Agenda packet — Watsonville City Council, October 10, 2023 (part 9 of 10)

56 DOWNTOWN WATSONVILLE SPECIFIC PLAN
Opportunity Sites
In some of the character areas,
vacant and underutilized sites have
been identified as opportunity sites.

Development on these opportunity
sites have the potential to be catalytic
projects that could help to spark
redevelopment and reinvestment in
the downtown. Many of these sites are
publicly owned, or if privately-owned,
have owner interest in redeveloping.

The concept designs shown for these
opportunity sites are intended to be
illustrative in nature. Development on
these sites shall follow the regulations
noted in Chapter 6. Figure 3–3
illustrates the location for Opportunity
Sites in downtown Watsonville.

PHOTO CAPTION—Martinelli’s property is identified as a opportunity site.

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Specific Plan Boundary
Building Footprint
Parks/Open Space
Waterway

PUBLIC REALM IMPROVEMENTS
Opportunity Site
Main St
Main St
Main St
Freedom Blvd
Walker St
Locust St
W Lake Ave E Lake Ave
2nd St Maple Ave
Grant St
Elm St
W Riverside Dr
E Riverside Dr
E 5th St
E Beach St
Center St
E Front St
W Front St
Union St
Grove St
Rodriguez St
W Beach St
Rodriguez St
Brennan St
Sudden St
Hyde St
Western Dr
Jefferson St
Marchant St
Carr St
Walker St
W
Riverside
Dr
W 5th St
6th St
Ford St
Kearney St
Watsonville
Plaza
Pa aj ro River
Watsonvil el S ol ugh
0 100’
200’
400’
downtown N 500’
watsonville
specific plan
D 57
CHAPTER 3—DESIGN FRAMEWORK

OPPORTUNITY SITES
Opportunity Sites

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E 5th St
Brennan St
Carr St
East
Neighborhood
Historic
Downtown Core Civic
Core
Residential Flex
Workplace/Industrial
Gateway
Commercial
Flex
Commercial
Flex
W Beach St
West
Neighborhood
Character Areas
Specific Plan Boundary
Building Footprint
Parcel
Rail Line
Historic Downtown Core
Civic Core
Gateway
East Neighborhood
West Neighborhood
Workplace/Industrial
Commercial Flex
Residential Flex
Park/Open Space
Waterway
Main St
Main St
Main St
Freedom Blvd
Walker St
Locust St
W Lake Ave E Lake Ave
2nd St Maple Ave
Grant St
Elm St
W Riverside Dr
E Riverside Dr
E Beach St
Center St
E Front St
W Front St
Union St
Grove St Rodriguez St
Rodriguez St
Sudden St
Hyde St
Western Dr
Jefferson St Marchant St
Walker St
W Riverside Dr
W 5th St
6th St
Ford St
Kearney St
Watsonville
Plaza
Pa aj ro River
Watsonvil el S ol ugh
0 100’
200’
400’
downtown N 500’
watsonville
specific plan
D
Character Area Boundary
Specific Plan Boundary
Parks/Open Space
58 DOWNTOWN WATSONVILLE SPECIFIC PLAN
Historic Downtown Core
Existing Setting
The Historic Downtown Core is in the
heart of downtown and includes a mix
of well-regarded landmarks and places
like Watsonville Plaza as well as many
historic buildings that give downtown
Watsonville a unique and authentic
character. See Figure 3–4.

The Plaza is well programmed with
many special events, ranging from
weekly Farmers Markets to the annual
Strawberry Festival. The historic
buildings in this area are built at the
front property line with no setbacks,
creating a strong street wall presence
along the sidewalk. The sidewalks
are narrow, typically 10 feet in most
locations. Street amenities are limited
with sporadic street trees and street
furniture. The existing street network
establishes a clear hierarchy but is
challenged by the constraints posed by
Caltrans Route 152 along portions of
Main Street and E. Lake Avenue and
E. Beach Street. However, it presents
an opportunity to make enhancements
that are inclusive of transportation
and traffic management, safety,
and streetscape design (e.g., wider
sidewalks, parklets, bulb outs, etc.).

The Historic Downtown Core has the
potential to be a successful mixed-use
area that incorporates housing and
ground-floor retail. Today, there are
only a limited number of housing
units in this area. Several buildings in
the Downtown Core have vacant and
underutilized storefronts and are noncontributing to the street character with boarded or closed storefront
windows and openings, disrupting
the historic street pattern. Several
vacant parcels and surface parking
lots provide an opportunity for infill
development.

Figure 3–4

HISTORIC DOWNTOWN CORE CHARACTER AREA
* Note: Map is not to scale. Page 1112 of 1385
59 CHAPTER 3—DESIGN FRAMEWORK
Vision
The vision for this character area is to create an active, vibrant pedestrianoriented environment that builds on the historic fabric and brings more vitality to downtown throughout the day and into the evening. To achieve this vision, the Plan seeks to recalibrate this area to create and maintain a continuous street wall with transparent and visible storefronts. To preserve the historic charm of the Historic Downtown Core, façade rehabilitation will be necessary to restore the historic frontage character. Ground floors in this area should be designed to be retail-ready, with the appropriate height, street setbacks and outdoor space necessary to enable and encourage street activity.

The street network will be modified to create a traffic-calmed Main Street with reduced number of travel lanes, parklets and bulb-outs. The E. Beach and E. Lake one-way couplet will be converted to two-way with the Beach Street portion removed from the Hwy 152 system. Both streets will also accommodate parklets, on-street parking and new streetscape amenities.

Uses
The types of uses envisioned in the Historic Downtown Core include residential, commercial, office, and service uses among other similar uses deemed conditionally acceptable by the City.

Placemaking Strategies
The Historic Downtown Core is a critical location to support active modes of transportation and street activity in the downtown. To promote a people-centered use of public space, the following placemaking strategies have been identified for the Historic Downtown Core character area:
• Require active ground floor uses
(retail and restaurants), with
housing and office above.
• Encourage and enable outdoor
dining on sidewalks and new
parklets.
• Maintain and create a continuous
and active street-wall (e.g., new
shopfronts and façade rehabilitation
of existing buildings).
• Incorporate consistent and unifying
streetscape and public realm
improvements.
• Create and manage a Downtown
Improvement District including a
shared parking supply, branding and
wayfinding program, programming
of special events, etc.

FROM LEFT TO RIGHT, TOP TO BOTTOM—Mansion House; Watsonville City Plaza; Lettunich Building; Fox Theater
Opportunity Sites
The Historic Downtown Core is home to two major opportunity sites for significant infill development, of which the city controls several key parcels.

These opportunity sites are the Mansion House block and Gottschalk block.

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Figure 3–5 Mansion House Opportunity Site
Paseos and
Courtyards
Existing Ortiz Deli
(historic portion)
Plaza
New mixed use
buildings
Mansion
House
60 DOWNTOWN WATSONVILLE SPECIFIC PLAN
The opportunity site is located within the block bound by Main Street, Beach Street, Alexander Street, and Lake Avenue. The Watsonville Plaza is directly adjacent to the site. Prior to the 1960’s, Brennan and Union Streets were not connected and instead the Brennan continued to Alexander Street before ending at Beach Street. Similarly, Union Street stopped at Beach Street. In the 1960’s, Union and Brennan Streets were connected through the Mansion House block, which created an island between Union and Alexander Street. The Specific Plan considers restoring the former street configuration for this block, which would create a major development site in the heart of downtown. While issues of traffic flow, utilities relocation and other topics would need to be considered and addressed, this opportunity site would be a major catalyst. The development site includes the City-owned parking lot behind the Mansion House and the vacated street right-of-way.

The new site configuration could accommodate a shared parking structure as well as a new mixed-use infill project that could better define and connect to the Watsonville Plaza. The new development could include ground-level commercial spaces, residential above, and public courtyards connected with paseos. This mixed-use infill development would help to support activity in the Historic Downtown Core. The Ortiz Deli building located on the corner of E.

Beach and Alexander Streets, could be retained, and incorporated in the new site configuration.

A small plaza at the terminus of Union Street would create a view corridor, connecting street activity to the interior courtyards, alleyways, and paseos.

Programming of these interior public open and gathering spaces with outdoor dining, cinema, and other active uses will help activate the development. See Figure 3–5 Mansion House Opportunity Site for details.

Mansion House Block
Alexander St.

Main St.

Union St.

Brennan St.Lake Ave.

Beach St.

PHOTO CAPTION—Examples of multifamily residential units and shared public outdoor spaces to be programmed with various activities at different times of the day.

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Figure 3–6 Gottschalks Block Opportunity Site
The
Terrace
Bus Depot
School
Dropoff
New School Over
Commercial
Long-term
Development
Opportunity,
Including Shared
Parking Structure
61 CHAPTER 3—DESIGN FRAMEWORK
This block is one of the larger sites located directly in the heart of downtown, bound by Main Street, Beach Street, Rodriguez Street, and Lake Avenue. West of Main Street is the Gottschalk building which has a charter school use above vacant ground-floor commercial space. The 54-unit Terrace housing development is located in this block. Other uses on this block include a CVS Pharmacy, Auto Zone and the Resetar single room occupancy development. Much of the block interior is a privately-owned surface parking lot serving the various uses located in that block.

The concept for this opportunity site addresses the goal to improve pedestrian circulation through large blocks by using paseos and alleyways to break the large blocks up into smaller blocks. These smaller blocks would reinforce the historic nature of the Downtown Core as a walkable and easy to navigate environment.

These paseos could also create a comfortable pedestrian connection between the Watsonville Transit Center on the corner of W. Lake Avenue and Rodriguez Street and Main Street.

In the near term, there is an opportunity to provide better circulation on-site.

Connections could be improved by incorporating a drop-off/pick-up location and reconfiguring the shared parking lot to establish a pleasant walking path along the back of the buildings. Improvements could be as simple as reconstructing part of the building to providing critical access through the block from Main Street into the interior of the block. The parking lot presents a longer-term development opportunity to provide a shared parking structure, new uses along W. Lake Avenue and Rodriguez Street.

Gottschalks Block
Main St.

Rodriguez St.

Beach St.

Lake Ave.

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62 DOWNTOWN WATSONVILLE SPECIFIC PLAN
Civic Core
Existing Setting
The Civic Core is uniquely positioned
within downtown and is anchored
by City Hall, the joint-use Civic Plaza,
Library, Police Station, and Post Office.

Many properties in this character
area are publicly owned. The Civic
Core has some of the tallest buildings
and massing in the downtown with
prominent buildings like the jointuse Civic Plaza fronting Main Street.

Most buildings are located behind
parking areas or large landscaped
setback areas, providing a suburban
frontage. The City also owns the Fire
Station site with a large parking lot
to the rear along 2nd Street. The US
Post Office parcel with its expansive
parking lot surrounding the post
office is a large presence on Main
and Rodriguez Streets that is ripe for
intensification. Additionally, a shared
parking structure (located on 2nd
Street and Rodriguez Street) adds to the
shared parking supply for the Historic
Downtown Core and the Civic Core on
nights and weekends.

The Main Street segment in the Civic
Core is not under Caltrans jurisdiction
and is under the control of the City.

Recent streetscape improvements
along Main Street include a landscaped
median, crosswalks, street trees and
other street amenities. Improvements
to make Rodriguez Street more
pedestrian-friendly are needed. Main
Street is the gateway from the south
from Pajaro. Traffic calming along
Main Street is a desired goal.

CIVIC CORE CHARACTER AREA
Character Area Boundary
Specific Plan Boundary
Parks/Open Space
* Note: Map is not to scale. Page 1116 of 1385
63 CHAPTER 3—DESIGN FRAMEWORK
Vision
The vision for this character area is to maintain its core civic functions and to extend the active pedestrian environment from the Historic Core by adding active mixed-use infill development. This vision can be achieved by consolidating city functions in a couple of specific locations, allowing space for new development.

The vision also includes the long-term repurposing of the large, underutilized Post Office site, in addition to streetscape upgrades such as landscape medians and crosswalks to provide connectivity and improve walkability along Main Street and Rodriguez Streets.

Uses
The types of uses envisioned in the Civic Core are civic uses, mixed-use with retail, housing, and entertainment.

Placemaking Strategies
The Civic Core is a character area intended to be defined by civic focused uses in a mixed-use environment. There is an opportunity to consolidate similar uses while also integrating area-unifying public realm enhancements that are supportive of active modes and connections. The following placemaking strategies have been identified for the Civic Core character area:
• Redevelop the majority city-owned
block fronting Main Street between
Maple Street and 1st Street with
active, mixed-use infill including
retail, housing, entertainment, and
City Hall uses.
• Consolidate City essential services -
Police and Fire - on Rodriguez Street
and the Fire Station site.
• Allow higher densities and intensity
along Main Street to match the scale
of the Civic Plaza, while ensuring a
transition in scale to neighborhoods
east of Union Street.
• Establish a consistent and unifying
streetscape with public realm
improvements supportive of
walkability along Main Street and
Rodriguez Street.
• Leverage the underutilized Civic
Center parking structure to provide
significant shared parking on nights
and weekends.
• Extend Central Avenue from Main
Street to Union and Rodriguez
Streets to create a connection and
infill sites
FROM LEFT TO RIGHT, TOP TO BOTTOM—Watsonville Civic Plaza; Porter Building; Intersection of Main Street and Second Street in front of Porter Building Opportunity Sites
The Civic Core has several City-controlled, vacant, and underutilized sites on Main Street which present an important opportunity to evolve the Civic Core into a thriving civic mixed-use area within downtown. Opportunity sites in the Civic Core character area include The City Hall, Police Station, Fire Station, and US Post Office sites.

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Figure 3–8 City Hall/Civic Campus & U.S. Postal Service Opportunity Site Main St.

Mixed-Use
Neighborhood
Scale Multifamily
64 DOWNTOWN WATSONVILLE SPECIFIC PLAN
This is a city-owned site where
municipal services and the Police
Department are located. This site
excludes the Porter building located
on the corner of Maple Avenue and
Main Street and will be sold to a
private entity. To achieve the site’s full
potential, the Police Department could
be relocated to the fire station site on
2nd Street and Rodriguez Street. The
redevelopment project could include
a mix of market rate and affordable
housing, new commercial uses along
with accommodating existing City
Hall functions. This site could be
occupied by 3-4 story mixed-use and/
or residential buildings over a singlestory podium, with courtyard space above the parking. The development
would need to be sensitive to adjacent
single-family uses by transitioning
into smaller neighborhood-scaled
multifamily buildings along the east
side of Union Street. Larger, taller
buildings would be located along the
Main Street frontage, echoing the scale
of the 4-story Civic Plaza.

U.S. Postal Service (Long-Term)
This is a prime location that is currently used by a one-story post office surrounded by a vast surface parking lot. If the postal service building were to cease operations in this location or be relocated elsewhere in the city in the future, this site has tremendous potential to connect to and support the City Hall/Civic Campus site and function as a Civic Core gateway into downtown. Redevelopment could create a more active environment and additional development sites by developing a smaller block and street network that extends Central Avenue to the west of Main Street towards Rodriguez Street.

City Hall/ Civic Campus
Maple Ave.Riverside Dr.

Main St.

Rodriguez St.

Union St.

PHOTO CAPTION—Example of mixeduse and residential development

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Figure 3–9 Fire Department Opportunity Site
New Police
building
Historic Fire
Station
Existing Fire
Department
65 CHAPTER 3—DESIGN FRAMEWORK
Fire Department
The site is located at 2nd Street and
Rodriguez Street where the existing
fire station and museum would be
anticipated to remain. Currently, the
back of the site is used for parking
and for conducting fire department
exercises. If this site is redeveloped,
then a new location for conducting
these activities would need to
be identified. The vision for this
site includes relocating the Police
Department to this site, consolidating
essential City services to one block.

In the event of a Police Department
relocation, while the interior of the
site will contain parking, additional
parking needs of the relocated station
would need to be supplemented with a
shared civic parking structure across
Rodriguez Street.
2nd St.

Rodriguez St.

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66 DOWNTOWN WATSONVILLE SPECIFIC PLAN
Gateway District
Existing Setting
The Gateway character area contains
the southern portion of the Plan
area along Main Street and includes
properties along Riverside Drive
and First Street. This character area
functions as a transition area and
gateway to the central portion of the
Plan area and the more active Historic
and Civic Core character areas.

GATEWAY CHARACTER AREA
Character Area Boundary
Specific Plan Boundary
Parks/Open Space
* Note: Map is not to scale.

PHOTO CAPTION—Existing view of Main Street near Riverside Drive, a proposed gateway site; Source: Google Maps 2022

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67 CHAPTER 3—DESIGN FRAMEWORK
Vision
The Gateway character area is envisioned to be a transition area and gateway to the central portion of the Plan area and the more active Historic and Civic Core character areas. Development in this character area would create a sense of entry to downtown. Consistent streetscapes and gateway treatments would help create the desired public realm.

Uses
The uses envisioned in the character area include a mix of commercial and residential uses, both as stand-alone and in a mixed-use format.

Placemaking Strategies
The Gateway character area is defined by its transitional nature and will establish a sense of arrival or departure from the downtown. The following placemaking strategies have been identified for this area:
• Establish a gateway into downtown
on Main Street near Riverside
Drive with gateway signage and/or
gateway monuments.
• Require new development to be
built at or near the street, creating
an urban form consistent with
the denser Civic Core and Historic
Downtown Core character areas.
• Establish consistent and unifying
public realm improvements.

PHOTO CAPTION—Example gateway to Downtown Montpelier, Vermont. 8 Opportunity Sites
No opportunity sites for this character area have been identified. However, connections to the Pajaro River Levee Trail have been identified at two potential access points including at Front Street at the Linear Park and on Walker Street. If provided, these access points could positively influence the Plan area in addition to reinforcing bicycle connectivity along Union Street to the Levee Trail.

8. “Montpelier Sign” by Carla Occaso

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E 5th St
W Beach St Rodriguez St
Brennan St
Carr St
East
Neighborhood
Historic
Downtown Core Civic
Core
Residential Flex
Workplace/Industrial
Gateway
Commercial
Flex
Commercial
Flex
West
Neighborhood
Character Areas
Specific Plan Boundary
Building Footprint
Parcel
Rail Line
Historic Downtown Core
Civic Core
Gateway
East Neighborhood
West Neighborhood
Workplace/Industrial
Commercial Flex
Residential Flex
Park/Open Space
Waterway
Main St
Main St
Main St
Freedom Blvd
Walker St
Locust St
W Lake Ave E Lake Ave
2nd St Maple Ave
Grant St
Elm St
W Riverside Dr
E Riverside Dr
E Beach St
Center St
E Front St
W Front St
Union St
Grove St Rodriguez St
Sudden St
Hyde St
Western Dr
Jefferson St Marchant St
Walker St
W Riverside Dr
W 5th St
6th St
Ford St
Kearney St
Watsonville Plaza
Pa aj ro River
Watsonvil el S ol ugh
0 100’
200’
400’
downtown N 500’
watsonville
specific plan
D
68 DOWNTOWN WATSONVILLE SPECIFIC PLAN
Commercial Flex
Existing Setting
The Commercial Flex character area
covers portions of Main Street north of
the Historic Core, and along Rodriguez
Street at Beach Street. This area is
adjacent to historic neighborhoods
that provide a strong customer base
for downtown uses. The large block
sizes within this area limit walkability
for pedestrians. Much of the original
building stock is still in place, which
could be revitalized with minor
improvements. Along Main Street, the
uses evolve to less active uses such as
churches, schools, banks along with
commercial uses. The street frontages
along Main Street are generally intact
and can be improved with minor
interventions. The Rodriguez Street
section contains a variety of underutilized lots and buildings in a street environment with inconsistent street
treatments.

Figure 3–11 COMMERCIAL FLEX CHARACTER AREA * Note: Map is not to scale.

Character Area Boundary
Specific Plan Boundary
Parks/Open Space

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69 CHAPTER 3—DESIGN FRAMEWORK
Vision
The vision for this area is to become a lively, walkable mixed-use environment with new active ground floor uses that bring foot traffic to the area. The intent is to create a mix of uses that includes housing and commercial but is less intensive than the Historic Core and Civic Core areas. The Commercial Flex area is an ideal location to encourage, but not require, active ground floor uses as well as continue the street wall along Main Street with both horizontal and vertical mixed use.

Uses
The types of land use envisioned support a mixed-use environment inclusive of commercial, housing, and office uses.

Placemaking Strategies
The Commercial Flex area could evolve into a vibrant mixed-use area, providing a concentration of new jobs and residents within a short walk of the Historic and Civic Cores. The following placemaking strategies would support such a vision:
• Build off the strong existing street
network and incorporate improved
connectivity as infill occurs.
• Attract infill development types that
activate downtown.
• Incorporate diverse type and
affordability levels of new housing
options.
• Support vertical mixed use on Main
Street or stand-alone residential
projects on other sites.
• Establish consistent and unifying
public realm improvements.
• Construct a roundabout at Freedom
Boulevard and Main Street.

FROM LEFT TO RIGHT, TOP TO BOTTOM—Two-story building on street corner in Downtown Watsonville; Multifamily housing; Mixed density housing in Downtown Watsonville; Blocked off shopfront openings on building side.

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70 DOWNTOWN WATSONVILLE SPECIFIC PLAN
This is a three-parcel site that includes a city-owned parking lot and two privately-owned parcels. The site is serviced by an existing alley on 5th Street and a city parking lot off Lake Avenue. The site includes the Ramos Furniture Store, indoor playground store and a public parking lot. Bank of America is located on the corner of Main and 5th Streets. To the south of the site is a pleasant courtyard next to the Woman and Infants Center (WIC), which is currently not connected to the interior of the block.

Redevelopment of this site provides an opportunity to create new mix of uses, improve pedestrian connectivity within this large block, and highlight the existing gathering spaces such as the WIC courtyard. Reconfiguring the rear part of the site could connect the existing alley and parking, allowing for vehicular access and circulation to provide access to the new buildings. The internal block connections could also link to the WIC courtyard and provide pedestrian connections to Main Street and Lake Avenue.

The portion of the site fronting Main Street provides a development site for a new mixed-use building. The concept establishes a mixed-use development along Main Street with walk-up residential buildings toward the back of the site. The 3-4 story development could take the form of a podium building over parking that would line the ground floor of Main Street with commercial uses. The upper levels would access residential units or office use, and courtyard space. This building that could introduce a significant number of residences or office square footage into downtown.

South of the Bank of America building, is a second parking area that is underutilized. The concept for this portion of the site includes neighborhood scaled multifamily buildings (e.g., missing middle or multi-plex courtyard typology) with surface parking that blends into the single-family housing along 5th Street.

Main and 5th Street Infill
Figure 3–12 Main and 5th Street Opportunity Site
5th St.

Lake Ave.

Main St.

Mixed
Use
Upper level
residential
courtyard
PHOTO CAPTION—Example of mixed-use development

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71 CHAPTER 3—DESIGN FRAMEWORK
E 5th St
W Beach St Rodriguez St
Brennan St
Carr St
East
Neighborhood
Historic
Downtown Core Civic
Core
Residential Flex
Workplace/Industrial
Gateway
Commercial
Flex
Commercial
Flex
West
Neighborhood
Character Areas
Specific Plan Boundary
Building Footprint
Parcel
Rail Line
Historic Downtown Core
Civic Core
Gateway
East Neighborhood
West Neighborhood
Workplace/Industrial
Commercial Flex
Residential Flex
Park/Open Space
Waterway
Main St
Main St
Main St
Freedom Blvd
Walker St
Locust St
W Lake Ave E Lake Ave
2nd St Maple Ave
Grant St
Elm St
W Riverside Dr
E Riverside Dr
E Beach St
Center St
E Front St
W Front St
Union St
Grove St Rodriguez St
Sudden St
Hyde St
Western Dr
Jefferson St Marchant St
Walker St
W Riverside Dr
W 5th St
6th St
Ford St
Kearney St
Watsonville
Plaza
Pa aj ro River
Watsonvil el S ol ugh
0 100’
200’
400’
downtown N 500’
watsonville
specific plan
D
Residential Flex
Existing Setting
The Residential Flex Character Area is
located along the segment of Brennan
Street between E. Lake Avenue and
Freedom Boulevard. The area is more
suburban in character and includes
many existing single-family homes;
many of which have been converted to
commercial or office uses.

Figure 3–13 RESIDENTIAL FLEX CHARACTER AREA
PHOTO CAPTION—Existing view of
Brennan Street (between 5th Street and
Palm Avenue); Source: Google Maps 2022
* Note: Map is not to scale.

Character Area Boundary
Specific Plan Boundary
Parks/Open Space

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72 DOWNTOWN WATSONVILLE SPECIFIC PLAN
Vision
The vision for the Residential Flex character area is to continue a mix of residential and commercial uses with an appropriate scale of transition east into the residential neighborhoods. Small scale and stand-alone residential is permitted along Brennan Street and clustered to the east side of the street while the west side accommodates more service and business uses.

Uses
The types of land use envisioned in the Residential Flex Character Area support a mixed-use environment inclusive of small-scale residential, commercial and office uses.

Placemaking Strategies
This area would seek to retain its residential character while supporting compatible uses and development typologies of similar scales. The following placemaking strategies support in achieving the area’s vision:
• Create opportunities for new
housing choices in downtown, either
as stand-alone projects or as vertical
mixed-use infill along Brennan
Street.
• Consider increased density/intensity
that creates a scaled-down transition
to the surrounding single-family
neighborhood.
• Establish streetscape and public
frontage improvements that support
new and existing businesses on the
west side of the street.

PHOTO CAPTION—Examples of multi-story multifamily residential housing Opportunity Sites
Given the existing residential character of the Residential Flex zone, no opportunity sites were identified in this character area. The focus of this area should be on placemaking opportunities.

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73 CHAPTER 3—DESIGN FRAMEWORK
E 5th St
W Beach St Rodriguez St
Brennan St
Carr St
East
Neighborhood
Historic
Downtown Core Civic
Core
Residential Flex
Workplace/Industrial
Gateway
Commercial
Flex
Commercial
Flex
West
Neighborhood
Character Areas
Specific Plan Boundary
Building Footprint
Parcel
Rail Line
Historic Downtown Core
Civic Core
Gateway
East Neighborhood
West Neighborhood
Workplace/Industrial
Commercial Flex
Residential Flex
Park/Open Space
Waterway
Main St
Main St
Main St
Freedom Blvd
Walker St
Locust St
W Lake Ave E Lake Ave
2nd St Maple Ave
Grant St
Elm St
W Riverside Dr
E Riverside Dr
E Beach St
Center St
E Front St
W Front St
Union St
Grove St Rodriguez St
Sudden St
Hyde St
Western Dr
Jefferson St Marchant St
Walker St
W Riverside Dr
W 5th St
6th St
Ford St
Kearney St
Watsonville
Plaza
Pa aj ro River
Watsonvil el S ol ugh
0 100’
200’
400’
downtown N 500’
watsonville
specific plan
D
East Neighborhood
Existing Setting
The East Neighborhood character area
is anchored by the Martinelli’s property
and contains a mix of uses that include
traditional single-family residential of
which many have been converted to
offices and neighborhood commercial,
public, and industrial uses. There is also
a strong traditional urban development
pattern in the area where downtown
extends into the historic neighborhoods.

Many of the single-family homes are
historic and have been converted to
office uses. The East Neighborhood is
also home to a significant amount of
landmark civic and industrial buildings
that support an authentic neighborhood
character (e.g., Martinelli & Co., Veteran’s
Memorial Building, School, Church, etc.).

The Martinelli’s facility is an important
historic and cultural resource for
downtown. The iconic company started
business in 1886 at this location.

While business operations have
mostly been relocated to other more
modern facilities, this site has a special
significance for both the company and
the City of Watsonville.

The character area is flanked by the
Hwy 152 couplet on E. Lake Avenue and
E. Beach Street and is characterized
by higher traffic volumes and speeds.

The public realm is in need of major
improvements.

Figure 3–14

EAST NEIGHBORHOOD CHARACTER AREA
Character Area Boundary
Specific Plan Boundary
Parks/Open Space
* Note: Map is not to scale. Page 1127 of 1385
74 DOWNTOWN WATSONVILLE SPECIFIC PLAN
Vision
The vision for this character area is to create a vibrant mixed-use neighborhood with residential, commercial, office, civic, and educational uses. The buildings in the area would be appropriately scaled and step-back to smoothly transition into, and maintain compatibility with, the surrounding context and historic neighborhoods.

Uses
The types of land use envisioned support infill opportunities for housing (standalone multifamily or mixed-use), commercial, office and visitor-serving uses.

Placemaking Strategies
• Encourage the adaptive reuse of
the Martinelli’s Site with uses that
are supportive of the activation
of downtown (e.g., residential,
commercial/office, civic, college, etc.)
• Allow neighborhood-scale
multifamily and enable
neighborhood-scale mixed-use infill.
• Preserve the character and quality
of historic homes on Beach Street
and Alexander Street. Focus on
uses that leverage the value of these
significant architectural landmarks
(e.g., bed & breakfasts, restaurants,
coffee shops, galleries, etc.)
FROM LEFT TO RIGHT, TOP TO BOTTOM—Martinelli Building; Victorian-style home on East Beach Street; Victorian-style home; Multifamily housing adjacent to church; Veterans Memorial Building

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75 CHAPTER 3—DESIGN FRAMEWORK
The Martinelli’s site is a 2-acre property that is currently zoned industrial and serves as a production facility for the Martinelli’s company. Martinelli’s is a culturally meaningful business in Watsonville, due to its long-standing history.

The company has another, larger facility in town and no longer uses this property for its main operations. It has expressed the possibility of ceasing operations in downtown Watsonville in the future, and if that were to occur, the site would become available for a new development opportunity. While the Specific Plan does not provide a design concept for this site, the plan establishes parameters for the redevelopment of the site while also ensuring that Martinelli’s is not restricted in its use while it exists. Given the site’s cultural significance, adaptive reuse is strongly recommended.

New development must consider the site’s historic and cultural significance, proximity to the high school, the activation of Beach Street and the adaptive reuse of portions of the existing brick L-shaped building. New development would be appropriately scaled to respond to the adjacent housing located on Eaton Court and Center Street. New uses could include a mixture of housing, retail, and office as well as visitor serving uses, such as a museum, art gallery, coffee shops, and others.

Bethel Parking Lot
This is a vacant parking lot near Martinelli’s that has the potential to be developed with residential infill development.

Martinelli Site
PHOTO CAPTION—Martinelli property
Transition to
Residential
Neighborhood
Martinelli’s
Center St.

E. Beach St.

Marchant St.

Carr St.

Lincoln St.

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76 DOWNTOWN WATSONVILLE SPECIFIC PLAN
E 5th St
W Beach St Rodriguez St
Brennan St
Carr St
East
Neighborhood
Historic
Downtown Core Civic
Core
Residential Flex
Workplace/Industrial
Gateway
Commercial
Flex
West
Neighborhood
Commercial
Flex
Character Areas
Specific Plan Boundary
Building Footprint
Parcel
Rail Line
Historic Downtown Core
Civic Core
Gateway
East Neighborhood
West Neighborhood
Workplace/Industrial
Commercial Flex
Residential Flex
Park/Open Space
Waterway
Main St
Main St
Main St
Freedom Blvd
Walker St
Locust St
W Lake Ave E Lake Ave
2nd St Maple Ave
Grant St
Elm St
W Riverside Dr
E Riverside Dr
E 5th St
E Beach St
Center St
E Front St
W Front St
Union St
Grove St Rodriguez St
Sudden St
Hyde St
Western Dr
Jefferson St Marchant St
Walker St
W Riverside Dr
W 5th St
6th St
Ford St
Kearney St
Watsonville Plaza
Pa aj ro River
Watsonvil el S ol ugh
0 100’
200’
400’
downtown N 500’
watsonville
specific plan
D
West Neighborhood
Existing Setting
The West Neighborhood character
area is a short walk from the Historic
Downtown and Civic Core areas and
has a strong mix of uses – residential,
commercial, and industrial – in
suburban patterns. Incompatible
uses currently exist adjacent to each
other with multifamily residential
directly adjacent to industrial uses.

Numerous historic houses with strong
architectural character exist in this
area, with many well-maintained
properties that have been improved
creating a charming and appealing
environment.

The large block sizes in the West
Neighborhood are long, up to 1,000
feet long and deter walking. The
West Neighborhood is also home
to Marinovich Park and Radcliff
Elementary School which bring people
to the area from all over the city. Figure 3–15 WEST NEIGHBORHOOD CHARACTER AREA * Note: Map is not to scale.

Character Area Boundary
Specific Plan Boundary
Parks/Open Space

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77 CHAPTER 3—DESIGN FRAMEWORK
Vision
The vision for this area is to build on existing uses and transition to a vibrant mixed-use neighborhood – allowing a wide variety of active uses, including multifamily housing, live-work, maker spaces, and light industrial uses.

Underutilized sites could be adaptively reused for live-work opportunities while leveraging the concentration of residents within proximity to the Workplace Industrial, Historic Downtown Core, and Civic Core character areas. Additionally, major street frontages such as Lake Avenue, Beach Street, and Rodriguez Street are envisioned to have a more urban feel with smaller setbacks.

Uses
The types of land use envisioned support infill opportunities for housing (standalone multifamily or mixed-use), commercial, office and incubator/light industrial uses.

Placemaking Strategies
• Support by-right neighborhoodscale multifamily and enable neighborhood-scale mixed-use infill.
• Evolve the area into a horizontally
mixed-use neighborhood with a
wide variety of active uses, including
multifamily housing, live-work,
maker space, light-industrial, etc.
• Enhance bike and pedestrian
connections by focusing on the
access point to the Watsonville
Slough along Walker Street/Harkins
Slough Road. The slough is located
outside the Specific Plan area but
still has a significant importance to
downtown.

TOP TO BOTTOM—Multifamily housing in Downtown Watsonville; Mix of commercial and residential uses
Opportunity Sites
There are limited vacant sites available; however, there are several underutilized properties that provide opportunities for reinvestment.

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78 DOWNTOWN WATSONVILLE SPECIFIC PLAN
Workplace/Industrial
Existing Setting
The Workplace/Industrial character area is located along Walker Street and is adjacent to the Westside Industrial Area. It is characterized by factory and lightindustrial businesses originally serviced by rail. The Workplace/Industrial area has a strong jobs base and presents a good opportunity for new businesses to locate in and near downtown. The vacant and underutilized industrial buildings in the area are not in pristine condition but have the potential for adaptive reuse.

Currently, the large block sizes and incomplete pedestrian infrastructure deter walkability. The truck-oriented public realm with multiple, large driveways, parking access and rolled curbs further contribute to this condition.

The historic rail depot is located at Walker Street and W. Lake Avenue, just outside the Plan boundary. In the future, the Historic Depot could potentially provide passenger rail access to Watsonville, making this area a new downtown gateway.

Walker Street contains the planned Segment 19 of the Monterey Bay Sanctuary Scenic Trail, which is both a multi-use path and an on-street facility.

Vision
The vision for this area is to continue to provide jobs for residents and build off the existing workplace/industrial character by adapting underutilized sites into business incubators for tech, creative offices, makerspaces, galleries, breweries, coffee roasters, and coffee shops. This area could be more tactically activated to attract a critical mass to downtown. A prototypical approach can be applied to turn some of the parking areas of former industrial businesses into areas with outdoor dining, congregation, and usable outdoor space. This area will have a funky industrial-artsy feel with a continued eclectic mix of industrial and limited new infill housing. The historic depot could provide future passenger rail access to Watsonville, making this area a new downtown gateway.

This area has large, underutilized buildings that can be adaptively re-used while the lower cost of land in this area could incentivize new investment. Walker Street would become more active with public facing uses and amenities, while the future transit stop at the historic depot could provide linkages back to the Downtown Core. Residential uses may also be conditionally permitted in this character area, especially with the advent of passenger rail.

LEFT TO RIGHT—Industrial and residential uses; Industrial buildings in Downtown Watsonville

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79 CHAPTER 3—DESIGN FRAMEWORK
E 5th St
W Beach St Rodriguez St
Brennan St
East
Neighborhood
Historic
Downtown Core Civic
Core
Residential Flex
Workplace/Industrial
Gateway
Commercial
Flex
Commercial
Flex
West
Neighborhood
Character Areas
Specific Plan Boundary
Building Footprint
Parcel
Rail Line
Historic Downtown Core
Civic Core
Gateway
East Neighborhood
West Neighborhood
Workplace/Industrial
Commercial Flex
Residential Flex
Park/Open Space
Waterway
Main St
Main St
Main St
Freedom Blvd
Walker St
Locust St
W Lake Ave E Lake Ave
2nd St Maple Ave
Grant St
Elm St
W Riverside Dr
E Riverside Dr
E Beach St
Center St
E Front St
W Front St
Union St
Grove St Rodriguez St
Sudden St
Hyde St
Western Dr
Jefferson St Marchant St
Walker St
W Riverside Dr
W 5th St
6th St
Ford St
Kearney St
Watsonville
Plaza
Pa aj ro River
Watsonvil el S ol ugh
0 100’
200’
400’
downtown N 500’
watsonville
specific plan
D
Uses
The types of land use envisioned for this area focus on employment uses include industrial, flex, research and development, office, supportive commercial and limited residential.

Placemaking
Strategies
• Encourage and incentivize adaptive
reuse of vacant/underutilized
industrial sites.
• Focus a critical mass of activity
around the historic depot site and
Walker Street.
• Redevelop large vacant /
underutilized sites to provide a
concentration of new jobs and
within a short walk of the Historic
Core.
• Conditionally allow residential
uses on strategic sites, especially
in conjunction with transit service
along the rail corridor.
• Support streetscape and public
realm improvements on Walker
Street that activate building
frontages and support new
businesses and pedestrian activity
(including wide sidewalks, street
trees & furnishing, outdoor dining,
public plazas & paseos, etc.).
• Establish consistent and unifying
public realm improvements.

Figure 3–16 WORKPLACE/INDUSTRIAL CHARACTER AREA
Character Area Boundary
Specific Plan Boundary
Parks/Open Space

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80 DOWNTOWN WATSONVILLE SPECIFIC PLAN
A major opportunity site in the Workplace/Industrial character area is located between W. Lake Avenue and W. Beach Street and one parcel east of Walker Street. Currently, an under-utilized truck parking lot, this large site is under single ownership. Redevelopment of this site could include a variety of different uses, including a light industrial flex development. It could also redevelop with a mix of uses including residential, as shown in Figure 3–17.

Beach/Lake Industrial Site
Figure 3–17 Beach/Lake Industrial Site
Lake Ave.

Lake Ave.

Walker St.

Beach St.

Walker St.

Historic Depot
Transition to
Residential
Neighborhood
Transition to
Residential
Neighborhood
Reconfigure:

Shared Parking
Opportunity
Reconfigure:

Shared Parking
Opportunity
Outdoor Patios
+ Dining
New Brewery +
Food Truck Plaza
Retail +
Restaurants +
Outdoor Dining
Multifamily /
Mixed Use
Signature
gateway building
Opportunity for
a Plaza with a
Market at retail
station
Retail + Restaurants
+ Outdoor Dining
Infill
Buildings
PHOTO CAPTION—Examples of re-purposed industrial buildings

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81 CHAPTER 3—DESIGN FRAMEWORK
Section 3.4

GROWTH PROJECTIONS FOR

THE SPECIFIC PLAN AREA
The Specific Plan area is mostly developed with historic commercial buildings and established residential
neighborhoods. Hence, future potential growth is likely to be directed to the identified opportunity sites, vacant City-owned parcels, and a limited number of vacant or
under-utilized sites that could be redeveloped. The goal of this approach is to develop growth projections that can cover all anticipated development in the next 25 years but not overestimate what could be built.

These growth projections will be the basis for traffic forecasts, as well as the EIR technical studies for noise and air quality. The growth projections will also be used to forecast greenhouse gas emissions and analyze infrastructure demand (water, sewer, wastewater). The City will monitor development relative to the projections over time.

Table 3–1 Growth Projections for the Specific Plan Area Proposed Use Type Size (Square Feet) Total
Residential Residential 3,886 DU 3,886 DU
Restaurants, Cafes,
Bars
Commercial
Industrial
150,248 SF
7,537 SF
157,785 SF
Retail Commercial 57,788 SF 57,788 SF
Research and
Development
Industrial 56,524 SF 56,524 SF
Office Commercial
Industrial
23,115 SF
37,683 SF
60,798 SF
Civic Civic 114,572 SF 114,572 SF
Industrial Industrial 275,084 SF 275,084 SF
Total Residential
Commercial
Industrial
Civic
3,886 DU
231,151 SF
376,827 SF
114,572 SF
722,550 SF

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82 DOWNTOWN WATSONVILLE SPECIFIC PLAN
Chapter 4:

MOBILITY AND

TRANSPORTATION

4.1—Multimodal Network and Strategies

4.2—Street Network

4.3—Parking, Curb Management and Transportation Demand Management

Page 1136 of 1385 ends

83 Page 1137 of 1385
Along with the associated standards
and guidelines for implementation.

The chapter includes the following
topics:
• Multimodal Network and
Strategies—a description of
the vision and framework for
pedestrian, bicycle, and transit
network recommendations in the
Plan area, including an overview of
existing networks and recommended
standards and guidelines for
implementation.
• Street Network—a description of
the street network, design concepts
for downtown streets, pedestrian
network improvements, and bike
network improvements.
• Parking, Curb Management and
Travel Demand Management—
a description of parking, curb
management and transportation
demand management strategies,
including an overview of existing
systems and recommended
standards and guidelines for
implementation.
84 DOWNTOWN WATSONVILLE SPECIFIC PLAN

THE MOBILITY

AND TRANSPORTATION

CHAPTER PRESENTS

STRATEGIES AND NETWORK

RECOMMENDATIONS FOR

ALL MODES OF TRAVEL

WITHIN THE DOWNTOWN

WATSONVILLE SPECIFIC

PLAN AREA

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85 CHAPTER 4—MOBILITY AND TRANSPORTATION
The multimodal network and strategies recommendations within this chapter are informed by the Specific Plan’s Vision Themes and Guiding Principles that were developed through stakeholder meetings, community workshops, and Advisory Committees.

Specific Plan Themes
• Safety—Create a transportation
network that is safe for all travelers
by reducing conflicts between modes
and implementing proven traffic
calming design elements throughout
the Plan area.
• Dignity—Design facilities for
walking, biking, and rolling that
provide safe and comfortable access
for travelers of all ages and ability.
• Equity—Provide a range of
affordable mobility options to
improve access for all residents,
employees, and visitors of the Plan
area.
• Vitality—Improve connectivity to
surrounding neighborhoods and
support access to local businesses
within the Plan area.
• Preservation—Enhance the
streetscape experience of the Plan
area though improvements like
additional lighting, planting, and
shading.
• Innovation—Reduce vehicle trips
and accommodate future demands
through implementation of parking,
transportation demand, and curb
management strategies.

Section 4.1

MULTIMODAL

NETWORK AND

STRATEGIES
PHOTO CAPTION—Streetscape of Main Street in Downtown Watsonville Mobility Framework

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86 DOWNTOWN WATSONVILLE SPECIFIC PLAN
Mobility Goals
Complete Streets—Design streets to
provide safe and comfortable facilities
for all people walking, biking, rolling,
riding transit, or operating motor
vehicles.

Parking—Effectively manage parking
to accommodate demand through
increased utilization of existing supply
and eliminate barriers to development
by reducing requirements for onsite parking through use of shared parking.

Curb Management—Effectively
manage competing priorities for curb
space to safely accommodate active
travelers, passenger pick-up/drop-offs,
and deliveries.

Travel Demand Management—
Increase the availability of mobility
options to access and travel within the
Plan area without driving alone and
reduce Vehicle Miles Traveled (VMT)
associated with new development.

This chapter is also informed by recent transportation related planning efforts conducted by the City including the Vision Zero Action Plan (2021), Downtown Watsonville Complete Streets Plan (2019), and Downtown Watsonville Parking Plan (2017). The Specific Plan advances those efforts by providing standards, guidelines, and design concepts to implement the following in Downtown Watsonville:
• Install improvements to enhance pedestrian safety and access, ADA accessibility, bicycle connectivity, and revitalize Downtown streetscape. • Provide bicycle infrastructure that connects Downtown to key locations and provides a low stress environment for bicycle riding.
• Provide enhanced facilities for walking.
• Enhance parking, travel demand, and curb management to support an environmentally and fiscally sustainable downtown that increases quality of life in Watsonville.

FROM LEFT TO RIGHT, TOP TO BOTTOM— Example of a multimodal street with separated bike lanes, on-street parking, and wide, shaded sidewalks Watsonville Brillante at the Civic Center parking structure; Rideshare pickup zone; Carshare parking

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87 CHAPTER 4—MOBILITY AND TRANSPORTATION
Pedestrian Network
Existing Conditions
All trips, whether by automobile,
transit, or bicycle, begin and end
with walking. Current street
design standards include provision
of sidewalks (7 feet wide) or a
combination of planting strips and
sidewalks (9 feet wide), which are
relatively narrow for downtown
commercial areas. The built
environment in the Plan area can
contribute to a welcoming atmosphere
for pedestrian activity where sidewalk
widths are adequate. Downtown
consists of a mix of land uses ranging
from residential to central commercial
to light industrial. The City has
already made some key investments
to improve safety, including sidewalk
and crosswalk upgrades, bulb-outs,
tactile warning devices, landscaped
medians, and added signage. These
improvements, while concentrated
along a limited number of corridors,
are a step in the right direction
towards improving pedestrian
visibility and comfort.

Standards • Continuous sidewalks shall be
provided on all streets within the
Plan area.
• Design and maintenance of
pedestrian facilities should
provide safe and comfortable
walking for the most vulnerable
travelers, including children,
seniors, and those with mobility
impairments.
• Complete street designs that
reduce conflicts between modes and
enhance the experience of traveling
by active modes should be installed
throughout the Plan area.
• Traffic calming measures that
reduce the speed of motor vehicles
and reduce collision severity should
be installed throughout the Plan
area as deemed feasible by City
engineers.
• Tactile warning measures such as
truncated domes shall be installed
with all ramp improvements to
enhance navigation for travelers
PHOTO CAPTION—Existing crosswalk on Main Street near Watsonville Civic Plaza with vision impairments.

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88 DOWNTOWN WATSONVILLE SPECIFIC PLAN
Guidelines
• A clear path of travel, at least
5’ wide should be provided for
pedestrians along all sidewalks,
without obstruction from lighting,
utilities, fire hydrants, or street
furniture (see Figure 4-10). Where
space allows, sidewalks should be
widened to at least 10 feet.
• Crosswalks should be clearly
marked and provided at each leg
of an intersection. Widths should
correspond to the sidewalks they
connect to or be a minimum of
12’ outside stripe to outside stripe,
whichever is greater. High-visibility
treatments, such as ladder or “triple
four” designs, should be used for
all crosswalk upgrades or new
installations to allow motorists to
see pedestrians more easily from
further away.
• Direct accessible ramps should
be provided and aligned to each
crosswalk at an intersection.
• Curb extensions or bulb-outs
should be installed at intersections
where feasible to reduce crossings
distances, slow turning vehicles, and
increase the visibility of pedestrians.

Curb extensions may also
accommodate streetscape features
such as lighting, landscaping, or
wayfinding.
• Lead-pedestrian intervals
should be provided at signalized
intersections to prioritize crossing
for people walking and using active
mobility devices before through
and right-turning vehicles are able
to enter an intersection. Examples
of active mobility devices include
manual or electric wheelchairs,
scooters, etc.
• Pedestrian access across
driveways should be provided
by maintaining the elevation and
material type of the sidewalk
across the driveway. Where feasible
the length and occurrence of
commercial driveways should be
limited.
• Human-scale lighting, such as the
historic double acorn design used in
some parts of Downtown should be
installed on block faces within the
study area that lack or have gaps in
lighting for pedestrians.
• Mid-block crossings may be
provided on block faces between two
intersections if warranted by the
presence of heavy volumes of desired
pedestrian crossings. Yield pavement
markings or “shark’s teeth” should
be provided in advance of mid-block
crossings to alert motorists.
• Pedestrian activated warning
systems such as Rectangular Rapid
Flashing Beacons (RRFBs) and
Audible RRFBs may be installed
at mid-block crossings without
a traffic signal or where heavy
traffic volumes and the visibility of
pedestrians warrant their presence.
• Chicanes are offset curb extensions
that may be installed on low volume
local streets to slow the speed
of motor vehicles. Chicanes are
typically installed with a gradual
taper so that it creates an S-shaped
roadway.

TOP TO BOTTOM—Example of a wide,
unobstructed sidewalk with pedestrian
amenities and curb bulb-out
TOP TO BOTTOM—Example of a highvisibility crosswalk and pedestrian activated warning system

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89 CHAPTER 4—MOBILITY AND TRANSPORTATION
Bicycle Network
Existing Conditions
The purpose of the citywide bicycle
network is to expand active travel
options within the city and adjoining
communities for commuters, and to
provide opportunities for recreation.

In the past decade, Class II bicycle
lanes and Class III bike routes have
been established along several major
collectors and arterial roads. Many of
these bikeways connect Downtown
Watsonville to the broader Santa Cruz
County bicycle network.

Key bicycle network connections to
Downtown include a Class II bicycle
lane along a portion of Freedom
Boulevard (from Miles Lane to Main
Street), a multi-class (I, II, III) on
Green Valley Road just outside the
Plan area, a Class II bicycle lane on
Airport Boulevard, and a Class II
bicycle lane on West Beach Road.

Outside City limits, a Class II bicycle
lane on Freedom Boulevard is part of
a contiguous, 9-mile route for cyclists
traveling from Watsonville to Aptos.

Four to five-foot-wide bicycle lanes
are also provided on both sides of the
majority of Rodriguez Street, some
with buffered area, and serve as a
key first/last mile connection to the
Watsonville Transit Center.

Bicycle travel within the Plan area is
limited to a few corridors and some
Class II and Class III bicycle facilities
are disconnected with limited
intersecting routes, which forces
people riding bicycles to share space
with motor vehicles. Bicycle lanes
along Beach Street are inconsistent,
changing between Class II and Class III
designations within Downtown before
discontinuing altogether north of
Lincoln Street. Bicycle parking in the
Plan area is also limited and may not
be easily accessible or provide security
for long-term storage.

PHOTO CAPTION—Bike lane along Walker Street

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90 DOWNTOWN WATSONVILLE SPECIFIC PLAN
Standards • Bicycle facility types shall be
designed according to the following
standards:
⸰ Bike Paths (Class I) provide a
separate right-of-way from motor
vehicles for the exclusive use of
bicycle riders and pedestrians.
⸰ Bike Lanes and Buffered Bike
Lanes (Class II) provide an
exclusive space for people riding
bicycles on the roadway within
a one-way striped lane, with a
minimum of 5’ of unobstructed
paved right-of-way. Striped or
vertical “buffers” at least 2’ wide
may be provided on one or both
sides to increase separation
between moving and/or parked
motor vehicles.
⸰ Bike Routes (Class III) provide
right-of-way for people riding
bicycles that is shared with motor
vehicle traffic. Bike routes should
be signed and may include shared
lane marking – “sharrows” – on
the pavement to increase the
awareness of motorists. Because
Class III facilities mix bicycle
travel with motor vehicles, they
should only be implemented on
low speed and low volume streets.
• Separation between bicycles and
vehicles shall be provided with
buffers on all bike lanes where
minimum travel lane, parking lane,
and sidewalk lane widths can be
maintained, especially on streets
with vehicle travel speeds of 35 mph
or greater.
• Design guidance for construction
of bicycle facilities shall be
referenced from the latest versions
of the California Manual on Uniform
Traffic Control Devices (CA-MUTCD),
National Association of City
Transportation Officials (NACTO)
Urban Bikeway Design Guide, and
documents produced by the Santa
Cruz County Regional Transportation
Commission (SCCRTC).
• Parking for bicycles shall be
provided throughout the Plan area
including short-term parking near
major activity centers and long-term
parking near the Transit Center.
• Minimum bicycle parking
supply shall be provided in new
developments, with ratios based on
the size of the land use, as prescribed
by the Association of Pedestrian and
Bicycle Professionals (APBP) Bicycle
Parking Guidelines.
• Bicycle detection shall be installed
at all actuated intersections along
existing and future bike facilities
as existing signals are repaired or
replaced. Bicycle actuated signals
automatically change to prioritize
bicycle movement after detection.
• Bicycle repair stations with
tools and space for the standard
maintenance of a bicycle shall be
provided in locations with public
long-term bicycle parking and
access-restricted rooms in new
developments.
• Conflict zone markings shall
be used to indicate the presence
of bicycle facilities through
intersections, right-turn pockets, and
driveways.
• Bike box markings shall
be installed at all signalized
intersections with bicycle facilities
where left turns are permitted to
provide a safe place for people riding
bicycles to establish themselves
TOP TO BOTTOM—Examples of a Class ahead of motor vehicles at stop lights.

II separated bike lane and Class III bike
route shared with vehicle traffic

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91 CHAPTER 4—MOBILITY AND TRANSPORTATION
Guidelines • Signal phasing at intersections
with separated bicycle facilities
(Class I or II) should have their
own signal phase for people riding
bicycles or a shared lead pedestrianinterval to reduce conflicts from right-turning vehicles.
• High-visibility paint, consistent
with CA-MUTCD colored paving and
striping standards, should be used
to delineate where on-street bicycle
facilities exist on the pavement of
the roadway.
• Bicycle parking types should be
installed as follows:
⸰ Long-term bicycle parking
should provide secure and covered
parking for periods longer than
two hours. This type of parking is
most appropriate for employment
sites, schools, transit stations,
and multifamily residential uses.

Long-term parking should provide
protection from the weather
and may be implemented using
lockers, cages, or access-restricted
rooms inside buildings; and
⸰ Short-term bicycle parking
should provide convenient
parking for where the typical
parking duration is less than two
hours. This type of parking is most
appropriate for retail, service,
and institutional uses. Short-term
parking should provide a rack
configured so the bicycle frame
and at least one bicycle wheel
can be secured with a U-lock or
padlock and cable.
• Bike share docking stations
may be installed on-street, similar
to a parklet, to encourage use at
enhanced bicycle facilities and
reduce obstructions to pedestrians
on the sidewalk.

PHOTO CAPTION—Example of a bicycle signal head

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92 DOWNTOWN WATSONVILLE SPECIFIC PLAN
Transit Network
Existing Conditions
The Watsonville Transit Center, located
on the corner of Rodriguez Street and
West Lake Avenue, provides inter- and
intra-city transit connections for the
Plan area. The Transit Center is served
by Santa Cruz METRO’s fixed-route and
paratransit services, in addition to a
limited number of Monterey-Salinas
Transit fixed-route and Greyhound
bus services.

Standards • Improve transit by working with
local agencies to expand the speed
and frequency of fixed-route bus
service.
• Enhance access to transit by
connecting pedestrian and bicycle
improvements to bus stops and
requiring new developments near
transit to improve stop amenities.
• Bus stops should provide shelters,
seating, digital real-time schedule
displays and lighting.
• Circulator service should be
supported by working with Santa
Cruz METRO to inform route
development and identify funding
sources to make the zero-emission
circulator pilot permanent.
• Support regional transit by
ensuring any future station in
Watsonville as part of potential
passenger rail on the Santa Cruz
Branch Line alignment provides
easy access to the Plan area.

PHOTO CAPTION—Watsonville Transit Center

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93 CHAPTER 4—MOBILITY AND TRANSPORTATION
PHOTO CAPTION—Example of a bus shelter with real-time information display, enhanced lighting, and free public Wi-Fi
Guidelines • Bus stop improvements including
real-time information displays,
enhanced lighting, and upgraded
shelters may be included to improve
the transit riding experience and as
TDM mitigation measures for new
development.
• Future transit service may be
expanded by working with local
and regional transit operators
to adjust routes to enhance
connectivity between the Plan
area and parts of the community
with high concentrations of zero
vehicle households, lack current
transit options, or currently require
multiple transfers.
• Coastal rail trail access may
be provided by supporting the
implementation of the Monterey
Bay Sanctuary Scenic Trail Network
bicycle and pedestrian trail within the
Sana Cruz Branch Line right-of-way.
• Travel lane use for buses may
include stopping in a travel lane
if approved by the City to reduce
transit delay. Where feasible in-lane
bus stops should only occur on the
far-side of intersections.
• Transit signal priority may be
installed to give buses priority at
intersections to enhance speed and
reliability.

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94 DOWNTOWN WATSONVILLE SPECIFIC PLAN
The Specific Plan includes several key roadway improvements to support multimodal travel, increase safety, and improve access to local amenities and businesses. The future improvements are also designed to reduce potential conflict points between motorists, people who walk, and people who bike.

Key improvements include:
• Reducing the number of travel lanes
for Main Street from four to three
with a center running left turn lane
(or landscaped median) and one lane
in each direction between Riverside
Drive and Freedom Boulevard.
• Converting East Lake Avenue and
East Beach Street, which currently
operate as one-way couplets, into
two-way streets.
• Squaring off the connection between
Union Street and Alexander Street
from East Lake Avenue to East
Beach Street and vacating that
portion of Union Street for private
development.

Section 4.2

STREET NETWORK
PHOTO CAPTION—Existing view of Main Street.

The Downtown roadway network accommodates regional
traffic movement and local access. State Route 152 and State Route 129 pass through downtown east to west serving
as conduits of regional travel. State Route 152 continues as Main Street serving as the north-south spine of the network, distributing traffic beyond the Plan area throughout the city and connecting to State Route 1. The existing roadway network in Downtown is not developed in a uniform grid but features a multitude of varying block lengths, several curvilinear streets, and some one-way streets.

Figure 4–1 illustrates the recommended roadway improvements and changes to the directionality of East Lake Avenue and East Beach Street. Figure 4–2 Watsonville’s existing roadway classification from the 2005 General Plan, which is described below for reference.

Roadway Network

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Roadway Network Improvements
Convert Lake Ave to Two-way
Road Diet on Main Street
Convert Beach Street to Two-way
Remove Segment from Caltrans SR-152
Vacate Portion of Union Street
Construct Roundabout at Freedom/Main
Main St
Main St
Main St
Freedom Blvd
Walker St
Locust St
W Lake Ave E Lake Ave
2nd St Maple Ave
Grant St
Elm St
W Riverside Dr
E Riverside Dr
E 5th St
E Beach St
Center St
E Front St
W Front St
Union St
Grove St
Rodriguez St
W Beach St
Rodriguez St
Brennan St Alexander St
Sudden St
Hyde St
Western Dr
Jefferson St
Marchant St
Carr St
Walker St
W
Riverside
Dr
W 5th St
6th St
Ford St
Kearney St
Watsonville
Plaza
Pa aj ro River
Watsonvil el S ol ugh
0 100’
200’
400’
downtown N 500’
watsonville
specific plan
D 95
Roadway Network
Major Arterial
State Route
Minor Arterial
Collector
Local Street
Paseos
Direction of
Travel
Main St
Main St
Main St
Freedom Blvd
Walker St
Locust St
W Lake Ave E Lake Ave
2nd St Maple Ave
Grant St
Elm St
W Riverside Dr
E Riverside Dr
E 5th St
E Beach St
Center St
E Front St
W Front St
Union St
Grove St
Rodriguez St
W Beach St
Rodriguez St
Brennan St Alexander St
Sudden St
Hyde St
Western Dr
Jefferson St
Marchant St
Carr St
Walker St
W
Riverside
Dr
W 5th St
6th St
Ford St
Kearney St
Watsonville
Plaza
Pa aj ro River
Watsonvil el S ol ugh
0 100’
200’
400’
downtown N 500’
watsonville
specific plan
D Specific Plan Boundary
Parks/ Open Space
Rail Line
Figure 4–1

RECOMMENDED SPECIFIC

PLAN ROADWAY NETWORK

IMPROVEMENTS
Road Diet on Main Street
Convert Lake Avenue to Two-way
Convert Beach Street to Two-way
Remove Segment from Caltrans SR-152
Vacate Portion of Union Street
Waterway
Construct Roundabout at Freedom/Main Page 1149 of 1385
Roadway Network
Major Arterial
State Route
Minor Arterial
Collector
Local Street
Paseos
Direction of
Travel
Main St
Main St
Main St
Freedom Blvd
Walker St
Locust St
W Lake Ave E Lake Ave
2nd St Maple Ave
Grant St
Elm St
W Riverside Dr
E Riverside Dr
E 5th St
E Beach St
Center St
E Front St
W Front St
Union St
Grove St
Rodriguez St
W Beach St
Rodriguez St
Brennan St Alexander St
Sudden St
Hyde St
Western Dr
Jefferson St
Marchant St
Carr St
Walker St
W
Riverside
Dr
W 5th St
6th St
Ford St
Kearney St
Watsonville
Plaza
Pa aj ro River
Watsonvil el S ol ugh
0 100’
200’
400’
downtown N 500’
watsonville
specific plan
D96 DOWNTOWN WATSONVILLE SPECIFIC PLAN
Roadway Network
Major Arterial
State Route
Minor Arterial
Collector
Local Street
Paseos
Direction of
Travel
Main St
Main St
Main St
Freedom Blvd
Walker St
Locust St
W Lake Ave E Lake Ave
2nd St Maple Ave
Grant St
Elm St
W Riverside Dr
E Riverside Dr
E 5th St
E Beach St
Center S
E Front St
W Front St
Union St
Grove St
Rodriguez St
W Beach St
Rodriguez St
Brennan St Alexander St
Sudden St
Hyde St
Western Dr
t
Marchant St
Carr St
Walker St
W
Riverside
Dr
W 5th St
6th St
Ford St
Kearney St
Watsonville
Plaza
Pa aj ro River
Watsonvil el S ol ugh
0 100’
200’
400’
downtown N 500’
watsonville
specific plan
D Specific Plan Boundary
Parks/ Open Space
Rail Line
Figure 4–2

EXISTING SPECIFIC PLAN

ROADWAY NETWORK
Major Arterial
Minor Arterial
Collector
Local Street Paseos
Waterway
State Route

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97 CHAPTER 4—MOBILITY AND TRANSPORTATION
Street Types
• Major arterials are higher speed
streets that move large volumes of
traffic across the urbanized area and
provide access to the freeway. Some
major arterials, namely Riverside
Drive, have on-street parking on
segments that border residences
and neighborhood commercial
development. Major arterials near
thoroughfare commercial, shopping
centers, and/or industrial areas do
not have on-street parking. Main
Street is the only major arterial
with a landscaped median within
the Caltrans right-of-way between
Highway 1 and Freedom Boulevard.

Except for the portion of Main Street
that goes through downtown that
is not within the Caltrans right-ofway, no other roadway has both a landscaped median and on-street
parking. Major arterials in the
Plan area are East and West Beach
Street, East Lake Avenue, Freedom
Boulevard, Main Street, and
Riverside Drive.
• Minor arterials are medium speed,
medium capacity streets that connect
major arterials and local streets,
for regional and local circulation
between residential areas and areas
of employment or business. Many
minor arterials have on-street
parking, and these streets typically
border residential neighborhoods.

Minor arterials in the Plan area are
West Lake Avenue, Rodriguez Street,
Walker Street, and sections of Ford
Street and Union Street.
• Collector streets are relatively
low speed, low volume street used
for neighborhood circulation and
access to private property. Collector
streets also connect local streets to
the arterial network. Designated
collector streets in the Plan area are
Sudden Street, Carr Street, Brennan
Street, Marchant Street, Maple
Avenue, 2nd Street, and Front Street.
• Local streets are low speed, low
volume roadways that provide
direct access to primarily residential
areas and are characterized by
multiple driveways and on-street
parking. Local streets within the
Plan area typically do not have a
painted centerline, are less than 50
feet in right-of-way, and are mostly
found in residential neighborhoods
abutting Downtown. Examples of
designated local streets in the Plan
area include 5th Street, Grant Street,
Kearney Street, Center Street, Trafton
Street, Elm Street, and Grove Street.
• Paseos are narrower facilities
between buildings without
vehicular access, other than
potential fire access, and are
dedicated pedestrian-only facilities.

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98 DOWNTOWN WATSONVILLE SPECIFIC PLAN
Roadway Network
Figure 4–3 to Figure 4–10 present existing street views and cross-sections for future redesign concepts for certain roadways within Downtown Watsonville. These concepts aim to improve the safety and circulation of people walking and biking while preserving residential on-street parking. Street design features also expand the pedestrian realm by installing parklets intermittently along key commercial corridors.

The right-of-way dimensions are intended to serve as standards but allow for flexibility in the implementation process for other streetscape features. Implementation of future designs will require further study, engineering, and coordination with adjacent property owners.

FROM LEFT TO RIGHT—Streetscape along Civic Plaza; Example of a Parklet

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99 CHAPTER 4—MOBILITY AND TRANSPORTATION
Main Street (East Lake Avenue to East Beach Street)
Figure 4–3 illustrates the existing view
and the future cross sections for Main
Street within the Caltrans right-of-way,
between East Lake Avenue and East
Beach Street. Future improvements
include reducing the total number of
travel lanes from four to three, with a
center running left turn lane and one
lane in each direction and reallocating
the additional right-of-way to expand
the sidewalk furniture zone with
on-street parklets and streetscaping
adjacent to on-street parking.

SUMMARY OF CHANGES:
• Reduce travel lanes from four to three
with a center running left turn lane and
one lane in each direction.
• Reallocate additional on-street right-ofway for parklets, sidewalk furniture, and widened sidewalks where feasible.
• Maintain on-street parking.
• Improve pedestrian crossings at
intersections.
• Provide medians at midblock locations
where feasible.

Figure 4–3 Future Main Street Cross Section (East Lake Avenue to East Beach Street) 8’ 7’ 7’ 10’ 10’ 10’ 7’ 7’ 8’ 1’ 1’
PHOTO CAPTION— Existing View of
Main Street (East Lake Avenue to East
Beach Street); Source: Google Maps 2022

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100 DOWNTOWN WATSONVILLE SPECIFIC PLAN
Main Street (Central Avenue to 1st Street)
Figure 4–4 shows the existing view
and future cross section for Main
Street between Central Avenue and
1st Street. This segment of Main Street
will reduce wide outside travel lanes
to create space for planters or planting
strips between the sidewalk and
outside vehicular travel lane. Planting
strips improve safety by adding more
separation between pedestrians and
vehicular traffic.

SUMMARY OF CHANGES:
• Maintain total right-of-way (ROW) of 78
feet.
• Require a public easement of 6 feet at
the front property line to expand the
sidewalk.
• Reduce travel lanes from four to two
with one vehicular travel lane in each
direction and maintain or widen the
existing landscaped median and/or
center running left turn lanes where
applicable.
• Replace outside travel lanes with onstreet parking and 2-foot buffers. • Consider expanding the pedestrian
realm with bulb-outs and planters at
intersections.

Figure 4–4 Future Main Street Cross Section (Central Avenue to 1st Street) 5’ 4’ 8’ 11’ 18’ 11’ 8’ 4’ 5’
2’ 2’
PHOTO CAPTION— Existing View of
Main Street (Central Avenue to 1st Street);
Source: Google Maps 2022

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101
CHAPTER 4—MOBILITY AND TRANSPORTATION
East Lake Avenue
Figure 4–5 shows the existing view
and future cross section for East Lake
Avenue between Main Street and
Brennan Street. Future improvements
include converting East Lake Avenue
from one-way westbound to two-way
travel, with a center left turn lane
where necessary for traffic operations
or local access.

SUMMARY OF CHANGES:
• Maintain existing ROW.
• Maintain number of vehicular
travel lanes.
• Replace two westbound through
lanes and dedicated right turn lane at
intersections with one through lane in
each direction and dedicated center
turn lane at intersections or along the
full length of commercial blocks as
needed for local access.
• Preserve on-street parking.
• Center left turn lane may not be
necessary through the length of the
corridor and parking may be feasible
where no left turn is needed.

Figure 4–5 Future East Lake Avenue Cross Section (between Main Street and Brennan Street) 8’ 11’ 10’ 11’ 8’ 8’ 3’
PHOTO CAPTION— Existing View of East
Lake Avenue; Source: Google Maps 2022

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102 DOWNTOWN WATSONVILLE SPECIFIC PLAN
East Beach Street
Figure 4–6 shows the existing view
and future cross section for East Beach
Street between Main Street and Union
Street. Like East Lake Avenue, the East
Beach Street future section calls for a
conversion from one-way eastbound
to two-way travel. This one-block
segment will include narrower vehicle
travel lanes to create space for parklets
used to expand the pedestrian realm.

Major intersections (not shown here)
will include crossing improvements
such bulb-outs and upgraded
crosswalks to improve pedestrian
safety.

SUMMARY OF CHANGES:
• Maintain existing ROW.
• Maintain number of vehicle travel lanes.
• Replace two eastbound through lanes
with one through lane in each direction.
• Preserve on-street parking where
feasible.
• Dedicate 7 feet of curb-to-curb rightof-way for parklets on north side or widened sidewalks on both sides.

Figure 4–6 Future East Beach Street Cross Section (Main Street to Union Street) 10’ 7’ 10’ 10’ 10’ 7’ 10’ 2’6” 2’6”
PHOTO CAPTION—Existing View of East
Beach Street; Source: Google Maps 2022

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103
CHAPTER 4—MOBILITY AND TRANSPORTATION
Rodriguez Street
Rodriguez Street provides connections
to the Watsonville Transit Center and
serves as a major north-south corridor
in the bicycle network. The right of way
and lane geometry varies along the
length of this corridor, and there are
several factors that will impact bicycle
facility design details. For example,
at the West Beach Street intersection,
Rodriguez transitions from one to two
northbound lanes before transitioning
back to one northbound lane north of
West Lake Avenue. To accommodate
buffered bike lanes and conform with
existing lane geometry north of West
Lake Avenue and south of West Beach
Street, one northbound vehicle travel
lane will be removed. Further study
will be required. Further south, where
there is already a bicycle lane present,
there may be an opportunity to
implement a parking protected bicycle
lane and/or protected intersection
design treatments to provide more
separation between people riding
bikes and moving vehicles. However,
the presence of driveways, bus loading
zones at bus stops, the fire department,
and other potential mid-block vehicle
conflict points must be considered.

SUMMARY OF CHANGES:
• Maintain existing ROW and vehicle lane widths.
• Maintain only one vehicle travel lane in each direction. • Increase northbound bicycle lane from 4 feet to 6 feet and maintain best practice bicycle lane widths of 6 feet minimum where feasible.
• Increase east and west side buffer widths and add vertical separation such as planters or flexible bollards where feasible.

PHOTO CAPTION—
Existing view of
Rodriguez Street; Source:

Google Maps 2022
Given Rodriguez Street’s function as a primary north-south corridor parallel to Main Street, the potential to elevate the public realm and support future development, and the various design factors for bicycle infrastructure, a focused corridor plan will require additional feasibility analysis and design to define specific recommendations.

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104 DOWNTOWN WATSONVILLE SPECIFIC PLAN
Union Street
Figure 4–7 shows the existing view
and future cross section for Union
Street between Maple Avenue and
Grant Street. The City has been
awarded transportation funding to
install corner curb extensions along
Union Street and Brennan Street and
is planned for construction in 2024.

Future improvements provide Class
III sharrows with signage along with
traffic calming measures to slow
vehicular traffic and increase comfort
for people biking. Traffic calming
measures may include chicanes with
planter boxes placed at midblock
locations, designed to minimize
impacts to on-street parking.

SUMMARY OF CHANGES:
• Maintain existing ROW.
• Maintain vehicle lane widths.
• Minimize impacts to on-street parking.
• Add Class III marked sharrows with
signage.
• Integrate traffic calming measures such
as chicanes or planter boxes.

Figure 4–7 Future Union Street Cross Section (Maple Avenue to Grant Street) 6’ 4’ 8’ 24’ 8’ 4’ 6’
PHOTO CAPTION—Existing View of
Union Street; Source: Google Maps 2022

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105
CHAPTER 4—MOBILITY AND TRANSPORTATION
Walker Street
Walker Street provides connections
to the existing and planned regional
trail network and to residential and
industrial neighborhoods along the
west edge of the Plan area. The right of
way and lane geometry varies widely
along the length of this corridor,
and there are several factors that
will impact bicycle facility design
details. For example, rail tracks run
through the center of the street south
of West Beach Street, and many of the
properties throughout the corridor
have rolled curbs and off-street
parking or long stretches of flexible
vehicle access along their frontages.

SUMMARY OF CHANGES:
• Maintain existing curb-to-curb dimensions and one vehicle travel lane in each direction • Integrate flexible delineators within existing buffers • Maintain and/or add a clear path of travel for pedestrians and complete sidewalks where possible PHOTO CAPTION—
Existing view of Walker
Street; Source: Google
Maps 2022
The curb-to-curb width and vehicle access needs vary along the length of Walker Street. Where there is sufficient rightof-way, existing bicycle lanes and buffers should be widened to maximize comfort while future phases of the rail trail network are in development.

On Walker Street south of West Beach street, plans for a bike path or bike lane connecting to Riverside Drive and the regional trail network are being considered. Additional feasibility and design strategies for addressing conflicts between onsite parking, driveways, rail tracks and bike access must be considered.

Long-term plans from the Monterey
Bay Sanctuary Scenic Trail Network
Master Plan call for a bicycle and
pedestrian path connecting the
Downtown area to the existing trail
network in the Watsonville Slough
Wetlands and a future trail to Pajaro
Valley High School. The proposed
rail trail would be located along the
existing publicly owned railroad rightof-way, and additional feasibility and concept development will be necessary
to define the cross section on Walker
Street south of West Beach Street.

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106 DOWNTOWN WATSONVILLE SPECIFIC PLAN
West 5th Street
Figure 4–8 shows the existing view
and future cross section for a typical
neighborhood street such as West
5th Street. Neighborhood streets will
provide sharrows with signage and
traffic calming measures to create a
low-stress environment for people
walking and biking. Neighborhood
streets connect to major east-west
and north-south corridors within the
bicycle network.

SUMMARY OF CHANGES:
• Maintain existing ROW and number
of vehicle travel lanes, maintain 11-foot
vehicle lanes
• Reduce parking lane width by 1 foot,
from 8 feet to 7 feet.
• Add Class III marked sharrows with
signage.
• Provide a 2-foot buffer between the
parking lane and Class III sharrows.
• Preserve residential on-street parking.
• Integrate traffic calming measures
such as bulb-outs at intersections, and
chicanes or planter boxes at midblock
locations where feasible.

Figure 4–8 Future West 5th Street Cross Section (Walker Street to Rodriguez Street) 8’ 7’ 20’ 7’ 8’ 2’ 2’
PHOTO CAPTION— Existing View of West
5th Street; Source: Google Maps 2022

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107
CHAPTER 4—MOBILITY AND TRANSPORTATION
Paseos
Figure 4–9 illustrates the conceptual
design for the minimum width of
a typical paseo that is proposed
throughout the study area. Alleyways
and the space between buildings are
repurposed to create gathering spaces
and comfortable walking paths that
connect to busier arterial streets.

Lighting and other amenities will be
provided to enhance the pedestrian
experience.

Figure 4–9 Future Paseo Cross Section
12’ minimum
PHOTO CAPTION—Example of paseos
with businesses and foliage

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108 DOWNTOWN WATSONVILLE SPECIFIC PLAN
Recommended Pedestrian Network Improvements
• Enhanced midblock crossings
(e.g., pedestrian refuge islands,
rapid flashing beacons, pavement
markings and signage) to connect
paseos intersecting arterial streets.

All improvements will be ADAcompliant.
• Create network of paseos at locations
shown in Figure 4–11, with
minimum widths of 12 feet.
• Improved pedestrian connections
(e.g., signalization, high-visibility
striping, curb extensions, and/or
other treatments) at the locations
shown in 4-10.

Figure 4–10 Sidewalk Zones for Downtown/Commercial Streets Pedestrian Network Improvements
The Specific Plan identifies pedestrian network improvements and best practices for sidewalk design. As illustrated in the cross sections above, there are opportunities to expand the pedestrian realm with parklets and curb extensions, and to increase the permeability of the Downtown street network with paseos.

Figure 4–10 presents the different elements of a Downtown sidewalk, which should include a frontage zone to accommodate building entryways and facades, a pedestrian through zone with a clear and unobstructed path of travel, and a street furniture/curb zone where utilities, landscape elements, and other amenities are located outside of the through zone. The dimensions of these elements will vary in width. For example, on some streets there is no available space for a frontage zone, and commercial land uses will not occupy sidewalk space. Likewise, the total width of the pedestrian through zone will vary depending on available right of way, and the furniture zone width will also vary depending on available right of way or may be accommodated in the expanded pedestrian zone via parklets. Similarly, available sidewalk width will determine if and where sidewalk dining is allowed.

Many of the pedestrian improvements address the need for safer, more visible crossings on high-speed, high-volume arterial streets and comfortable off-street facilities that provide alternative access routes to local amenities. Underutilized alleyways and spaces between buildings shall be repurposed to create a paseo network, which will provide pedestrians alternative paths to travel around Downtown. Upgrades at major intersections such as Main Street and East Lake Avenue may include curb extensions, crosswalk visibility enhancements, and leading pedestrian intervals (LPIs). Figure 4–11 shows the location of future pedestrian network improvements. 2’ 5’ Min.–10’ 4’ Min.–6’ 8’

Page 1162 of 1385 ends

Existing Pedestrian Network Future Pedestrian Network
Paseos
Intersection Improvements
Midblock Crossings
Midblock Crossings
Paseos and Mid-Block Walkways
Main St
Main St
Main St
Freedom Blvd
Walker St
Locust St
W Lake Ave E Lake Ave
2nd St Maple Ave
Grant St
Elm St
W Riverside Dr
E Riverside Dr
E 5th St
E Beach St
Center St
E Front St
W Front St
Union St
Grove St
Rodriguez St
W Beach St
Rodriguez St
Brennan St Alexander St
Sudden St
Hyde St
Western Dr
Jefferson St
Marchant St
Carr St
Walker St
W
Riverside
Dr
W 5th St
6th St
Ford St
Kearney St
Watsonville
Plaza
Pa aj ro River
Watsonvil el S ol ugh
0 100’
200’
400’
downtown N 500’
watsonville
specific plan
D 109
CHAPTER 4—MOBILITY AND TRANSPORTATION
Midblock Crossings
Existing Pedestrian Network Future Pedestrian Network
Paseos
Intersection Improvements
Midblock Crossings
Midblock Crossings
Paseos and Mid-Block Walkways
Main St
Main St
Main St
Freedom Blvd
Walker St
Locust St
W Lake Ave E Lake Ave
2nd St Maple Ave
Grant St
Elm St
W Riverside Dr
E Riverside Dr
E 5th St
E Beach St
Center St
E Front St
W Front St
Union St
Grove St
Rodriguez St
W Beach St
Rodriguez St
Brennan St Alexander St
Sudden St
Hyde St
Western Dr
St
Marchant St
Carr St
Walker St
W
Riverside
Dr
W 5th St
6th St
Ford St
Kearney St
Watsonville
Plaza
Pa aj ro River
Watsonvil el S ol ugh
0 100’
200’
400’
downtown N 500’
watsonville
specific plan
F
Digure 4–11

PEDESTRIAN NETWORK

IMPROVEMENTS
Intersection
Improvements
Midblock Crossings
Specific Plan Boundary
Building Footprint
Parks/ Open Space
Rail Line
Paseos
Future Improvements
Waterway
Paseos and Mid-Block
Walkways
Existing Improvements

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110 DOWNTOWN WATSONVILLE SPECIFIC PLAN
Bicycle Network Improvements
The Specific Plan includes several new bicycle facilities. The new facilities will close gaps in the existing bicycle network, expand Downtown’s existing network, and allow for more convenient, safe, and comfortable travel by bicycle. Key destinations within downtown will be more accessible with these improvements, including schools, residential neighborhoods, and retail venues. Figure 4–12 illustrates the existing and future bicycle facilities within downtown.

To create a safe and inviting bicycle network for people of all ages and abilities and to reduce potential conflicts between bicyclists and motorists, it is critical for bicycle facilities to be designed beyond minimum acceptable widths. Many of the bicycle improvements address the need for more east-west connectivity to access Main Street and existing north-south facilities located near the edge of the study area, and to provide comfortable facilities along neighborhood streets.

Many residential streets in the Plan area have on-street parking with relatively high utilization rates, and bicycle network recommendations are designed to minimize impact on residential parking.

Recommended Bicycle Network Improvements
• New signed bicycle route on
Marchant Street between East Beach
Street and the Levee Trail.
• Identify Levee Trail as a designated
public bicycle and pedestrian
facility.
• New access improvements from
Marchant Street to the Levee Trail.
• New signed bicycle route on Sudden
Street between Freedom Boulevard
and East Beach Street.
• New signed bicycle route on
Brennan Street/Union Street
between Freedom Boulevard and the
Levee Trail.
• New access improvements from
Union Street to the Levee Trail.
• Improved connection to the Levee
Trail from River Park.
• Improved wider bicycle lanes,
with an enhanced buffer between
adjacent vehicular travel lanes and
the bicycle lane, on Rodriguez Street
between West Lake Avenue and West
Beach Street.
• New bicycle lanes on Walker Street
from West Riverside Drive to the
Pajaro River.
• New shared-use path from West
Front Street along Rodriquez Street
to the Levee Trail.
• New signed bicycle route on Ford
Street between Walker Street and
Main Street.
• New signed bicycle route on West 5th
Street between Walker Street and
Rodriguez Street.
• New bicycle lanes on 5th Street
between Rodriguez Street and
Brennan Street.
• New signed bicycle route on 2nd
Street/Maple Avenue between
Walker Street to Lincoln Street.
• New signed bicycle route on East
Front Street between Main Street
and Marchant Street.

PHOTO CAPTION—Recently installed bike lane at Bridge Street/Hushbeck Avenue

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Bike Network
Specific Plan Boundary
Building Footprint
Parcel
Rail Line
Park/Open Space
Waterway
Existing Bicycle Network
& Opportunity Corridors
Class I Bicycle Path
Class II Bicycle Lane
Class III Bicycle Route
Class II Bicycle Lane
Recommended Bicycle Facilities
Class III with Sharrows
Upgraded existing
Class II with vertical
separation
Class I Shared-Use Path
Main St
Main St
Main St
Freedom Blvd
Walker St
Locust St
W Lake Ave E Lake Ave
2nd St Maple Ave
Grant St
Elm St
W Riverside Dr
E Riverside Dr
E 5th St
E Beach St
Center St
E Front St
W Front St
Union St
Grove St
Rodriguez St
W Beach St
Rodriguez St
Brennan St
Sudden St
Hyde St
Western Dr
Jefferson St
Marchant St
Carr St
Walker St
W
Riverside
Dr
W 5th St
6th St
Ford St
Kearney St
Watsonville
Plaza
Pa aj ro River
Watsonvil el S ol ugh
0 100’
200’
400’
downtown N 500’
watsonville
specific plan
D
Specific Plan Boundary
Building Footprint
Parks/ Open Space
Rail Line
Class I Bicycle Path Class I Shared-Use Path
Class II Bicycle Lane Class II Bicycle Lane
Class III Bicycle Route Class III with Sharrows
Upgraded existing Class II
with vertical separation
Future Bicycle
Facilities
Existing Bicycle Network &
Opportunity Corridors
Waterway
111
CHAPTER 4—MOBILITY AND TRANSPORTATION
Bike Network
Specific Plan Boundary
Building Footprint
Parcel
Rail Line
Park/Open Space
Waterway
Existing Bicycle Network
& Opportunity Corridors
Class I Bicycle Path
Class II Bicycle Lane
Class III Bicycle Route
Class II Bicycle Lane
Recommended Bicycle Facilities
Class III with Sharrows
Upgraded existing
Class II with vertical
separation
Class I Shared-Use Path
Main St
Main St
Main St
Freedom Blvd
Walker St
Locust St
W Lake Ave E Lake Ave
2nd St Maple Ave
Grant St
Elm St
W Riverside Dr
E Riverside Dr
E 5th St
E Beach St
Center St
E Front St
W Front St
Union St
Grove St
Rodriguez St
W Beach St
Rodriguez St
Brennan St
Sudden St
Hyde St
Western Dr
efferson St
Marchant St
Carr St
Walker St
W
Riverside
Dr
W 5th St
6th St
Ford St
Kearney St
Watsonville
Plaza
Pa aj ro River
Watsonvil el S ol ugh
0 100’
200’
400’
downtown N 500’
watsonville
specific plan
DFigure 4–12

FUTURE BICYCLE

NETWORK

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112 DOWNTOWN WATSONVILLE SPECIFIC PLAN
Existing Conditions
As the commercial, civic, and entertainment center of the city, parking is a vital component of Downtown Watsonville. There are 16 municipal parking lots in Downtown with more than 1,000 publicly available off-street spaces. In addition, there are approximately 550 on-street parking spaces. Combined, there are nearly 1,600 public parking spaces in Downtown. Private parking facilities provide nearly 1,500 additional spaces, which are primarily reserved for customers and employees of specific land uses.

Section 4.3

PARKING, CURB MANAGEMENT

AND TRANSPORTATION DEMAND

MANAGEMENT
PHOTO CAPTION—Watsonville Civic Center Parking Structure Parking System

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113
CHAPTER 4—MOBILITY AND TRANSPORTATION
According to the Watsonville
Downtown Parking Plan completed
in 2017, nearly all parking facilities
within Downtown are significantly
underutilized. As corroborated by
staff in preparation for this Specific
Plan, a large parking surplus exists
with a few areas of high demand and
many underutilized parking lots and
garages. On average, approximately
half of the parking supply is available
across the system during the busiest
times of day. Time limits are also
inconsistent and may be confusing,
thereby discouraging efficient use
of existing facilities and “park-once”
behavior. The study also found that
Watsonville’s ratio of parking demand
per square foot is low compared with
peer cities on the West Coast of similar
size. These factors indicate that the
parking system would be supportive
of redevelopment at key opportunity
sites on existing surface parking lots
and should seek to accommodate
future parking demand through
the more efficient use and sharing
of existing supply before investing
in new public supply or requiring
construction of more spaces as part of
new development.

The Watsonville Municipal Code
(WMC) establishes minimum off-street
parking requirements for different
land uses, including residential,
commercial, and recreational parking.

Many of Watsonville’s parking
standards are higher than national
standards, set by the Institute of
Transportation Engineers (ITE),
particularly for commercial and
industrial uses. However, the city does
have a Downtown Parking District,
which is contained within but smaller
than the Plan area. Properties within
the district are exempt from providing
on-site parking for commercial uses,
which has helped lead to efficient
sharing of public parking lots and
garages between different land uses
with varying peak parking demand
times throughout the day and week.

For residential land uses, existing
parking requirements for multifamily
dwelling units are typically two spaces
per unit, with additional guest spaces
required depending on the number of
bedrooms and the number of units in
the building. Although all commercial
land uses within the Parking District
are not required to provide off-street
parking, minimum requirements
still apply to construction of new
residential units, even for the adaptive
reuse of an existing building. For
example, if the owner of an existing
building within the Parking District
wished to replace a ground-floor
furniture store with a restaurant,
no new parking would be required,
however, converting the upper floors
of the same building from vacant
office space to residential lofts would
require meeting off-street residential
parking requirements. The Downtown
Parking Plan (2017) recommended
an amendment to the zoning code
to remove these requirements for
residential conversions of existing
buildings and to consider removing
minimum requirements entirely
for all new development within
Downtown to make the construction
of new housing supply financially
feasible and encourage urban designs
that foster an improved experience
for multimodal travel. The following
standards and guidelines are informed
by the Downtown Parking Plan and
reflect many specific recommendations
from that plan.

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114 DOWNTOWN WATSONVILLE SPECIFIC PLAN
Standards (Public Parking) • Maximize the use of existing supply through time restrictions and
pricing that best reflect actual demand
and the needs of intended users while
incentivizing the use of underutilized
off-street supply through longer time
limits, lower pricing, and/or free
validation through local businesses.
• Accommodate the potential net
loss of on-street parking that
may result from installing buffered
bicycle facilities, traffic calming, and
pedestrian realm improvements.
• Prioritize in-fill development of
off-street parking lots that are
underutilized and not the highest
and best use of Downtown land; this
should especially be encouraged
where associated parking demand can
be accommodated by existing public
or shared private parking supply.
• Reinvest all parking revenues
generated to support the continued
provision of shared parking,
streetscape improvements, and TDM
options within the Plan area.
• Increase parking user safety
by providing increased hours of
enforcement in City owned facilities
during evening and weekend
hours and provide ample and wellmaintained lighting and clearly marked pedestrian routes of travel.

PHOTO CAPTION—Example of a well-lit parking lot

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115
CHAPTER 4—MOBILITY AND TRANSPORTATION
Standards (Private Parking) • Expand the Downtown Parking District to the boundaries of the Plan
area to make all non-residential land
uses exempt from on-site parking
requirements.
• Encourage shared parking by
allowing new development to
accommodate parking demand offsite by using underutilized private or public off-street parking supply
through a shared parking agreement.
• Unbundle parking by requiring
residential developers and property
owners to separate the cost of parking
from rents so that tenants have the
option to purchase assigned parking
or forgo a parking space.
• Remove minimum parking
requirements for new residential
units in existing buildings that do
not result in a net parking loss, to
increase the feasibility of renovating
or adaptively reusing non-residential
buildings to accommodate housing in
the Plan area.
• Lower minimum parking
requirements for new residential
development within the Plan area to
right-size supply to support Specific
Plan objectives and lower the cost of
providing new housing units in the
Plan area. Provision of guest parking
should be based on market feasibility
and removed from requirements for
new multifamily housing. Future
reduced minimums are per Table 4–1.
• Projects containing affordable
housing should be exempt from
minimum parking requirements if
they meet one of the following criteria:
⸰ Rental senior projects 100%
affordable to lower income, either
with paratransit service or within
1/2-half mile of accessible bus
route (operating at least eight
times per day).
⸰ Rental special needs projects
100% affordable to lower income
households, either with paratransit
service or within 1/2-half mile of
accessible bus route (operating at
least eight times per day).
⸰ Housing developments 100%
affordable to lower income
households.
• Maximum parking limits should
be applied to projects that are
entitled under the California State
Density Bonus Law as shown below
in Table 4–2. AB 2345 sets a statemandated maximum limit for off-street parking spaces for projects
that qualify through meeting
specified amounts of affordable
housing.

Table 4–1 Off-Street Parking Minimum Requirements
Table 4–2 Off-Street Parking Maximum Requirements
for Density Bonus Projects
Multifamily
Residential
Existing Minimum
Requirement
Future Minimum
Requirement
Studio/1-bedroom unit 2 spaces per unit 0.8 spaces per unit 2-bedroom unit 2 spaces per unit 1.6 spaces per unit
3-bedroom unit 2 spaces per unit No change
4-bedroom unit 3 spaces per unit No change
5-bedroom unit 4 spaces per unit No change
* Existing Requirements based on WMC § 14-17.210
* Proposed based off ITE Parking Generation Manual 5th Edition (Land Use Code 221 Mid-Rise Multifamily in Multi-Use District)
Multifamily Residential Maximum Limit
Studio/1-bedroom unit 1 space per unit
2/3-bedroom unit 1.5 spaces per unit
4-bedroom unit 2.5 spaces per unit

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116 DOWNTOWN WATSONVILLE SPECIFIC PLAN
Guidelines (Public Parking) • Parking time limits should be set to best serve intended visitors. Most
on-street spaces geared towards
dining and “park-once” retail and
entertainment should allow for at least
2-hours of parking. Some locations
with high turnover of visitors may
benefit from shorter time limits, while
longer time limits should be permitted
at off-street facilities with the lowest
utilization.
• Price on-street parking where parking
occupancy rates routinely exceed
85% or near opportunity sites where
occupancy can be expected to exceed
85% if time limits are not in place.
• Performance-based pricing may
be implemented over time so that
rates for the highest demand public
off-street facilities and on-street
spaces best reflect actual demand
and regulations encourage target
utilization rates. Typical target
utilization rates for effectively
managed parking systems are 85%-
90% per block face for on-street spaces
and 90-95% for off-street facilities.
• Payment technology where parking
is priced should provide options for
payment by credit-cards, debit cards,
and pay-by-phone.
• Signage about parking regulations
should clearly communicate
restrictions and time limits in a
manner that is uniform throughout
the Plan area to limit confusion and
enhance a sense of place.
• Wayfinding for parking facilities
should clearly indicate the closest
available long-term public parking
options throughout the Plan area and
may include real-time availability by
number of spaces.
• Parking enforcement technologies
such as license plate recognition (LPR),
smart meters, parking access and
revenue control systems (PARCS), and
handheld citation units may be used
to improve occupancy monitoring,
regulation enforcement, and revenue
collection.
• Parking permit rates should be
evaluated on an annual or bi-annual
basis and may be increased to better
support the City’s ongoing costs for
providing public parking.
• Employee permit programs may be
implemented to provide designated
parking at reduced rates for Plan area
workers in underutilized off-street
facilities to increase turnover of spaces
closest to businesses and improve
availability for customers.

PHOTO CAPTION—Example of a debit and credit card accessible parking meter in Austin, TX9

9. “Parking Meter Austin Texas” by Larry D. Moore, licensed under CC BY-SA 4.0

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117
CHAPTER 4—MOBILITY AND TRANSPORTATION
Guidelines (Private Parking) • Removal of minimum parking requirements for all new uses
within the expanded parking
district may be evaluated and
adopted in the future based on
evaluation of parking utilization
from development sites post
occupancy.
• Tandem and stacked parking
may be used for non-residential
uses with the condition that the
spaces are operated by a contracted
parking management/valet vendor
that has been certified by the City.

Mechanized vertical stacking
technologies allow for increased
developable footprint while
accommodating parking demand
on-site. Tandem parking that
accommodates no more than two
vehicles per space may be provided
for residential uses.
• Parking facility design should
conform with standards established
by the Public Works Department as
outlined in the City of Watsonville
Public Improvement Standards
Manual.
• Futureproofing should be
encouraged for any subsequent
construction of parking structures,
which may include level floors,
ramps at the center or external to
a garage, and high floor-to-ceiling
heights to sufficiently accommodate
conversion to commercial or
residential uses.

PHOTO CAPTION—Example of a privately-operated lot with stacked parking

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118 DOWNTOWN WATSONVILLE SPECIFIC PLAN
Curb Management
Existing Conditions
Curb space in downtown is designated
with loading zones for the exclusive
use of vehicles during the loading or
unloading of passengers or goods.

Commercial vehicles are restricted
from stopping at curbs for longer
than 20 minutes while loading or
unloading materials, and vehicles
loading or unloading passengers are
restricted to three minutes. There are
17 passenger loading (white curb)
spaces and 18 commercial loading
(yellow curb) spaces in Downtown,
which makes up 2 percent of the
Downtown parking supply. Most of
the commercial loading spaces are
concentrated on East Lake Avenue and
Brennan Street whereas most of the
passenger loading spaces are located
on Brennan and Union Street.

Standards • Flexible loading and pick-up/
drop-off (PUDO) zones in high
demand areas that allow for
passenger loading, curb-side
pick-ups from local business, and
immediate deliveries shall be
provided throughout the Plan area.

Flex loading zones reduce loading
impacts on traffic flow, allow for
faster taxi TNC pick-up/drop-off
times, increase customer access at
local businesses, and reduce conflicts
for people walking and biking.
• Freight and commercial loading
for all non-residential uses should
be accommodated off-street where
feasible and via alleyways where
available. These trips should also
be encouraged to occur in off-peak
hours to reduce impacts on traffic
and conflicts with other modes.

10.“Passenger loading zone” by John Robert McPherson,
licensed under CC BY-SA 4.0
PHOTO CAPTION—Example of a passenger loading zone10

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119
CHAPTER 4—MOBILITY AND TRANSPORTATION
Guidelines • Off-street truck loading spaces
should be provided for certain
commercial land uses as stated in
§ 14-17.1501.
• Consolidated deliveries should be
encouraged for parcels at businesses
and residential uses. Centrally
located parcel pick-up kiosks, such
as Amazon Hub Lockers, may be
used to provide secure deliveries
while reducing the amount of
vehicle trips and loading by
couriers at specific commercial and
residential addresses.
• Mobility data specification may
be required from private operators
of shared mobility devices such
as e-scooters, shared bicycles, etc.
to provide real-time information
about their vehicles, including their
availability and the location of
where they are parked.

11. “Amazon Hub Locker - Kebab Gig Harbor” by
Senapa, licensed under CC BY-SA 4.0
PHOTO CAPTION—Example of Amazon Locker in Gig Harbor, WA11

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120 DOWNTOWN WATSONVILLE SPECIFIC PLAN
Transportation Demand Management (TDM)
Existing Conditions
Transportation demand management
(TDM) aims to reduce single-occupant
vehicle (SOV) travel, minimize peak
period vehicle trips, and shift trips
to transit, biking, walking, or shared
rides. TDM is a multi-faceted approach
to manage transportation resources
through pricing, incentives, services,
communication, marketing, and other
techniques. Strategies work together
synergistically to achieve SOV trip
reduction and mode share goals. By
working to reduce SOV trips within
the Plan area, impacts from future
development such as congestion or
localized pollution can be reduced.

TDM also supports sustainability
and greenhouse gas (GHG) reduction
goals by helping to reduce associated
vehicle miles traveled (VMT).

VMT is a measure of total vehicular
travel that accounts for the number
of vehicle trips and the length of
those trips. As of July 1, 2020, agencies
analyzing the environmental impacts
from transportation as part of the
California Environmental Quality
Act (CEQA) can no longer define
impacts based on traffic congestion.

Instead, VMT has been identified
as a recommended measure of
significance. VMT impacts associated
with a project are often determined
based on a project’s location, which
reflects the surrounding density and
land use mix and the availability
of transit, bicycle, and pedestrian
facilities. To mitigate VMT impacts
associated with development in the
Plan area, an individual project
may adjust site design to maximize
connectivity to existing multimodal
networks and implement TDM
strategies to expand mobility choices
and support mode shift. Depending on
VMT mitigation needs, TDM plans that
outline a menu of options to be built
or programmed to increase modal
options and achieve a quantifiable
amount of trip reduction may be
required.

PHOTO CAPTION—Vehicle traffic on Main Street in Downtown Watsonville

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121
CHAPTER 4—MOBILITY AND TRANSPORTATION
Standards • TDM programs should be
developed, implemented, and
updated based on regular evaluation
to encourage traveling to and
within the Plan area by a variety of
affordable travel options.
• Marketing and education to
influence travel behavior change
should be conducted by the City
or a TMA to promote available
mobility options with the Plan area
and highlight the importance that
travel choices have on the vitality of
downtown.
• Guaranteed rides home should
be made available to all employees
within the Plan area through the
City’s preferred vendor to provide
free or subsidize rides in the
occasional event of an emergency for
commuters who do not drive alone
to work.
• Shared mobility should be
implemented in coordination with a
private vendor to install dock-based
bike share stations within the Plan
area. The City should work with
the County to identify additional
funding opportunities.
• Car share spaces and vehicles
with a preferred vendor should
be provided in municipal garages,
or in private facilities that allow
public access, to provide options for
residents that choose to live in the
Plan area without an automobile.
• TDM Plan requirements shall be
created for some or all development
proposals to include required TDM
measures—or an approved TDM
Plan—as a condition of approval.

Site specific TDM measures are
most effective when implemented at
major employment sites or at higher
density mix-use residential projects.
• VMT Mitigation Fee Program
should be created to assign a
monetary value for VMT reduction
such that a developer could purchase
VMT reduction credits for the
purposes of mitigating VMT more
than determined impact thresholds
which in turn fund the construction
of active transportation facilities
in the Plan area and enhance
connectivity to regional trails.

PHOTO CAPTION—Example of designated carpool and vanpool parking

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122 DOWNTOWN WATSONVILLE SPECIFIC PLAN
Guidelines • Transportation Management
Association (TMA) may be
established to manage, promote,
and communicate TDM options to
Plan area residents, employees, and
visitors more effectively. TMAs are
particularly useful in downtown
commercial areas where specific
businesses may lack the resources
to implement TDM programs
themselves. A TMA may also support
the creation and distribution of
marketing materials of travel options
or conduct more targeted educational
training with on-site property
managers and employers.
• Discounted transit passes may be
provided to Plan area employees and
residents through parking revenues
or be included as a TDM mitigation
measure for new development.
• Telecommuting and flexible work
schedules to reduce the frequency
of commuter trips during peak
hours should be encourage for major
employers and may be included as
a TDM mitigation measure for new
development.
• Rideshare matching that helps
connect commuters with similar
origins or destinations to available
carpools and vanpools should be
encouraged for employers and
multifamily residential projects and
may be includes as a TDM mitigation
measure for new development.
• Annual travel surveys of employer
and residents may be conducted to
assess the efficacy of TDM programs
and travel behaviors within the Plan
area.
• Digital platforms such as
a webpage or mobile phone
application may be created to
provide information, availability,
schedules, and pricing of mobility
options for the Plan area.
• Funding for TDM initiatives in
the Plan area may be supported
through revenue generated by public
parking.
• Affordable housing more than
inclusionary rates may be provided
as a TDM mitigation measure for
new residential development.

PHOTO CAPTION—Example of a mobile app (Moovit) that integrates all mobility options into one digital platform

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123
CHAPTER 4—MOBILITY AND TRANSPORTATION
Page Intentionally Left Blank

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124 DOWNTOWN WATSONVILLE SPECIFIC PLAN
Chapter 5:

PUBLIC REALM

IMPROVEMENTS

5.1—Introduction

5.2—Streets

5.3—Streetscape Improvements

5.4—Public Art

5.5—Events Programming

5.6—Plazas and Courtyards

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125 Page 1179 of 1385
126 DOWNTOWN WATSONVILLE SPECIFIC PLAN
PLACEMAKING IS A PEOPLECENTERED AND COLLABORATIVE

APPROACH TO THE PLANNING,

DESIGN, AND MANAGEMENT OF
PUBLIC SPACES. IT STRENGTHENS

THE CONNECTION BETWEEN

PEOPLE AND THE PLACES THEY
SHARE AND VALUE.

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127
CHAPTER 5—PUBLIC REALM IMPROVEMENTS
Placemaking helps to promote better urban design, facilitates creative patterns of use, and pays particular attention to the physical, cultural, and social identities that define a place.

Placemaking can include a wide variety of public actions, regulations, and strategies that promote people-oriented places that are walkable, bikeable, pleasant, and help foster community vitality and vibrancy.

The purpose of this chapter is to
describe recommended public realm
improvements in the Specific Plan area
that serve to fulfill the Specific Plan goal
of enhancing the pedestrian experience
and creating linkages between various
activity nodes. The recommended
public realm improvements consist
of an interrelated palette of sidewalk
improvements, street trees, street
furniture, street lighting, signage, and
landscaping. Public art can also have
a role in the streetscape palette. These
improvements are intended to enhance
and unify the visual and spatial
experience of the driver, pedestrian,
and the bicyclist, and help provide key
linkages between the activity centers
and neighborhoods in the Plan area.

These recommendations are
conceptual, and the City will need to
further assess and supplement these
recommendations, as noted, on a caseby-case basis.

Section 5.1

INTRODUCTION
PHOTO CAPTION—Example of a public gathering in a town square

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128 DOWNTOWN WATSONVILLE SPECIFIC PLAN
The vitality of downtown life demands a design approach that is sensitive to the multi-faceted role streets play in the city.

These roles are:
• Vehicular/transit circulation (easy
access to downtown, control traffic
congestion)
• Bicycle circulation (complete,
comfortable safe network to provide
access to downtown)
• Pedestrian circulation
(“walkability;” safe, comfortable
navigation on foot through town)
• The “outdoor rooms” of a downtown
–where most of the “activity” in
downtown occurs (outdoor dining,
shopping, socializing)
• Business support by providing
exposure/visibility and convenient
curbside parking
Section 5.2

STREETS
PHOTO CAPTION—Streetscape of Main Street in Downtown Watsonville The public realm primarily consists of the public rights-ofways stitching together publicly accessible open spaces such as parks, squares, plazas, courtyards, and alleys. Streets are foundational to the function of downtown and make up most of the public space in cities. They also have the potential to foster business activity, serve as a front yard for residents, and provide a safe place for people to get around, whether on foot, bicycle, car, or transit. When balancing priorities, it is important to note that streets have various users with various needs. There are pedestrians, vehicles, bicyclists, business owners - all of whom share the same right-of-way but at times have conflicting priorities in terms of the way they would like to utilize the right-of-way.

Chapter 4: Mobility describes the various street types and recommended cross-sections for the major streets in Downtown Watsonville. Detailed recommendations for Main Street, E. Beach Street, E. Lake Avenue, Rodriguez Street, and other neighborhood streets are provided.

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129
CHAPTER 5—PUBLIC REALM IMPROVEMENTS
Section 5.3

STREETSCAPE IMPROVEMENTS
FROM LEFT TO RIGHT—Sidewalk in
Downtown Watsonville; Example of
Parklet in Germany12; Existing canopy of
tree on Main Street
To achieve the vision of the Specific Plan, a coordinated effort of public realm improvements must be put into motion. As public realm improvements grow, so will the interest and desire to develop, work, and live in Downtown. Establishing a pleasant publicly accessible environment is key to evolving downtown Watsonville into a destination. The following streetscape elements are recommended and further described in this section and illustrated in Figure 5–1:

Parklets—Parklets are encouraged in
key locations along Main Street and E.

Beach Street in the Historic Downtown
Core character area. These parklets
will allow for expanding space for
outdoor dining at key locations.

Parklets along Caltrans facilities will
require encroachment permits from
Caltrans. Those along city streets may
provide table service for adjacent
restaurants and cafes.

Street Trees—Streets in the Plan area
will accommodate additional street
trees and landscaping to establish a
consistent public realm experience
while also reducing heat island
concerns. The improvements will be
made in coordination with the city’s
existing Street Tree Program and
Caltrans to ensure that mobility is
unobstructed and that the pedestrian
experience is being enhanced. (See
public realm map for locations)
Sidewalks and Crosswalks—
Sidewalk extensions,
midblock crosswalks, and
other improvements to the
sidewalk will help improve the
pedestrian experience. Chapter
4 contains more information
about locations and specific
improvements.

12.“Kreuzberg Bergmannstraße Parklets” by Fridolin freudenfett, licensed under CC BY-SA 4.0

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130 DOWNTOWN WATSONVILLE SPECIFIC PLAN
Street Lighting—Lighting will
be incorporated throughout the
Plan area but will be concentrated
at activity nodes and along public
circulation paths. The prioritization
of appropriately scaled lighting at
activity nodes, gateways, parklets
and public facilities will support a
comfortable walking, cycling, and
driving experience while affording
visibility at intersections, and street
character enhancement.

Street Furnishings—Street
furnishings will be incorporated at
activity nodes, public spaces, and along
active paths. Furnishing will include a
range of options that can accommodate
pedestrians and cyclists while also
catering to the varying needs of
visitors, residents, and employees of
downtown.

Gateways—Gateways will be
introduced at key locations to
communicate a sense of arrival in
Downtown. Gateways will be sited
in areas with high vehicular traffic
volumes and will seek to define
the downtown and the respective
character area in which it is located.
(See public realm map for locations)
Signage and Wayfinding—
Wayfinding will be incorporated and
designed to help visitors navigate
the Downtown. Wayfinding and
signage should be prioritized in areas
with high activity and should follow
any guidelines established by the
Signage and Wayfinding Master Plan.
(See public realm map for potential
locations)
FROM LEFT TO RIGHT—Example of pedestrian-level lighting at the Americana in Glendale, CA; Bike rack in Downtown Watsonville; Example of Gateway at Orinda Theatre Square in Orinda, CA; Wayfinding in Downtown Watsonville

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0 100’
200’
400’
500’
N
Main St
Main St
Main St
Freedom Blvd
Walker St
Locust St
W Lake Ave E Lake Ave
2nd St Maple Ave
Grant St
Elm St
W Riverside Dr
E Riverside Dr
E 5th St
E Beach St
Center St
E Front St
W Front St
Union St
Grove St
Rodriguez St
W Beach St
Rodriguez St
Brennan St
Sudden St
Hyde St
Western Dr
Jefferson St
Marchant St
Carr St
Walker St
W
Riverside
Dr
W 5th St
6th St
Ford St
Kearney St
Watsonville
Plaza
Pa aj ro River
Watsonvil el S ol ugh Study Area
downtown
watsonville
specific plan
D

PUBLIC REALM IMPROVEMENTS PUBLIC CIRCULATION NETWORK
Bus Shelters Opportunity Site
Gateway
Specific Plan Boundary
Building Footprint
Parcel
Rail Line
Park/Open Space
Active Frontages
Potential Parklets
Activity Node Street Trees
Paseos
Intersection Improvements
Midblock Crossings
Transit Facility
Civic
Plaza
Future
Node
Transit
Center

PUBLIC REALM IMPROVEMENTS PUBLIC CIRCULATION NETWORK
Bus Shelters Opportunity Site
Gateway
Active Frontages
Potential Parklets
Activity Node Street Trees
Paseos
Intersection Improvements
Midblock Crossings
Transit Facility
Main St
Main St
Main St
Freedom Blvd
Walker St
Locust St
W Lake Ave E Lake Ave
2nd St Maple Ave
Grant St
Elm St
W Riverside Dr
E Riverside Dr
E 5th St
E Beach St
Center St
E Front St
W Front St
Union St
Grove St
Rodriguez St
W Beach St
Rodriguez St
Brennan St Alexander St
Sudden St
Hyde St
Western Dr
Jefferson St
Marchant St
Carr St
Walker St
W
Riverside
Dr
W 5th St
6th St
Ford St
Kearney St
Watsonville
Plaza
Pa aj ro River
Watsonvil el S ol ugh
0 100’
200’
400’
downtown N 500’
watsonville
specific plan
D
Specific Plan Boundary
Building Footprint
Parks/ Open Space
Rail Line
131
Figure 5–1
PUBLIC

REALM MAP
Bus Shelters Opportunity Site Paseos
Activity Node Street Trees Active Frontages
Intersection
Improvements
Gateway Potential
Parklets
Transit Facility
Midblock Crossings
Public Realm Improvements Public Circulation Network

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132 DOWNTOWN WATSONVILLE SPECIFIC PLAN
Parklets
Parklets are small seating areas of green spaces created as a public amenity on or alongside a street or sidewalk. Depending on their use, they could be a partnership between the City, local businesses, residents, and neighborhood associations. The growing demand by residents, visitors, and business owners for outdoor spaces (heightened by COVID-19) has grown interest in establishing more parklets within urban cores. Parklets can have distinctive designs that incorporate a mixture of seating, greenery, bike amenities, and can also act as a buffer between the street and the sidewalk. In July 2021, the Watsonville Public Works Department launched its Parklet Pilot Program by constructing the city’s first downtown parklet in front of Slice Pizza on Main Street. This pilot program was funded as part of the city’s supplemental CDBG recovery funding and is aimed at both supporting local businesses and expanding safe outdoor dining and entertainment opportunities throughout the city.

The Specific Plan envisions
additional parklets incorporated
into downtown with the following
strategies:
• Support local businesses through the
integration of outdoor dining with
parklets.
• Expand the city’s Parklet Program
to include more pilot projects
downtown.
• Priority locations for new parklets
include the Historic Downtown Core
character area including along Main
Street between Maple Avenue and E.

Lake Avenue, and E. Beach Street.

FROM LEFT TO RIGHT, TOP TO
BOTTOM—Parklet example in San
Francisco, CA13; Parklet example outside
of cafe; Parklet Example in São Paulo,
Brazil14.

13.“1331 9th Avenue Parklet” by Kathleen Corey, licensed under CC BY 2.0

14.“Parklet in São Paulo” by Wagner Tamanaha, licensed
under CC BY-SA 2.0

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CHAPTER 5—PUBLIC REALM IMPROVEMENTS
Street Trees
Street trees are an important component of public realm design because of their ability to provide shade and a consistent and uniform street character. The Specific Plan area has an inconsistent palette and pattern of street trees. Some streets have no street trees at all, and except for a few street segments with a consistent stand of trees, a diverse mix of street tree species can be found. This lack of uniformity contributes to an inconsistent and fragmented character. Per the 2022 Tree Canopy & Land Cover Assessment Summary Report, most of the downtown streets have under 5% tree canopy cover.

The Specific Plan goal is to reinforce existing patterns of street trees, retaining mature street trees, where possible, and to create a unified street frontage along major corridors in the Plan area. A palette of carefully selected street trees will unify the variety of existing and future land uses in the Plan area. In addition to offering a pleasant sidewalk experience, street trees provide shade, seasonal color, defined street edge, and urban forest. Canopy trees can also lower overall temperatures on sidewalks and roadways by shading. In addition, large tree canopies can capture and treat storm water before it drains into the local watershed. A uniform pattern of street trees also increases visual consistency by creating a street wall and enhancing the area’s image of stability and longevity.

The City is in the process of preparing an Urban Forest Management Plan, which will include a street tree planting list and plan to direct future planting efforts by identifying species, spacing, and growth characteristics to maximize the shade canopy on streets, neighborhoods, and historic areas.

TOP TO BOTTOM—Street trees in front
of new development in Downtown
Watsonville; Street trees providing shade
on sidewalk in Downtown Watsonville

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134 DOWNTOWN WATSONVILLE SPECIFIC PLAN
In addition to referencing the Watsonville Citywide Street Tree Plan and Landscape Guidelines & Policies and any other relevant policies/documents, the following criteria and suggested tree list should provide direction for street tree planting in downtown Watsonville:
• Prioritize providing shade in areas
with the greatest activity. Select
deciduous species to maximize
seasonal sun and shade along
commercial and mixed-use streets
and evergreen along residential
streets.
• Size and space street trees based on
the dimensions as per the City of
Watsonville’s Landscape Guidelines
and Policies of the Urban Greening
Plan:
⸰ Minimum one 36” box tree for
every 30-45 lineal feet of street
frontage for commercial and multi
-family residential projects.
⸰ Minimum of one 15-gallon tree for
every 30-45 lineal feet of frontage,
or fraction thereof, for all singlefamily residential projects. • Street tree species shall be consistent
along each street. However, different
species may be used at intersections
to create special character. Tree
species shall be selected in
accordance with the Citywide Street
Tree Program, Plant Palette, and
Landscaping Guidelines and Policies
of the Urban Greening Plan.
• Selected street trees should be
appropriately sized for the scale
of the street (i.e., large enough at
maturity to define the street edge
and larger tree canopy on wider
streets). Other criteria include
requiring low water use, limited
propensity for sidewalk damage,
and the ability to thrive in urban
environments.
• Size and space tree wells to be a
minimum of 5’ long and not interfere
with PG&E service lines.
• Regularly prune trees to limit
obstructed visibility while helping to
define the street edge.
• Planter wells should consider
tree grates, permeable pavers,
decomposed granite, understory
plants, or similar treatments.
• The City’s Public Works Department
shall determine sidewalk
replacement. The property owner
shall dedicate full right-of-way and/
or street or sidewalk easements
to allow future construction of
required street improvements.
• Street tree removal and replacement
is encouraged where tree species
are incompatible, diseased, or
when there is a risk of harm or
infrastructural damage. The
following trees are encouraged to be
removed if present:
⸰ Ash - Fraxinus spp
⸰ Pear, Ornamental - Pyrus
calleryana
⸰ Privet, Glossy - Ligustrum lucidum
PHOTO CAPTION—Example of Catalina
Ironwood street tree providing shade to
a building

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CHAPTER 5—PUBLIC REALM IMPROVEMENTS
Suggested Tree List
The following table contains a list of 30 recommended street trees for planting in downtown Watsonville. The spacing should be based on canopy size of mature trees, available planting areas along sidewalks/parkways and adjacent land uses. Additionally, the minimum size for a tree well will depend on sidewalk width, adjacent land uses and tree type.

SCIENTIFIC NAME
Acer rubrum
‘Armstrong’,
‘Armstrong Gold’,
‘Brandywine’ or
‘October Glory’

COMMON NAME
Red Maple
TYPE
Deciduous

SCIENTIFIC NAME
Eriobotrya deflexa

COMMON NAME
Bronze Loquat
TYPE
Evergreen

SCIENTIFIC NAME
Aesculus x carnea
‘Briotii’

COMMON NAME
Red
Horsechestnut
TYPE
Deciduous

SCIENTIFIC NAME
Gleditsia
triacanthos
var. inermis
“Shademaster”

COMMON NAME
Thornless
Honeylocust
TYPE
Deciduous

SCIENTIFIC NAME
Arbutus ‘Marina’

COMMON NAME
Hybrid/Marina
Madrone
TYPE
Evergreen

SCIENTIFIC NAME
Jacaranda
mimosifolia

COMMON NAME
Jacaranda
TYPE
Deciduous

SCIENTIFIC NAME
Cordia boissieri

COMMON NAME
Texas Olive, Cordia
TYPE
Evergreen

SCIENTIFIC NAME
Lagerstroemia
indica ‘Natchez’
‘Tuscarora’
‘Muskogee’

COMMON NAME
Crape Myrtle
TYPE
Deciduous

SCIENTIFIC NAME
Aesculus
californica

COMMON NAME
California Buckeye
TYPE
Deciduous

SCIENTIFIC NAME
Erythrina cristagalli

COMMON NAME
Cockspur Coral
Tree
TYPE
Deciduous

SCIENTIFIC NAME
Albizia julibrissin

COMMON NAME
Silk Tree, Mimosa
Tree
TYPE
Deciduous

SCIENTIFIC NAME
Ilex vomitoria

COMMON NAME
Yaupon
TYPE
Evergreen

SCIENTIFIC NAME
Cercis canadensis

COMMON NAME
Eastern Redbud
TYPE
Deciduous

SCIENTIFIC NAME
Lagerstroemia
indica ‘biloxi’

COMMON NAME
Biloxy Crape
Myrtle
TYPE
Deciduous

SCIENTIFIC NAME
Crataegus
phaenopyrum

COMMON NAME
Washington
Hawthorn
TYPE
Evergreen

SCIENTIFIC NAME
Arecastrum
romanzoffianum

COMMON NAME
Queen Palm
TYPE
Palm

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136 DOWNTOWN WATSONVILLE SPECIFIC PLAN

SCIENTIFIC NAME
Melaleuca
linariifolia

COMMON NAME
Flaxleaf Paperbark
TYPE
Evergreen

SCIENTIFIC NAME
Prunus serrulata

COMMON NAME
Japanese
Flowering Cherry
TYPE
Deciduous

SCIENTIFIC NAME
Metrosideros
excelsa

COMMON NAME
New Zealand
Christmas Tree
TYPE
Evergreen

SCIENTIFIC NAME
Rhus lancea

COMMON NAME
African Sumac
TYPE
Evergreen

SCIENTIFIC NAME
Ulmus ‘Frontier’

COMMON NAME
Frontier Hybrid
Elm
TYPE
Deciduous

SCIENTIFIC NAME
Platanus acerifolia
‘yarwood’

COMMON NAME
London Plane
Yarwood
TYPE
Deciduous

SCIENTIFIC NAME
Vitex agnuscastus

COMMON NAME
Chaste Tree
TYPE
Deciduous

SCIENTIFIC NAME
Melaleuca
quinquenervia

COMMON NAME
Cajeput Tree
TYPE
Evergreen

SCIENTIFIC NAME
Pyrus calleryana
‘Aristocrat’

COMMON NAME
Aristocrat Pear
TYPE
Deciduous

SCIENTIFIC NAME
Olea europaea

COMMON NAME
Olive Tree
TYPE
Evergreen

SCIENTIFIC NAME
Tilia americana
‘Redmond’

COMMON NAME
American Linden
TYPE
Deciduous

SCIENTIFIC NAME
Pistacia chinensis

COMMON NAME
Chinese Pistache
TYPE
Deciduous

SCIENTIFIC NAME
Ulmus davidiana
var. japonica

COMMON NAME
Japanese Elm
TYPE
Deciduous

SCIENTIFIC NAME
Tristania conferta

COMMON NAME
Brisbane Box
TYPE
Evergreen

SCIENTIFIC NAME
Prunus cerasifera

COMMON NAME
Purple-Leaf Plum
TYPE
Deciduous

SCIENTIFIC NAME
Lyonothamnus
floribundus subsp.

Aspleniifolius

COMMON NAME
Catalina Ironwood
TYPE
Evergreen

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137
CHAPTER 5—PUBLIC REALM IMPROVEMENTS
Street and Pedestrian Lighting
A vibrant downtown with a mix of uses is anticipated to be active seven days a week for 18 hours a day. Successful, vibrant downtowns with a mix of uses are anticipated to be active seven days a week, 18 hours a day. As such, a safe, well-lit street environment is critical to Downtown Watsonville’s success. Street lighting is a key element that provides a sense of security to users and helps create an appealing walkable environment for evening and nighttime activities. In addition to vehicular-scaled lights along the major vehicular corridors, pedestrian-scaled lights should be installed along major retail and mixed-use streets.

The following selection criteria should be used when selecting pedestrian-scaled fixtures:
• Pedestrian-scaled lighting should
be 14-18 feet tall and placed
appropriately to illuminate public
spaces and pathways (e.g., walkways,
steps, ramps, alleys, etc.) efficiently,
especially in concentrated areas with
high activity such as commercial
corridors, bus-boarding areas,
and along major pedestrian access
routes. When feasible, pedestrian
light fixtures shall be installed
onto existing street light poles for
additional illumination of sidewalks.
• Spacing for light pedestrian-scaled
fixtures should be between 60-80 feet.
• Fixtures should be compatible with
the style, color, and streetscape
aesthetic of downtown and follow
guidance provided by the Public
Improvement Standards and Signage
and Wayfinding Master Plan (e.g.,
customization, artistic or other
treatments).
• Shield or confine light spread to
targeted areas by appropriately
selecting, retrofitting, and locating
lighting to limit glare, sky glow, and
light intrusion.
• Durability of products, materials,
and finishes shall incorporate vandal
resistance, weather resistance, and
low maintenance.
• Smart lighting systems and strategies
should be used to improve energy
efficiencies, safety, time of day use,
and illumination levels.
• Employ uplighting and ornamental
lighting to highlight and draw
attention to points of interest, public
spaces, entries, paths, and urban
design and architectural details.

FROM LEFT TO RIGHT, TOP TO BOTTOM—Pedestrian-scaled street light example in Walnut Creek, Pedestrian-scaled lights along a walkway, Existing historic street lights on Main Street

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138 DOWNTOWN WATSONVILLE SPECIFIC PLAN
Street Furnishings Gateways
Street furnishings are inclusive of a variety of elements intended to create a navigable, comfortable, and pleasant experience. These amenities should be provided on major retail streets, public open spaces, and areas with high pedestrian activities. These amenities include benches, waste receptacles, bicycle racks, tree grates, bus shelters, water fountains, lighting, and shade structures.

Establishing a unified palette of pedestrian amenities helps to create a cohesive streetscape environment while also helping to attract residents and visitors to downtown Watsonville.

The following selection criteria should be used when selecting street furnishings:
• Establish a coordinated palette for
street furnishings – including for
benches, planters, bike racks, trash
receptacles, bollards, and tree grates
– consistent with City’s Signage and
Wayfinding Master Plan.
• Pedestrian amenities should provide
design expression by complementing
surrounding design and maintaining
a uniform aesthetic regardless of
vendor or manufacturer.
• Durability of products, materials,
and finishes shall incorporate vandal
resistance, weather resistance, and
low maintenance.
• Trash receptacles should
accommodate both waste and
recycling while allowing for easy
removal of waste.

Criteria for gateway design include
the following:
• Gateways should be scaled
proportionate to the scale of the
street.
• Gateways should be at a vehicular
scale, i.e., be visible to passing
motorists.
• The design of the gateway should be
coordinated with the district wide
signage and wayfinding system.
• The City could also consider public
art at gateway locations.

FROM LEFT TO RIGHT—Example of a
bench and waste receptacle; Bus shelter
in Santa Clara, CA; Example of a gateway
sign in downtown Worcester, MA 15

15.“City of Worcester” by Selbert Perkins Design
Entry gateways can be used to establish
an identity for Downtown Watsonville.

Gateways can take many forms – from
monuments in parkways to street
arches to vertical pylons. As a part
of the Signage and Wayfinding Plan
discussed previously, gateway signage
will also be provided.

See Figure 5–1 Public Realm Map
for locations and the Signage and
Wayfinding Master Plan for additional
guidance.

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139
CHAPTER 5—PUBLIC REALM IMPROVEMENTS
Signage and Wayfinding
The City of Watsonville is in the process of preparing a Signage and Wayfinding Master Plan that provides citywide direction for signage and wayfinding. Once adopted, the Signage and Wayfinding Master Plan will govern signage in the downtown (See Signage and Wayfinding Master Plan for recommendations).

The following are the goals of the wayfinding system:
• Help visitors navigate to their
destinations as easily as possible.
• Increase the functionality of
wayfinding in and around
Watsonville.
• Develop wayfinding solutions that
assist in identifying neighborhoods,
businesses, recreation, key regions,
and destinations.
• Coordinate wayfinding and tourism
tools, including signage, and identify
technology.
• Create a pedestrian wayfinding
system that facilitates the
communities desire to have a
walkable downtown, but also
facilitate a branded placemaking
experience to downtown and other
areas of the City where residents and
visitors frequent.
• Support placemaking opportunities
that celebrate the history and future
of Watsonville.
• Coordinate and build consensus with
the stakeholders, approving agencies
and community.

Guidelines for the wayfinding
system include the following:
• Wayfinding signage shall
follow the styles and color palette
established by the city’s Wayfinding
Master Plan.
• Educational signage should
be used to highlight areas of
historic significance, conservation
initiatives, city programs and
sustainability efforts.
• Directional signs to destinations
should have a consistent design and
should include multiple destinations
per sign. Destinations include:
⸰ Civic Plaza
⸰ Civic Center, City Hall, Library
⸰ Pajaro River
⸰ Educational institutions
⸰ Streets and paseos
FROM LEFT TO RIGHT—Wayfinding
in Redwood City, Theatre District, CA;
Wayfinding in Downtown Long Beach, CA

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140 DOWNTOWN WATSONVILLE SPECIFIC PLAN
Public art can have a significantly positive economic and cultural impact in the City of Watsonville, while also enhancing quality of life for those who live within the city and in downtown. Public art and programming will enhance the pedestrian experience and contribute to a sense of community. Art will be incorporated throughout the Plan area but focused on locations with high activity and are visible from pedestrians, cyclists, and motorists alike. As development and revitalization continues, there is an increased need to develop alternative sources of cultural and artistic outlets to improve the environment, image, and character of the community.

The City of Watsonville has a Public Art
Program intended to promote, support,
and increase the creation of public art
displays within the City of Watsonville
to provide an opportunity for personal
and community reflection, promote the
City’s attributes and enhance its image
for the enjoyment and benefit of the
residents, businesses, employees, and
visitors. (See City Public Arts Program
for additional information) The City
also has a public art ordinance that
gives the City the authority to impose
aesthetic and design conditions on
property development in addition to
a 0.75% fee on development to help
fund public art in the city. The DWSP
aims to be supportive of the goals and
recommendations of the Public Art
Program and ordinance because in
the downtown, public art will play an
important role in helping to establish
identity, foster community pride, and
engaging local artists and residents.

Public art allows the community to
come together, engage in dialogue, and
explore creative growth.

Section 5.4

PUBLIC ART
PHOTO CAPTION—Mosaic created through the “Watsonville Brillante” project installed on the Watsonville Civic Plaza parking garage

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CHAPTER 5—PUBLIC REALM IMPROVEMENTS
FROM LEFT TO RIGHT—“Hermanita” by Juan Fuentes created through the Watsonville Brillante project installed on the Watsonville Civic Plaza parking garage; Mural in Downtown Watsonville; Public art on utility box in Downtown Watsonville
Examples of appropriate temporary
and permanent public art include:
• Murals (also see Downtown Movable
Murals part of the Public Art
Program)
• Sculptures
• Water and landscape features
• Interactive art
• Light and sound installations
Guidelines for selecting and placing new public art in Downtown Watsonville include:
• Locate art at public and/or quasi-public locations for the public enjoyment of art event, festivals and displays. Potential locations for public art include public plazas, open spaces, paseos, alleyways, blank walls, gateways, and other areas with high concentrations of activity.
• Encourage arts-related uses to locate in the area, including art galleries, performing arts and music venues, artist’s workshops, art studios, and outdoor public gathering spaces.
• Establish visual identity through the integration of art with streetscape improvements such as seating, lighting, bicycle infrastructure, parklets and other streetscape amenities. Support artist-designed streetscape furnishings and utilities to integrate artistic features, supporting design creativity in new furnishings, streetscape installations and publicly located utilities. • Expand the Public Arts Program that could include temporary and permanent installations, and live performances promoting the unique cultural identity, history, and innovation within downtown.
• Focus a portion of the City’s Public Art Fund to the Plan Area to support the installation of art.

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142 DOWNTOWN WATSONVILLE SPECIFIC PLAN
Programming publicly accessible space is key to successful placemaking. Programmed spaces help to create significantly more value than passive spaces that depend on organic activity to attract a critical mass. A well programmed environment has the potential to establish a focal point that generates visitors while also increasing land values and increasing revenue in the surrounding area. Programmed spaces also help to promote walking, biking, and increase the sense of safety by attracting more eyes on the street. The following are existing and suggested programmed events suited for downtown:

Section 5.5

EVENTS PROGRAMMING
PHOTO CAPTION—Child with Dia de los Muertos face painting and guitar at Cultural Festival in Downtown Watsonville

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CHAPTER 5—PUBLIC REALM IMPROVEMENTS
FROM TOP TO BOTTOM—Strawberry
Festival in Watsonville; Music in the
Plaza; Holiday in the Plaza
FROM TOP TO BOTTOM—Bike
ride in front of train locomotive; Art
gallery viewing in Watsonville; Census
information booth in Downtown
Watsonville
Existing Events • Strawberry Festival—A free
annual festival featuring live
entertainment, arts & crafts,
delicious strawberry treats, and
a family-friendly carnival. For
more information visit www.
celebratestrawberries.com
• Spirit of Watsonville 4th of July
Parade—A good, old-fashioned
parade held at the City Plaza in
celebration of the 4th of July. For
more information visit www.
spiritofwatsonville.org
• Music in the Plaza—A concert
series that consists of performances
on Thursday evenings through the
summer. Music ranges from Banda
to Tropical to Motown/R&B Top 40 to
Jazz and more.
• Holiday in the Plaza—A free
Multicultural Celebration & Holiday
Tree Lighting Ceremony.
• Farmers Market—A weekly
gathering of local farmers and
vendors with seasonal produce and
prepared foods.

Suggested Events • Film Festival—An organized,
extended presentation of films in
one or more cinematic or screening
venues. This can be an indoor or
outdoor program with films of
varying focuses (e.g., international,
domestic, current, or past releases)
• Wine Walk—A social gathering of
legal aged attendees exploring local
businesses by way of social drinking
and tasting. This program typically
includes various stations for wine,
food, and products for purchase.
• Art Walk—A showcase of local
art and the artists that create it. In
additional to being a public open
house, local business can play host to
local artists and their work.
• Music in the Park/Plaza—A
musically focused gathering of
singers, bands, orchestras, and
ensembles that is often paired with
dance and creative performance.
• Civic Events—Programming
focused on benefiting the local
community and society. These could
include volunteering, clean-ups,
community gardening, voting, and
other group activities.

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144 DOWNTOWN WATSONVILLE SPECIFIC PLAN
The following guidelines apply to
the selection and location of events
programming in downtown:
• Draw inspiration from the local
community, culture, heritage, and
history of Watsonville to inform
programming in the downtown.
• Partner with organizations,
coalitions, community members, and
local businesses that can champion
and invest in the program.
• Vary programming base on seasons,
time-of-day, holidays, scale, and
target audiences (e.g., local draw and
regional draw)
• Foster a strong sense of community
with well-designed public spaces
that accommodate fixed and flexible
programming (e.g., community
events, mobile vending, pop-up
parks, and temporary uses) and
provide a variety of locally serving
uses and amenities.
• Provide needed amenities to host
robust programming (e.g., Wi-Fi,
restrooms, electrical outlets, parking,
water, shade, etc.)
• Retain and expand existing
programming throughout the Plan
area.
• Consider weekend or temporary
street closures to accommodate
events in downtown.

FROM LEFT TO RIGHT, TOP TO
BOTTOM—Holiday in the Plaza Festival;
Folklórico dancing at cultural festival;
Evening event in Downtown Watsonville

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CHAPTER 5—PUBLIC REALM IMPROVEMENTS
Watsonville’s historic City Plaza is located at 350 Main Street and consist of 1.4 acres of public space with portable restrooms, park benches, and a historically preserved gazebo (off-limits to public).

The Watsonville City Plaza is envisioned as a major pedestrianoriented public space along Main Street between Beach and Peck Street, with flexible space for dining, arts and entertainment, and community gathering. The Specific Plan also envisions the creation of additional plazas and courtyards throughout the Plan area as a part of new private development projects and promote recreation, enjoyment, and social gathering. These new plazas and courtyards would be connected to the street network with paseos and alleyways.

Design of these new plazas and courtyards should follow the following recommendations/guidelines:
• Require new private developments
to support outdoor gathering by
providing plazas and courtyards in
retail, commercial and mixed-use
settings.
• Enhance plazas and courtyards with
the use of landscaping, streetscape
amenities, and art. These spaces
should offer amenities and features
that draw people into the space,
such as water features, public art,
shade, and drinking fountains,
landscaping, and seating options
that could include seat walls, planter
ledges, benches, and seating steps.
• Direct pedestrian access to building
entrances and activity nodes from
the new plazas and courtyards.
• Program these outdoor spaces
with regular events, art displays
and other programming per the
Programming subsection.

Section 5.6

PLAZAS AND COURTYARDS
PHOTO CAPTION—Music in the Plaza, Downtown Watsonville

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146 DOWNTOWN WATSONVILLE SPECIFIC PLAN
Chapter 6:

LAND USE & ZONING

6.1—General Provisions

6.2—Summary of Content & Standards

6.3—Regulating Plan

6.4—Land Use Regulations

6.5—Form Regulations

6.6—Site Standards & Guidelines

6.7—General Definitions

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147
Aerial view of Downtown
Watsonville.

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148 DOWNTOWN WATSONVILLE SPECIFIC PLAN
This chapter sets standards and
guidelines to regulate future
development on privately-owned
properties in downtown Watsonville.

It establishes standards related
to allowed land use, development
intensity, height, building frontage
design, building placement, open
area, and block size. The chapter
also includes detailed guidance on
the design of ground floors, building
facades, building architecture,
landscaping character, and other
building and site design elements.

THE QUALITIES OF

BUILDINGS AND THEIR

PRIVATE FRONTAGES

ARE CRITICAL TO

THE SUCCESS OF

DOWNTOWN

WATSVONVILLE

AS ENVISIONED BY
THE COMMUNITY.

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149
CHAPTER 6—LAND USE & ZONING
Section 6.1

GENERAL PROVISIONS
A. Authority & Applicability
B. Intent
Unless otherwise noted, the development standards, guidelines, and review processes within this section replace existing zoning for all property within the plan area. This section contains both standards (which are mandatory) and guidelines (which are advisory). Where no clear label is present, the language shall suffice to communicate the intent: “shall” is always mandatory, “may” is permissive, and “should” is advisory, identifying guidance only. “Director” always means the Director of Community Development or designee.

The purpose of this chapter is to deliver the physical outcomes envisioned for Downtown Watsonville, based on the community’s Vision, Goals, and Policy Direction as described and illustrated in Chapter 2.

THIS CHAPTER—LAND USE & ZONING—implements the community’s Vision, Goals, and Policy Direction for development in Downtown, as described and illustrated in previous chapters.

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150 DOWNTOWN WATSONVILLE SPECIFIC PLAN
C. Administration
Unless otherwise noted, all procedures for the review and approval of planning entitlements shall be in accordance with those set forth in Watsonville Municipal Code (WMC) Chapters 14.12 and 14.20. This shall include, but not be limited to, the entitlements listed in Table 6–1. Exceptions up to 20% of any measurable standard within this development code, excluding those found in Section 6.5.B:

Building Height, may be granted through the Design Review Permit Process, provided the project meets the intent of the relevant standard and is consistent with the vision for Downtown identified by this Specific Plan.

Procedure WMC Reference
Pre-application Process Chapter 14-12, Part 2
Administrative Review Permit Chapter 14-12, Part 3
Design Review Permit Chapter 14-12, Part 4
Conditional Use Permits: Administrative Use
Permits and Special Use Permits Chapter 14-12, Part 5
Variances Chapter 14-12, Part 6
Amendments to an Adopted Specific Plan Section 14-12.905 Modification to approved permit Chapter 14-12, Part 10
Home Occupation Permit Chapter 14-12, Part 11
Sign Permit Chapter 14-12, Part 12
Temporary Use Permit Chapter 14-12, Part 13
Fence Permit Chapter 14-12, Part 14
Nonconforming Uses & Structures Chapter 14-20
Table 6–1 Administration

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CHAPTER 6—LAND USE & ZONING
D. General Development Standards
Unless in conflict with specific provisions of this chapter, all standards set forth in WCM Chapter 14.40 shall be applicable to development within the plan area.

This shall include the sections listed in Table 6–2.

Topic WMC Reference
Accessory buildings Section 14-40.030
Septic tank area requirements Section 14-40.040
Building sites Section 14-40.050
Clear corner triangles Section 14-40.060
Easements may be included in lot area Section 14-40.070 Essential services Section 14-40.080
Frontage required Section 14-40.090
Height limits Section 14.40.100
Lots of record Section 14-40.110
Open spaces required Section 14-40.120
Projections into required yard areas Section 14-40.130
Screening Section 14-40.140
Separate utilities Section 14-40.150
Signs Chapter 14-21
Table 6–2 General Development Standards

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152 DOWNTOWN WATSONVILLE SPECIFIC PLAN
This development code is organized by topic. Within each topic and sub-topic, development standards and guidelines differ by zone and/or by overlay. The following summary is included as an overview, but full standards are located throughout the Code.

Section 6.3, immediately following this summary, establishes the Downtown Zones and Overlays.

Section 6.4 regulates Land Use by zone and overlay.

Section 6.5 contains form-based, quantitative standards. Key tables from Section 6.5 are including on the following pages.

While the following is not an exhaustive list of the form-based standards and guidelines, it serves as a table of contents. It also provides a snapshot of the role of each section and allows standards to be easily referenced alongside each other. Visit the relevant section to find further explanation of the tables and to find additional associated standards and guidelines.

Section 6.2

SUMMARY OF CONTENTS
& STANDARDS

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153
CHAPTER 6—LAND USE & ZONING
Table 6–4 in Section 6.5.A
regulates building placement
by zone, to ensure that new
buildings are sited and oriented
to define and engage the public
realm.

Table 6–5 in Section 6.5.B
regulates building height
by zone, to appropriately
scale buildings relative to
the Downtown vision. The
Neighborhood Transition Overlay
overrides the standards of the
zone, per Standard 6.5.3.a, in
order to establish a height
transition to the surrounding
neighborhoods.

Main Street Overlay Gateway
Overlay Elsewhere in Downtown
Front street build-to range, according to ground floor use:

Non-Residential 0’ – 10’ 5’ – 15’
Residential N/A N/A 10’ – 15’
Retail-Ready N/A 10' 10’ – 15’
Front street buildout (min) 100% 70%
Side street build-to range N/A 5’ – 10’
Side street buildout
(corner lots)
N/A Must meet the build-to range for the first 40’ behind the façade; outbuildings must be located on street side.

Side and Rear Setbacks (min.) - See § 6.5.A.3.b.g–i for additional side and rear setbacks Side yard 0’ 10% of lot width or 5’,
whichever is less
Rear (w/ alley) 15’ from the centerline of the alley
Rear (w/o alley) 5’
Downtown Core Downtown
Neighborhood
Downtown
Industrial
Neighborhood
Transition
Overlay 1
Allowed Number of Stories
A Street Façade
2 to 4 stories;
30% of the length of
the façade can be built
up to 6 stories (max)
4 stories (max) 1 3 stories (max)
B Total Number of Floors
6 stories (max); 5th
and 6th floors set back
from the street façade
a minimum of 15 feet
4 stories (max) 1 3 stories (max)
Ground Floor Level (measured from level of exterior sidewalk) C Ground Floor 0 feet 0 to 4 feet 0 to 4 feet
Floor Heights (min - measured from floor to ceiling)
D Ground Floor 12 feet 8 feet 12 feet 8 feet
E Upper Floor 8 feet 8 feet
Building Base Height (min)
F Buildings up to 2 stories in height 14 feet 10 feet 12 feet 10 feet F Buildings 3 or 4 stories in height 16 feet
F Buildings 5 stories or more in height 25 feet

1. See Standard 6.5.B.3.a. Page 1207 of 1385
154 DOWNTOWN WATSONVILLE SPECIFIC PLAN
Downtown Core Downtown
Neighborhood Downtown Industrial
Applicability
Façade length beyond which the
Massing Increment standards below
become applicable
For façades longer than
100’
For façades longer than
80’
For façades longer than
150’
Massing Increment (max.) 100’ 60’ 100’
Façade height difference between
massing increments (min.) 10% of lesser façade height 10% of lesser façade height 10% of lesser façade height Building base height difference
between massing increments (min.) 2’ 2’ 2’
Upper floors setback (min.)
Distance set back from the primary
façade
10’ 10’ 10’
Bay width 15’–30’ (see Section 6.5.D for more on bays)
Gap between Massing Increments
(min.) N/A 16’ wide by 20’ deep N/A
Downtown Core
Downtown
Neighborhood
Downtown
Main Street Industrial
Overlay
Gateway
Overlay
Elsewhere in
Zone
Ground Floor 70% – 95% 50% – 95% 35 – 95% 35 – 90% 25 – 90% Upper Floors 15% – 70%
Main Street Overlay Gateway Overlay Elsewhere in Downtown Shopfront Yes Yes Yes
Common Entrance / Lobby Yes2 Yes Yes
Retail-Ready No Yes 1, 3 Yes 1
Ground Floor Office No Yes 1 Yes
Ground Floor Residential No No Yes 1
Vehicular Access No Yes Yes
Table 6–6 in Section 6.5.C
provides standards to ensure
that new large developments do
not have monolithic façades that
feel overbearing to pedestrians.

Large façades are broken into
'Massing Increments' to reflect
the rhythm and scale of the
historic Downtown.

Table 6–7 in Section 6.5.D
ensures that façades have
enough fenestration to engage
the public realm and provide
eyes on the street.

Table 6–8 in Section 6.5.E
identifies which frontage types
are allowed in which overlay, to
ensure that the ground floors of
buildings properly relate to the
public realm.

1. Allowed only if a conditional use permit is acquired where necessary for the corresponding ground floor use. See Section 6.4.A.

2. Common entries and small lobbies are allowed in Main Street Overlay Zone, but must look like shopfronts, with clear glass fronting the street.

Lobbies should comprise no more than 20% of the frontage, the remaining length being shopfronts.

3. Retail-ready frontage within the gateway overlay is not permitted to contain residential dwelling units, per Section 6.4: Land Use Regulations.

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155
CHAPTER 6—LAND USE & ZONING
Main Street Overlay Gateway Overlay Elsewhere in Downtown Frequency of Building Entries (max.
distance between entrances) 50’ 50’ 75’
Main Street Overlay Gateway Overlay Elsewhere in Downtown Encroachment beyond the
façade
Encroachment beyond the
façade
Encroachment beyond the
façade
Stoop1 Not allowed Not allowed up to 2’ min. from ROW
sidewalk
Porch1 Not allowed Not allowed 8’ min. and up to 2’ min. from ROW sidewalk5
Terrace1 Not allowed Not allowed
Bay Window2 2’ to 4’ 2’ to 4’ 2’ to 4’
Balcony2 4’ to 8’ 4’ to 8’ 4’ to 8’
Awning or Canopy3 Up to 8’ Up to 8’ Up to 8’
Roof Eave / Cornice Assembly2 Up to 5’ Up to 5’ Up to 5’ Arcade4
See Table 6–12 for
standards and guidelines
Not allowed Not allowed
Gallery4 Not allowed Not allowed
Table 6–9 in Section 6.5.E
requires a minimum frequency
of building entries to bring
pedestrian activity to the
sidewalk.

Table 6–11 in Section 6.5.F
regulates architectural elements
which may encroach beyond
the building façade, to enhance
the relationship between the
building and the public realm.

After Section 6.5.F, the Chapter concludes with Site Standards & Guidelines, Section 6.6, which are applicable throughout Downtown and General Definitions, Section 6.6, which is a glossary of all words in italic blue font found in the chapter.

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156 DOWNTOWN WATSONVILLE SPECIFIC PLAN
Section 6.3

REGULATING PLAN
RESPECTING AND LEVERAGING EXISTING URBAN PATTERNS—This aerial of existing Downtown Watsonville shows how a higher concentration of urban intensity around Main Street and the Plaza fades to the lower intensity of the surrounding neighborhoods. The Regulating Plan zones and overlays respect this natural transition and support a range of beautiful, functional, and sustainable urban environments throughout Downtown.

The Role of the Regulating Plan. Within each regulatory topic of this Chapter, development standards and guidelines differ by zone and overlay. This is because different areas of the Downtown are intended to have different characteristics, informed by the existing context and future vision as described in previous chapters. The Regulating Plan (Figure 6–1) establishes these zones and overlays, whose intent is summarized in Sections 6.3.A and 6.3.B on the following pages.

In general, the arrangement of zones and overlays concentrates urban activity and intensity in the center of Downtown and allows development to transition to existing lower-intensity neighborhood fabric at the periphery of Downtown and to industrial activity to the south.

Page 1210 of 1385 ends

Figure 6–1

REGULATING PLAN
Source: City of Watsonville (2022); Santa
Cruz County (2021); ESRI (2022).
0 100’
200’
400’
500’
N
Main St
Main St
Main St
Freedom Blvd
Walker St
Locust St
W Lake Ave E Lake Ave
2nd St Maple Ave
Grant St
Elm St
W Riverside Dr
E Riverside Dr
E 5th St
E Beach St
Center St
E Front St
W Front St
Union St
Grove St
Rodriguez St
W Beach St
Rodriguez St
Brennan St
Sudden St
Hyde St
Western Dr
Jefferson St
Marchant St
Carr St
Walker St
W
Riverside
Dr
W 5th St
6th St
Ford St
Kearney St
Watsonville
Plaza
Pa aj ro River
Watsonvil el S ol ugh Study Area
downtown
watsonville
specific plan
D
ZONES
Downtown Core
Downtown Neighborhood

OVERLAYS
Main Street
Gateway
Downtown Industrial
Public Facilities
Neighborhood Transition
Specific Plan Boundary
Rail Line
Waterway
157
CHAPTER 6—LAND USE & ZONING

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158 DOWNTOWN WATSONVILLE SPECIFIC PLAN
A. Zones

1. Downtown Core
The Downtown Core Zone is an active, walkable environment, characterized by buildings up to 6 stories. This is the heart of Downtown—generally flanking Main Street—where the most active and intense development patterns and uses are anticipated. Upper floors contain residential units or office space. Buildings are close to the sidewalk and have little-to-no side setbacks.

2. Downtown Neighborhood
The Downtown Neighborhood Zone is characterized by smaller scale buildings than those of the Downtown Core Zone and generally includes a similar mix of active and residential uses.

3. Downtown Industrial
The Downtown Industrial Zone is where existing industrial uses may continue to exist and operate, while adaptive re-use of those buildings and infill development of a flexible mix of uses—including new housing—are anticipated over time. Per WMC Section 14-12.400, all new industrial development, as with all new development, will be subject to required findings of compatibility between adjacent uses related to traffic, noise, odors, visual nuisances, and other similar adverse effects. Additional standards for new residential development in this zone must also be followed.

4. Public Facilities
New development on parcels zoned Public Facilities shall be subject to the development and use standards that are set forth in WMC Section 14-16.800-803.

DOWNTOWN CORE DOWNTOWN INDUSTRIAL

DOWNTOWN NEIGHBORHOOD PUBLIC FACILITIES

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CHAPTER 6—LAND USE & ZONING
B. Overlays

1. Main Street
The Main Street Overlay is where the most active ground floor uses occur, and the highest quality frontages are required. The overlay is contiguous so that the “main street” environment is concentrated and not interrupted by pockets of less active environments.

2. Gateway
The Gateway Overlay is provided to extend some of the characteristics of the Main Street Overlay further down Main Street and onto select cross streets – but with some flexibility.

3. Neighborhood Transition
Development within this overlay transitions down in scale to that of the adjoining neighborhoods.

MAIN STREET OVERLAY

GATEWAY OVERLAY

NEIGHBORHOOD TRANSITION

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160 DOWNTOWN WATSONVILLE SPECIFIC PLAN
Section 6.4

LAND USE REGULATIONS
A. Use
Standards

1. Additional requirements for alcohol-related uses found in the City’s Alcohol Ordinance, in WMC Chapter 14-25 apply.

2. Per WMC § 14-12.400, all new industrial development, as with all new development, will be subject to required findings of compatibility between adjacent uses related to traffic, noise, odors, visual nuisances, and other similar adverse effects.

Use
Downtown Core Downtown
Neighborhood
Downtown
Industrial Main Street 1
Overlay
Gateway
Overlay
Elsewhere in the
Zone
Alcohol-Related: Group A AUP required 1
Alcohol-Related: Group B SUP required 1
Antique Shop Not permitted on parcels fronting Main Street; AUP required elsewhere AUP required AUP required
Automobile Service Not permitted Not permitted Permitted Cannabis Facility Not permitted
Church SUP Required
Drive-through Not permitted
Dwelling Unit Permitted on upper floors;
Not permitted on ground floors Permitted Permitted SUP Required Heavy industrial &
Manufacturing Not permitted Not permitted Permitted 2
Light Industrial / R&D Not permitted AUP required 2 Permitted 2 Office
Permitted on
upper floors;
Not permitted on
ground floors
Permitted on
upper floors;
AUP required for
ground floors
Permitted Permitted Permitted
Payday Lenders Not permitted
Storage/warehouse Not permitted Not permitted Permitted Thrift Shop Not permitted on parcels fronting Main Street; AUP required elsewhere AUP required AUP required
Use Code 65 SUP required
Vehicle fueling facility Not permitted
This section includes land use
provisions for all properties within
the plan area. Uses not listed in Table
6–3 shall be allowed by right unless
prohibited elsewhere in the WMC. For
example, retail and restaurants are
allowed by right throughout the plan
area; therefore, they are not included
in Table 6–3. Definitions of the uses
in Table 6–3 are in Section 6.4.B.

All uses are subject to all applicable
development standards, State law, and
any other applicable requirements that
are beyond the scope of this section.

Administrative Use Permits, Temporary
Use Permits, and Special Use Permits
shall be subject to the procedural
requirements of WMC Chapter 14-12,
Part 5. Required determinations for
issuances of Conditional Use Permits,
including Special Use Permits and
Administrative Use Permits, are found
in Section 6.4.C.

Table 6–3 Land Use Regulations

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CHAPTER 6—LAND USE & ZONING
Alcohol-Related: Group A. Group A includes the following uses: Brewpub (ABC License Type 23, 75), restaurant with beer and wine sales (ABC License Type 41), grocery store with beer and wine sales (ABC License Type 20), and wine bar (ABC License Type 42).

Alcohol-Related: Group B. Any alcohol-related use not included in Group A (see above). Group B includes, but is not limited to, grocery store with liquor sales (ABC License Type 21), restaurant with bar/liquor sales (ABC License Type 47), and bars as defined in WMC section 14-18.112 (ABC License Type 48).

Antique Shop. A place of business that sells furnishings, utensils, equipment, objects of art, objects having aesthetic value, ornamental objects, curios and like objects of personal value, all of which by reason of age, antiquity, obsolescence, or rarity, are valued principally for decorative, aesthetic, or sentimental value or purpose, or as collector’s items, as opposed to the utility value or purpose for which originally manufactured or produced. An antique shall have an age of at least 40 years.

Automobile service. An establishment for which the primary purpose is the onsite repair, cleaning, detailing, dismantling, or similar work on cars.

Cannabis Facility. Any building or structure used for or related to the cultivation, processing, testing, retail sales, delivery or manufacturing of cannabis, per WMC 14-53.103.

Church. A facility for which regular religious services are the primary function.

Drive-through facility. An establishment where customers are regularly attended while remaining seated within an automobile.

Dwelling unit. Any building or portion thereof that is used as an independent living facility for one or more persons.

B. Use Definitions
Heavy industrial/manufacturing. An establishment that includes laborintensive manufacturing, assembly, fabrication, or repair processes that produces odors, noise, vibration, hazardous waste materials, or particulates that may negatively affect other uses on the same site or neighboring properties.

Light Industrial / R&D. Non-nuisance industry, business, service, and research work.

Office. A building or portion thereof used as a place for commercial, professional, or bureaucratic work that does not depend on regular on-site visits from customers.

Storage/warehouse. A facility for which the primary purpose is storage, wholesaling, and/or distribution.

Thrift Shop. Any individual personal partnership, firm, or corporation whose business includes buying, selling, trading, taking in pawn, accepting for sale on consignment, or accepting for auctioning, secondhand tangible property.

Use Code 65. Commercial amusement and recreational services included in Use Code 65 of the Watsonville Land Use Classification Manual with the exception that adult entertainment uses (6541 and 6542) are not permitted.

Vehicle fueling facility. A gas station. This does not include electrical fueling stations, which are permitted but still subject to the standards of this Chapter.

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162 DOWNTOWN WATSONVILLE SPECIFIC PLAN
C. Required Determinations for Conditional Uses
Required Determinations for Issuance of Conditional Use Permits, including Administrative Use Permits and Special Use Permits.

1. Intent
The intent of the Downtown Specific Plan is to enable a lively and dynamic mix of diverse land uses within in a safe, comfortable, human-scale, pedestrian-oriented, mixed-use downtown environment. The intrinsic value and amenity of fine downtowns derives in large measure from their concentration of relatively high intensities of diverse uses within a relatively small area. The vision, policies, standards and guidelines of this Plan are structured and organized to require development patterns and building forms and configurations within which the permitted land uses—as identified in Section 6.4.A—can comfortably coexist and add value to one another by their proximity and connectivity, without generating any undue conflicts between adjacent uses and users.

In order to potentially further expand the range and diversity of uses in Downtown Watsonville, for uses so designated in Table 6–3, the Director may grant an Administrative Use Permit (AUP) or the Planning Commission may grant a Special Use Perming (SUP) upon conducting a special review in accordance with Section 14.12.500 of the Watsonville Municipal Code (WMC). The special review shall be for the purpose of determining that each such proposed use is, and will continue to be, compatible with surrounding, existing, or planned uses; and for the further purpose of establishing such special conditions as may be necessary to insure the harmonious integration and compatibility of such uses in the Downtown and with the surrounding area.

The Zoning Administrator or Planning Commission, as provided in 14.12.500, may approve, conditionally approve, or deny an application for a conditional use and, in granting conditional approval, may impose such requirements and conditions with respect to site design, architectural design, construction, maintenance, operation, and duration as may be deemed reasonable and necessary for the protection of adjacent properties and the public interest. The granting of a Conditional Use Permit shall not exempt the applicant from complying with the requirements of other provisions of this Specific Plan, the WMC, the Building Code, or other local, state, or federal requirements.

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CHAPTER 6—LAND USE & ZONING

2. Required Determinations
The following determinations shall be made and appropriate conditions applied to ensure:
a. That the proposed use will not become a public nuisance, resulting in disturbances of the peace, illegal drug activity including sales or possession thereof, public drunkenness, drinking in public, harassment of passersby, gambling, prostitution, public urination, curfew violations, theft, assaults, batteries, acts of vandalism, illegal parking, excessive littering, excessive noise (particularly between the hours of 11:00 p.m. and 7:00 a.m.), noxious smells or fumes, lewd conduct, or frequent police detention, citations or arrests, or any other activity declared by the City to be a public nuisance determined by California law to be public nuisance.
i. That the proposed use will not generate noise, light, glare, dust, noxious odors or other similar adverse effects on surrounding uses. For the purposes of this requirement, “surrounding uses” shall include occupants of neighboring buildings, occupants of other floors within the same building, and pedestrians passing along the sidewalk in front of the subject property.
ii. By the design and construction of buildings and by hours of operation of the subject use, noise that would be disruptive to residents of dwellings beside or above the proposed use shall not be permitted between the hours of 11:00 P.M. and 7:00 A.M.
b. That the proposed use will not generate access and parking requirements in excess of those provided for in Chapter 4: Public Realm & Transportation. c. That perceived privacy and/or security requirements of the proposed use will not lead building users to maintain rarely opened opaque window coverings on street-facing windows, nor to routinely utilize rear or side entries rather than street-facing front doors as the primary means of access and egress to the building.
d. That the ground floor rooms adjacent to the street frontage will be occupied during much of the day and occupied and/or lighted during most evenings. i. For all retail, restaurant and indoor recreational uses, display windows shall not “wall off” views into retail interior spaces, and the interiors of dining rooms and activity rooms shall be clearly visible to passing pedestrians.
ii. For office uses, front rooms should include lobbies, waiting areas, and office spaces in which window blinds are typically open. iii. For residential uses, front rooms should include living rooms and dining rooms, and not include bathrooms, closets and other uninhabited spaces.

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164 DOWNTOWN WATSONVILLE SPECIFIC PLAN
Section 6.5
FORM

REGULATIONS
FORM REGULATIONS—This Section ensures that all new buildings contribute to the Downtown environment, respecting its context and building on its history. The Lettunich Building (shown below) is a great existing example of a Downtown contributor.

BUILDING PLACEMENT—This example block shows buildings sited and oriented (with yellow arrows representing building orientation) to define and engage streets, with parking to the rear of buildings.

A. Building Placement

1. Intent
The standards and guidelines of this
section seek to ensure that, to the
extent practical, new buildings are
sited and oriented to appropriately
define and engage new and existing
streets, public spaces, courts, and
paseos (See Section 6.7 for a glossary of
all words in italic blue font).

2. Applicability
The standards and guidelines of this
section apply to all projects which
include the construction of new
primary buildings.

STREET
STREET

STREETSTREET

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165
CHAPTER 6—LAND USE & ZONING
Main Street
Overlay
Gateway
Overlay
Elsewhere in
Downtown
A Front street build-to range, according to ground floor use:

Non-Residential 0’ – 10’ 5’ – 15’
Residential N/A N/A 10’ – 15’
Retail-Ready N/A 10' 2 10’ – 15’
B Front street buildout (min) 100% 70%
C Side street build-to range 1 N/A 5’ – 10’
D Side street buildout
(corner lots) 1
N/A Must meet the build-to range for
the first 40’ behind the façade;
outbuildings must be located on
street side.

Side and Rear Setbacks (min.)
E Side yard 0’ 10% of lot width or
5’, whichever is less3
F Rear (w/ alley) 15’ from the centerline of the alley
F Rear (w/o alley) 5’ 5' 3

3. Standards
Table 6–4
Building Placement Front Street
Side Street

1. Side street standards are only applicable to corner lots. See Standard 6.5.A.3.f for more.

2. Retail frontages in the Gateway Overlay may contain non-residential uses, but they may not contain ground floor residential dwelling units, per the Land Use Regulations (see Table 6–3).

3. See § 6.5.A.3.g–h for additional side and rear setbacks in the Downtown Neighborhood and Downtown Industrial Zones.
a. Frontage Buildout. New primary buildings shall be set in relation to the build-to ranges in compliance with Table 6–4 and the text of this section.

The following elements may recess from or break the ground floor façade and constitute allowed exceptions to the frontage buildout requirement. i. Forecourts, subject to Section 6.6.E.3, can span up to 35% of a lot's frontage buildout requirement.
ii. Entrances—no wider than 12'—to paseos, passages, or side yards (§

6.6.E).
iii. Exterior staircases and associated landing areas.
iv. Chamfered corners, provided they include an entrance or stairway. v. Specific to frontage outside of the Main St and Gateway Overlays: up to 70 feet of surface parking frontage may abut a street. Including sidewalks and any landscaping, the distance between buildings on either side of the surface parking shall be 100' or less. Any portion of the surface parking lot adjacent to the street—apart from any driveway width—must be set back 5 feet from the sidewalk, or as far back as the building face, whichever is greater. A wall or hedge that is between 3 and 3.5 feet in height must be located within this setback area, but shall be no closer than 1.5 feet to either the sidewalk or to the edge of the surface lot. Screening may be interrupted only for vehicular and pedestrian access & visibility.
vi. In select locations, and only if needed to support a new primary building(s) which is located in and meets the standards of the Main St and/or Gateway Overlays, up to 75% of the block's frontage may be surface parking. Allow locations are limited to: on the south side of Union St, between Maple Ave and Riverside Dr; on the north side of Rodriguez St, between Lake Ave and Beach St; and on the north side of Rodriguez St, between 2nd St and Riverside Dr. This surface parking shall be screened per § 6.5.A.3.a.v and shall feature trees throughout the parking lot.

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166 DOWNTOWN WATSONVILLE SPECIFIC PLAN
b. Parking and Vehicular Access. Apart from the exceptions stated above (Standards 6.5.A.3.a.v and 6.5.A.3.a.vi), all surface parking shall be located behind the primary building, to the rear of the lot. Structured ground floor parking shall be set behind at least 30 feet of occupiable ground floor liner space. Vehicular access into the ground floor of a building, where allowed, comprises part of a building's frontage buildout and is regulated by Section

6.5.E (the Vehicular Access frontage type). Vehicular drives into a lot do not comprise part of the frontage buildout and are subject to the following standards:
i. They are not exceptions to the buildout percentage;
ii. They shall be no wider than 10' if one-way or 18' if two-way; iii. They are not allowed in the Main Street overlay or anywhere an alley is present.
c. Building Orientation. Buildings, in order to property orient toward and engage the public realm, shall take access from and front the public realm per Section 6.5.E.
d. Front Setback and Encroachments. The design of the front setback area is regulated by Section 6.5.E. Allowed encroachments into the front setback are regulated in Section 6.5.F. Allowed encroachments into required side and rear setback areas are identified in WMC Section 14.40.130.
e. Exceptions to Required Setbacks and Build-To Ranges. The Director may grant exceptions to the standards of Table 6–4 in the case of adaptive reuse of existing buildings, provided that the ground floor frontage is calibrated, to the extent practical, according to the standards and guidelines of Section 6.5.E. f. Corner Lots. Side street standards are only applicable to corner lots. Corner lot applicants shall identify which street is their front street and which street is their side street, typically following the pattern of nearby blocks. Main St shall never be treated as a Side Street; frontage along Main St is always subject to the Front Street standards. For projects which comprise more than 60% of a block's area, that project shall treat all adjacent streets as Front Streets.

SURFACE PARKING—In some locations, a limited amount of surface parking is allowed in new development to abut a street in support of new active Downtown buildings. See standards 6.5.A.3.a.v. and 6.5.A.3.a.vi for where surface parking is an exception to buildout requirements.

VEHICULAR ACCESS INTO A
BUILDING—Vehicular access into the
ground floor of a building is a frontage
type and is regulated by Section 6.5.E.

VEHICULAR DRIVE INTO A LOT—
Vehicular drives are to be located and
designed so as to preserve the beauty
and function of a walkable Downtown
environment. See Standard 6.5.A.3.b.

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167
CHAPTER 6—LAND USE & ZONING
g. Side and Rear Setbacks for New Residential Uses in the Downtown Industrial Zone. Any new residential building in the Industrial Zone (where allowed by SUP per Section 6.4.A) shall be arranged so as to minimize adverse impacts on dwelling units from neighboring industrial uses. Any new residential unit shall be set back a minimum of 10' from the property line of any adjacent industrial use. This setback shall include landscaping and/or site walls (subject to §6.6.C.5) which minimize adverse impacts.
h. Side and Rear Setbacks for New Industrial Uses. Any new industrial building on a lot with a property line that abuts the Downtown Neighborhood Zone shall have a rear setback of 10' (min). This setback shall include landscaping and/or site walls (subject to §6.6.C.5) which minimize adverse impacts.

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168 DOWNTOWN WATSONVILLE SPECIFIC PLAN
B. Building Height

1. Intent
These standards and guidelines are
intended to implement the physical
vision that is articulated in Chapter 2.

2. Applicability
The standards and guidelines of this
section apply to all new buildings
within the plan area.

3. Standards
a. Building height and upper
floor stepbacks shall conform
to the standards of Table 6–5.

Where applicable per the
Regulating Plan (Figure 6–1),
the Neighborhood Transition
Overlay overrides the Zone for
the first 100 feet from the nearest
property line outside the Downtown
Plan Area.
b. Throughout Downtown, Within
30 feet of the closest property line,
buildings may not exceed one story
more than the allowed height of a
neighboring zone. For the purpose
of this standard, “neighboring”
D
E
D
E
15’
15’
C
C
A
A
B
B
F
F
Property Line Property Line
Private
Frontage
Private
Frontage Street Façade Street Façade
Table 6–5
Building Height Downtown Core Downtown
Neighborhood
Downtown
Industrial
Neighborhood
Transition
Overlay 1
Allowed Number of Stories
A Street Façade
2 to 4 stories;
30% of the length of
the façade can be built
up to 6 stories (max)
4 stories (max) 1 3 stories (max)
B Total Number of Floors
6 stories (max); 5th
and 6th floors set back
from the street façade
a minimum of 15 feet
4 stories (max) 1 3 stories (max)
Ground Floor Level (measured from level of exterior sidewalk) C Ground Floor 0 feet 0 to 4 feet 0 to 4 feet
Floor Heights (min - measured from floor to ceiling)
D Ground Floor 12 feet 8 feet 12 feet 8 feet
E Upper Floor 8 feet 8 feet
Building Base Height (min)
F Buildings up to 2 stories in height 14 feet 10 feet 12 feet 10 feet F Buildings 3 or 4 stories in height 16 feet
F Buildings 5 stories or more in height 25 feet

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CHAPTER 6—LAND USE & ZONING
shall mean a property abutting,
directly across a street from, or
directly across an alley from the
subject property.
c. Except for retail-ready ground
floors (Section 6.5.E.7) and
accessible ground floors at
sidewalk level, all residential
ground floors shall be raised
between 1.5 and 4 feet from
sidewalk grade.
d. The building base shall be
measured from the sidewalk
grade to the (lower) cornice,
string course, or horizontal
plane break. In absence of any
of these elements, the mid-point
between the topmost point of
the first-floor openings and the
lowermost point of the secondfloor openings shall serve as an upper reference point.
e. Upper-floor terraces and rooftop
decks are allowed.
f. The upper floor setback area
may be covered by an open
structure—such as a trellis
or upper floor loggia, shown
below—with a front façade
that is no more than 10% solid,
excluding any parapet wall
height.
g. Ground floor units throughout
the Downtown Core shall be
12’ feet tall, floor to ceiling,
and designed so that future
compliance with the Americans
with Disabilities Act of 1990
(ADA) for commercial use is not
precluded. See the Retail-Ready
frontage type in Section 6.5.E.7.
h. Specified architectural elements
may exceed the height limit in
accordance with WMC Section
14-40-100.
i. Pitched roofs, if provided, should
be symmetrical, and sloped no
less than 4:12, except that roofs
for porches and other attached
shed roofs which should be no
less than 2:12. Gables facing the
public realm should not exceed
30 feet in width.

BUILDING BASE—Highlighted in blue below are the bases of buildings.

Building base heights are regulated in Table 6–5.

OPEN STRUCTURES IN UPPER-FLOOR SETBACKS—The upper floor setback area may be covered a trellis (right) or upper floor loggia (left), outlined in yellow below.

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170 DOWNTOWN WATSONVILLE SPECIFIC PLAN
C. Building Massing

1. Intent
The standards in this section
are intended to ensure that new
large developments do not have
massive, monolithic façades that
feel overbearing to pedestrians.

This is mitigated by requiring
large developments to create the
look and feel of multiple smaller
buildings despite being a single
large development. This will reflect
the rhythm and scale of the historic
Downtown. New buildings whose
primary building façade exceeds
the length listed under Applicability
in Table 6–6, which varies by Zone,
shall be divided into smaller ‘Massing
Increments’ with maximum lengths
in accordance with Table 6–6. Massing
Increments are visually discrete
design compositions that are: a)
distinguishable from each other and
b) have a coherent look and character
from the ground to the top of the
façade. Not only does subdividing a
long building façade make for a more
dynamic and interesting streetscape,
but it makes the building more
resilient. Should the market change
in the future, the building can be
configured to be easily modifiable
by Massing Increments. Changes
can be made incrementally in this
way, in order to meet the needs of
different tenants or to adapt to other
uses. Buildings that take this more
sustainable approach are a better
investment because they tend to last
longer, as opposed to conventional
developments that get completely
demolished and replaced in order
to start over. Massing Increments in
the Downtown Core and Downtown
Industrial zones shall be differentiated
from each other in accordance with
Section 6.5.C.2.a; Massing Increments
in the Downtown Neighborhood zone
shall differentiated from each other in
accordance with Section 6.5.C.2.b.

If a project is less than the length
identified in Table 6–6 under
Applicability for its zone, its façade does
not need to be broken into multiple
Massing Increments. AVOID: This façade would feel inappropriately massive and monotonous in Downtown Watsonville. Façades whose overall length (A) exceeds that listed under Applicability in Table 6–6 need to be broken into multiple Massing Increments.

INTENT: New development must reflect massing increments (B) which relate to the widths of existing buildings in Downtown Watsonville, such as the Mansion House (shown above).

A
B

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CHAPTER 6—LAND USE & ZONING

2. Standards
Table 6–6 Massing Increment
Dimensional Standards Downtown Core
Downtown
Neighborhood
Downtown
Industrial
Applicability
Façade length beyond which the Massing
Increment standards below become applicable
For façades longer
than 100’
For façades longer
than 80’
For façades longer
than 150’
Massing Increment (max.) 100’ 60’ 100’
Façade height difference between Massing
increments (min.)
10% of lesser façade
height
10% of lesser façade
height
10% of lesser façade
height
Building base height difference between
massing increments (min.) 2’ 2’ 2’
Upper floors setback (min.)
Distance set back from the primary façade 10’ 10’ 10’
Bay width 15’–30’ (see Section 6.5.D for more on bays)
Gap between Massing Increments (min.) N/A 16’ wide by 20’ deep N/A a. Downtown Core and Downtown Industrial. Massing increments within the Downtown Core and Downtown Industrial Zones shall be differentiated in the following ways:
i. The façade height of each massing increment—as measured from the adjacent sidewalk level to the eave, cornice, or parapet—shall differ from the façade height of its neighboring massing increment(s) per Table 6–6. Upper floors which are set back from the primary façade per the ‘upper floor setback’ listed in Table 6–6 are not considered part of the façade height. The resulting setback area may be covered by an open structure—such as a trellis or upper floor arcade—with a front façade that is no more than 10% solid, excluding any parapet wall height (Illustrated in Section 6.5.B).

1. A forecourt—subject to the standards in Section 6.6.E.3— satisfies this standard as the façade height at the forecourt is effectively 0’. ii. The height of the building base—as defined in Standard 6.5.B.3.D—of each Massing Increment shall differ from the building base height of neighboring Massing Increment(s) per Table 6–6.

B
C
C
D
D
E
F
G
A

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172 DOWNTOWN WATSONVILLE SPECIFIC PLAN

1. A forecourt—subject to the standards in Section 6.6.E.3— satisfies this standard as the building base height at the forecourt is effectively 0’.

2. Exception: If all upper floors above the building base are set back to create an upper-level forecourt (see the precedent below), the building base height of the module which contains the upper-level forecourt may match its neighbors.
iii. Façade elements—such as openings and balconies that are typically vertically organized into bays —shall not overlap the division between Massing Increments. The entire façade composition must be contained within its massing increment.
iv. Only one massing increment design may be repeated on the same project elevation. Repeated massing increments may not be immediately adjacent to each other. A repeated increment may appear a maximum of 3 times on the same project elevation.
v. A clearly noticeable difference in façade material is encouraged but not required.
vi. Any other differentiation that meets the intent of the standard is encouraged.

E
UPPER-LEVEL FORECOURT—All upper floors above the building base are set back to create an upper-level forecourt which creates an adequate differentiation between Massing Increments (B).

UPPER FLOORS SET BACK—The upper level of the right portion of the building is set back (E) in order to create an adequate difference in façade height (C) between the two Massing Increments (B).

B
B
B
B
B
C

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CHAPTER 6—LAND USE & ZONING
b. Downtown Neighborhood. Massing Increments within the Downtown Neighborhood Zone shall be differentiated in the following ways:
i. Massing Increments shall be separated by a gap (G) of no less than 16’ wide by 20’ deep, per Table 6–6.
ii. Only one massing increment design may be repeated on the same project elevation. A repeated increment may appear a maximum of 3 times on the same project elevation.
iii. Architectural style variation between massing increments is encouraged to reinforce a pattern of individual, neighborhood-scale buildings, to better fit in with existing buildings in this zone. iv. The use of pitched roofs are encouraged to further relate the buildings to the residential neighborhood scale.
v. Any other differentiation that meets the intent of the standard is encouraged.
vi. Gaps between massing increments may—but are not required to— serve as entries to paseos, courts, side yards, or any other on-site open space. Gaps may also serve as small courts or yards and be surrounded on all sides by building, as illustrated below.

Property Line
Property
Buildable Area
Width
of Gap
Width of
Gap
Depth of Gap
Depth of
Gap
Rear of Lot
Street
Street
Side of LotSide of Lot
Building Footprint in Downtown Neighborhood zone
Gap between Massing Increments
(See Table 6–6 for dimensions)
Massing Increment (See Table 6–6 for dimensions)
B B
B
G
G
B
B
B B
G
G
G
G

MASSING INCREMENTS IN THE DOWNTOWN NEIGHBORHOOD
Perspective View:

EXAMPLE—This Gap between Massing Increments serves as a small forecourt, surrounded on all sides by building.

Plan Diagram:

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174 DOWNTOWN WATSONVILLE SPECIFIC PLAN
D. Façade Design

1. Façade Composition Standards
a. Façade elements shall be organized by a grid. Patterns of openings within each individual façade or Building Increment—when required per Section 6.5.C—shall be organized into a grid per the standards below. i. Horizontal alignment of elements. Rooflines, openings, and materials within each façade or façade module must align horizontally, and be generally consistent in style across the entire width. ii. Vertical alignment of openings into bays. The entirety of a building’s façade or Massing Increment shall be clearly divided into vertical bays, subject to the following standards:

1. Façade bays shall extend from the ground to the top of the façade.

2. Each bay must be between 15’ and 30’ wide.

3. Openings shall be stacked within bays as illustrated below.

Openings should typically be arranged symmetrically within bays.

BASE
MIDDLE
TOP
Building façades are the walls of the outdoors rooms of the community. In order to appropriately reflect and evoke the heritage of Downtown Watsonville as a town-scale traditional district, new façades should reflect the historic patterns and sensibilities. b. Buildings shall have a base, middle, and top.
i. The building base should read as visually supportive, with materials that appear solid and strong. Building base heights are scaled to the size of the building; their height is regulated alongside building heights in Section 6.5.B. The building base is the primary portion of the façade observed from the street, so it should feature details and materials which are pleasing to the pedestrian. The building base should be differentiated from the rest of the façade—whether by a string course, change in material, change in type of openings, or a combination of these elements. ii. The middle of the building features floors which should be generally repetitive, with only minor variations between each floor. iii. The top of the building should feature some form of capping element(s), such as a cornice, enhanced ornamentation, or a decorative parapet. In larger buildings, such as the Lettunich Building shown below, the upper floor may be visually incorporated into the building top.

FAÇADES ORGANIZED BY A GRID of floors and bays. Each bay in this example features a shopfront on the ground floor with 1 or 2 columns of upper floor windows stacked above. This pattern is especially appropriate for the Downtown Core.

BAY

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CHAPTER 6—LAND USE & ZONING

2. Façade Fenestration Standards
a. Façades shall be designed with fenestration—openings on the façade, including windows and doors—in the amounts identified by Table 6–7. i. Fenestration amount is calculated as a percentage of openings— including all windows and doors on the façade—to an area of façade.

Each portion of the façade grid, as defined in the Section 6.5.D.1.a, must have a fenestration percentage which falls within the range identified by Table 6–7. This is illustrated in the façade diagram to the right. ii. Per Table 6–7, the required fenestration amount varies by Zone and Overlay (where applicable) and by location on the façade. b. General to all floors:
i. Except for shopfront or bay windows, all glass should be set in a minimum of 4 inches from the main façade plane.
ii. Windows should have an external reflectance of less than 15%, and a transparency higher than 80%. Opaque windows are prohibited. iii. Non-operable shutters—known as ‘faux shutters’—are discouraged. iv. The horizontal distance between wall openings should not exceed 15 feet within a façade or massing increment.
v. Exterior doorways count as fenestration when calculating percentage of fenestration of a façade.
c. Specific to ground floors:
i. The façade area of the ground floor is the first ten vertical feet of a building, multiplied by its width.
ii. When ground floor façades have over 90% glass, the illusion of the upper floors resting on a glass box must be avoided. Structural elements should be visible in order to show that the upper floors are supported, whether it is by slender steel column or piers framing or in front of clear glass, or more substantial masonry piers between display windows.
iii. Bedroom and bathroom windows are not allowed on the ground floor façade along any new or existing street.
iv. Display windows which block views into interior spaces may only comprise up to 25% of the required fenestration.
v. Ground floor window sills should be no more than 5' above the grade of the sidewalk.
vi. Section 6.5.E establishes further ground floor fenestration requirements, beyond the base standards in Table 6–7, to create a balance between privacy and transparency according to frontage type. d. Specific to upper floors:
i. Wall openings should generally not span across stories (vertically) or bays (horizontally).
ii. Upper-floor wall openings should be taller than they are wide.

Downtown Core
Downtown
Neighborhood
Downtown
Industrial
Main
Street
Overlay
Gateway
Overlay
Elsewhere
in Zone
Ground Floor 70% – 95% 50% – 95% 35 – 95% 35 – 90% 25 – 90% Upper Floors 15% – 70%
15–70%
15–70%
15–70%
70–95%
15–70%
15–70%
15–70%
70–95%
15–70%
15–70%
15–70%
70–95%
15–70%
15–70%
15–70%
70–95%
FENESTRATION—Each portion of the façade grid must meet the applicable fenestration requirement. This example displays Main Street Overlay requirements.

Table 6–7
Fenestration
Requirements

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176 DOWNTOWN WATSONVILLE SPECIFIC PLAN

3. Parking Structure Façade Standards
The façade of the existing parking structure at the corner of Beach and Rodriguez Streets in Downtown Watsonville is
organized like a typical Downtown building and the ground floor is lined with occupiable space.

This parking structure is designed like a typical Downtown Building, and any ground floor parking is set behind
commercial space with shopfronts lining the street. This building could easily accommodate other uses—such as
a. Parking structures shall either be
designed with façades that meet
the standards of Sections 6.5.C
and 6.5.D, or be faced by art walls
(murals, decorative or sculptural
material, etc.) by the approval of the
Director.
b. The façades of parking structures
should fit into the urban context,
and when not faced by art walls,
they should look similar to any
other Downtown building.
c. Future-Proof Parking. Parking
garages which can easily convert
to accommodate other uses—such
as offices or housing—if and when
the need for parking diminishes,
are encouraged. Features which
enable such 'future-proof' flexibility
include:
i. Level floors, apart from
necessary ramps
ii. Floors with 8' minimum clear
height from floor to ceiling
d. Ground floor façade. Per Standard

6.5.A.3.b, structured ground floor
parking must be set behind at least
30 feet of occupiable ground floor
liner space. Vehicular entries are
subject to the standards of Section

6.5.E.10.

This parking structure is designed like a typical Downtown building.

This garage façade features attractive architectural detailing.

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CHAPTER 6—LAND USE & ZONING

4. Façade Materials
Fiberglass classical ornamentation and poorly applied.

Heavy stone used below lighter siding material.

Rough-cast finish. Sand-finish.

Materials and design are consistent within each Building Increment.
a. Fiberglass or plastic (false)
architectural elements or
ornamentations are discouraged.
b. Materials used on shopfronts
should be smooth and nonabrasive to touch.
c. Rough-cast and sand-finishes
are discouraged on all building
surfaces that are visible from a
street.
d. Where more than one material is
used for the façade, the heavier
material must be used below the
lighter material (e.g. brick below
siding, not vice versa).
e. Modulations, color schemes,
balconies, and other façade
elements should be consistent
within an individual façade or
within an individual Building
Increment, when required per
Section 6.5.C.

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178 DOWNTOWN WATSONVILLE SPECIFIC PLAN
E. Private Frontages: Building Access and Ground Floor Design

1. Intent
Downtown Watsonville is to be an
active, pedestrian-oriented urban
environment that is comfortable, safe,
and easy to navigate by foot, bicycle,
or any mode of vehicular transit. As
such, careful attention must be given
to the way that buildings shape and
front Downtown’s network of public
streets, paseos, and open spaces—also
known as the “Public Realm.” The
space between the travel lanes of a
street and the building, and including
the building’s ground floor façade, is
defined as “frontage.” In order to create
a high-quality urban environment,
the design of that frontage must be
calibrated to the ground-floor use
of the adjacent buildings and to
the unified Downtown character
envisioned in this Plan. Frontages
must be designed to provide an
appropriate degree of privacy or
transparency relative to the needs of
the public-facing ground-floor use.

Commercial shops and spaces rely
on more exposure for their success,
Public Frontage
Public Frontage
R.O.W.

Parcel
Building
Setback
Building
Setback Private
Frontage
Private
Frontage
Parcel
Travel Lanes
Ground
Floor
Façade
Ground
Floor
Façade
while ground-floor residences need
added privacy so they aren’t forced to
close their blinds and can therefore
provide encourage “eyes on the
street.” This section provides the
design standards and guidelines for
the private portion of this frontage,
while Chapter 4: Public Realm &
Transportation provides strategies and
recommendations for the public rightof-way.

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CHAPTER 6—LAND USE & ZONING

1. Allowed only if a conditional use permit is acquired where necessary for the corresponding ground floor use. See Section 6.4.A.

2. Common entries and small lobbies are allowed in Main Street Overlay Zone, but must look like shopfronts, with clear glass fronting the street. Lobbies should comprise no more than 20% of the frontage, the remaining length being shopfronts.

3. Retail-ready frontage within the gateway overlay is not permitted to contain residential dwelling units, per Section 6.4: Land Use Regulations.

Table 6–8 Allowed
Frontage Types by Overlay
Main Street
Overlay
Gateway
Overlay
Elsewhere in
Downtown
Shopfront Yes Yes Yes
Common Entrance / Lobby Yes2 Yes Yes
Retail-Ready No Yes 1, 3 Yes 1
Ground Floor Office No Yes 1 Yes
Ground Floor Residential No No Yes 1
Vehicular Access No Yes Yes
Table 6–9 Frequency of
Pedestrian Entries
Main Street
Overlay
Gateway
Overlay
Elsewhere in
Downtown
Frequency of Building Entries
(max. distance between
entrances)
50’ 50’ 75’

2. Applicability
The standards and guidelines of this
section apply to any new building or
façade renovation along a street or
public open space in the Downtown
Plan Area. The entire ground floor
façade facing a public street or public
open space is required to consist of the
frontage types allowed in this section.

Private Frontages are defined as the
ground floor building façade and the
area between that façade and any
property line along a street or public
open space. This area serves as the
transition and interface between
the building interior and street
environment. Table 6–8 identifies
six Private Frontage Types which are
regulated by Overlays, with design
standards and guidelines for each
type provided on the following pages.

These frontage types can be used
in combination with encroaching
architectural elements that will be
noted under each frontage type.

3. Building Access
A key role of private frontages is to provide pedestrian access from the public realm into the building. The following standards apply:
a. Access occurs via one of the
allowed frontage types per
Table 6–8.
b. All buildings must take primary
pedestrian access from the
public sidewalk or from private
on-site open spaces (see Section

6.6.E) that directly connect to
public realm.
c. Pedestrian entrances into
residential units may not be
located more than 250 feet
from the tenant/visitor parking
space(s) assigned to that unit, as
measured along walking paths.

4. Frontage Types
The following pages provide design standards and guidelines for the allowed private frontage types in Downtown. The standards specific to each frontage type apply wherever such type occurs.
d. Frequency of Pedestrian
Entries. The quantity of
building entrances on a street
has a drastic effect on the
perceived liveliness of a street.

The frequency of entrances is
regulated by Table 6–9.
e. Vehicular Access. Where an
alley is present and provides
vehicular access to a lot, that lot
shall take rear vehicular access
(as necessary) and may not take
vehicular access from the street.

See Section 6.5.E.10 for the
Vehicular Access frontage type.

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180 DOWNTOWN WATSONVILLE SPECIFIC PLAN

5. Shopfronts
Shopfronts are characterized by large ground floor
openings, including windows and entries, which provide
transparency and connection between the public realm
and ground floor uses such as shops and restaurants. The primary entrance is typically at sidewalk grade, unless ADA accessibility is accomplished by other means, and provides direct access to the ground-floor use. The basic architectural elements comprising the storefront are large clear windows, doors with glass, and transom windows. If shopfronts have a setback, the setback is typically treated as an extension of the sidewalk.

Design Standards
a. Shopfront openings shall be organized into bays, with upper floor windows stacked above, per the standards
Section 6.5.D.

Design Guidelines
b. Where permitted, shopfronts may be used in
combination with Galleries or Arcades, or where the
setback is sufficient and context is appropriate, in
combination with a Dooryard, Terrace, or Porch (see
Section 6.5.F Encroaching Architectural Elements).
c. Ground floor windows should have a minimum
transparency of 80% and an external reflectance of
less than 15%.
d. If a shopfront is recessed or otherwise setback, and is not designed in combination with a Dooryard, Terrace,
or Porch (as allowed in Section 6.5.F), the resulting
setback should be designed as a seamless continuation
of the sidewalk, not as a landscaped area or buffer.

E
B
C
Design Guidelines MIN MAX
Height to top of transom 12’ 16’
Height to bottom of canopy /
awning 8’ 10'
Width of each shopfront bay 10' 25’
Height of shopfront base 1' 3'
Awning/Canopy Depth 4’ -
A
A
B
C
D
D
E
Where permitted, this area may be used
for outdoor dining and merchandising.
e. All shade should be provided on the
exterior of the building; the majority of
the interior space should be visible from
the right of way.
f. With minor exceptions, all shopfront
openings should provide visibility into
the interior space, and not be visually
obstructed by signage, merchandising
racks, storage shelves, etc.
g. Window sills of non-entry bays should
be no higher than 2 feet from adjacent
sidewalk grade.

Figure 6–2 Shopfront

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CHAPTER 6—LAND USE & ZONING
Frontage Element Recommendations MIN MAX
Height to top of transom 10’ 20’
Height to bottom of canopy/awning 8’ -
Distance to back of sidewalk - 20’
Area of outdoor space* 80 sf -
Awning/Canopy Depth 4’ -
A
B
C
* Does not include public R.O.W.

A
B
C
C A
B
Figure 6–3 Commercial Common Entrance / Multiple Floor Lobby Figure 6–4 Residential Common Entrance/Lobby

6. Common Entrance / Lobby
Common entrances and lobbies, like shopfronts,
should have a strong connection to the public realm.

While not always open to the wider public, they are
spaces that are shared by all tenants which rely on
them for building access. Access to individual units
(ground and upper floors) is provided via a shared
hall/corridor within the building.

Design Guidelines
a. Common entrances should be conspicuous and
designed as a focal-point of the ground-floor
façade. Designs that engage multiple floors
and/or help modulate the façade of the main
building are encouraged (See also Section

6.5.C/D for Building Massing and Façade Design
Standards and Guidelines).
b. Lobbies should be visible from the public right
of way. Ground floor windows shall have a
transparency higher than eighty percent and
an external reflectance of less than fifteen
percent. Window sills may be no higher than
2 feet from adjacent grade. All shade should
be provided on the exterior of the building.

See Section 6.5.D.2 for more fenestration
requirements.
c. In some cases, a Common Entrance may include
or be combined with a semi-private yard or
open space to provide a comfortable, attractive
outdoor public transitional space that allows
congregation off of the sidewalk, standards
for which are provided in Section 3.10 Site
Standards.
d. Common entrances may also be
used with a Porch, Dooryard,
Terrace, Arcade, or Gallery
(See Section 3.6.5 Encroaching
Architectural Elements).

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182 DOWNTOWN WATSONVILLE SPECIFIC PLAN

7. Retail-Ready
Retail-Ready frontage is a versatile type that might
host office or residential uses (where permitted) in the near-term and be easily converted into shopfronts in
the future if the market improves for commercial uses.

Design Guidelines
a. The ground floor should be at or with 6” of the
level of the sidewalk, to allow ADA access to the
entry with little to no ramp necessary.
b. The ground floor fenestration amount should be
between 50% and 95%.
c. The setback should be designed and landscaped
to provide privacy when the frontage hosts uses
which require privacy, such as residences or
offices.
d. When in residential use, ground floor bedroom
and bathrooms windows are prohibited along
the front façade.
e. When in retail use, if a dooryard or terrace is
not used and the entry is at ground level, the
setback is typically treated as an extension of the
sidewalk.
f. When in retail use, the ground floor fenestration
should be transparent and provide visibility to
the interior spaces per Section 6.5.E.5 Shopfronts.

Figure 6–5 Retail-Ready Dooryard
Figure 6–6 Retail-Ready Terrace

RESIDENTIAL

FRONTAGE
RETAIL

FRONTAGE

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CHAPTER 6—LAND USE & ZONING

8. Ground Floor Office
The private frontages of ground floor offices, where
allowed in Downtown, must be carefully designed
to ensure that they appropriately contribute to the
active public realm environment of downtown.

Like ground floor residential, they typically
require some level of privacy, but they still have the
opportunity to give life to the street.

Design Standards
a. When located in the Gateway Overlay, ground
floor offices shall conform to all Retail-Ready
standards and guidelines.
b. Fenestration shall be calibrated according
to overlay. See Section 6.5.D.2 for more
information.

Design Guidelines
c. In general, the most public-friendly office
functions such as reception and waiting area
or office amenity space should be located
closest to the primary façade. Areas for
private functions, such as examination rooms,
should not be located on the primary façade.
d. Ground floor offices may take access directly
from the sidewalk and/or from a Common
Entrance or Lobby (See Section 6.5.E.6).
e. The setbacks of ground floor offices at or
near the level of the sidewalk may feature
a dooryard or simple landscaping, or they
Frontage Element Recommendations MIN MAX
Height to top of transom 10’ 20’
Height to bottom of canopy/awning 8’ -
Distance to back of sidewalk - 20’
Area of outdoor space* 80 sf -
Awning/Canopy Depth 4’ -
A
B
C
* Does not include public R.O.W.

A
B
C
C A
B
Figure 6–7 Office Common Entrance / Multiple Floor Lobby Figure 6–8 Office Common Entrance/Lobby
Table 6–10 Common Entrance / Lobby may be designed as extensions of the sidewalk if privacy is not desired.

Raised ground floor offices may use a
Terrace, Porch, or Stoop. See Section

6.5.F Encroaching Architectural
Elements.

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9. Ground Floor Residential

DIRECT ENTRY T YPES (DOORYARD AND TERRACE)

COMMON ENTRY
Ground Floor Residential frontages provide a
transition from the public sidewalk to semi-private or
private space. These frontages moderate the balance
the privacy needs of the residential unit with the
need to provide eyes on the street to ensure a safe and activated public realm environment. Accordingly, the
closer the the ground floor façade is to the street, the more carefully designed the frontage must be. Ground
floor units are either entered through a common entry
(such as an entry lobby or shared private court) or
directly from the public sidewalk, typically through a
transitional entry element such as a dooryard, porch,
terrace, or stoop.

Design Standards
a. For required residential setback requirements
see Section 6.5.A and Table 6–4 Building
Placement.
b. See Section 6.5.D and Table 6–7 Fenestration for
residential fenestration standards.
c. Ground floor bedroom and bathrooms windows
are prohibited along the front façade in the
Downtown Core.
d. If access to ground floor units is directly from
the public sidewalk, entry may be provided via
a Dooryard, Terrace, Porch, or Stoop. See Section

6.5.F Encroaching Architectural Elements.
e. If direct access is not provided, entry may be via
a Common Entry with shared passageways.

Design Guidelines
f. Privacy for ground floor residential spaces is
achieved through a combination of elevation,
landscape, and setbacks. Residential units with
direct entries should have a first floor level
that is 1.5' to 4' above the level of the sidewalk,
unless the units is meant to be ADA accessible
or Retail-Ready.

Figure 6–9 Ground Floor Frontages and Entry Type Variations g. Windows on ground floor residential are
typically similar to those found on upper
floors of the façade.
h. Ground floor bedroom and bathrooms
windows are should not be located along
the front façade anywhere in Downtown.

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CHAPTER 6—LAND USE & ZONING

PRIVACY MODULATION EXAMPLES
Figure 6–10 Pedestrian and
Resident Interface
5'
10'
The raised elevation of the ground
floor from sidewalk level, and taller
ground floor sill heights (generally
above eye-level), allow residents to
overlook the street outside, while
preventing passers-by from seeing
into private interior spaces.

No Setback (Atypical Urban Condition). The façade is
immeditaly at the back of walk, but window sill height is above eye level of the passerby, maintaining privacy within the unit while allowing the tennant to overlook the street.

Shallow Setback (Very Urban Condition) The façade is
close to the sidewalk (less than 5ft), so the unit's ground floor is raised high enough that pedestrians must look
up to see into the interior. The opaque front door and the landscaping is used to ensure privacy. However, the lower bushes and ground cover soften the wall in a nod to the neighborhood context.

Comfortable Setback/Elevation (Typical Urban Condition).

The combination of modest setbacks and ground floor
elevation - in the form of semi-private dooryard/terraces - provides sufficient privacy and a comfortable buffer
between the sidewalk and large glass openings of the
living room, with more private bedrooms on the second
floor.

Generous Setback (Less Urban Condition). These groundfloor units are at-grade with the sidewalk, with low sillheight. In this case, generous landscape setbacks (15ft) provide a sufficient privacy buffer from the street allowing residents to look out onto the public realm.
i. Privacy Modulation. The distance from
the sidewalk to the façade and first floor
windows is used to maintain a balance
between resident comfort level and
neighborhood security and activity. The
closer a residential unit is to the sidewalk,
the higher the ground floor elevation
should be to maintain a sense of privacy.

See Table 6–5 for ground floor height
standards. However, this height is affected
by ground floor fenestration standards.

See Section D.2.C.V for more information.

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10. Vehicular Access
Vehicular Access frontages are entries for vehicles into the ground floor façade of the building. They typically provide access to parking garages or through a building to rear service areas or surface parking. Because of their utilitarian nature, their design is often neglected. However, they require particular care in their design as their sheer size and presence along the street wall can make them one of the most disruptive elements to the quality of the pedestrian environment.

Design Standards
a. In the Main Street Overlay, Vehicular Access frontage on a street is not permitted.
b. Outside the Main Street Overlay, Vehicular Access
frontage on a street is only allowed when no alley provides access to the lot. The provision of alleys makes higher quality frontages possible and are highly encouraged.
c. Openings and Bays. Vehicular Access shall be organized into openings which are proportioned and detailed to appear similar to Shopfronts (Section 6.5.E.9). These openings shall be organized into vertical bays in coordination with the overall façade per Standard 6.5.D.1.a.ii.
d. Width. Vehicular Access openings shall be no more than 13 feet wide. Where adjacent openings are necessary to provide entry and exit, they shall be separated by a pier (a portion of wall) of at least 2 feet in width.
e. Buildout. Vehicular Access frontage may comprise no more than 40% of a building's required buildout (per Table 6–4 in Section 6.5.A), and a single project may have no more than 2 Vehicular Access openings on any one street.
f. Parking Structures. For standards related to parking structure façades, see Section 6.5.D.3.

Design Guidelines
g. Entries should be at least 50 feet from the
corner of a block.
h. Gates or doors which secure vehicular entries
should be designed as attractive urban
elements, just like pedestrian entry doors.

VEHICULAR ACCESS

SHOPFRONTS
Vehicular Access can be organized into attractive, well-proportioned bays, just like shopfronts.

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CHAPTER 6—LAND USE & ZONING
Figure 6–11 Vehicular Access
Frontage Element Recommendations MIN MAX
Width of Opening - 13’
Width of pier/wall between openings 2’ -
Percentage of building's required
frontage (C divided by D) - 40%
A
B
C D
C
D
A A
B
Bay
Bay

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F. Encroaching Architectural Elements
Projecting Roof Eave
Shop Awnings
Bay Windows
Certain encroaching architectural elements may be combined with appropriate private frontage types—as regulated in the previous section, 6.5.E—to form interesting, cohesive, and active groundfloor environments. These may extend beyond the build-to range—identified in Section 6.5.A— into the front setback and, in some cases, into the public right-of-way. Table 6–11 identifies where these encroachments are allowed and how much they may encroach beyond the surface of the façade. The table and notes below identify which elements may encroach into the public right-ofway, and under what conditions they may do so.

Main Street Overlay Gateway Overlay Elsewhere in Downtown Encroachment beyond
the façade
Encroachment beyond
the façade
Encroachment beyond
the façade
Stoop1 Not allowed Not allowed up to 2’ min. from ROW
sidewalk
Porch1 Not allowed Not allowed 8’ min. and up to 2’ min. from ROW sidewalk5
Terrace1 Not allowed Not allowed
Bay Window2 2’ to 4’ 2’ to 4’ 2’ to 4’
Balcony2 4’ to 8’ 4’ to 8’ 4’ to 8’
Awning or Canopy3 Up to 8’ Up to 8’ Up to 8’
Roof Eave / Cornice Assembly2 Up to 5’ Up to 5’ Up to 5’ Arcade4
See Table 6–12 for
standards and guidelines
Not allowed Not allowed
Gallery4 Not allowed Not allowed
Table 6–11
Encroaching Architectural
Elements

1. May not encroach into the public right-of-way

2. May encroach into the public right-of-way on upper floors

3. May encroach into the public right-of-way provided that the resultant sidewalk width, covered by the arcade or gallery, is at least 10 feet clear from the inside of the post, column, or pier to the ground floor building face. In most cases, this requires that the ground floor façade be set back more than 0' and results in a wider sidewalk than currently exists.

4. May encroach into the public right-of-way if they provide a clear sidewalk width, covered by the arcade or gallery, of at least 10 feet from

5. As a result, a Porch or Terrace may only occur within setbacks of 10' or more.

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CHAPTER 6—LAND USE & ZONING
A stairway and landing leading directly from the right of way to an elevated building entrance.

Recommended Dimensions MIN MAX
Stoop width 4‘ 8‘
Stoop depth (not including stairs) 4‘ 8‘
Stoop floor height3 1.5 3‘
Planter/fence height - 3‘
Setback from Sidewalk 2' 6‘
Additional Suggestions
• The exterior stairway may be perpendicular or parallel to the adjacent sidewalk. When parallel to the sidewalk, landscape of 1-2 feet should be provided between the side of stair/stoop and the sidewalk.
• Adjoining stoops should be limited to two entries. A stoop may also provide access to a common entry.
• Gates are discouraged.

A
B
C
D
A
B
C
If utilized, these elements should comply with the following suggestions:

D
E
E

1. General to All 2. Stoop
a. Materials, style, and design
should be consistent with the
architecture of the building and
neighborhood character.
b. Deep eaves, balconies, bay
windows, and projected rooms
of traditionally styled buildings
should have visible supports
in the form of projecting
beams or braces. Balconies on
contemporary styled buildings
may simply project.
c. Glazing on doors should be clear
glass with at least 90 percent
visible light transmission.

Glazing should not be reflective
(mirrored).
d. Landscaping should be
appropriate to the architecture
and scale of the building.
e. Five of the listed architectural
elements—those which extend
to the ground—carry additional
recommendations. These are the
Stoop, Porch, Terrace, Arcade,
and Gallery.

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An enclosed area outside of an elevated ground floor, usually enclosed by a low wall or fence.

Recommended Dimensions MIN MAX
Depth, clear 8' -
Finish level above sidewalk - 3'
Length of terrace - 150'
Distance between stairways - 50'
Additional Suggestions
• Door and window design should be appropriate for
street-fronting façades.

A
B
C
A B
G C
D
Porches are roofed, unenclosed rooms attached to the exterior of a building that provide access and comfortable semi-private outdoor social spaces that help activate the public realm.

Recommended Dimensions MIN MAX
Porch depth (excluding stairs)1 8' -
Porch width 10' -
Porch height2 8' 12'
Floor height3 1.5' 3'
Between porch and front PL 2' -
Additional Suggestions
• Porches may be used to provide access to multiple front doors of ground-floor units.
• Porches may also wrap around building corners. This is particularly appropriate on corner lots.

A
B
Notes
1 Between building façade and end of porch deck.
2 From porch floor to top of porch columns.
3 Measured from grade at right of way.

C
C
D
E
B
A E
D

3. Porch 4. Terrace

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CHAPTER 6—LAND USE & ZONING
The Mansion House in Downtown Watsonville has a gallery which once featured classical details corresponding to the architecture of its façade, as can be seen in the upper right historic photograph.

Table 6–12 Arcades and Galleries: Standards

5. Arcade 6. Gallery
Arcade Gallery
Definition
Arcades are extensions of upper floors over a sidewalk, supported by structural elements such as piers, columns, or arches. Arcades provide shade, glare control, and weather protection.

Galleries are appendages to building façades that extend over sidewalks, providing shade for pedestrians and often providing balcony space above. They are supported by structural elements such as piers, columns, or arches which extend to the ground.

Location Arcades and Galleries may only be permitted in the Main Street Overlay. They are especially encouraged on south- and west-facing façades in order to shade the sidewalk from sunlight. The required dimensions result in a sidewalk wider than currently exists in most of the Main St Overlay.

Encroachment Arcades and Galleries shall extend to a distance of 2 feet from the curb face.

Sidewalk The resultant sidewalk width, covered by the arcade, shall be at least 10 feet clear from inside of the vertical support to ground floor building face.

Vertical Supports Vertical supports may be piers, columns, or arches. Vertical supports may not exceed 3 feet in width. Typically, the width of the support should not exceed 1/5th of the distance between supports.

Openings The openings between vertical supports, as seen from the street, should be taller than they are wide. Openings shall correlate with façade bays (see Section 6.5.D).

Clearance The minimum vertical clearance at each opening shall be a minimum of 12’, excluding decorative brackets, spandrels, and/or lower portions of arches.

Height Only floors 2, 3, and 4 may extend over the sidewalk. Any floor above the 4th floor shall be at or behind the build-to range.

Galleries may be single or double-story, and should correlate with building floors.
2'
2'
A
A
A
B
C
C
C
D
E
B
D
E
B
D
E

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Section 6.6

SITE STANDARDS
& GUIDELINES
A. Introduction
B. Specific to Waste & Utility
Placement

1. Intent
The following site standards and
guidelines are generally intended
to inform the design and location of
elements of site for the purpose of the
health, safety, and general welfare
of the immediate occupants of each
building, and for the neighborhood.

1. Utility access and equipment

2. Applicability
The following standards apply to all
new development, or whenever belowmentioned features are introduced to an existing development. The sections
below shall be applied as standards
unless strict compliance is determined
by the Zoning Administrator to be
incompatible with the requirements
of other departments or agencies,
in which case they may be applied
as guidelines. In cases where the
Zoning Administrator determines
that deviations from the strict
interpretation of any standard in this
section is appropriate, the Zoning
Administrator shall also seek to
ensure that the obvious intent of each
standard is still met.
a. Utility access and equipment such as back-flow preventers, transformer boxes, gas and electric meters, and other utilities should be placed within or adjacent to and be accessed from the alley, subject to the requirements and approval of the associated utility company. On lots with no alley, meters and similar equipment should be underground vaults or in utility rooms/closets within buildings, were possible. If such locations are infeasible, these services should be in inconspicuous locations along the sides of project sites and should be thoroughly screened from public view.

2. Mechanical and electrical equipment
a. All mechanical and electrical equipment – including, but not limited to, airconditioning units, antennas, garage door motors – whether roof-mounted, ground-mounted or otherwise, should be screened from public view or located so as not to be visible from streets. Such equipment and related screening should be designed with materials and colors that conform to and are an integral part of the design of the building. i. Mechanical equipment that generates noise, smoke or odors, should not be located on or within 10 feet of a public right of way or any on-site common open spaces.
ii. Noise- and odor-generating equipment and containers should be located in areas that will not create a nuisance to adjacent properties, with bins being covered when possible. Openings to trash enclosures should always be shielded from public rights of way.

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3. Telecommunication Devices
a. Telecommunication devices (such as satellite dishes or other equipment) should be screened from public view or located so as not to be visible from streets. Applicants are encouraged to work with satellite providers to locate satellite dishes out of view on building roofs and/or on rear yard or side yard facing façades if adequate signal strength and quality can be achieved. In multi-family and multi-tenant buildings, conduits should be provided from such a location to each unit.

4. Wet Utilities
a. Wet utilities should typically be located in the street but may be located in the alley to address topographical, efficiency or other engineering reasons. If “wet” and “dry” utilities are co-located in the alley, proper trench separation and utility access must be ensured. On lots with no alley, all “wet” utilities should be in the street or public right-of-way. Utility meters and entrances should also be provided below-grade in the street or sidewalk and should be flush with the surrounding grade.

5. Service Entrances & Waste Disposal Areas
a. Service entrances, waste disposal areas, and other similar service areas should be located adjacent to alleys and take their access from them. On lots with no alley, these areas should be located as far away from – and screened from views from – the public right of way as practical.

Example of an appropriately placed
double standpipe connection in the base
of a building at the sidewalk.

Example of inappropriately placed check
valves and other utility devices in the
front yard of a commercial building.

Example of inappropriately placed
ground-level utilities in a parkway.

Example of inappropriately placed utility
boxes in a parkway.

Wherever possible, mechanical/utilities
equipment should be placed in alleys. In
this example, they are further shielded by
architectural elements and a hedge.

Example of mechanical equipment
well-screened by an architectural
element incorporated into the building's
composition.

AVOID
AVOID
AVOID

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C. Specific to Site Walls

1. Fence and Wall Heights
a. Fence and wall heights shall be measured from the grade directly below.

In cases where the grade differs on either side of the fence or wall, the lower measuring point shall be the average between the grades of the sides.

Fences and walls (including retaining walls) must be set back at least 18 inches from the sidewalk.

2. Entrance Arbors
a. Entrance arbors up to 9 feet in height and 5 feet in width may be permitted.

3. General to frontages
a. Fence and wall posts within the front setback shall be limited to 3.5 feet in height.
b. Retaining walls may not have more than 3 feet of difference between the grade on either side. Fences or walls up to 3.5 feet in height may be erected above retaining walls provided that:
i. Any fence or wall more than 3.5 feet as measured from the sidewalk is at least 50% open.
ii. At no point does the fence intrude into the line of visibility between the landing of the entrance(s) of the primary building(s) and the sidewalk.

This shall be measured from point that are 5 feet above said landing(s) and 5 feet above the sidewalk.

4. Specific to Corner Lots
a. On corner lots, fences and walls may reach 6 feet in height to enclose the private rear yard from the side street, but must be set back at least as far back as the building face of the primary building. Fences and walls may reach 8 feet in height, provided that any portion of the fence or wall that is more than 6 feet in height is at least 50% open.

5. Specific to interior side yards and rear yards
a. Fences and walls may reach 6 feet in height and flush with the façade of the primary building. Interior side and rear fences and walls may reach 8 feet in height, provided that any portion of the fence or wall that is more than 6 feet in height is at least 50% open.
b. Any rear fence or wall along any alley shall be so constructed as to provide a space in the rear yard that is sufficient in length, depth, and height to house trash bins off of the alley. If another area within the rear yard meets this requirement, it shall not be necessary to incorporate such a space for trash bins into the fence or wall.
c. Gates and doors on rear fences shall not open outward towards the alley but shall be designed to over inward to the property.

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CHAPTER 6—LAND USE & ZONING
Landscaped
retaining wall
and fence.

Landscaped
fencing set back
from sidewalk
Entrance arbor. Cafe rearyard
with a wood
fence.

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D. Specific to Lighting
Shielded and/or frosted lighting avoids off-site glare.

1. General to All
a. Site lighting should be shielded by permanent attachments to light fixtures so that light sources are not visible from a public way and to prevent off-site glare.
b. Wall-pack types of lighting are not recommended, but if proposed must be provided with full cutoff shields and must contribute to the architecture of the building.
c. Specific to residential ground floors: site and building-mounted luminaires should produce initial illuminance value no greater than 0.04 horizontal and vertical footcandles.
d. Specific to nonresidential ground floors: site and building-mounted luminaires should produce a maximum initial illuminance value no greater than 0.1 horizontal and vertical footcandles at the boundary with adjoining residential lots, and no greater than 0.01 horizontal footcandles 10 feet beyond that boundary.

On-site light sources should be shielded from the public right-of-way.

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A court may provide access to private residences or amenity spaces. Forecourts help transition from the public to private realm.

E. On-Site Open Space

1. Introduction
On-site open space is private or shared outdoor space that exists for the enjoyment and use of building tenants, and sometimes the public. It can also provide comfortable paths through which pedestrian access is provided from the street to any buildings (or portions of buildings) that lack direct street frontage. This Section identifies a series of open space types and design characteristics of each type.

2. Court
a. Description. A court is an open space surrounded by one or more buildings, for use by residents or tenants, or for activation as a public plaza or outdoor dining area. It can provide visitor access from the street to dwellings, retail, office spaces, or buildings within the lot that lack direct access from the street.
b. Guidelines. A court’s perimeter should be coherent and well-defined by walls on at least three sides. Courts should include a minimum of one shared amenity, such as a seating area, fountain, BBQ island, or outdoor fireplace.

3. Forecourt
a. Description. A forecourt is a court that abuts the public sidewalk. Where forecourts give access to retail and other public uses, they function as an extension of the public realm. Where forecourts grant access to residential or other private uses, they function as transitional spaces between the public and private realms.
b. Guidelines. Forecourts should be a minimum of 15’ x 15’ in size. c. Build-Out Requirements. A forecourt is a permitted exception to the build-out requirement for a lot. See Section 6.5.A.

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Rear yards can
contain amenities
for multi-family
buildings.

Single- and multifamily residences
separated by side
yards.

4. Side Yard 5. Rear Yard
a. Description. A side yard is an open space along one side of a building. It can serve as a semi-private space through which visitor access is provided to one or more buildings or dwellings, or it can be a private space for the exclusive use of the residents of one or more dwellings. b. Guidelines. Side yards should be defined by buildings on a minimum of two sides. Side yards should not exceed twenty-five feet in width where adjacent to streets or public open spaces.
c. Build-Out Requirements. An entry to a side yard is a permitted exception to the build-out requirement for a lot. See Section 6.5.A. a. Description. A rear yard is a private, landscaped open space located behind a building. It is for the use of the residents or users of one or more dwellings.
b. Guidelines. For buildings with two or more units, a rear yard may be divided into separated private yards, provided each private yard is directly adjacent to the dwelling unit.

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A roof deck/
terrace used as
a dining area for
restaurants.

A passage may
provide access to
residential units.

6. Passage 7. Roof Deck/Terrace
a. Description. Passages provide a pedestrian connection between or through buildings, from the street to a court, building entrance, or rear parking lot. Passages may be covered or uncovered. They may be gated or completely open to the street. Passages which provide public access through a block are known as paseos (See Chapter 4).
b. Guidelines. Passages should be a minimum of six feet in width. c. Build-Out Requirements. An entry to a passage is a permitted exception to the build-out requirement for a lot. See Section 6.5.A. a. Description. A roof deck or terrace is an outdoor gathering space that may be assigned to individual units or shared by all residents or tenants of a building.
b. Guidelines. Roof decks should include a minimum of one amenity and design element, such as a trellis, seating area, fountain, landscaping, or outdoor fireplace to encourage their use as an outdoor gathering place.

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Section 6.7

GENERAL DEFINITIONS
Introduction. The following definitions are supplemental to those in the Watsonville Municipal Code. When in conflict, the definitions herein shall prevail.

Bay Window. A window that projects
from any building elevation.

Block. An aggregation of lots which
are bound on all sides by public
rights of way. Block dimensions are
measured along private property lines.

Building Base. The visually unified
horizontal portion of a building that
begins on the ground and extends one
or more floors, typically ending at an
architectural feature like a cornice
or string course. The building base
appears to be holding up the upper
floors.

Building Length. The length of the
building as measured parallel to the
front property line.

Build-to range. The conceptual
range parallel to a front or sidestreet property line that a specified percentage of the building face must
Access Drive. A private right of way
primarily intended as vehicular access
to on-site parking or loading.

Alley. A narrow service street which
provides secondary access to the rear of
lots within a block. Driveways, parking
aisles, and fire lanes are not alleys.

Arbor (entrance arbor). A wooden
structure that is intended to define an
entrance into an on-site outdoor space,
such as a front yard or parking lot.

Arcade. A façade with a ground floor
colonnade supporting the upper stories
of the building, intended to provide
shade, glare control, and weather
protection.

Bay. A fifteen- to thirty-foot wide
division of a façade that extends
from the ground to the top of the
façade. Bays are typically internally
symmetrical.
fall within (see Frontage Buildout
Requirement).

Close. A dead-end street which
contains a landscaped median. Rather
than having a turnaround bulb at
its terminus, the landscaped median
within a close maintains a consistent
width along its entire length.

Chamfered corner. A bevel where
two perpendicular building faces
meet, resulting in a third face at a
45-degree angle.

Civic Building. A private or public
structure of civic importance that
is noncommercial in nature. This
includes, but is not limited to, schools,
places of worship, libraries, museums,
city hall, or any other building type
that has historically been prominently
featured in traditional cities and
towns as a center of public life. Civic
buildings do not include retail or
mixed-use buildings, residential
buildings, day care facilities, privatelyowned office buildings, or municipal yards.

Civic Space. Outdoor space that is
either owned by the City and intended
for public use, or is on a private parcel,
immediately adjacent to a right of way,
and functions as public open space.

Court. A court is an open space
surrounded by one or more buildings,
for use by residents or tenants, or for
activation as a public plaza or outdoor
dining area. It can provide visitor
access from the street to dwellings,
retail, office spaces, or buildings
within the lot that lack direct access
from the street.

Director. The Director of Community
Development, or designee.

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Dormer Window. An individual
roofed window that protrudes out of a
sloped roof.

Drive Aisle. A vehicular lane within a
parking lot that provides access to the
individual parking spaces.

Driveway. A vehicular lane within a
lot that leads to on-site parking.

Encroachment. Any structure
extending beyond the build-to range
into a required setback area or, in
some cases, into the public right-ofway.

Fenestration. All openings on the
façade, including windows and doors.

Fire Lane. An on-site right of way
required by the Fire Marshal for the
access of emergency vehicles.

Forecourt. A court that abuts the
public sidewalk. Where forecourts
give access to retail and other public
uses, they function as an extension of
the public realm. Where forecourts
grant access to residential or other
private uses, they function as
transitional spaces between the public
and private realms.

Frontage Buildout Requirement.

The requirement that a specified
portion of building façade meet the
build-to range along a street-adjacent
property line.

Frontage, Private. The ground floor
building façade and the area between
the building façade and any property
line along a street or public open space.

Frontage, Public. The space between
any street-adjacent property line and
the first travel lane in the roadway.

Gallery. A ground-floor colonnade
that supports a shed roof or deck
that covers the sidewalk, intended
to provide shade, glare control, and
weather protection.

Gratuitous complication (façades).

Façade modulations that have no
discernible function or meaning.

This does not refer to architectural
ornamentation, which might include
eaves, entablature, bay windows,
oriels, window and door surrounds,
light fixtures, canopies, balconies, or
other historically purposeful aesthetic
embellishments.

Ground Floor. The floor of a building
located nearest to the level of the
existing grade around the building.

Half-Story. The uppermost story of
a building in which the sloping roof
forms the walls. These are often lighted
by dormer windows and include knee
walls under roof slopes.

Industrial Building. A building
or portion of building for which the
primary use is industrial in nature,
and includes manufacturing, assembly,
fabrication, or repair processes.

Local Symmetry. The balanced
distribution of equivalent forms or
spaces on either side of an imaginary
central vertical line. A locally
symmetrical condition occurs only on
a portion of the building, and does not
refer to the entire building or façade.

Lot. A portion of land delineated from
others to host an allowed development.

Lot Line. A front, side, or rear edge of
a lot. For the purpose of this code, lot
line is synonymous with property line.

Loggia. A gallery or room with one or
more open sides. It may be a portion
of a house which has a side open to
a terrace or garden, or it may be a
portion of an upper floor of a building
open to the street.

Massing Increment. An internally
coherent façade composition that is
visually distinguishable from an
adjacent façade composition of the
same project.

Outbuilding. A building on the rear
of a property but separate from, and
smaller in scale than the building
which contains the primary use of the
site.

Open work fence. A fence in
which the solid portions are evenly
distributed and constitute no more
than 50 percent of the total surface
area.

Paseo. A pedestrian path that
provides a connection from one right
of way or civic space to another. They
are publicly-accessible but may be
privately maintained or dedicated to
the City.

Passage. An on-site pedestrian path.

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202 DOWNTOWN WATSONVILLE SPECIFIC PLAN
Pergola. A wooden structure that is
intended to either provide a small area
of shade or define an entrance into an
on-site outdoor space, such as a front
yard or parking lot.

Pier. The vertical elements which,
when dividing shopfronts, often define
bays or Massing Increments.

Primary Building. A building
situated towards the adjacent street or
public open space that accommodates
the primary use of the site. This is
distinguished from an outbuilding,
which is ancillary in use and form,
and sits near the rear of the site.

Primary Entrance. Doors that include
direct access from the sidewalk into a
building, or into a zaguan that leads to
a court.

Primary Façade. The outermost
consistent plane of a building face
along a street.

Podium Building. A building wherein
units are constructed atop a concrete
podium that contains parking and/or
commercial space.

Retail-Ready. (Syn. Flex Unit) A
private frontage type that is designed
to be easily convertible to a retail/
service use. This entails high ceilings,
a shopfront frontage assembly, and
design that does not preclude future
commercial ADA compliance.

Rosewalk. A wide paseo with
residential frontages on either side.

Rowhouse Building. A building
containing an array of side-by side
units.

Shopfront. A ground-floor
frontage assembly that includes an
arrangement of large transparent
windows and a conspicuous entrance
that leads directly into a retail unit.

Shopfronts are spatially defined on
either side by vertical elements called
piers.

Side Yard. The required side setback
area between a side property line and
a structure.

Street. A right of way that provides
multi-modal throughput and
primary points of access to buildings.

Driveways, parking aisles, fire lanes,
and alleys are not streets.

Street, Front. The side of the lot that
is adjacent to a street. For the purpose
of this code, any frontage along the
Main Street Overlay or Gateway
Overlay shall be considered the front.

A property may have multiple fronts.

Street, Side (applicable only to
corner lots). The side of the property
that is adjacent to a street that is
the Main Street Overlay or Gateway
Overlay that is not considered a front
(see Street, Front).

Through Lot. A lot which extends
from one street frontage to another,
across the entire span of the block.

Tower Element. A part of a building
that has a relatively small footprint in
relation to, and is taller than, the rest
of the building.

Trellis. A framework of light wooden
or metal bars, chiefly used as a support
for fruit trees or climbing plants.

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203
CHAPTER 6—LAND USE & ZONING
Page Intentionally Left Blank

Page 1257 of 1385 ends

204 DOWNTOWN WATSONVILLE SPECIFIC PLAN
Chapter 7:

HISTORIC

PRESERVATION

7.1—Historic Resources

7.2—Recommendations

Page 1258 of 1385 ends

205 Page 1259 of 1385
206 DOWNTOWN WATSONVILLE SPECIFIC PLAN

DOWNTOWN

WATSONVILLE IS RICH

WITH HISTORIC

RESOURCES CONTAINING

MANY ELEMENTS OF

HISTORICAL
SIGNIFICANCE.

The Downtown Watsonville Specific
Plan aims to celebrate these historic
resources while preserving them
as fundamental focal and cultural
points of the downtown area. A
reconnaissance-level survey was
conducted early in the planning process
to identify known and potentially
significant historical resources in the
Specific Plan area. While the survey
was completed at the reconnaissancelevel and in-depth property-specific research was not conducted, the
resulting survey findings may be used
as a basis for future planning efforts
in the Specific Plan area by identifying
potential opportunities and constraints
relating to historical resources. In
combination with the City’s existing
historic context statement, the survey
and the recommendations included
in this chapter will assist City staff,
project applicants, and the public
in making informed decisions and
provide a consistent framework for
future identification and treatment of
historical resources. (See Appendix C
for additional information about the
History of Downtown Watsonville).

Page 1260 of 1385 ends

207
CHAPTER 7—HISTORIC PRESERVATION
Section 7.1

HISTORIC RESOURCES
FROM LEFT TO RIGHT—Historic photo of Watsonville Plaza; Historic photo of Fox Theater at the intersection of Main Street and Maple Street.

The Specific Plan area contains 13 properties which are currently listed in the National Register of Historic Places (NRHP), California Register of Historical Resources (CRHR), and/or Watsonville Historic Register. As properties which are currently designated, they qualify as historical resources for the purposes of CEQA.

Page 1261 of 1385 ends

208 DOWNTOWN WATSONVILLE SPECIFIC PLAN
The research and survey efforts also
identified 75 potentially eligible
individual resources within the
Specific Plan area. For the purposes
of future planning efforts, potentially
eligible individual resources were
divided into two tiers (Tier I and Tier
II) based on their level of historic
integrity (ability of a property to
convey its historical associations
or attributes) according to the
Secretary of Interior’s Standard for
the Treatment of Historic Properties .

Tier I resources are those that have a
high degree of historic integrity, while
Tier II resources have less integrity.

The purpose of differentiating Tier
I and Tier II properties is to classify
those properties which have a higher
likelihood of historical resources
eligibility pending further study
and formal evaluation. The survey
identified 58 Tier I and 17 Tier II
resources.

The survey additionally identified
four areas within the DWSP which
contain intact groupings of historic
period development that may, pending
further research, be appropriate
for designation as potential
historic districts or alternatively
as conservation overlay zones.

Recommendations to address potential
impacts and to support future historic
preservation planning efforts have also
been provided.

Designated Resources
The 13 designated historic resources in Downtown Watsonville are shown in Figure 7–1 and described in Table 7–1. These include four buildings listed on the National Register of Historic Places, three deemed eligible for formal listing on the National Register, and six on the local Watsonville Historic Register (HR).

All properties listed on the National Register are also listed on the CRHR and Watsonville HR.

Page 1262 of 1385 ends

PUBLIC REALM IMPROVEMENTS PUBLIC CIRCULATION NETWORK
Bus Shelters Opportunity Site
Gateway
Active Frontages
Potential Parklets
Activity Node Street Trees
Paseos
Intersection Improvements
Midblock Crossings
Transit Facility
9 5 4
10 2
3 1
6 7
8 13
11 12
Potential Individual Resources
Tier 1
Tier 2
Designated Resource
Potential Historic Districts
Main Street Commercial District
East Beach Street Residential Group
West Beach Street Residential Group
West Lake Avenue Bungalows
Main St
Main St
Main St
Freedom Blvd
Walker St
Locust St
W Lake Ave E Lake Ave
2nd St Maple Ave
Grant St
Elm St
W Riverside Dr
E Riverside Dr
E 5th St
E Beach St
Center St
E Front St
W Front St
Union St
Grove St
Rodriguez St
W Beach St
Rodriguez St
Brennan St
Sudden St
Hyde St
Western Dr
fferson St
Marchant St
Carr St
Walker St
W
Riverside
Dr
W 5th St
6th St
Ford St
Kearney St
Watsonville
Plaza
Pa aj ro River
Watsonvil el S ol ugh
0 100’
200’
400’
downtown N 500’
watsonville
specific plan
D Specific Plan Boundary
Building Footprint
Parcel
Rail Line
Park/Open Space
Specific Plan Boundary
Building Footprint
Parcel
Parks/ Open Space
Waterway
9 5 4
10 2
3 1
6 7
8 13
11 12
Potential Individual Resources
Tier 1
Tier 2
Designated Resource
Potential Historic Districts
Main Street Commercial District
East Beach Street Residential Group
West Beach Street Residential Group
West Lake Avenue Bungalows
Main St
Main St
Main St
Freedom Blvd
Walker St
Locust St
W Lake Ave E Lake Ave
2nd St Maple Ave
Grant St
Elm St
W Riverside Dr
E Riverside Dr
E 5th St
E Beach St
Center St
E Front St
W Front St
Union St
Grove St
Rodriguez St
W Beach St
Rodriguez St
Brennan St
Sudden St
Hyde St
Western Dr
Jefferson St
Marchant St
Carr St
Walker St
W
Riverside
Dr
W 5th St
6th St
Ford St
Kearney St
Watsonville
Plaza
Pa aj ro River
Watsonvil el S ol ugh
0 100’
200’
400’
downtown N 500’
watsonville
specific plan
D Specific Plan Boundary
Building Footprint
Parcel
Rail Line
Park/Open Space
209
CHAPTER 7—HISTORIC PRESERVATION
Figure 7–1

DESIGNATED

RESOURCES
Designated Resource
Potential Individual Resources

Page 1263 of 1385 ends

1 2 3
4 5 6 7
210 DOWNTOWN WATSONVILLE SPECIFIC PLAN
Watsonville Woman’s Club
12 Brennan Street

ARCHITECTURAL STYLE/

ASSOCIATED ARCHITECT
Tudor Revival
Frank Wyckoff, Architect

DATE OF

CONSTRUCTION
1917

DESIGNATION
Watsonville HR
“Judge” Julius Lee House/Lewis Home
128 East Beach Street

ARCHITECTURAL STYLE/

ASSOCIATED ARCHITECT
Queen Anne Victorian
William Weeks, Architect

DATE OF

CONSTRUCTION
1884

DESIGNATION
NRHP, CRHR and
the Watsonville HR
Porter Building
280 Main Street

ARCHITECTURAL STYLE/

ASSOCIATED ARCHITECT
Classical Revival
William Weeks, Architect

DATE OF

CONSTRUCTION
1903

DESIGNATION
Watsonville HR
(located on City
Hall property)
Tyler/Ash House
225 East Lake Avenue

ARCHITECTURAL STYLE/

ASSOCIATED ARCHITECT
Queen Anne Victorian
William Weeks, Architect

DATE OF

CONSTRUCTION
1890’s

DESIGNATION
Watsonville HR
Wells Fargo Building
326 Main Street

ARCHITECTURAL STYLE/

ASSOCIATED ARCHITECT
Art Deco
H.H. Winner, Architect

DATE OF

CONSTRUCTION
1940

DESIGNATION
Determined
eligible for listing
in the NRHP (2S2)
Lettunich Building
406 Main Street

ARCHITECTURAL STYLE/

ASSOCIATED ARCHITECT
Renaissance Revival/Chicago Style
William Weeks, Architect

DATE OF

CONSTRUCTION
1911

DESIGNATION
NRHP, CRHR and
the Watsonville HR
Mansion House Hotel
418-428 Main Street

ARCHITECTURAL STYLE/

ASSOCIATED ARCHITECT
Second Empire
Thomas Beck, Architect

DATE OF

CONSTRUCTION
1871

DESIGNATION
NRHP, CRHR and
the Watsonville HR
Table 7–1

DESIGNATED

RESOURCES

Page 1264 of 1385 ends

8 9 10 11
12 13
211
Kalich Building
426-434 Main Street

ARCHITECTURAL STYLE/

ASSOCIATED ARCHITECT
Renaissance Revival
William Weeks, Architect

DATE OF

CONSTRUCTION
1914

DESIGNATION
Watsonville HR
Watsonville City Plaza
Bounded by Main, Peck, Union, and
East Beach Streets

ARCHITECTURAL STYLE/

ASSOCIATED ARCHITECT
William Weeks, Architect (bandstand)

DATE OF

CONSTRUCTION
1906 (bandstand)

DESIGNATION
NRHP, CRHR and
the Watsonville HR
318 Union Street

ARCHITECTURAL STYLE/

ASSOCIATED ARCHITECT
Spanish Colonial Revival
Lorimer Rich, Architect

DATE OF

CONSTRUCTION
1937

DESIGNATION
Determined
eligible for listing
in the NRHP (2S2)
Resetar Hotel
15 West Lake Avenue

ARCHITECTURAL STYLE/

ASSOCIATED ARCHITECT
Spanish Colonial
William Weeks, Architect

DATE OF

CONSTRUCTION
1927

DESIGNATION
Determined
eligible for listing
in the NRHP (2S2)
26 West Beach Street

ARCHITECTURAL STYLE/

ASSOCIATED ARCHITECT
Neoclassical Revival
William Weeks, Architect

DATE OF

CONSTRUCTION
1911

DESIGNATION
Watsonville HR
Jefsen Hotel
6 East Lake Avenue

ARCHITECTURAL STYLE/

ASSOCIATED ARCHITECT
Italianate

DATE OF

CONSTRUCTION
1902-1907

DESIGNATION
Watsonville HR

Page 1265 of 1385 ends

212 DOWNTOWN WATSONVILLE SPECIFIC PLAN

FROM LEFT TO RIGHT, TOP TO
BOTTOM— The “Judge” Julius Lee
House/Lewis Home is a Victorian Style
Single-family house with a circular two
story tower; Classical Revival Porter
Building on Main Street.

Eligible Resources
The research and survey efforts also
identified 75 potentially eligible
individual resources within the
Specific Plan area. These potential
resources are not currently designated
but have potential to be eligible
historical resources pending further
study. For the purposes of future
planning efforts, potentially eligible
individual resources were divided
into two tiers (Tier I and Tier II) based
on their level of integrity. These are
shown in Figure 7–2 and further
described in Appendix C: Historic
Report. Potentially eligible individual
resources identified vary in their type
and include single-family residential,
multiple types of commercial
properties, in addition to institutional
and industrial properties. The
architectural styles of the identified
buildings also include a wide range
of styles, among them Victorian,
Craftsman, and Period Revival.

Tier I resources (58 total) are those
that have a high degree of historic
integrity, while Tier II resources (17
total) have less integrity and have
been more substantially modified
through the replacement of historic
fabric and/or modification. The
purpose of differentiating Tier I and
Tier II properties is to classify those
properties which have a higher
likelihood of historical resources
eligibility pending further study and
formal evaluation.

Potential Historic
Districts
In addition to the potentially eligible
individual resources in Downtown,
the survey identified several areas
within the Specific Plan area that
feature intact and cohesive groupings
of historic-period development
and common historical and/or
architectural trends. Pending further
research, the following groupings may
be found eligible as historic districts or
conservation overlay zones depending
on their significance, integrity, and
applicable designation criteria. These
four groupings, shown in Figure 7–2,
are concentrated in clearly defined
geographical areas and may contain
contributing and non-contributing
resources pending further study.

Page 1266 of 1385 ends

Potential Individual Resources
Tier 1
Tier 2
Designated Resource
Potential Historic Districts
Main Street Commercial District
East Beach Street Residential Group
West Beach Street Residential Group
West Lake Avenue Bungalows
Main St
Main St
Main St
Freedom Blvd
Walker St
Locust St
W Lake Ave E Lake Ave
2nd St Maple Ave
Grant St
Elm St
W Riverside Dr
E Riverside Dr
E 5th St
E Beach St
Center S
E Front St
W Front St
Union St
Grove St
Rodriguez St
W Beach St
Rodriguez St
Brennan St
Sudden St
Hyde St
Western Dr
Marchant St
Carr St
Walker St
W
Riverside
Dr
W 5th St
6th St
Ford St
Kearney St
Watsonville
Plaza
Pa aj ro River
Watsonvil el S ol ugh
0 100’
200’
400’
downtown N 500’
watsonville
specific plan
D Specific Plan Boundary
Building Footprint
Parcel
Rail Line
Park/Open Space
Figure 7–2

SURVEY FINDINGS

OF EXISTING
& POTENTIAL

RESOURCES
Tier 1 Main Street Commercial District
East Beach Street Residential Group
West Beach Street Residential Group
West Lake Avenue Bungalows
Tier 2
Designated Resource
Potential Individual Resources Potential Historic Districts Specific Plan Boundary
Building Footprint
Parks/ Open Space
Waterway
Potential Individual Resources
Tier 1
Tier 2
Designated Resource
Potential Historic Districts
Main Street Commercial District
East Beach Street Residential Group
West Beach Street Residential Group
West Lake Avenue Bungalows
Main St
Main St
Main St
Freedom Blvd
Walker St
Locust St
W Lake Ave E Lake Ave
2nd St Maple Ave
Grant St
Elm St
W Riverside Dr
E Riverside Dr
E 5th St
E Beach St
Center St
E Front St
W Front St
Union St
Grove St
Rodriguez St
W Beach St
Rodriguez St
Brennan St
Sudden St
Hyde St
Western Dr
Jefferson St
Marchant St
Carr St
Walker St
W
Riverside
Dr
W 5th St
6th St
Ford St
Kearney St
Watsonville
Plaza
Pa aj ro River
Watsonvil el S ol ugh
0 100’
200’
400’
downtown N 500’
watsonville
specific plan
D Specific Plan Boundary
Building Footprint
Parcel
Rail Line
Park/Open Space
213 Page 1267 of 1385
Tier 1 Main Street Commercial District
Tier 2
Designated Resource
Potential Individual Resources Potential Historic District Figure 7–3

MAIN STREET COMMERCIAL DISTRICT
214 DOWNTOWN WATSONVILLE SPECIFIC PLAN
Main Street Commercial District
The Main Street Commercial District is located centrally within Watsonville, the Specific Plan area, and the Downtown Core character area. It encompasses 49 Santa Cruz County Assessor parcels and approximately three blocks of Main Street generally between Maple/2nd Street and West 5th Street. A review of assessor data and Sanborn Fire Insurance Company (Sanborn) Maps indicates many of the buildings within this area were constructed around the turn of the 20th century as part of the development of the city’s commercial core, a use it has retained to the present. The buildings within this potential district range between 2 to 5 stories and vary in their architectural style, including examples of Italianate, Queen Anne, and Mediterranean Revival. They share common characteristics and functions which foster the corridor’s feeling and association as a downtown commercial core. These characteristics also include the relationship of the structures to the sidewalk and street, as well as to one another.

See Figure 7–3.
! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !
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!
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!
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!
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!
! !
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!
!
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! ! !
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! ! !
! !
! !
+
Cultural
Center
Watsonville
Plaza
Marinovich
Park
Main St
Walker St
2nd St
Rodriguez St
Ford St
W Beach St
Brennan St
Maple
Ave
E Lake
Ave
E Beach St
6th St
W Lake
Ave
W 5th St
Carr St
Hyde St
Kilburn St
Western Dr
8th St
Eastern Dr
t
E 5th St
Union St
Kearney St
* Note: Map is not to scale.

Specific Plan Boundary
Parks/ Open Space

Page 1268 of 1385 ends

Figure 7–4

EAST BEACH STREET RESIDENTIAL DISTRICT
215
CHAPTER 7—HISTORIC PRESERVATION
Tier 1 East Beach Street Residential Group
Tier 2
Designated Resource
Potential Individual Resources Potential Historic District East Beach Street Residential District
The East Beach Street Residential Group includes approximately 12 Santa Cruz County Assessor parcels that line the north and south sides of East Beach Street between Union Street and Marchant Street adjacent (to the east) to the previously described Main Street Commercial Historic District. Available data suggests that many of the buildings in this group were constructed concurrently within those in the commercial district, around the turn of the 20th century. While some of the buildings in the district have been converted to commercial properties, the district historically supported residential use. Potential contributors are primarily, large, multi-story residential buildings which feature variations of the Victorian Style. Figure 7–4.
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! ! ! !
! ! ! ! ! ! !
! ! !
! !
! !
Watsonville
Plaza
Main St
Brennan St
Maple
Ave
E Lake
Ave
E Beach St
Sudden St
Carr St
Center St
E 5th St
E 5th St
Union St
* Note: Map is not to scale.

Specific Plan Boundary
Parks/ Open Space

Page 1269 of 1385 ends

Figure 7–5

WEST BEACH STREET RESIDENTIAL DISTRICT
216 DOWNTOWN WATSONVILLE SPECIFIC PLAN
Tier 1 West Beach Street Residential Group
Tier 2
Potential Individual Resources Potential Historic District West Beach Street Residential District
The West Beach Street Residential Group includes approximately 20 Santa Cruz County Assessor parcels that line the north and south sides of West Beach Street between Walker Street and Rodriguez Street. This potential district is also located adjacent (to the west) to the Main Street Commercial Historic District and historically supported residential use. Potential contributors were constructed around the turn of the 20th century. This group also primarily displays variations of the Victorian Style and while high style examples are present, buildings in this group are typically smaller and more vernacular than those in the East Beach Street Residential Group. Parcels in this group typically feature multiple residences on one parcel. See Figure 7–5.
! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !
! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !
! ! ! ! !
!
! ! !
Marinovich
Park
Walker St
2nd St
Rodriguez St
W Beach St
6th St
earney St
W Lake
Ave
Pine St
W 5th St
urn St
Kearney St
Specific Plan BoundaryWaterway
Potential Historic D
* Note: Map is not to scale.

Specific Plan Boundary
Parks/ Open Space

Page 1270 of 1385 ends

Figure 7–6

WEST LAKE AVENUE DISTRICT
217
CHAPTER 7—HISTORIC PRESERVATION
Tier 1 West Lake Avenue Bungalows
Potential Individual Resources Potential Historic District West Lake Avenue Bungalows
The West Lake Avenue Bungalows encompasses nine Santa Cruz County Assessor parcels, which, assessor’s data indicates were constructed in 1919. The group is located on West Lake Avenue between Rodriguez Street and Main Street just west of the Main Street Commercial Historic District. The group features eight bungalows laid out in a bungalow court design; two of the bungalows face south onto West Lake Avenue, and the remainder are east and west-facing along a private road extending off West Lake Avenue. Most of the potential contributors were designed in the Craftsman Style and display characteristic features of the style, for example wide overhanding eaves, decorative (false) beams under gables and full or partial width porches. At least one of the bungalows in the group displays a Folk Victorian, rather than the Craftsman Style. The research conducted for this study indicates that this is a rare property type within the Specific Plan area. Figure 7–6.
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* Note: Map is not to scale.

Specific Plan Boundary
Parks/ Open Space W Lake Ave
Rodriguez St

Page 1271 of 1385 ends

218 DOWNTOWN WATSONVILLE SPECIFIC PLAN
Section 7.2

RECOMMENDATIONS
As future planning and development efforts proceed under implementation of the DWSP, there is a potential for impacts to historical resources to occur, should those resources be demolished or altered in an adverse manner. To address these potential impacts and to inform future historic preservation planning efforts, the following recommendations have been made for individual resources and groupings of historical resources. Please see Appendix C for further direction.

BOTTOM LEFT—Historic photo of the Resetar Hotel along Main Street.

Individual Resources
During the project planning phase,
and prior to permit approval for
a specific project, it should be
confirmed if there are any historical
resources which could be impacted
by the project. If the property is not
currently designated but does contain
built environment features over 45
years of age, a historical resources
evaluation should be prepared by a
qualified architectural historian or
historian who meets the Secretary
of the Interior’s PQS in architectural
history or history (36 CFR Part 61). The
qualified architectural historian or
historian should conduct an intensivelevel evaluation in accordance with the guidelines and best practices
promulgated by the State Office of
Historic Preservation (OHP) to identify
any potential historical resources
within the proposed project area. All
properties 45 years of age or older
should be evaluated within their
historic context and documented
in a report meeting the State OHP
guidelines. All evaluated properties
should be documented on Department
of Parks and Recreation Series 523
Forms. The report should be submitted
to the City for review and concurrence.

If it is determined that the project site
contains a historical resource, efforts
should be made to avoid impacts as
feasible. Any relocation, rehabilitation,
or alteration of the resource should
be implemented consistent with The
Secretary of the Interior’s Standards
for the Treatments of Historic
Properties (Standards). In accordance
with CEQA, a project that has been
determined to conform with the
Standards generally would not cause
a significant adverse direct or indirect
impact to historical resources (14 CCR
Section 15126.4[b][1]).

Page 1272 of 1385 ends

Watsonville City CouncilOctober 10, 2023

Watsonville City Council
October 10, 2023