west of the Planning Area.

The Station District is primarily served by a 27-inch trunk gravity main with Cast in Place Pipe (CIPP) liner in Alvarado-Niles Road (Alvarado-Niles 27-inch), which carries wastewater flows west through the Planning Area, beneath I-880 Freeway and to the Alvarado Treatment Plant, approximately four miles to the west located at 5072 Benson St., Union City. The 2017 Sewer Master Plan Update did not recommend any trunk sewer capacity improvements at the time in the Alvarado Basin.

In addition to the Alvarado-Niles 27-inch, there is a 15-inch gravity line in 7th Street (Seventh 15-inch) that flows from north to south before turning to the southeast following Black Mountain Circle, where the main increases to 21inches. It then continues to the southwest along King Avenue before turning west running adjacent to railroad tracks, where it increases to a 24-inch main and then crosses under the tracks and continues south along Saltillo Place and Kraftile Road. The 24-inch line then crosses beneath the BART tracks and is collected by the Alvarado-Niles 27-inch line. USD updated their Master Plan in 2017 and it indicates a future capacity issue with the 10-inch and 15-inch main located on Zwissig Way and 7th Street in the Station East subarea.

The 2017 Alvarado Master Plan Update determined the area would have sufficient capacity to serve the new development in the Station District Specific Plan.

Capacity deficiency is identified in the vicinity of 7th Street and Zwissig Way.

With new development in this area, it is still possible that the capacity deficiency would still exist and would require upsizing of the pipelines. Depending on the development proposal the pipeline may need to be upsized.

The Alvarado Treatment Plant experienced an average daily flow of 23.7 million gallons per day (MGD) for 2019 and has the capacity to treat and discharge 33 MGD. Infiltration and inflow is not a significant issue within the Planning Area.

Estimated flow under the Specific Plan is only 1.78 MGD. Therefore, there is adequate capacity to serve the buildout population.

STORMWATER
The City of Union City owns and maintains the storm drainage collection system, which is comprised of reinforced concrete pipes, and discharges by permit to the San Francisco Bay. The City’s stormwater conveyance system is designed to capture, direct, and convey peak storm event flows away from buildings thereby protecting life and public property from flood hazards associated with events that have a less than or equal to one percent chance of occurrence (100-year flood event). The City has set forth guidelines to help developers and municipalities in the design of storm drain systems under peak flow rate conditions. The City’s system consists mostly of storm drain inlets, manholes and underground pipes.

These facilities carry runoff water within the drainage basin to nearby flood control channels which are owned and maintained by Alameda County Flood Control and Water Conservation District (ACFCD).

Rain Garden
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Current stormwater requirements for construction and new development regulate both the quality and the quantity of storm runoff. Storm water quality is regulated under the San Francisco Bay Municipal Regional Permit (MRP), of which the City of Union City is a permittee. Developments within the Planning Area must meet storm water treatment regulations (C3), hydromodification requirements (C3g), as well as trash capture regulations (C10). Guidelines for implementing these regulations are detailed in the Alameda Countywide Clean Water Program handbook and are reviewed and permitted by the City of Union City.

Hydromodification requirements are triggered by projects that create or replace one acre or more of impervious area unless the post-project impervious area is less than or equal to the pre-project impervious area. Additionally, a project could be exempt from hydromodification requirements if located in specific areas, as depicted in the HMP Susceptibility Map issued by the Alameda Countywide Clean Water Program.

The drainage systems within the Planning Area will be designed so that lots, streets and parks will be graded to convey surface runoff to new inlets within the development, which will then transport the storm water through underground piping networks to discharge outlets. All public and private streets are to be designed to comply with the requirements of the City of Union City. The proposed grading and drainage must conform to Federal Emergency Management Agency (FEMA) and City of Union City requirements where applicable, and final plans will be subject to review and approval by the City. During construction, projects will implement construction Best Management Practices (BMPs) to ensure that water quality is protected. Construction BMPs include the erosion control measures, sediment transfer reduction measures, and dust control measures.

Training protocols for the site contractor(s) and personnel will help ensure proper construction Best Management Practices prior to construction activity.

In addition, the site developer will retain a construction manager familiar with National Pollutant Discharge Elimination System (NPDES) permit requirements to monitor construction activities. These measures would reduce potential construction impacts to water quality.

Bioswale for stormwater management
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Shared treatment facilities may be pursued to achieve hydromodification.

Hydromodification is the more difficult C3 treatment to satisfy because it requires a large detention volume in order to reduce the rate and amount of runoff to pre-project conditions. In an area such as the Union City Station district, an approximate detention volume of 1 acre-foot is typical per every 7 acres of land developed. As a unit of measure 1 acre-foot represents a volume of 1-foot depth over 1 acre of area. The depth may be increased depending on the space available, in order to decrease the footprint of the detention facility. (For example, a detention pond intended to detain 1 acre-foot of water and designed for a 3-foot depth would only need to be 0.33 acres in area.) Developers will be required to provide stormwater calculations based on their finalized development of the site. Oversized pipes and underground tanks may be used to detain stormwater to meet hydromodification requirements in addition to stormwater detention basins.

Future developments within the Planning Area must meet the requirements of Section C.3 of the Alameda Countywide Clean Water Program’s (ACCWP) NPDES permit with the California State Water Board, the City of Union City requirements, and other applicable local, state and federal requirements. These include storm water treatment regulations (C3), hydromodification requirements (C3g), as well as trash capture regulations (C10). Guidelines for implementing these regulations are detailed in the Alameda Countywide Clean Water Program handbook and are reviewed and permitted by Union City. Furthermore, hydromodification requirements are triggered by projects that create or replace one acre or more of impervious area, unless the post-project impervious area is less than or equal to the pre-project impervious area, although future development could be exempt from hydromodification requirements if located in an area that is already highly developed (70 percent or more impervious). Projects pursuant to the Proposed Plan would be required to comply with these requirements, which would minimize the increase in stormwater volume and velocity to the maximum extent practicable. The Station East Residential/Mixed Use Project and Quarry Lakes Parkway have planned bioretention areas identified in Figure 4-2: Open Space Network.

Storm drainage collection system in the public right-of-way Landscaped area for stormwater management
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GOALS
G-PF-4 Infrastructure and Public Utilities. Continue the successful provision, maintenance and operation of
infrastructure and public utilities to maintain the quality of life and sustainability of the Station District.

G-PF-5 Water Supply. Continue efforts to safeguard the quality and availability of water supplies.

G-PF-6 Stormwater. Develop a stormwater drainage system that maintains the health and safety of residents, provides flood control, reduces long-term maintenance costs, minimizes pollution, and enhances aesthetic quality.

POLICIES
P-PF-6 Potable Water. Require new development projects to construct adequate potable water distribution and sanitary sewer systems and/or pay applicable fees to construct necessary facilities, as identified under the Station District Specific Plan and the City’s Capital Improvement Plan.

P-PF-7 Utility Connections. Require connections to the water distribution and sanitary sewer concurrently with construction of new roadways to maximize efficiency and minimize disturbance due to construction activity.

P-PF-8 Water Efficient Appliances and Fixtures. Require new development to install water efficient appliances and fixtures such as lowflow faucets and toilets.

P-PF-9 Water Efficient Landscape. Require new development to comply with the State and the City’s mandatory water efficient landscape ordinance (WELO).

P-PF-10 Rainwater and Greywater. Allow the use of rainwater harvesting systems, consistent with regional permit requirements. Encourage use of greywater for irrigation.

P-PF-11 Pretreatment Facilities. Require restaurants and other uses that discharge grease into the wastewater treatment system to reduce impacts through individual or collective pretreatment facilities.

P-PF-12 Stormwater Management. Design new streetscape and landscaped areas in the public right-of-way for stormwater management and the efficient use of water through:
• The installation of low-maintenance, drought-resistant plant palettes; • Use of large detention basins to temporarily hold stormwater and release it slowly, metering the flow
• Use of low-flow irrigation systems; and/or
• Use of bioswales and rain gardens in planting areas, curb extensions, and other green infrastructure.

P-PF-13 Low Impact Landscape Design. Require new development to incorporate low impact landscape design, such as drought-tolerant landscaping, natural drainage systems and groundwater recharge features, consistent with stormwater permit requirements.

P-PF-14 Irrigation. All developments shall install efficient irrigation systems, such as drip irrigation and automatic irrigation systems to minimize excess runoff.

P-PF-15 Requirements for Clean Water. Each development area within the Station District Specific Plan Area shall meet the requirements of Section C.3 of the Alameda Countywide Clean Water Program’s (ACCWP) NPDES permit with the California State Water Board, the City of Union City requirements, and other applicable local, state and federal requirements.

P-PF-16 Stormwater Treatment. Encourage stormwater treatment options for post-development treatment measures. These include bioretention areas, infiltration trenches, pervious surface treatments, and flow through planters.

Implementing stormwater treatment measures for run-off from backbone streets will be the responsibility of the project or entity that installs the backbone street.

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GOALS
G-PF-7 Public Utilities. Facilitate the development and maintenance of all utilities at the appropriate levels of service to accommodate the City’s projected growth.

POLICIES
P-PF-17 Clean Corridors. Any public water system extension and all appurtenances must be constructed in “clean corridors,” which would be assured by either further testing of native soil, groundwater and/or soil vapors along the proposed public water system alignments, or by use of clean imported fill as backfill for all trenches excavated for any part of the public water system. The use of upgraded materials, including but not limited to, all steel pipelines with upgraded gaskets, may be required.

P-PF-18 Utilities for New Development. Ensure that utilities (i.e., electricity, natural gas, telecommunications, and cable) are available to serve new development in an
environmentally responsible, aesthetically acceptable,
and safe manner. However, the ultimate responsibility for ensuring that the utilities are available to support new development rests on the sponsor of proposed projects.

P-PF-19 Undergrounding Overhead Utilities. Require new
development to underground all new or existing overhead utility distribution facilities necessary to supply utility service to the project.

6.3 Natural Gas and Electricity
Pacific Gas & Electric (PG&E) provides all of the natural gas and electric infrastructure in Alameda County including Union City. East Bay Community Energy (EBCE) provides electricity to the majority of Alameda County, including Union City, using PG&E infrastructure unless individuals choose to opt out of the program, at which point, the default electricity provider is PG&E.

There is a large gas transmission main within Decoto Road, near the AlvaradoNiles Road intersection. Currently, Decoto Road north of Alvarado-Niles Road, all of Alvarado-Niles Road, and some of the other main roadways have already undergrounded all overhead electric and communication utilities. The side streets within the Planning Area still have overhead electric and some communication lines.

Existing overhead and underground electrical lines extend throughout the Planning Area and were originally installed to serve the variety of existing land uses. As a result, the existing power grid consists of 12-kilovolt lines that serve the area. For natural gas supply, the existing low-pressure pipe network that runs throughout the Station District Specific Plan Area would serve new development.

The land use and population projections developed for the Proposed Plan account for the extension of power and telecommunications infrastructure needed for implementation of the Proposed Plan.

Overhead electric lines
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6.4 Solid Waste Management
Republic Services (Republic) and Tri-City Economic Development Corporation (Tri-CED), collect solid waste, recyclables, and organics in the city. Republic is responsible for the collection of all municipal solid waste generated in Union City.

Republic collection trucks deliver non-recyclable waste to the Fremont Recycling and Transfer Station. From there, Republic Services transfers the garbage to large tractor/trailers for transport to the final disposal site, the Altamont Landfill and Resource Recovery Facility east of Livermore. Republic also collects recyclables from commercial and multifamily customers requesting bin service and processes the material at its Newby Island Resource Recovery Park in Milpitas.

Tri-CED provides weekly curbside collection of residential recyclables and also services multifamily and commercial recycling accounts requesting cart service.

Tri-CED processes recyclables at its materials recovery facility in Union City. Both haulers collect food scraps, yard wastes and other organics from residential and commercial customers and deliver the material to the Newby Island composting facility.

Exclusive franchise agreements provide the City with greater control in the design and implementation of solid waste and recycling programs to maximize diversion and reduce the amount of material sent to landfill. In addition, the franchise agreements provide the City the ability to enforce community standards for service quality, collection hours, truck and container colors, cleanliness, graffiti removal, use of clean air fuels as well as monitor environmental compliance and tonnage reporting.

The City has implemented several ordinances and initiatives to reduce waste and increase recycling, including:
• Amending the Municipal Code to ensure consistency with the requirements of the Alameda County Waste Management Authority Mandatory Recycling Ordinance No. 2012-1;
• Expanding food and green waste collection to include all multi-family properties, modeled after food scrap and food-soiled paper collection programs previously introduced at single family households and businesses in the city;
• Implementing the Alameda County Waste Management Authority Reusable Bag Ordinance, which prohibits the distribution of single-use plastic bags at the checkout stand and requires stores to charge a minimum of ten cents per reusable bag.
• Approving an ordinance that requires take-out food containers to be recyclable or compostable and prohibits the use of disposable food ware made from expanded polystyrene.

The policies below are consistent with Union City’s desire to promote sustainability because reducing the consumption of raw materials contributes to lower greenhouse gas emissions and reduces the need for landfills. Republic Services collection truck City Council/RSA Agenda 238 Tuesday, October 25, 2022
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POLICIES
P-PF-19 Waste Reduction and Recycling. Require all new
development to participate in all recycling and hazardous waste reduction and solid waste diversion programs in
effect at the time of issuance of building permits.

P-PF-20 Recycling. Provide for recycling and organics recycling in all new multifamily and non-residential development.

GOALS
G-PF-8 Waste Reduction and Recycling. Support the
provision of adequate service, reduction and diversion of waste from landfills, and expansion of recycling programs for residents and businesses.

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6.5 Telecommunications
A robust telecommunications infrastructure is an important component of a positive business climate and high quality of life. Telecommunications services include telephone, cable, internet, and wireless/cellular services. The California Public Utilities Commission requires service providers to anticipate and serve new growth. Accordingly, providers upgrade their facilities and technology to remain in conformance with regulations and serve customer demand in Union City.

In recent years, wireless service providers have been applying for and installing new antennas to increase cellular service and data coverage to meet growing demands. All telecommunication applications must be consistent with Chapter

18.114 of the Union City Zoning Ordinance, as it exists now or is amended in the future. There is also growing demand for installation of fiber within City streets to also support the growing demand.

GOALS
G-PF-9 Communication Infrastructure. Ensure the
development and maintenance of state-of-the-art
communication infrastructure and services to bolster the City’s economic competitiveness and support businesses
and residents.

POLICIES
P-PF-21 Conduit and Fiber. New development shall comply with the City’s standards for installation of conduit and fiber in City streets to serve new development.

P-PF-22 Additional Conduit. As feasible, the City shall require the installation of additional conduit in the
public rights-of-way when a trench is opened for utility purposes by telecommunication providers, utility service providers, and communications carriers.

Installation of fiber internet
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APPENDIX A
Station District Specific Plan Financing Strategy
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INTRODUCTION AND POLICIES
This chapter considers a financing structure for funding infrastructure and public improvements needed to support the Station District Specific Plan. The financing strategy builds on financing policies and mechanisms implemented since 1994 through the prior DIPSA Specific Plan. As in the past, the Station District Specific Plan seeks adequate funding for any development to “pay its own way” and considers funding sources from external sources, including other government agencies. Consistent with previous City implementation policies in the Plan area, this financing strategy is rooted in the following high-level financing policies:

1.Manage and control public improvement and other public costs. • Require dedication of land for road improvements and construction of road improvements consistent with citywide dedication policies.

2.Assure adequate funding for the public improvements and necessary services.
• Process major development applications through City-sponsored Development Agreements or impose conditions of approval that stipulate obligations to deliver public improvements.
• Ensure right-sizing of Planning Area utilities, subject to reimbursement from future development.
• Establish and update, as necessary, development impact fees and other local sources as appropriate to fund needed public improvements and other public costs.
• Maximize regional, state, and federal funding available for public facilities.

3.Mitigate impacts from development on public facilities. • Ensure future development pays applicable fees and provides adequate infrastructure improvements to mitigate adverse impacts on the City’s existing infrastructure and capital equipment.

4.Rely on “fair share” allocation of costs to benefiting properties and entities.
• Allocate public improvement costs based on demand for the improvements, except where specific existing City, county, state, or other revenue sources are available, or financial assistance is justified.

5.Obtain and leverage funding from other public agencies to reduce local costs for improvements.
• Pursue intergovernmental funding for regional-serving infrastructure or other facilities for which funding is available, including from the Alameda County Transportation Authority and BART.

6.Provide public funding for improvements when justified by public benefits and/or returns on investment.
• Prioritize investment of discretionary City funding for improvements that provide the broadest public benefit.
• Limit public funding for infrastructure that primarily benefits specific properties, except as may be necessary to achieve desired development patterns and timing.

7.Protect the financial strength and capacity of the City. • Use pay-as-you-go financing to the greatest extent possible, and debt financing only when necessary to deliver facilities in a timely manner, or when favorable financial conditions minimize the costs of debt.

STATION DISTRICT SPECIFIC PL AN FINANCING STR ATEGY
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Appendix A |

OVERVIEW OF COST ALLOCATION FRAMEWORK
The Station District Specific Plan occurs within a broader context of communitywide and regional development and growth. In some cases, infrastructure improvements and public facilities in the Specific Plan will benefit populations outside of the Planning Area boundaries. This infrastructure financing strategy recognizes four geographic tiers of benefit, which help to define conceptually how costs may be allocated:

1. Project-Level Development. Costs for infrastructure items which directly benefit specific development projects may be funded through Development Agreements or conditions of approval.

2. Specific Plan. Costs for infrastructure items which will serve development throughout the Specific Plan may be funded by development within those areas, with costs allocated to new land uses based on facilities demand and collected through Area Development Impact Fees.

3. Citywide. Costs for infrastructure items which are determined to be of citywide benefit may be funded by citywide Development Impact Fees and/ or other City funding sources.

4. Regional. Costs for infrastructure items which benefit areas outside of the city and may be funded fully or in part by regional and/or state entities.

The infrastructure requirements for Station District include a variety of public improvements, facilities, and backbone infrastructure projects. The “capital plan” for the Station District contains improvements at the Intermodal Station, parks and open space, public safety investments, transportation enhancements, and new utilities infrastructure. Table 1 provides a summary of these items and their respective preliminary estimated costs, along with initial consideration of cost allocations.

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* “X” (bolded) indicates initial opinion of potential primary category of benefit and cost allocation.

Table 1: Station District Improvements, Preliminary Cost Estimates, and Potential Cost Allocations* Improvement
Category Improvement Item Total Estimated Cost % of Total Program Cost Allocation Strategy
Project Station
Area Citywide Regional
Intermodal Station District Parking Facility $28,000,000 6% x x X Commuter Rail/ACE Station $50,000,000 1% x X
Community Center $28,000,000 6% x x X
Parks and Open
Space
Parks $17,820,000 4% X x x
Pedestrian Paseos $4,300,000 1% X x x
Old Alameda Creek Restoration $20,000,000 4% X x x x
Public Safety Public Safety Equipment $4,179,000 1% x x X Street Maintenance Equipment $300,000 0% x x X
Fire Station Renovations $5,000,000 1% x x X
City Hall/Police Facility Improvements $50,000,000 11% x x X Corp Yard Improvements $5,000,000 1% x x X
Transportation Streetscape Improvements $8,129,000 2% X x x x Grade-separated Bike/Pedestrian Crossing $18,000,000 4% x X x x Bicycle Lanes and Paths $15,230,000 3% X x x x
Bus Stops $60,000 0% X x x x
Decoto Road Improvements (Grade Separations) $110,000,000 24% x x x X Quarry Lakes Parkway Enhancements $50,000,000 11% x x x X New Traffic Signals (outside QLP) $5,000,000 1% X x x x New Local Streets TBD - X x
Utilities Sewer System Upgrades $5,967,000 1% X x x
Water System Upgrades $6,663,000 1% X x x
Stormwater Management Upgrades $41,665,000 9% X x x
Gas, Electric, and Communications Upgrades $25,189,000 5% X x x IT Fiber Optics Infrastructure $ 10,000,000 2% x x X
Total $463,502,000 100%
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The Specific Plan consultant team estimates that total costs associated with facilities, infrastructure, and other capital investments to support the Specific Plan are in the range of $500 million. It is notable that the most significant cost item (Quarry Lakes Parkway) already is slated for funding, and that select other improvements within the capital plan may be funded through existing citywide fees. Additional detail concerning funded/unfunded elements of the plan, eligibility of certain improvements for citywide fee funding, and refined assignment of cost allocation will be prepared during Plan implementation.

Table 1 depicts using a bolded “X” an initial opinion on the primary tier of benefit for each capital plan improvement category. This initial assignment of benefit identifies about $126 million in costs that might will be substantially borne by new development in the Station District Specific Plan (i.e., costs potentially allocated to Projects or Station District as a whole). Along with future updates to the area development impact fee, additional consideration of costs assigned to the Planning Area should be evaluated, in concert with assessment of resulting fee levels and development feasibility. Historically, fees have been borne by residential uses in Union City, and upcoming fee updates also should consider whether non-residential uses might also contribute to area and citywide fee revenues.

STATION DISTRICT IMPROVEMENTS
The original DIPSA Specific Plan established a capital program in 1994, and the City undertook a comprehensive update of that infrastructure development program in 2006. The Station District capital plan shown in Table 1 builds on prior capital plans, with revisions and additions to reflect the current Station District Specific Plan. The new Specific Plan puts more emphasis on bicycle and pedestrian-focused improvements, while much of the original infrastructure and public investments to achieve the envisioned Intermodal Station, public safety enhancements, major transportation improvements, and utilities have been retained in the capital plan, with adjustments to reflect current cost factors.

1. Intermodal Station. The Intermodal Station is a regional transit center that currently provides connections between BART and multiple bus lines with the future goal of bringing passenger rail access. The capital plan envisions the addition of a mobility hub and parking structure to support transit uses and surrounding development as well as a new community space within the Core Subarea.

2. Parks and Open Space. The parks and open space costs included in the capital plan are based on the citywide parks standard and reflect investment in basic parkland features. New parks would serve population growth in the Station District and residents of Union City more broadly.

3. Public Safety. New equipment for police, fire, and public works is needed to support growth and new urban features in the Planning Area (e.g., bicycle trails). Necessary capital investments include vehicles (e.g., Fire Truck, EMS vehicle) and other equipment (e.g., street sweeper for bike lanes) as well as a placeholder budget for needed renovations at Fire Station #33.

4. Transportation. Several transportation components are required to support the Station District Specific Plan, including streetscape enhancements and sidewalk improvements, bikeways, and pedestrian safety improvements, as well as major investments in grade-separated crossings and arterial roadways.

5. Utilities. Utilities upgrades are necessary to serve new development, including improvement to gas, electric, water, sewer, and storm water management systems. Many of the necessary utility improvements may be made by project developers on or adjacent to their properties during construction.

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120 | Appendix A

UNION CITY STATION DISTRICT

FINANCING MECHANISMS AND RESOURCES
A number of funding and financing mechanisms may be used to fund the public facilities and infrastructure associated with the development in the Plan area. The ultimate mix of financing mechanisms will be determined during the implementation process based on in-depth technical analysis of needs, costs, benefits, and burdens, as well as through deliberations involving City staff, property owners, developers, elected officials, bond counsel, underwriters, and finance experts. The range of potential funding mechanisms available to fund and finance Specific Plan infrastructure development is discussed below.

Since 1994, Union City has used several funding sources and financing mechanisms to pay for capital investment in the Plan area. Consistent with ongoing practice, development impact fees, development agreements, and conditions of approval, alongside outside funding, will be important sources to satisfy capital investment requirements in the Station District Specific Plan.

1. Area Development Impact Fee. Union City adopted a DIPSA development impact fee as envisioned in the 1994 Specific Plan and has collected fee revenues from new development in the Planning Area since that time.

This fee should be updated to reflect the current capital plan and updated cost estimates. Impact fees do not require a public vote to be enacted, but they do require public hearings and City Council approval/vote. The fees must be directly related to the demand for facilities, established based on rational “nexus,” consistent with the Mitigation Fee Act.

2. Citywide Fees. In 2004, Union City adopted an updated Capital Facilities Fee (CFF) to fund projects including Transit Facilities; Public Buildings; Public Safety/Public Works Facilities and Equipment; and Parks and Recreation Facilities and Improvements. These fees are currently charged to all new residential units. Some items in the capital program likely can be funded through these fees. In addition, the City has adopted impact fees for a variety of public facilities, which also likely will be used to fund select Station District improvements.

3. Community Facilities Districts (CFDs). A CFD is an area that has a special property tax on real estate (i.e., a parcel tax), in addition to the regular property tax. CFDs typically sell bonds, secured against the property value, to generate funds for construction and/or maintenance of public improvements.

The most common example is the Mello-Roos Community Facilities District (CFD), which has been well-used since the 1980s in California. The tax revenue generated by CFDs can then be used to pay off the loan and/or fund public improvements directly. Eligible public improvements and services include streets, water, sewage and drainage, electricity, schools, parks, and police protection. CFD revenues can be set up to fund capital costs and/or operations and maintenance expenses. The districts require (resident) voter or landowner approval. In the case of assessment districts, majority landowner approval is typically required. In the case of a CFD, a two-thirds voter approval is needed in areas that have more than 12 registered voters (landowners can approve special taxes in areas with fewer than 12 registered voters).

4. Development Agreements. A development agreement is a contract between a public agency and a developer that provides assurances concerning land use entitlements, and specifies commitments to financing, phasing, and other elements of a project. The City may use development agreements to secure financial commitments for development of needed infrastructure.

New local roads and associated utilities are likely to be funded in this way.

5. State and Federal Funds. The City has historically received funding for public facilities from other levels of government, including the county, state, and federal government. Continued pursuit of outside funding sources will be essential to ensuring a fully funded capital program.

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121

CITY STATION DISTRICT
Appendix A |

IMPLEMENTATION
The Action Steps below detail a method for the City, in cooperation with development interests in the Specific Plan area, to establish the preferred financing mechanisms. The implementing actions have been specified to respond to varying circumstances, including variations in the infrastructure financed under the Plan and the intensity of Specific Plan development.

1.Establish infrastructure financing requirements and obligations. • Assure consistency with Specific Plan EIR. The EIR prepared for the Specific Plan evaluates impacts of the project upon public facilities and services. Mitigation measures that necessitate new public improvements and/or facilities, to the extent they are required, should be captured in the capital plan for Specific Plan implementation.
• Identify final set of facilities. Before financing mechanisms can be established, the City must provide direction and clarity concerning the infrastructure and facilities to be financed as a part of the Specific Plan.

2.Finalize cost assumptions and phasing.
• Revisit and refine cost estimates. Based on updated capital plan elements, the City should establish more accurate cost estimates for infrastructure and facilities in the Specific Plan. The infrastructure cost estimates included in this report are “preliminary and for planning purposes” only. More detailed engineering estimates will be needed as actual financing mechanisms are explored and implemented.
• Establish infrastructure phasing based upon development priorities. The City should consider the development triggers for critical infrastructure needs and ensure funding and financings sources will be available to support infrastructure and facilities investments when needed for new development project.

3.Establish preferred financing mechanisms. Specific Plan implementation requires that the City take steps to select and institute funding and financing sources, potentially including:
• Prepare and adopt ordinances updating the area development impact fee and citywide fees. The primary financing mechanism for the Specific Plan likely is an updated area development impact fee, along with updated citywide development impact fees, all adopted pursuant to the requirements of Government Code Section 66000 (AB 1600). These development impact fees offer an efficient and reliable approach to funding local and citywide improvements and facilities, including public investments in the Plan Area.

New and revised capital improvements have been added to the Specific Plan capital program (as well as citywide) and the City may enact a new fees (or update existing fee programs) to support growth. • Initiate formation of CFD if deemed desirable. A CFD can be initiated by registered voters, landowners or members of a legislative body. The process begins with the one-time adoption of local goals and policies outlining the criteria under which CFDs may be used for facilities, services or both, credit requirements related to bonds issued, and appraisal standards. Through a series of resolutions, the Rate and Method of Apportionment and Boundary Map are subsequently approved, the CFD is formed, and the election is called. With two-thirds approval of voters (if 12 or more registered voters reside within the boundaries of the proposed CFD) or landowners by acreage (if fewer than 12), the CFD is confirmed and the special tax levy is ordered.
• Seek regional, State, and federal funding. The pursuit of funding from outside sources, particularly for major region-benefiting transportation projects, should be prioritized. Several planned public improvement projects in the Plan Area, including those which will contribute to well-functioning railway crossings and better access to BART, will benefit jurisdictions and agencies outside of Union City. The City has secured funding in the past such sources and may continue to dedicate staff resources to ensuring competitive funding awards.

City Council/RSA Agenda 248 Tuesday, October 25, 2022

APPENDIX B
Union City Station East Residential/Mixed Use Project
Specific Plan Amendment
City Council/RSA Agenda 249 Tuesday, October 25, 2022
Station East Residential/
Mixed Use Project

SPECIFIC PLAN AMENDMENT
MAY 2021

PREPARED BY
Fehr & Peers
ATTACHMENT 3:

EXHIBIT A
City Council/RSA Agenda 250 Tuesday, October 25, 2022

TABLE OF CONTENTS
1 INTRODUCTION AND PURPOSE......................................................................1-1

1.1 Purpose..................................................................................................................................1-1

1.2 Project Context and Description........................................................................................1-2

1.3 Related Plans........................................................................................................................1-5

1.4 Station District Vision & Guiding Principles......................................................................1-8 2 LAND USE AND DEVELOPMENT.....................................................................2-1

2.1 Development Land Uses and Densities.............................................................................2-1

2.2 General Plan Consistency and Amendments...................................................................2-3 3 URBAN DESIGN AND PUBLIC REALM.........................................................3-1

3.1 Open Space Framework......................................................................................................3-1

3.2 Building Form and Design.................................................................................................3-12

3.3 Signage and Public Art......................................................................................................3-21 4 MOBILITY....................................................................................................................4-1

4.1 Street Network ...................................................................................................................4-1

4.2 Bicycle & Pedestrian Connectivity....................................................................................4-19

4.3 Transit Network & Planned Improvements.....................................................................4-24

4.4 Parking & Curb Management...........................................................................................4-28

4.5 Transportation Demand Management............................................................................4-34 City Council/RSA Agenda 251 Tuesday, October 25, 2022

LIST OF TABLES
Table 3-1: Open Space (provided by development).....................................................................3-2 Table 4-1: Bikeway Classification ................................................................................................4-22 Table 4-2: Bus Stops in Station East Subarea............................................................................4-26 Table 4-3: Vehicular Parking Requirements................................................................................4-28 Table 4-5: Potential TDM Strategies for Station East Subarea................................................4-35 City Council/RSA Agenda 252 Tuesday, October 25, 2022

LIST OF FIGURES
Figure 1-1: Context Map...................................................................................................................1-3 Figure 1-2: Existing Site...................................................................................................................1-4 Figure 1-3: Architecture Product Description...............................................................................1-6 Figure 1-4: High Quality Design......................................................................................................1-7 Figure 2-1: Density Site Plan...........................................................................................................2-2 Figure 2-2: 2040 General Plan - Station East Land Use Plan.....................................................2-6 Figure 2-3: Proposed Changes to the 2040 General Plan - Station East Land Use Plan........2-7 Figure 2-4: 2040 General Plan - Station East Circulation Concept Plan...................................2-8 Figure 2-5: Proposed Changes to the 2040 General Plan - Station East Circulation Plan.....2-9 Figure 3-1: Open Space Framework..............................................................................................3-5 Figure 3-2: Paseo Section..............................................................................................................3-7 Figure 3-3: Retail Plaza...................................................................................................................3-9 Figure 3-4: Private Open Space....................................................................................................3-11 Figure 3-5: Building Heights.........................................................................................................3-13 Figure 3-6: Building Massing and Articulation...........................................................................3-16 Figure 3-7: Ground Level Residential...........................................................................................3-19 Figure 3-8: Public Art and Wayfinding........................................................................................3-23 Figure 4-1: Existing and Planned Circulation Network...............................................................4-2 Figure 4-2: Connection to Intermodal Station.............................................................................4-5 Figure 4-3: Site Plan - Planned Circulation Network...................................................................4-6 Figure 4-4: Bradford Way................................................................................................................4-9 Figure 4-5: 7th Street.....................................................................................................................4-10 Figure 4-6: 8th Street.....................................................................................................................4-11 Figure 4-7: 9th Street.....................................................................................................................4-12 Figure 4-8: Proposed Traffic Controls and Intersection Lane Configurations.......................4-18 Figure 4-9: Existing and Proposed Bicycle Network.................................................................4-20 Figure 4-10: Existing and Proposed Bicycle Network...............................................................4-21 Figure 4-11: Existing Transit Network.........................................................................................4-25 City Council/RSA Agenda 253 Tuesday, October 25, 2022
Chapter 1: Introduction
1-1
1 INTRODUCTION AND PURPOSE

1.1 Purpose
The Station East Residential/Mixed Use Project (project) proposes a new mixed use residential neighborhood on land that is currently vacant or in industrial or agricultural use, close to the Union City BART Station. The project is located within the Decoto Industrial Park Study Area Specific Plan (DIPSA Specific Plan) boundary. Originally adopted by the City Council in 1994 and updated in 2006, the DIPSA Specific Plan is being comprehensively updated and rebranded as the Station District Specific Plan (SDSP). The site is also within the Station East subarea outlined in the City’s 2040 General Plan, which was adopted in December 2019 (see Figure 1-1).

The project applicant is interested in proceeding with a project within the Station East subarea without waiting for completion of the full SDSP. To ensure project consistency with the DIPSA Specific Plan, this document comprises an interim amendment to the DIPSA Specific Plan, which as noted in the previous paragraph, will be supplanted by the SDSP when that is adopted, likely in Winter / Spring 2022.

The 2040 General Plan redefined the boundaries of the Station District and added subarea designations. As part of the 2040 General Plan process, land uses for a portion of the Station East subarea (formerly referred to as the Decoto Industrial Park) were updated to add commercial uses, high-density multi-family housing, and residential mixed use to the northerly portion of the subarea.

The focus of this document is to provide goals, policies and design standards to guide development of residential and mixed use development in the approximately 33.4-acre northern portion of the Station East subarea between Decoto Road, Bradford Way, 7th Street, and the Union Pacific Railroad (UPRR) tracks. Within this approximately 33.4-acre area, the current development application for the Station East Residential/Mixed Use Project includes approximately 26.5 acres, with the remaining 6.93 acres not included in the current development application. The entire 33.4- acre area is intended to be governed by this document and unless noted otherwise, the “project” and “project site” refers to the 33.4-acre area. It is anticipated that the contents of this document, upon approval, will be folded into the larger SDSP. If there are any discrepancies between this City Council/RSA Agenda 254 Tuesday, October 25, 2022
Draft Station East Residential Mixed Use – DIPSA Specific Plan Amendment 1-2
document and the DIPSA Specific Plan as it applies to the subject 33.4-acre area within Station East, the provisions of this plan shall prevail.

This document is designed to guide the public realm, building design, and mobility aspects of the project. It provides guidance for achieving a high-quality design, and is intended to assist the project applicants, as well as City staff and decision-makers, in the review and approval process.

1.2 Project Context and Description

PROJECT CONTEXT
The project site is within a 15-minute walking distance of the Union City Intermodal Station (“Station”), which includes the BART station and a bus hub serving UC Transit, AC Transit and Dumbarton Express. The site is bounded by Decoto Road to the north, 7th Street to the east, Bradford Way to the south, and the UPRR to the west shown in Figure 1-2.

The project area encompasses approximately 33.4 acres, including approximately 26.5 acres in the current development application and 6.93 acres not included. The 26.5 acres included in the current application consist of the former Air Liquide facility, underutilized industrial land, a railroad spur, agricultural lands, and vacant property. It is located within the Station East subarea. The remaining

6.93 acres not included in the current development application include existing industrial uses. The General Plan land use designation is Station East Mixed Use.

The Union City BART Station has been in operation since the system’s inception. With BART’s extension to Silicon Valley and the potential passenger rail connections, the attractiveness of the area for new housing and jobs will continue to grow. Direct pedestrian access is planned across the existing UPRR railroad tracks (Niles Subdivision) to the Station to provide for new urban-scale residential and commercial development that is vibrant, walkable, bikeable and well-integrated with the surrounding context. The project site within the larger SDSP is shown in Figure 1-1.

PROJECT DESCRIPTION
The project includes a mixed use residential neighborhood complete with parks, affordable housing, and multi-modal connectivity. The current development application on 26.5 acres of the

33.4 acres of the Station East Residential/Mixed Use Project consists of 974 multifamily units, of which 146 are affordable, along with 30,800 square feet of commercial space located within mixed use buildings along Decoto Road. The project also incorporates public realm improvements including a new grid of streets, multi-modal improvements, and approximately 10 acres of public and private open space including approximately two acres of public parks, plazas and paseos.

City Council/RSA Agenda 255 Tuesday, October 25, 2022
Figure 1-1: Context Map
Union City
Fremont
Union City
Fremont
Arroyo
Park
Charles F.

Kennedy
Park
Drigon
Dog Park
Skate
Park
Station
District
Plaza
7Th St
11Th St
Cheeves Way
Zwissig Way
H St
Station Way
Meyers Dr
Union Square
Decoto Rd
Bradford Way
Berger Way
Galliano Way
Nidus Ct
Alvarado Niles Rd
Alvarado Niles Rd
Decoto Rd
Zwissig Way
11Th St
Quarry Lakes Dr
7Th St
Green St
Diamond Terrace
7Th St
Union Square
Mission Blvd Mission Blvd
Decoto Rd
H St
Alvarado Niles Rd
Future Quarry Lakes Parkway
Future Quarry Lakes Parkway
0 250 500 750 1,000
Feet
Source: City of Union City, 2019; Alameda County GIS, 2019.

Figure 1.2: Basemap - Planning Area
DIPSA Specific Plan
Union City BART Station
BART
Railroad
Station East Residential/
Mixed-Use Project
Parcels
Parks
Union City Station District
Union City Limit
Future Quarry Lakes Parkway
City Council/RSA Agenda 256 Tuesday, October 25, 2022 1-3 Figure 1-2: Existing Site

CHEEVES WAY
Union Pacic Railroad

ZWISSIG WAY

DECOTO RD

BRADFORD WAY
7TH ST.
7TH ST.

Fire Station
PG&E
Shorty
Garcia Park
1-4
Station East Residential Mixed-Use Project
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Chapter 1: Introduction
1-5
The development plan breaks down the area into several smaller blocks referred to on Figure 1-3 and Figure 1-4 as Planning Areas (“PA”). PA 1 to PA 11A are part of the current development application and contain a mix of residential and commercial uses interspersed with both private and public open space. Properties west of 7th Street, between PA3 and PA 11A have been identified as areas for future expansion and are not part of the current development application, but review of future development applications would be guided by this document. The 974 multifamily units in the current development application are to be built out in phases and will vary in typology, from three story townhomes to six story apartment buildings, with residential amenities on the ground and roof levels. The development also includes two mixed use buildings (on PA 1 and PA 2) along Decoto Road that accommodate approximately 30,800 square feet of ground floor commercial space.

POLICIES
P-I-01: In the event that there is a conflict between this amendment and the DIPSA Specific Plan dated July 2006, the provisions of this document shall apply.

1.3 Related Plans

UNION CITY STATION DISTRICT SPECIFIC PLAN (UNDERWAY)
Preparation of the SDSP is underway, and a Preferred Plan has been completed. The Station District is envisioned as a world-class transit-oriented community with new retail, job centers, housing, and public amenities, connected by a walkable grid of streets. Locating a mix of high-density residential, commercial, and employment uses close to BART, bus, and future rail transit services will ensure that Union City can accommodate its share of regional growth in an environmentally responsible manner that minimizes automobile use and greenhouse gas emissions.

The Station District boundaries are largely similar to the former DIPSA Specific Plan boundaries, with some differences, as shown in Figure 1-2.

DIPSA SPECIFIC PLAN (ADOPTED IN 1994, AMENDED 1995, 1997, 1998, 1999, 2002, 2003, 2006)
Objectives of the DIPSA Specific Plan include providing affordable housing, maximizing commercial opportunities, establishing landscaping and other buffer zones between potentially incompatible uses, and balancing land uses to promote a high quality of life for the community and minimizing adverse environmental impacts. Adoption and continued amendment to the DIPSA Specific Plan has facilitated the City’s rehabilitation of former industrial sites with office, light industrial, retail, and residential uses. The SDSP currently underway is intended to replace the DIPSA Specific Plan moving forward.

City Council/RSA Agenda 258 Tuesday, October 25, 2022
Figure 1-3: Architecture Product Description
Station East Residential Mixed-Use Project
City Council/RSA Agenda 259 Tuesday, October 25, 2022 1-6 Figure 1-4: High Quality Design
URBAN
ARENA

STATION EAST
UNION CITY | CALIFORNIA
INTEGRAL COMMUNITIES | 13-160
DATE 10 | 09 | 19 ARCHITECTURAL PRODUCT DESCRIPTION
PA 1 - MIXED USE
5 LEVELS OF FOR RENT APARTMENTS OVER RETAIL
PA 5, 6, 11A - UA SPLIT
3 STORY TOWNHOMES
PA 2 & 4 - UA ANNAPOLIS
5 LEVELS OF FOR SALE CONDOMINIUMS OVER

SUBTERRANEAN PARKING
PA 7 & 8 - UA PENTHOUSE
4 LEVEL FOR SALE CONDOMINIUMS
PA 3 - AFFORDABLE
5 LEVELS OF AFFORDABLE HOUSING
PA 9 & 10 - UA COSMO
4 LEVEL FOR SALE CONDOMINIUMS
URBAN
ARENA

STATION EAST
UNION CITY | CALIFORNIA
INTEGRAL COMMUNITIES | 13-160
DATE 7 | 17 | 19 COVER SHEET | UA PENTHOUSE
URBAN
ARENA

STATION EAST
UNION CITY | CALIFORNIA
INTEGRAL COMMUNITIES | 13-160
DATE 10 | 09 | 19 ARCHITECTURAL PRODUCT DESCRIPTION
PA 1 - MIXED USE
5 LEVELS OF FOR RENT APARTMENTS OVER RETAIL
PA 5, 6, 11A - UA SPLIT
3 STORY TOWNHOMES
PA 2 & 4 - UA ANNAPOLIS
5 LEVELS OF FOR SALE CONDOMINIUMS OVER

SUBTERRANEAN PARKING
PA 7 & 8 - UA PENTHOUSE
4 LEVEL FOR SALE CONDOMINIUMS
PA 3 - AFFORDABLE
5 LEVELS OF AFFORDABLE HOUSING
PA 9 & 10 - UA COSMO
4 LEVEL FOR SALE CONDOMINIUMS
URBAN
ARENA

STATION EAST
UNION CITY | CALIFORNIA
INTEGRAL COMMUNITIES | 13-160
DATE 7 | 17 | 19 COVER SHEET | UA PENTHOUSE
Station East Residential Mixed-Use Project
City Council/RSA Agenda 260 Tuesday, October 25, 2022 1-7 Draft Station East Residential Mixed Use – DIPSA Specific Plan Amendment 1-8
2040 GENERAL PLAN
The City’s 2040 General Plan describes the community’s goals and visions for the future of the city and provides a suite of implementation programs designed to achieve that vision. It serves as the “blueprint” for future decisions and developments and provides guidelines as to how City ordinances, plans, and programs should be developed or updated. The General Plan envisions the Station District as an area with great potential to embody the city’s economic, land use, community design, mobility, and housing goals. The General Plan identifies the Greater Station District as a Special Area and includes several goals and policies pertaining specifically to land uses and development within this area. It divides the Greater Station District into five subareas: Core Station District, The Marketplace, Restoration Site, Gateway Site and Station East – where the project site is located. See Chapter 2 Land Use and Development for proposed amendments.

The General Plan, assigns the Station East subarea the following land use “targets”:
• 65 percent of the area dedicated to employment uses (e.g., office, research and development, flex industrial);
• 15 percent commercial/retail; and
• 20 percent high-density residential and open space (maximum).

1.4 Station District Vision & Guiding Principles
The project is part of the Station District and its vision reflects the broader vision of the district.

The Vision and Guiding Principles for the Station District have been developed with community input and endorsed by decision-makers.

VISION
The SDSP is envisioned as a dynamic, diverse, transit-oriented heart of Union City, where people live, work, and socialize.

Guiding Principles
The Guiding Principles are intended to guide the overall strategy, policies, design, and investments that will be included in the SDSP and are integrated into concepts for each subarea of the Specific Plan. The Guiding Principles are listed below:

Promote a Vibrant, Mixed Use Community. Foster a “complete community” with a diverse mix of residential, commercial, office, industrial, and civic uses to promote self-sufficiency and urban lifestyles.

City Council/RSA Agenda 261 Tuesday, October 25, 2022
Chapter 1: Introduction
1-9
Create a Well-Connected District. Create an east-west central spine that links the Marketplace, BART, the Core, and Station East, prioritizing pedestrian and bicycle connections.

Create an interconnected network of streets, sidewalks, bicycle lanes, pathways, and multi-use trails that knit the district together and enable people to easily and directly traverse the area on foot or bicycle.

Promote a Network of Open Space Amenities. Establish a cohesive system of parks and plazas to enhance the area’s livability and provide open spaces within walking access of new homes, including linking greenways that enable active recreation.

Ensure High Quality Design. Promote building and landscape design that create a sense of place and reflect the district’s unique contemporary identity, with unified streetscapes, signage and urban design elements that foster identify, and a sense of place.

Ensure Sustainability Continue to promote green leadership in Union City by maintaining and expanding the Station District as a sustainable and healthy community with sustainable building and landscape design, sustainable water use and irrigation practices, and reduced energy use.

Encourage outdoor and active living with more opportunities for healthy choices including walking and biking, readily available access to transit, housing in close proximity to workplaces, and access to parks, play spaces and open space for kids and families to enjoy.

Embrace Diversity Accommodate the needs of people of diverse backgrounds, interests, and income levels, creating an inclusive, accessible, inviting, and safe place for all.

Support Housing Development and Provide a Variety of Housing Types. Promote housing to address Union City’s pressing housing needs and the State’s key development objectives for the site. Support a range of housing opportunities, including affordable housing, senior housing, and market rate housing.

Ensure Long-Term Fiscal Sustainability Ensure that the proposed plan is financially feasible and sustainable and supports funding for necessary infrastructure improvements and historic preservation.

City Council/RSA Agenda 262 Tuesday, October 25, 2022
Chapter 2: Land Use and Development
2-1
2 LAND USE AND DEVELOPMENT
This Land Use and Development chapter provides the density/intensity of development and outlines how the project site will accommodate the growth that is planned in the Union City General Plan (UC2040).

2.1 Development Land Uses and Densities
The project will develop a vibrant mixed use district that includes a variety of housing types, community retail uses and a network of open spaces in a high-density, walkable environment. The development will accommodate new residential growth in a compact, walkable and mixed use format, to create a dynamic urban environment within the 33.4-acre project area. The current development application includes a mixed use project of 974 multifamily units, of which 146 units will be affordable, as well as approximately 30,800 sq f. of retail space and a variety of publicly accessible open spaces.

The site of the current application has been divided into smaller blocks (PA1 to PA11A) with densities ranging from 27 to 128 dwelling units/net acre, with higher densities on sites closer to the BART station and for the blocks containing mixed use and affordable housing developments.

Smaller block sizes are desirable for increasing pedestrian activity, improving overall connectivity, and creating an urban environment that is dense, diverse, vibrant, and active most hours of the day.

Figure 2-1 shows an illustrative concept of the land use densities, number of units, and commercial area per block for a portion of the Station East Residential/Mixed Use Project.

COMMERCIAL
Commercial space is concentrated along Decoto Road and extends along the (to-be-created) 8th Street to enhance visibility and create a Main Street like ambiance. A total of approximately 31,000 square feet of commercial space is envisioned, located on the ground floor of two mixed use buildings, within the area identified for commercial/retail uses in the General Plan.

The commercial area on PA 1 wraps around a small exterior plaza facing Decoto Road. This site has been designed to accommodate an 18,000 square feet grocery store, the back end of which is connected to a structured parking garage with an area for deliveries, trash and recycling.

City Council/RSA Agenda 263 Tuesday, October 25, 2022
Figure 2-1: Density Site Plan
Station East Residential Mixed Use Project
City Council/RSA Agenda 264 Tuesday, October 25, 2022 2-2 Chapter 2: Land Use and Development
2-3
The remaining commercial space within the block is proposed to be divided into smaller units that can accommodate a variety of commercial uses, such as restaurants and cafés, yoga studios, etc.

PA 2 has a smaller ground floor commercial space spread over two buildings that measures approximately 7,700 square feet This area is planned to be divided into smaller individual commercial spaces.

RESIDENTIAL
Proposed residential densities vary between approximately 27-30 units per acre for the lowerdensity townhomes to over 95 units per acre for the mixed use residential and up to 127 units per acre for the affordable housing development.

Mixed Use Development
Mixed use development can add vitality to street frontages as well as commercial uses within walking distance to residences. Buildings along Decoto Road and 8th Street include buildings with ground level commercial uses with residential units above.

Affordable Housing
Affordable housing ensures the provision of housing for a more inclusive range of income levels.

Affordable housing will be provided in compliance with Chapter 18.33 of the Municipal Code. The current development application includes affordable units on PA 3 and PA 1. The project includes an increase in the allowed density to 128 dwelling units per acre for the proposed affordable housing located on PA 3 as allowed by State Density Bonus legislation.

Multifamily Housing
Housing types can range from townhomes to multi-story buildings with residential floors above a parking garage.

POLICIES
P-LU-01: Concentrate mixed use commercial uses along Decoto Road and 8th Street.

P-LU-02: Plan to accommodate future development on vacant parcels.

2.2 General Plan Consistency and Amendments
The City’s General Plan was comprehensively updated and adopted in December 2019. The project site is located within the Station East subarea of the Station District. The subarea is designated Station East Mixed Use (SEMU) in the General Plan. The purpose of this designation is to create an urban mixed use environment that promotes multi-modal connectivity within and to surrounding communities.

City Council/RSA Agenda 265 Tuesday, October 25, 2022
Draft Station East Residential Mixed Use – DIPSA Specific Plan Amendment 2-4
The project area is located within the Station East Mixed Use land use designation. While the project meets the broad intent of the General Plan, a General Plan Amendment is proposed to provide some additional flexibility to include a wider variety of housing types but still meet the City’s goals to provide sufficient overall density and commercial uses to create a vibrant mixed-use development that takes advantage of the proximity to the Intermodal Station. In addition, the General Plan Amendment includes some minor updates to reflect current conditions.

The General Plan amendment includes the following components: adjust the land use targets by combining the commercial and residential targets into one category (Residential Mixed-Use); increase the average density requirements from 45 du/ac to 50 du/ac for the Station East area and decrease the minimum parcel size for residential development from 30 du/ac to 25 du/ac to provide additional flexibility; decrease minimum parcel size from three (3) acres to 3,500 sq. ft. to accommodate smaller lots for townhome development; remove requirement for preparation of a Specific Plan prior to allowing residential development as the plan is currently underway and a related amendment is being prepared for the project; and update Assessor Parcel Numbers (APNs) included in Policy SA.4-20 as the APNs have changed since the policy was originally written. A summary of the proposed amendments is shown below. General Plan Figure SA-4.2 is also proposed to be updated to reflect the updated targets and other miscellaneous updates. In addition, General Plan Figure Sa-4.3 is proposed to be updated to reflect the updated circulation network.

See Figures 2-2, 2-3, 2-4, and 2-5 below.
2040 General Plan - Land Use Designations, Page 97:

Station East Mixed-use (SEMU) This mixed-use designation allows a range of uses, which include light industrial, research and development, office, retail and entertainment, hotels, residential, and public plazas. The goal of the designation is to create an urban mixed-use environment that capitalizes on proximity to the BART station where people are encouraged to live, work, shop, and play. The designation is intended to foster innovation and emerging technologies; promote an employment district that is oriented toward pedestrians, transit, and bicycle use; and provide amenities to employees as well as surrounding neighborhoods. The targeted mix of uses in this area is 65 percent employment uses and 35 percent high-density residential uses including residential mixed-use developments with ground floor commercial uses along the City’s major thoroughfares.

The allowed floor area ratio (FAR) range for buildings located in this designation is between 0.40 and 3.0, and the allowed residential density range is 25 to 100 dwelling units per acre, with an average density of no less than 50 units per acre(see Policy SA-4.3). The minimum parcel size for this designation is 3,500 sq. ft.

City Council/RSA Agenda 266 Tuesday, October 25, 2022
Chapter 2: Land Use and Development
2-5
Amend Policy SA-4.2, Special Areas, page 299:

SA-4.2 Target Land Use Mix Station East shall be developed primarily as an employment center, with the following land use targets: 65 percent of the area dedicated to employment uses (e.g., office, research and development, flex industrial) and a 35 percent high-density residential uses including residential mixed-use developments with ground floor commercial uses along the City’s major thoroughfares .

Amend Policy SA-4.3, page 299:

SA-4.3 Residential Development Density. Residential development for the Station East subarea shall achieve an average density of no less than 50 units per acre and a minimum of 25 units per acre.

Delete the following Policy SA-4.4, page 299:

SA-4.4 Timing of Residential Development
The City shall not approve any residential development in the Station East area until the updated DIPSA Specific Plan has been completed and approved (see Program SA-1C).

Amend Implementation Program SA-1.C, page 344:

SA-1.C Update DIPSA Specific Plan. The City shall review and update the Decoto Industrial Park Study Area (DIPSA) Specific Plan for consistency with the General Plan. | Responsibility: City Council, City Manager’s Office, Economic and Community Development Department
| Time Frame: FY 21/22
The amendment also includes 1) updates to General Plan Figure SA-4.2: Station East Land Use Concept Plan to reflect the updated targets, updated circulation network and other miscellaneous updates; and 2) updates to General Plan Figure SA-4.3: Station East Circulation Concept Plan to reflect updated circulation network and other miscellaneous updates.

City Council/RSA Agenda 267 Tuesday, October 25, 2022
Figure 2-2: 2040 General Plan - Station East Land Use Plan (referenced on page 300 as Figure SA-4.2 in the 2040 General Plan) 2-6
300 | UNION CITY GENERAL PLAN ADOPTED | DECEMBER 10, 2019 7th St
evA tteggaD
yaW drofdarB
7th St
11th St
Promenade
East Plaza
Decoto Rd
Mission Blvd
PG&E
lortnoC doolF
Flood Control
PG & E
Substation
Charles F Kennedy Park
Guy Emanuele
Jr. Elementary
School
Shorty Garcia
Park
Union City
BART
Pedestrian Link Pedestrian Link
7th St
9th St
8th St
7th St
evA tteggaD
Future Quarry Lakes Parkway
yaW drofdarB
7th St
11th St
Decoto Rd
Mission Blvd
BART line
PG&E
lortnoC doolF
Flood Control
PG & E
Substation
Charles F Kennedy Park
Guy Emanuele
Jr. Elementary
School
Shorty Garcia
Park
Cheeves Way
Zwissig Way
Future Passenger Rail
Promenade
Proposed Streets
Recommended Easement
for View Corridor
Existing Streets
0 100’
N
500’
PG &E Property
Flood Control Area
Proposed
Pedestrian Bridge Rail Corridors
Existing Parks
Existing Plazas

UNION CITY RDC AREA
02/01/2018

LAND USE
Active Edge
Residential
Corp Yard
Employment
Commercial
EDA Grant Jobs Lands
Figure SA-4.2: Station East Land Use Concept Plan
Target
15% Retail
Target 20%
Residential
Target 65%
Employment
City Council/RSA Agenda 268 Tuesday, October 25, 2022
Figure 2-3: Proposed Changes to the 2040 General Plan - Station East Land Use Plan City Council/RSA Agenda 269 Tuesday, October 25, 2022 2-7 2-8
ADOPTED | DECEMBER 10, 2019 CHAPTER 9 • SPECIAL AREAS | 301 Figure SA-4.3: Station East Circulation Concept Plan
Pedestrian Link Pedestrian Link
Future Passenger Rail
7th St
9th St
8th St
7th St
evA tteggaD
Future Quarry Lakes Parkway
yaW drofdarB
7th St
Zwissig Way
11th St
Promenade
East Plaza
Decoto Rd
Mission Blvd
BART line
PG&E
lortnoC doolF
Flood Control
PG & E
Substation
Charles F Kennedy Park
Guy Emanuele
Jr. Elementary
School
Shorty Garcia
Park
Union City
BART
Cheeves Way
0 100’
N
500’
Proposed Streets PG &E Property
Flood Control Area
Proposed
Pedestrian Bridge
Rail Corridors
Existing Parks
Existing Plazas Recommended Easement
for View Corridor
Promenade
Existing Streets

UNION CITY RDC AREA PLAN
02/01/2018

CIRCULATION
Figure 2-4: 2040 General Plan - Station East Circulation Concept Plan (referenced on page 301 as Figure SA-4.2 in the 2040 General Plan) City Council/RSA Agenda 270 Tuesday, October 25, 2022
2-9
Figure 2-5: Proposed Changes to the 2040 General Plan - Station East Circulation Plan City Council/RSA Agenda 271 Tuesday, October 25, 2022
Chapter 3: Urban Design and Public Realm
3-1
3 URBAN DESIGN AND PUBLIC REALM
This chapter outlines policies and programs related to development scale and height, block size and lot pattern, streetscape, connection and barriers, and parks and public spaces. This document provides the urban design standards for a network of neighborhood parks, plazas, paseos and pedestrian oriented streets for the Station East Residential/Mixed Use Project.

3.1 Open Space Framework
The project area includes a network of neighborhood parks, plazas, paseos, and pedestrian oriented streets that comprise the public realm. Leveraging the recent development in the Core subarea, a cohesive system of parks and plazas is planned to enhance the area’s livability and provide open spaces within walking access of new homes, including linking greenways that enable active recreation.

PARKLAND NEED AND DEDICATION REQUIREMENTS
The 2040 General Plan states that new developments in the SDSP area will contribute their fair share towards the development of parkland. The Union City Municipal Code (Chapter 17.30) requires for-sale housing to provide three acres of parkland per 1,000 new residents and/or pay an equivalent in-lieu fee. The population estimate is determined by using a projected persons per household number based on the criteria listed in section 17.30.045 of the Municipal Code, which stipulates a 2.5 persons per household number for higher density housing. New rental housing is not subject to the parkland dedication/in-lieu fee requirements of Chapter 17.30 but is required to pay the City’s current Park Facilities fees, which are addressed in Chapter 18.105 of the Municipal Code. The project will be required to satisfy these City’s parkland requirements outlined in the Municipal Code.

The project proposes approximately 9.82 acres of public and private open spaces and parks. Some of this area can be used to satisfy the City’s parkland requirements, including the linear paseo, the 8th Street retail plaza, and three active and passive parks distributed throughout the development as shown in Figure 3-1.

City Council/RSA Agenda 272 Tuesday, October 25, 2022
Draft Station East Residential Mixed Use – DIPSA Specific Plan Amendment 3-2

PUBLIC PARKS
Neighborhood parks, as shown in Figure 3-1, contain landscaped areas and neighborhood-serving amenities. They may be constructed by residential developers on private property that is made publicly accessible or on land dedicated to the City for park purposes. Three neighborhood parks and a Paseo are proposed throughout the project area. A network of open spaces is proposed that meets the needs of residents of all ages, which offers active and passive recreational amenities that will encourage community interaction. Residents who perceive their local parks and squares to be a safe, secure, well used, and well-maintained will embrace them and use them extensively.

The three neighborhood parks and Paseo integrated within the project area are distributed throughout the development and will count towards the City’s parkland requirement and 8th Street Retail Plaza.

Dog Park / Tot Lot
Neighborhood Park A (labeled dog park/tot lot on Figure 3-1) will have two phases to its development. Phase I will include a dog park and a children’s play area. When the adjacent property to the east comes in for development, additional area will be dedicated to increase the size and functionality of this park. This phase is contingent on the future development of the adjacent lot (APN 87-21-4-2).

Table 3-1: Open Space (provided by development)
Type Acres
Public Park and Paseo
Neighborhood Park A
Neighborhood Park B
Neighborhood Park C
Paseo C

1.82 (0.30)
(0.73)
(0.21)
(0.58)
Retail Plaza & Promenade 1.42
Semi-Private/
Private Open Space

2.25 Private Landscaping 1.95
Streetscape Landscape 0.96
Water Quality Storm Basins 1.42
Private Patios (not calculated)
Total 9.82
City Council/RSA Agenda 273 Tuesday, October 25, 2022
Chapter 3: Urban Design and Public Realm
3-3
Grand Park
Located centrally within the project area, this neighborhood park in the largest and will function as an amenity for the development and surrounding community. The park has been designed and configured in a manner that provides secure and usable open space and maximizes accessibility to the surrounding community. The park will include a large lawn area, play courts seating areas, barbeque area, and restrooms. Illustrative images of the Grand Park are shown in Figure 3-1.

Education / Sculpture Garden
A long and linear park is proposed west of the paseo, which acts as an extension of the paseo.

Proposed amenities include pathways to viewing areas overlooking the stormwater detention basins with interpretive signage. Public art will also be included as part of the sculpture park as shown on Figure 3-1.

POLICIES
Park Network
P-UD-01: Development shall provide an array of easily accessible open spaces woven into the development with the potential for future connections to the Core Station District and Intermodal Station.

P-UD-02: Open spaces shall be distributed throughout the site to provide recreational and educational benefits to residents, visitors, and employees.

P-UD-03: Parks, plazas and paseos shall connect to the existing and planned circulation network with a consistent system of wayfinding signage, lighting, and public art to create a coherent and highly accessible network of open spaces.

P-UD-04: Shaded seating areas, a variety of lighting options including pedestrian-scale lighting, bicycle parking, and accessible pathways consistent with the Americans with Disabilities Act shall be included in the design of parks.

Accessibility
P-UD-05: All parkland counted toward meeting the City’s parkland requirements shall either be dedicated in fee to the City or have a dedicated public easement in perpetuity as determined by the City.

P-UD-06: Public parks shall be physically and visually accessible from the street. Public parks shall face onto public streets or pathways and include signage to clearly define them as public spaces.

City Council/RSA Agenda 274 Tuesday, October 25, 2022
Draft Station East Residential Mixed Use – DIPSA Specific Plan Amendment 3-4
Programming
P-UD-07: Parks shall provide for a variety of uses that allow for various experiences and activities for people of all ages and abilities.

P-UD-08: Parks shall be designed to respond to a variety of needs, such as shade, quiet areas, play areas, or group gatherings; create separate areas for active uses and informal uses.

P-UD-09: Public art shall reinforce a sense of place and enhance engagement.

P-UD-10: Ample seating shall be provided, which can be comprised of benches, seating walls, and moveable seating. A portion of seating shall have back and arm support. Provide shaded seating areas, in addition to areas with full sun access.

P-UD-11: All parks shall include:
• Variety of seating opportunities
• A mix of hardscape and softscape elements that respond to the surrounding conditions
• Flexible space for gatherings and events
P-UD-12: Central Park (Neighborhood Park B) shall include:
• Public art elements, ideally designed as a core element of the park or square • Restroom facilities
Landscaping
P-UD-13: Ensure that landscaping complements and extends the design of the adjoining public right-of-way.

City Council/RSA Agenda 275 Tuesday, October 25, 2022
Figure 3-1: Open Space Framework
OVERALL SITE PLAN | L1
NORTH
0 50 100
1’=50’ - 0” SCALE
(FUTURE PLANNING AREAS)

FUTURE PASEO

FUTURE PARK

GRAND PARK
GRAND
PASEO
RETAIL
PLAZA
7TH STREET
8TH STREET
9TH STREET

K STREET
PA 1
PA 2
PA 3
PA 4

DOG PARK/ TOT LOT

M STREET
PA 11A
PA 5
PA 6

BRADFORD WAY

L STREET
PA 7 PA 8
PA 9 PA 10

DECOTO ROAD
7TH STREET
STATION EAST LANDSCAPE PARKS ACREAGE QTY (SF) APPROX. DIMENSIONS NEIGHBORHOOD PARK A - DOG PARK/ TOT LOT 0.30 13068 40' X 290' NEIGHBORHOOD PARK B - GRAND PARK 0.73 31799 120' X 325' GRAND PASEO A - FITNESS PASEO 0.36 15682 65' X 140'
GRAND PASEO B - GRAND PASEO 0.22 9583 45' X 250'
NEIGHBORHOOD PARK C - EVA PASEO & EDUCATION/SCULPTURE PARK 0.21 9148 60' X 170' RETAIL PLAZA PARK 0.25 10890 95' X 170'
RETAIL PLAZA - COMMERCIAL AREAS 0.41 17860 20' X 660'
GRAND TOTAL 2.48 108029

FITNESS
PASEO

EDUCATION /

SCULPTURE PARK
L1
L2
L3
L4
L5
L6
L7
L8
L9
L10
L11
L12

OVERALL LANDSCAPE PLAN

GRAND PARK & FITNESS PASEO - NEIGHBORHOOD PARK B

GRAND PARK & FITNESS PASEO - NEIGHBORHOOD PARK B

GRAND PARK & FITNESS PASEO - NEIGHBORHOOD PARK B

DOG PARK / TOT LOT - NEIGHBORHOOD PARK A

RETAIL PLAZA

RETAIL PLAZA

RETAIL PLAZA

GRAND PASEO

GRAND PASEO

EVA PASEO - NEIGHBORHOOD PARK

EDUCATION / SCULPTURE PARK - NEIGHBORHOOD PARK C

LANDSCAPE SHEETS

FUTURE PASEO
EVA
PASEO
URBAN
ARENA

STATION EAST
UNION CITY | CA
INTEGRAL COMMUNITIES | 20-009
DATE 04 | 12 | 21
NORTH
0 50 100
1’=50’ - 0” SCALE
City Council/RSA Agenda 276 Tuesday, October 25, 2022 3-5 Draft Station East Residential Mixed Use – DIPSA Specific Plan Amendment 3-6
PASEOS
Paseos serve as green spines that extend in between developments, provide green foliage when viewed from inside buildings, places for lingering, and pedestrian connections within the neighborhood as shown in Figure 3-1 and Figure 3-2. The goal is for the paseo to eventually connect 7th Street to 9th Street and end at the Education / Sculpture Garden. In addition to increasing the overall bike and pedestrian connectivity, they can also provide a more shaded experience and help in increasing pedestrian comfort.

The paseos include walkways, bicycle paths, seating, fitness areas, and landscaped areas. They will function as active linear public spaces that create connectivity to adjacent sites and provide an opportunity for more intensive uses such as sitting, gathering, public art, and social interaction. A Fitness Paseo is included adjacent to the Grand Park that includes sprints striping, fitness equipment, and synthetic turf. The specific project approvals will determine whether this area is City owned/maintained or HOA owned/maintained but made publicly accessible.

POLICIES
P-UD-14: Paseos shall be a minimum of 40 feet wide, with a walking/biking path. If minimum dimensions are not met developer will provide enhanced amenities to compensate for reduced width.

P-UD-15: Provide clear signage that acknowledges that the paseos are for public use.

P-UD-16: Provide a pedestrian focused wayfinding system along the paseos.

P-UD-17: Connect paseos to pedestrian pathways and public streets, plazas and open spaces.

P-UD-18: Visibility shall be maintained through each paseo from one end to the other.

P-UD-19: Paseos shall include landscaping, street furniture, and pedestrian-scale lighting.

City Council/RSA Agenda 277 Tuesday, October 25, 2022
Figure 3-2: Paseo Section
City Council/RSA Agenda 278 Tuesday, October 25, 2022 3-7 Draft Station East Residential Mixed Use – DIPSA Specific Plan Amendment 3-8
PLAZAS
Plazas represent a creative way to provide publicly accessible open space to the project as shown in Figure 3-3. Plazas should be visually engaging gathering spaces for community members to socialize and to hold neighborhood events. The incorporation of such plazas around the commercial areas in the project site will create an urban living room where workers, residents, and visitors can gather and meet. The design of such spaces should take into consideration the relationship to other open spaces and amenities. Three such plazas have been proposed in and around the commercial area along Decoto Road and 8th Street. These spaces add up to approximately half an acre. Consistent with the General Plan policy (See Policy SA-4.23), there is potential for the retail plazas to count towards the parkland requirement depending on a variety of factors including how they are designed, the extent of improvements proposed, and the extent to which they are accessible to the general public.

POLICIES
P-UD-20: Orient plazas for high visibility to promote usage by non-residents, thus stimulating activity throughout the day and into the evening.

P-UD-21: Plazas shall be connected to publicly accessible pathways within the development to improve walkability.

P-UD-22: Plazas shall be urban in character, open to the public, and be designed in proportion to adjacent buildings.

P-UD-23: Plazas shall be of a minimum size of 2,000 square feet. This type of smaller plaza shall have an appropriate width and length dimensions to provide sufficient pedestrian circulation, street furniture, trees and landscaping.

P-UD-24: Plazas shall provide ample seating, which can be comprised of benches, seating walls, and moveable seating. A portion of seating shall have back and arm support. Provide shaded seating areas, in additional to areas with full sun access.

P-UD-25: Plazas shall have public art that reinforces a sense of place and enhances engagement.

P-UD-26: Plazas shall use landscaping strategically to identify pedestrian entrances and articulate edges for plazas.

P-UD-27: Plazas shall utilize durable, high-quality materials for pavement areas, seating areas, signage and pedestrian scale lighting. Use sustainable materials when possible.

City Council/RSA Agenda 279 Tuesday, October 25, 2022
Figure 3-3: Retail Plaza
4 5
12 2
2 3
3 13
1 6
3 3
15 15 14
14 14
6 7
8 9
10 3
6 11
MARKET
MARKET

LEASING
LOBBY
GYM
CLUB
ROOM

COMMUNITY
ROOM

DESIGN FEATURES INSPIRATION
2 TERRACE SEATING WITH LAWN
3 SEATED PATIO AREA
4 SUNKEN GARDEN
6 SEAT WALL
7 TREE GRATE
8 OVERHEAD WITH BAR SEATING
9 WORK OUT TERRACE SEATING
12 ART SCULPTURE /MONUMENT SIGN
11 OVERHEAD STRING LIGHTS
10 YOGA LAWN
13 FOCAL TREE / SEAT WALL
15 ENHANCED CROSSWALK
14 BIORETENTION AT STREETSCAPE
1 ENHANCED PAVING
5 METAL CATWALK / GRATE WALKWAY
13 3
3 3
URBAN
ARENA

STATION EAST
UNION CITY | CA
INTEGRAL COMMUNITIES | 20-009
DATE 02 | 03 | 21
NORTH
0 10 20
1’=10’ - 0” SCALE
RETAIL PLAZA “TWIST PLAZA” | L1
URBAN
ARENA

STATION EAST
UNION CITY | CA
INTEGRAL COMMUNITIES | 20-009
DATE 02 | 03 | 21 RETAIL PLAZA “TWIST PLAZA” | L2
City Council/RSA Agenda 280 Tuesday, October 25, 2022 3-9 Draft Station East Residential Mixed Use – DIPSA Specific Plan Amendment 3-10

PRIVATE OPEN SPACE
The project area will include private and semi-private open spaces, primarily located in and around the residential developments. Being private, these spaces will not count towards the City’s parkland requirements. A few examples of private open space are illustrated in Figure 3-4.

POLICIES
P-UD-28: Private open spaces, which may include balconies, decks, patios, and yards, shall be adequately sized to allow movements and usability.

P-UD-29: Spaces shall be designed to balance privacy and safety with air and sunlight access. This can be achieved by prioritizing south facing open space opportunities and designing balconies with slatted or otherwise partially transparent grating or railing.

P-UD-30: Private open spaces shall be designed as an integrated element of the project (and the street or adjacent building, if applicable). Coordinate landscaping and amenities with the project’s architecture and character; P-UD-31: Consider safety and security in the design: define and enclose open spaces through building configuration. Ensure that some portion of units or commercial spaces overlook the common open space.

P-UD-32: Design common open space to be accessible to all living units in the development, directly or indirectly, through appropriate design and signage.

P-UD-33: Arrange seating for gathering, conversing, and supervising children’s play areas.

City Council/RSA Agenda 281 Tuesday, October 25, 2022
Figure 3-4: Private Open Space
City Council/RSA Agenda 282 Tuesday, October 25, 2022 3-11 Draft Station East Residential Mixed Use – DIPSA Specific Plan Amendment 3-12

3.2 Building Form and Design
This section describes the desired overall scale and design character of buildings within the Project area. Topics addressed in this section include building siting, massing and articulation, ground floor activation and building design.

BUILDING SITING
The siting of a building and composition of its façades can create visual interest, stimulate pedestrian activity, and contribute to an attractive environment. The standards below outline the siting requirements based on the street the façade fronts.

POLICIES
P-UD-34: Buildings shall be oriented parallel to street frontages and public pedestrian pathways to create a continuous street presence and support pedestrian interconnectedness.

P-UD-35: Buildings shall be oriented such that frontages and entrances are visible and accessible from the public right-of-way, on-site common areas, pedestrian pathways, parks, and/or plazas.

BUILDING HEIGHTS
Building heights are dependent on several factors, including financial feasibility of different construction types, market desirability of different housing product types, and the need to ensure that development is integrated and compatible with the surrounding neighborhoods. “Height of building” means the vertical distance from the grade to the highest point of the coping of a flat roof or to the deck line of a mansard roof or to the average height of the highest gable, gambrel or hip roof. (Union City Municipal Code).

Buildings should vary in height and bulk to create visual interest, with taller portions stepped back along the street edge and open spaces and maximize the number of residents within the 10-minute walkshed to Intermodal Station. The buildings proposed within the project site range between three and six stories, the highest being mixed use and consisting of five floors of residential units above commercial space on the ground level. Figure 3-5 illustrates the building heights proposed by the project.

City Council/RSA Agenda 283 Tuesday, October 25, 2022
Figure 3-5: Building Heights
Up to 55’
4 Story Condominiums
Up to 55’
4 Story Condominiums
Up to 33’
3 Story Townhomes
Up to 33’
3 Story Townhomes
Up to 61’
5 Story
Affordable Housing
Up to 66’
5 Story Condominiumns
Up to 97’
5 Story Condominiumns
over Retail
Up to 97’
5 Story Apartments
over Retail
9th Street
PG&E
9th Street
M Street
8th Street
L Street
8th Street
City Council/RSA Agenda 284 Tuesday, October 25, 2022 3-13 Draft Station East Residential Mixed Use – DIPSA Specific Plan Amendment 3-14
GOALS
G-UD-01: Ensure that building heights and densities/intensities are organized at the site to capitalize on access to transit and proximity to stores, parks, and other amenities.

POLICIES
P-UD-36: Require building heights to vary and not permit monolithic, bulky developments. Taller blocks shall be distributed to provide both a dense urban fabric and sufficient open spaces.

BUILDING MASSING AND ARTICULATION
Building design influences how a building relates to the public realm. While ground floor design has an immediate impact on the pedestrian experience, it is essential that the entire building is designed in such a way that promotes building and neighborhood integrity. Building massing, scale, and overall design must be compatible with its height and use, as well as contribute to the identity and character of the project area, as well as the broader Specific Plan area. The following policies are outlined to encourage visual interest and variation in building form to achieve a varied and engaging urban environment a shown in Figure 3-6.

GOALS
G-UD-02: Articulate building massing, scale, and entryways to foster visual interest, and pedestrian-orientation.

POLICIES
P-UD-37: Façade Articulation. All street-facing facades must include at least one horizontal or vertical projection or recess at least four feet in depth, or two projections or recesses at least 2.5 feet in depth, for every 50 horizontal feet of wall. The articulated elements must be greater than one story in height and may be grouped rather than evenly spaced in 50-foot modules. Building entrances and front porches and projections into required yards such as steps, bays, overhangs, fireplaces, and trellises count towards this requirement. See Figure 3-6.

P-UD-38: Lower and Upper Story Separation. Lower and upper stories shall be separated by horizontal detailing such as an awning, overhang, cornice line, or belt course. Separation may occur either above the ground floor or second floor.

P-UD-39: Vertical Projections. All street-facing facades must include vertical projections or recesses such as pilasters, porches, decks, bay windows, entry recesses, and other details that provide architectural articulation and design interest.

City Council/RSA Agenda 285 Tuesday, October 25, 2022
Chapter 3: Urban Design and Public Realm
3-15
P-UD-40: Window Design. Window designs shall differentiate the various components of the building (e.g., ground floor retail spaces, stair towers, corners, or residential units). Window frames, sills, and/or recesses should be used to add visual interest.

P-UD-41: Façade Pattern. Façade elements must establish building scale and pattern, using architectural techniques such as clustering or aligning windows and doors to form a regular pattern. Horizontal building elements should be roughly aligned (within 3 feet of height) with others in the same block.

P-UD-42: Townhome Design. The design of townhomes shall be articulated such that individual units are differentiated from each other. Each unit shall maintain separate, identifiable roof forms, massing, fenestration, and street-facing doorways.

P-UD-43: Building Equipment Screening. Mechanical, electrical, and all other building equipment should be concealed from all public rights-of-way, pedestrian paths, and adjacent buildings. Mechanical equipment should not be located along the ground floor street frontage. Screens should be consistent with the building design or site landscaping.

P-UD-44: Light Pollution Reduction. Require new building lighting to comply with Dark-Sky Association best practices, including being shielded and downdirected to minimize off-site glare; use appropriate decorative fixture styles that complement the building’s architecture, and to be thoughtfully placed to accentuate building entries, signage and architectural elements, and maintain public safety.

City Council/RSA Agenda 286 Tuesday, October 25, 2022
Figure 3-6: Building Massing and Articulation
Setback a portion of the
facade every 50’ by a
minimum of 4’ depth as
per P-UD-43
Residential ground
oor elevation min
18-42” above grade
Min 6’ setback
along streets
Paseo
City Council/RSA Agenda 287 Tuesday, October 25, 2022 3-16 Chapter 3: Urban Design and Public Realm
3-17

GROUND FLOOR
Excluding a small portion along Decoto Road and 8th Street, the project includes primarily residential uses on the ground floor throughout the project area. In such areas, pedestrian-oriented frontages—rather than parking structures or blank walls—are essential as they prioritize pedestrian comfort and connectivity. The ground floor building design must engage with the public realm and contribute to a comfortable and inviting pedestrian experience while still maintaining privacy for residential units. Figure 3-7 illustrates the ground floor usage.

A strong building to street relationship should be formed by buildings respecting and relating to the street edge, oriented towards the sidewalk. This can be amplified by locating entries and ample fenestration along the street edge with an emphasis on pedestrian-scaled building design and amenities.

Elevating the ground level of the housing units a minimum of three feet above the sidewalk would offer a higher level of privacy, enabling a more varied appearance rather than all blinds or window coverings to be closed all the time as shown in Figures 3-7.

GOALS
G-UD-03: Create an active ground floor to support a vibrant public realm.

POLICIES
P-UD-45: Entrances. Clearly mark entrances to all buildings through elevated entry ways, signage, and transparency.

P-UD-46: Blank Walls. The maximum distance of blank wall (a façade without doors, windows, landscaping treatments, or other pedestrian interest) on the ground level of any building facing a street, open space, or paseo shall not exceed 20 feet in length.

P-UD-47: Façade Articulation. Provide pedestrian-scaled façade articulation such as vertical elements, horizontal banding, and individual storefront design (when applicable) at the ground level to enhance approachability and pedestrian comfort.

Retail
P-UD-48: Orientation. Retail uses must be located on the ground floor oriented to plazas, pathways, and public streets.

City Council/RSA Agenda 288 Tuesday, October 25, 2022
Draft Station East Residential Mixed Use – DIPSA Specific Plan Amendment 3-18
P-UD-49: Ground Floor Retail. Ground floor retail/flex spaces shall be designed to the meet the following standards:
• Minimum depth: 35 feet
• Minimum floor to floor height: 20 feet
• Accommodation for anticipated HVAC needs
P-UD-50: Ground Floor Façades. Ground floor facades shall be designed to give identity to each retail establishment, through recesses, enhanced materials, signage and architectural features that are integral components of the building.

P-UD-51: Awnings and Overhangs. Awnings and overhangs should be employed along active building frontages to enhance the pedestrian realm. Awnings should be made of durable, high-quality materials and should not interfere with the tree canopy or signage.

P-UD-52: Ground Floor Transparency. A minimum ground-floor building transparency of 50% between 2.5 feet and 7 feet above grade for retail frontages.

Residential
P-UD-53: Orientation. Any ground floor residential units facing a streetwith an exterior unit entry shall have an entry that faces the street.

P-UD-54: Residential Entrances. Primary residential entries, either individual or shared, shall:
• Be prominent and easy to identify, including at night; • Face a public street or pedestrian path; and
• Incorporate a projection (porch, steps, bay window, etc.), recess, or combination of porch or recess. All stoops shall be elevated by a minimum of 18-42 feet to provide a sense of privacy for residents and human comfort for pedestrians.
• Where the finished floor elevation is more than three feet above the sidewalk elevation, the elevation change shall be landscaped, terraced, punctuated with staircases at least every 25 feet, or otherwise treated with a transitional design feature.

P-UD-55: Façade Articulation. Residential ground floor façades for townhouses shall be articulated so that individual residential units are differentiated from each other and from the overall massing of the building.

City Council/RSA Agenda 289 Tuesday, October 25, 2022
Figure 3-7: Ground Level Residential
Primary individual or shared
entrances at the ground oor and
facing a street or Paseo
Articulated entries with stoops,
porches, recessed windows, bay
windows, and balconies
18-42”
Ground oor elevation
min 18-42” above grade
City Council/RSA Agenda 290 Tuesday, October 25, 2022 3-19 Draft Station East Residential Mixed Use – DIPSA Specific Plan Amendment 3-20

BUILDING DESIGN
Buildings should be designed with a contemporary or “Modern” vocabulary, to project a forwardlooking image of the Station District, building upon the successful designs of Union Flats Apartments and Station Center Apartments in the area clearly identifying the amenities intended for public use.

Material and colors are effective tools in establishing continuity and variety in design and quality within a development or among adjacent buildings. Buildings should be designed with a unified palette of materials and colors to fit in with the surrounding neighborhoods and future development in the Station East District, as well as ensure high quality design and visual interest throughout the project area.

POLICIES
Materiality and Color
P-UD-56: Building façades shall be constructed of high quality and durable materials such as metal, wood, glass, concrete, stone, tile, and other durable quality materials.
• A variety of materials shall be used to create a coordinated hierarchy of primary, secondary and accent materials, textures, and colors that support the building’s overall architecture.
• High quality materials shall be utilized at the pedestrian level (e.g., within the first 8 to 20 feet of building façade above the ground level).

P-UD-57: Changes in material or color shall always be accompanied by a change in plane at an inside corner (e.g., walls separated by 90 degrees) or separated by a significant architecturally integrated feature. Color contrast is encouraged to create contrast and accentuate architectural forms and features.

P-UD-58: Veneers must fully wrap any visible outside corners: avoid vertical joints at exterior corners; terminate thin brick veneer into inside corners.

P-UD-59: Exposed wood must be finished to minimize maintenance and improve longevity.

P-UD-60: Buildings shall maintain facade quality of architectural articulation and finishes on all sides of a building that is visible to the public. Some of the architectural features of the main facade shall be incorporated into the rear and side elevations.

City Council/RSA Agenda 291 Tuesday, October 25, 2022
Chapter 3: Urban Design and Public Realm
3-21

3.3 Signage and Public Art
The incorporation of public art and wayfinding signage within the Station East public realm will help establish a strong sense of place and provide orientation for visitors. A cohesive signage system will be developed that will orient people to buildings, parking lots and structures, and clear directions to the Intermodal station. Public spaces and plazas should also have clear identification so as to welcome all.

POLICIES
Wayfinding
P-UD-61: Signage shall direct people to the Intermodal Station, key pedestrian, bicycle and automobile routes.

P-UD-62: Signage shall direct residents and visitors to amenities provided within and around the site clearly identifying the amenities intended for public use.

P-UD-63: Wayfinding strategies shall include a combination of design cues, signage, maps, and public art.

Visibility
P-UD-64: Ensure that signs are visible and readily distinguishable from their surroundings.

P-UD-65: Projecting signs shall be regulated so that they do not obstruct each other.

P-UD-66: Signs and lettering are to be sized to be clearly legible for passing vehicles and located so that there is no visual obstruction at driveways or at pedestrian crossings.

Materiality and Color
P-UD-67: Fonts, colors and materials shall be consistent across the wayfinding system to reinforce the identity of the street.

P-UD-68: Commercial Signs (including supporting structures, if any) shall be designed as an integral design element of a building’s architecture and shall be architecturally compatible, including color and scale, with the building and surrounding structures. A comprehensive Sign Plan shall be required with each development that includes commercial uses.

City Council/RSA Agenda 292 Tuesday, October 25, 2022
Draft Station East Residential Mixed Use – DIPSA Specific Plan Amendment 3-22

PUBLIC ART
Public art can enrich the public realm, capturing the changing character of the area and contributing to its visual legibility. Artworks can be commissioned to create landmarks, opportunities for community interaction, and human-scaled places. It can be incorporated into open spaces and even the right-of-way in the form of street furniture, wayfinding elements, transit systems, and lighting. Projects with a development value over $250,000 shall devote an amount not less than 1 percent of such costs for acquisition and installation of publicly accessible art on the development site. Private developments with building development costs in excess of $2 million shall be required to contribute at least one-third of the 1 percent requirement for public art to the Union City Public Art Fund. See Figure 3-9 for precedent images on public art.

POLICIES
P-UD-69: Locate public art in interstitial places, weaving together zones where different kinds of uses overlap;
P-UD-70: Locate public art to mark key paths of movement, to highlight major entries and to anchor key spaces;
P-UD-71: Incorporate art into streetscape elements such as crosswalks, bus stops, light poles, bicycle rack.

City Council/RSA Agenda 293 Tuesday, October 25, 2022
Figure 3-8: Public Art and Wayfinding
City Council/RSA Agenda 294 Tuesday, October 25, 2022 3-23 Chapter 4: Mobility
4-1
4 MOBILITY
The intensified land uses proposed as part of the development are supported by a balanced circulation system that integrates transit, pedestrian, bicycle and vehicular modes, as described in this chapter. The standards and policies outlined in this chapter further a well-defined and safe network for pedestrians and bicyclists. Specific topics include street network, bicycle and pedestrian connectivity, transit network, curbside management and parking, and transit demand management.

4.1 Street Network
The adopted Union City 2040 General Plan classifies roadways as freeways, state highways, arterials, primary collectors, industrial roadways, residential collectors, and minor residential streets. Figure 4-1 shows the existing and planned vehicle circulation network as part of the planned development within and surrounding the Station East subarea, which is consistent with the circulation network evaluated for the UC2040 Mobility Element. The Quarry Lakes Parkway, formerly known as the East-West Connector, is a planned four-lane arterial planned along the south border of the Station East subarea. The Quarry Lakes Parkway is planned to be a grade separated roadway with undercrossing at BART, and at UPRR Niles and Oakland Subdivision rail tracks. The 2040 General Plan Mobility Element identifies the Quarry Lakes Parkway Project as a local and regional roadway improvement needed to accommodate future residential and employment growth while enhancing BART access.