Agenda packet — West Sacramento City Council, January 17, 2024 (part 6 of 9)

ANALYSIS
The City Attorney and City staff have reviewed the current Municipal Code Chapter 2.18 and SB 1439, Section 84308. The action being recommended is outlined below and in the attached Draft Ordinance 24-4.

1. Eliminate the condition triggering an increase of the $250 limit to $500: Staff recommends that the limit should remain constant during an election cycle, regardless of the amount (or whether) a candidate contributes more than $2500 to their own campaign from their personal funds during an election cycle.

There have been ten elections since the trigger was implemented in 2002 and in each one the increased contribution limit has been triggered, with the exception of 2004 and 2008. Additionally, although staff have not kept statistics on the number of questions or errors related to the limit and reporting requirements over time, from an anecdotal standpoint these issues have arisen frequently and eliminating the trigger will help mitigate those issues.

2. Establish a campaign contribution limit. Staff is seeking Council direction regarding limits to campaign contributions and recommends that the campaign contribution limit be set to either $250 or $500. A contribution limit of $250 would eliminate the need for officials to track the parties or participants making contributions to campaigns involved in certain decisions that come before the Council. A contribution limit of $500 would require candidates to abide by the rules set by SB 1439.

Draft Ordinance 24-4 revises Chapter 2.18 to raise the local contribution limit to $500 and eliminates the initial $250 cap, therefore, eliminating the trigger to raise the contribution limit when a candidate contributes more than $2,500 to their own campaign from their personal funds during an election cycle.

Environmental Considerations
N/A
Commission Recommendation
N/A
Strategic Plan Integration
N/A
Alternatives
Ordinance 24-4 is drafted to revise Chapter 2.18 to raise the local contribution limit to $500, to eliminate the initial $250 cap, and to eliminate the trigger to raise the contribution limit when a candidate contributes more than $2500 to their own campaign from their personal funds during an election cycle. Alternatives to amend Chapter

2.18 include:

1. Decline to adopt Ordinance 24-4, and direct staff to return at a future meeting with revised recommendations; or

2. Decline to adopt Ordinance 24-4, and direct staff not to return with revised recommendations.

Coordination and Review
This report was coordinated with the City Attorney.

Budget/Cost Impact
N/A

ATTACHMENT

1. Ordinance 24-4
766
ORDINANCE 24-4

AN ORDINANCE OF THE CITY COUNCIL OF THE

CITY OF WEST SACRAMENTO
AMENDING CHAPTER 2.18 OF THE MUNICIPAL CODE RELATED TO CAMPAIGN

CONTRIBUTION LIMITATIONS
The City Council of the City of West Sacramento does ordain as follows:

Section 1. Purpose and Authority. The purpose of this Ordinance is to amend Chapter

2.18 of the Municipal Code related to campaign contribution limitations. The City Council enacts this Ordinance in accordance with the authority granted to cities by state law.

Section 2. Amendment of Chapter.

Chapter 2.18 of the West Sacramento Municipal Code is hereby amended to read as follows:

Sections:

2.18.010 Title.

2.18.020 Findings.

2.18.030 Purpose and intent.

2.18.040 Definitions.

2.18.050 Contribution limitations.

2.18.070 Making and acceptance of a contribution.

2.18.080 Aggregation of contributions.

2.18.090 Contributions by spouses and children.

2.18.100 Contributions by spouse, children or family members of candidate.

2.18.110 Effective date of contribution limitations.

2.18.120 Application of state laws.

2.18.130 Enforcement.

2.18.010 Title.

This chapter may be cited as the “Campaign Contribution Limits Code” of the city of West Sacramento. (Ord. 14-2 § 2; Ord. 11-5 § 2; Ord. 10-9 § 2; Ord. 04-11 § 2; Ord. 02-5 § 2)

2.18.020 Findings.

The city council of the city of West Sacramento finds and declares as follows:

A. The policy of this city is to protect the integrity of the electoral process. Local government should serve the needs and respond to the wishes of all citizens equally, without regard to their wealth.

B. Monetary contributions to political campaigns are a legitimate form of participation in the political process, but the financial strength of certain individuals or organizations should not permit them to exercise a disproportionate or controlling influence on the election of candidates for municipal office.

C. The increasing amounts of expenditures in political campaigns have forced many candidates for elective office to raise larger and larger sums from individuals or interest groups with a specific financial stake in city matters. This can cause a public perception that the decisions of the mayor and city council members are being improperly influenced by monetary contributions. These perceptions can undermine the credibility of the mayor and city council and the elective and governmental processes.
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D. The best interests of the citizens of the city are served by reducing direct and indirect campaign contributions.

E. The city finds that limitations on contributions of money, services and materials by individuals or groups to municipal election campaigns should be imposed by law to protect the public health, safety and welfare. These limitations, however, should be reasonable so as not to discourage personal expression or participation in the political process.

F. Campaign spending for municipal office campaigns is escalating to dangerous and unreasonable levels. The integrity of the legislative process, the competitiveness of campaigns, and public confidence in elected municipal officials are all diminishing because of the perceived effects of large campaign contributions. (Ord. 14-2 § 2; Ord. 11-5 § 2; Ord. 10-9 § 2; Ord. 04-11 § 2; Ord. 02-5 § 2)

2.18.030 Purpose and intent.

The city council of the city enacts the ordinance codified in this chapter to accomplish the following purposes:

A. To encourage public trust in the electoral and decision-making processes of the city, and to ensure that individuals and interest groups have a fair and equal opportunity to participate in the elective and legislative process;
B. To reduce the potential for influence by large contributors with a specific financial stake in matters before the city, thus countering the perception that decisions of municipal officials are influenced by the size of contributions rather than by the merits of proposals and the best interests of the people of the city;
C. To encourage smaller contributions;
D. To help ensure public trust in the city’s legislative and electoral institutions; E. To limit the use of loans and credit in the financing of political campaigns for city elective office;
F. To provide, in conjunction with the Political Reform Act and the regulations adopted by the California Fair Political Practices Commission implementing the Political Reform Act, a comprehensive system for regulating the conduct of campaigns for city elective office which, for example, prohibits defined officials from receiving or soliciting campaign contributions of more than five hundred dollars from defined persons during proceedings before the city in which such defined persons are interested and for three months thereafter (Government Code Section 84308). (Ord. 14-2 § 2; Ord. 11-5 § 2; Ord. 10-9 § 2; Ord. 04-11 § 2; Ord. 02-5 § 2)

2.18.040 Definitions.

Unless a particular word or phrase is otherwise specifically defined in this chapter, or the contrary is stated or clearly appears from the context, the definitions set forth in the Political Reform Act of 1974 (Government Code Section 81000 et seq.) shall govern the constructions, meaning and application of words and phrases used in this chapter. References to particular sections of the Government Code or other statutes or laws, including references in this section, shall be deemed to include any changes to such sections, statutes or laws, including any amendments, deletions, additions, renumberings or recodifications that may occur subsequent to the enactment of the ordinance codified in this chapter. “California Political Reform Act” means the California Political Reform Act, Government Code Section 81000 et seq., and implementing regulations promulgated by the Fair Political Practices Commission set forth in Title 2 of the California Administrative Code Section 18000 et seq., as they may be modified from time to time.
“Campaign contribution account” means an account established pursuant to California Government Code Section 85201.
“Candidate” means an individual who has filed a statement pursuant to California Government Code Section 85200 indicating an intent to run for city elective office. “City” means the city of West Sacramento.
“City elective office” means the office of mayor and the office of city council member. 768
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“Contribution” means contribution as defined in California Government Code Section 82015, and shall include nonmonetary contributions, extensions of credit, and loans (including credit card advances) to the extent that these are considered contributions pursuant to California Government Code Section 84216, subject to the following:

1. Unsecured Loans. Except as otherwise provided in subsection 3, if the loan is not secured or guaranteed, it shall be considered a contribution from the lender and shall be subject to the contribution limits of this chapter.

2. Secured or Guaranteed Loans. Notwithstanding California Government Code Section 84216, a loan which is secured or guaranteed shall be considered a contribution from the lender and guarantor or person whose property secures the loan and shall be subject to the contribution limits of this chapter, except as otherwise provided in subsection 3.

3. Loans to Candidates from Commercial Lending Institutions. A loan made to a candidate by a commercial lending institution in the regular course of business on the same terms available to members of the public which is either unsecured, personally guaranteed by the candidate, or secured by property owned by the candidate, shall not be considered a contribution from the lender. Such loans shall, however, be considered a contribution of personal funds from the candidate for the purpose of Section 2.18.050(A). “Controlled committee” means a controlled committee as defined in California Government Code Section 82016.
“Election cycle” means:

1. For general elections to city elective office, the period from the day after the election until the day of the next election for the same city elective office;

2. For special elections to city elective office, the period from the day on which the seat becomes vacant until the day of the special election;

3. In the case of a recall, the period from the date of the filing of the notice of intention to circulate a recall petition until the date of the election. This election cycle shall also apply to candidates to fill a vacancy in the city elective office that may be created by such recall. “Late contribution” means a late contribution as defined in California Government Code Section 82036, except that for purposes of this chapter, the dollar threshold contained in Section 82036 shall be revised to read five hundred dollars for the period beginning ninety days prior to the election and ending seventeen days prior to the election, and one hundred dollars for the period beginning sixteen days prior to the election. “Person” means an individual or any proprietorship, labor union, firm, partnership, joint venture, syndicate, business trust, company, corporation, association, political action committee, committee or any other entity or organization or group of persons, however organized. (Ord. 14-2 § 2; Ord. 11-5 § 2; Ord. 10-9 § 2; Ord. 04-11 § 2; Ord. 02-5 § 2)

2.18.050 Contribution limitations.

A. Contribution Limits to City Council Elections.

1. Limitation on Contribution from Persons to Candidate for City Elective Office. No person shall make, and no candidate for city elective office or a controlled committee of the candidate or person acting by or on behalf of the candidate or the candidate’s controlled committee shall accept, any contribution which would cause the total amount contributed by that person during any election cycle to the candidate, or to the candidate’s controlled committee, to exceed five hundred dollars.

2. Contribution of Personal Funds to a Candidate’s Own Campaign. Nothing in this section is intended to limit the amount a candidate may contribute to his or her campaign for city elective office from his or her personal funds. Loans made to a candidate by a commercial lending institution in the regular course of business on the same terms available to members of the public will be considered a contribution of personal funds for purposes of this section.

3. Written Solicitations by Candidates. Any candidate or his or her controlled committee making a written solicitation for a contribution for the candidate’s campaign for city 769
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elective office shall include the following written notice in no less than eight-point type on each such solicitation:

NOTICE
The West Sacramento Municipal Code limits the amount a contributor may give to a candidate for elective office to an aggregate total of five hundred dollars. This includes contributions to the candidate, and to persons or committees controlled by the candidate.

4. Exception for Campaign Indebtedness. A contribution specifically made to, accepted by and expended by a candidate or incumbent for the purpose of eliminating campaign debts incurred by the candidate or incumbent in the course of a previous campaign for city elective office shall be considered a contribution made and accepted during the election cycle in which the debts were incurred. (Ord. 14-2 § 2; Ord. 11-5 § 2; Ord. 10-9 § 2; Ord. 04-11 § 2; Ord. 02-5 § 2)

2.18.070 Making and acceptance of a contribution.

For purposes of this chapter, a contribution shall be considered to have been “made” and “accepted” as follows:

A. Monetary Contributions.

1. Making of Monetary Contributions. For purposes of the contribution limitations of this chapter, a monetary contribution is “made” on the date the contribution is mailed, delivered or otherwise transmitted to the candidate or controlled committee. The date of the check or other negotiable instrument by which the contribution is made may be presumed by the candidate, committee, or person receiving the contribution to be the date on which the contribution is mailed, delivered or otherwise transmitted, unless it is known to the candidate, committee, or person receiving the contribution to be later than the date the contribution is mailed, delivered or otherwise transmitted, in which case the earlier date shall be considered the date on which the contribution is “made.”

2. Acceptance of Monetary Contributions. For purposes of the contribution limits of this chapter, a monetary contribution shall be deemed “accepted” on the date that it is made; provided that a monetary contribution shall not be considered accepted for purposes of this chapter if it is not cashed, negotiated or deposited and, in addition, is returned to the donor within fourteen days of receipt.

B. Nonmonetary Contributions.

1. Making of Nonmonetary Contributions. A nonmonetary contribution is “made” by the contributor on the earlier of the following dates:
a. The date that funds are expended by the contributor for goods or services if the specific expenditure is made at the request of the candidate or controlled committee; b. The date that the candidate or controlled committee, or agent of the candidate or controlled committee obtains possession or control of the goods or services; or c. The date that the candidate or controlled committee otherwise receives the benefit of the expenditure.

2. Acceptance of Nonmonetary Contributions. A nonmonetary contribution is deemed “accepted” on the date that it is “made” by the contributor; provided that a nonmonetary contribution shall be deemed not to have been accepted for purposes of this chapter if it is returned within fourteen days of having been made by returning to the contributor any of the following:
a. The nonmonetary contribution;
b. Its monetary equivalent; or
c. The monetary amount by which the value of the nonmonetary contribution exceeds the contribution limits of this chapter.
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(Ord. 14-2 § 2; Ord. 11-5 § 2; Ord. 10-9 § 2; Ord. 04-11 § 2; Ord. 02-5 § 2)

2.18.080 Aggregation of contributions.

A. All contributions made during an election cycle directly to a candidate or to any of the candidate’s controlled committees shall be aggregated for purposes of the five hundreddollar individual contribution limitation established in Section 2.18.050(A).

B. The limit established in Section 2.18.050 pertains to the aggregate total of all contributions made during an election cycle for or against a candidate for elective office. This amount includes the total of the contributions to the candidate or to the candidate’s controlled committees for or against the candidate.

C. All payments made by a person or organization whose contributions or expenditure activities are financed, maintained or controlled by any corporation, labor organization, association, political party or any other person or committee, including any parent, subsidiary, branch, division, department or local unit of the corporation, labor organization, association, political party or any other person, or by any group of such persons, shall be considered to be made by the person financing, maintaining or controlling the contribution or expenditure.

D. Two or more persons shall be treated as one and the same person for purposes of the contribution limitations set forth in Section 2.18.050, and their contributions shall be aggregated and shall not exceed the limitations set forth in Section 2.18.050, in the following situations:

1. Related Entities. Two or more entities shall be treated as one person when such entities:
a. Share the majority of members of their boards of directors, b. Share two or more corporate officers,
c. Are owned or controlled by the same majority shareholder or shareholders, or d. Are in a parent-subsidiary relationship. A parent-subsidiary relationship exists when one corporation directly or indirectly owns shares possessing more than fifty percent of the voting power of another corporation;

2. Controlling Interest. A person and any general or limited partnership in which the person is a general partner, or a person and any corporation in which the person owns a controlling interest, shall be treated as one person. For purposes of this subsection, a controlling interest in a corporation means fifty percent or more of the voting power of a corporation.

E. Notwithstanding the provisions of Section 2.18.130, candidates and controlled committees shall not be deemed to be in violation of this section if any of them accepts a contribution from a person that was made in violation of the contribution limits of this chapter. It is the intent of this section to make contributors, and not candidates or controlled committees liable for violations occurring as a result of the applicability of this chapter to contribution limits.

F. A candidate for city elective office may transfer campaign funds from one controlled committee to another controlled committee of the same candidate. Contributions transferred shall be attributed to specific contributors using methods set forth in the Political Reform Act. Transferred funds, when aggregated with all other contributions from the same contributor, may not exceed the limits set forth in Section 2.18.050. (Ord. 14-2 § 2; Ord. 11-5 § 2; Ord. 10-9 § 2; Ord. 04-11 § 2; Ord. 02-5 § 2)

2.18.090 Contributions by spouses and children.

A. Contributions by a husband and wife shall be treated as separate contributions and shall not be aggregated.

B. Contributions by dependent children shall be treated as contributions by their parents and attributed proportionately to each parent (one-half to each parent or the total amount to a single custodial parent). (Ord. 14-2 § 2; Ord. 11-5 § 2; Ord. 10-9 § 2; Ord. 04-11 § 2; Ord. 02-5 § 2)
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2.18.100 Contributions by spouse, children or family members of candidate.

Contributions to a candidate by his or her spouse, children or any other family member shall be subject to the contribution limits of this chapter. (Ord. 14-2 § 2; Ord. 11-5 § 2; Ord. 10-9 § 2; Ord. 04-11 § 2; Ord. 02-5 § 2)

2.18.110 Effective date of contribution limitations.

A. Notwithstanding the date of adoption and the effective date of the ordinance codified in this chapter, and except as otherwise provided in subsections B and C of this section, the contribution limits of this chapter shall apply to contributions made on or after January 1, 1993, to any candidate for city elective office, including an incumbent, who sought or who will seek election in any election for city elective office. Contributions made prior to January 1, 1993, shall not be considered for purposes of the individual contribution limits contained in Sections 2.18.050 and 2.18.080.

B. Contributions made prior to the effective date of Ordinance No. 02-5, shall not be considered or aggregated for purposes of the contribution limits contained in Sections

2.18.050(B) and 2.18.080(B).

C. No candidate or controlled committee shall be deemed to have violated any provisions of this chapter solely because contributions in excess of the limitations contained in Sections 2.18.050 and 2.18.080 were accepted or made before the date specified in subsection A or B of this section. Nothing in this subsection shall be deemed to require the return of any contribution made prior to the effective date of the ordinance codified in this chapter. (Ord. 14-2 § 2; Ord. 11-5 § 2; Ord. 10-9 § 2; Ord. 04-11 § 2; Ord. 02-5 § 2)

2.18.120 Application of state laws.

Nothing in this chapter shall be deemed to exempt any person from complying with applicable provisions of any other laws of this state, including, but not limited to, the contribution limitations contained within the California Political Reform Act for special elections. (Ord. 14-2 § 2; Ord. 11-5 § 2; Ord. 10-9 § 2; Ord. 04-11 § 2; Ord. 02-5 § 2)

2.18.130 Enforcement.

A. Any person who willfully or knowingly violates any provision of this chapter is guilty of a misdemeanor.

B. If the city clerk discovers through a campaign statement that any provision of this chapter has been violated, the city clerk shall promptly notify the District Attorney. (Ord. 14-2 § 2; Ord. 11-5 § 2; Ord. 10-9 § 2; Ord. 04-11 § 2; Ord. 02-5 § 22311) Section 3. Severability. If any provision of this chapter, or the application of any such provision to any person or circumstance shall be held invalid, the remainder of this chapter, to the extent it can be given effect, or the application of those provisions to persons or circumstances other than those as to which it is held invalid, shall not be affected thereby, and to this end the provisions of this chapter are severable.

Section 4. Effective Date and Publication. This ordinance shall take effect 30 days after its adoption, and pursuant to Resolution 99-46 was published in summary format prior to adoption, and a summary will be published within 15 days after adoption in a paper of general circulation published and circulated within the City of West Sacramento.

PASSED AND ADOPTED by the City Council of the City of West Sacramento this 17 day of January, 2024, by the following vote:

AYES:
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NOES:

ABSENT:

ABSTAIN:

Martha Guerrero, Mayor
ATTEST: Approved as to form:

Jennifer Cusmir, City Clerk Jeffrey Mitchell, City Attorney CODIFY x UNCODIFY __________
773

CITY COUNCIL AGENDA REPORT
MEETING DATE: January 17, 2024 ITEM # 20
SUBJECT:

CONSIDERATION OF RESOLUTION 24-6 AMENDING THE TIME AND DATE FOR THE 2024/25 REGULAR MEETINGS OF THE CITY COUNCIL
INITIATED OR REQUESTED BY: REPORT COORDINATED OR PREPARED BY:
[ ] Council [X] Staff
[ ] Other
Amanda Berlin, Assistant City Manager
City Manager’s Office
ATTACHMENT [X] Yes [ ] No [ ] Information [ ] Direction [X] Action

OBJECTIVE
The objective of this report is to seek Council approval of the amendment to the City Council meetings scheduled for February 1, 2024 through January 31, 2025. The amendment would change the date of the second City Council meeting in June from June 19 to June 26, 2024.

RECOMMENDED ACTION
It is respectfully recommended that the City Council adopt Resolution 24-6 amending the time and date for City Council meetings commencing February 1, 2024 through January 31, 2025.

BACKGROUND
The City Council generally meets on the first and third Wednesdays of the month. In the fall of each year, the Council reviews the meeting calendar with consideration given to holidays and other regular Council obligations.

Resolution 23-76, setting the regular Council meeting schedule for 2024/25 was adopted by the City Council on November 15, 2023.

On June 28, 2023, the City Council adopted the FY 2023/24 and FY 2024/24 Operations & Maintenance (O&M) budget which included Juneteenth (June 19) as a city paid employee holiday.

In the year 2024, June 19 falls on the third Wednesday of the month.

ANALYSIS
Resolution 24-6 amends the date of the second regular City Council meeting, changing the date from June 19, 2024 to June 26, 2024 to prevent the meeting from being the same date as a City holiday.

Environmental Considerations
N/A
Commission Recommendations
N/A
Strategic Plan Integration
N/A
Alternatives

1. The Council may choose to keep the regular meeting schedule on the first and third Wednesdays of the month and cancel meetings or hold special meetings, as necessary.

2. The Council may choose a different date other than June 26, 2024 on which to scheduled the City Council meeting.

Coordination and Review
N/A
Budget Cost Impact
N/A

ATTACHMENT
1) Resolution 24-6
774
RESOLUTION 24-6

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF WEST SACRAMENTO AMENDING THE TIME AND DATE FOR THE FEBRUARY 2024 - JANUARY 2025 REGULAR

MEETINGS OF THE CITY COUNCIL
WHEREAS, Municipal Code Section 2.04.010(c) states that the time of regular City Council meetings shall be set by resolution and may be amended from time to time; and WHEREAS, the City Council adopted the FY 2023/24 and FY 2024/24 Operations & Maintenance (O&M) budget on June 28, 2023; and
WHEREAS, the adopted budget included Juneteenth (June 19) as a city paid employee holiday,
NOW, THEREFORE, BE IT RESOLVED that the City Council amends the time and date for regular meetings of the City Council for February 2024 through January 2025 at 7:00 p.m. (between 6:00 - 6:30 p.m. for closed sessions) as follows:

February 21, 2024
March 6 & 20, 2024
April 10, 2024
May 1 & 15, 2024
June 5 & 26, 2024
July 17, 2024
August 7 & 21, 2024
September 18, 2024
October 2, 2024
November 6 & 20, 2024
December 4, 2024
January 15, 2025
BE IT FURTHER RESOLVED that prior to the end of each calendar year, a calendar of regular meetings will be adopted for the subsequent calendar year.

PASSED AND ADOPTED this 17th day of January 2024, by the following vote:

AYES:

NOES:

ABSENT:

ABSTAIN:

Martha Guerrero, Mayor
ATTEST:

Jennifer Cusmir, City Clerk
775

CITY COUNCIL AGENDA REPORT
MEETING DATE: January 17, 2024 ITEM # 21
SUBJECT:

PUBLIC HEARING AND CONSIDERATION OF ADOPTION OF ORDINANCE 24-3 REGARDING BLACKPINE 440 WEST, LLC DEVELOPMENT AGREEMENT INITIATED OR REQUESTED BY: REPORT COORDINATED OR PREPARED BY:

Katie Yancey, Community Investment Manager
Economic Development and Housing
[ ] Commission [ ] Staff
[X] Other
ATTACHMENT [X] Yes [ ] No [ ] Information [ ] Direction [X] Action

OBJECTIVE
The purpose of this item is both to conduct a public hearing and to facilitate the City Council's adoption of Ordinance 24-3 which would approve the proposed Development Agreement between Blackpine 440 West, LLC and the City of West Sacramento for a 106-unit single-family residential project that includes a public neighborhood park and related infrastructure improvements at 412-430 6th Street and 425 and 640-702 E Street in the Washington District.

RECOMMENDED ACTION
Staff respectfully recommends that the Council:

1. Conduct a Public Hearing and take public comment;

2. Certify that on November 16, 2016, the City Council certified the General Plan 2035 Environment Impact Report and that a technical memorandum has been prepared to fully analyze any potential impacts associated with the Four 40 West development project. Based on the analysis presented in the technical memorandum, the proposed project is within the scope of the EIR prepared for the General Plan 2035, and no new or substantially more adverse impacts would occur through implementation of the proposed project. As a result, no new environmental document is required, consistent with State CEQA Guidelines Sections 15162 and 15168(c)(2);

3. Waive second reading and read by title and number only, Ordinance 24-3; and

4. Adopt Ordinance 24-3 (Attachment 1) approving the Development Agreement between Blackpine 440 West, LLC and the City of West Sacramento (City) for a 106-unit single-family residential project that includes a public neighborhood park and related infrastructure improvements at 412-430 6th Street and 425 and 640-702 E Street in the Washington District (“Project”).

5. Delegate authority to the City Manager or his designee to take any and all actions necessary to implement that matters described in the Blackpine 440 West Development Agreement.

BACKGROUND
In 2006, the Planning Commission approved a Tentative Subdivision Map for the Four 40 West project, known at the time as the Alura Project, located on a 1.05-acre site at 412, 416, & 420 6th Street in Washington (See Attachment 2 – Location Map). Since the approval of the original map, the project has received multiple approvals for map modifications and extensions, as well as Development Agreement and extension approvals to support the Project’s continued progress and to account for impacts to the Project’s financing and schedule due to COVID. The current DA with Blackpine 440 West, LLC is set to expire this month.

On July 15, 2021, the Planning Commission approved the Tentative Subdivision Map 5211, the requested modifications to Vesting Tentative Subdivision Map 4936, the requested Planned Development Permit, the requested Conditional Use Permit, and design review subject to the conditions and findings for the Project. The Project anticipates the construction of 106 market-rate townhomes on the site. It would add for sale units to an area dominated by rental housing, primarily from apartment units. Blackpine 440 West, LLC (“Developer”) has experience constructing this type of product, having previously completed The Creamery and Crocker Village projects in Sacramento.

The Project is subject to design review pursuant to the current Washington Specific Plan and the Project’s design review package was considered as part of the entitlements under review by the Planning Commission at the July 15, 2021, meeting. Per the approved design, the Project will utilize varying materials such as brick veneer, stucco, metal, and Hardie panel to create a diverse façade. Roof lines will vary in height to add to the visual appeal by avoiding a monolithic appearance. Seventeen units are proposed to be “front loaded” (meaning, 776
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garages would face the street along the front elevation), while the remaining 89 units are proposed to be “alley loaded” (vehicles accessing garage spaces from a rear alley). Fully landscaped meandering walkways allow access to the fronts of the alley loaded parcels. A public park was shown on the conceptual site plan in the design review packet at the corner of 6th and E Streets. The conceptual site plan also included a private dog park and garden area along the northern perimeter of the site.

On August 16, 2023, the City Council adopted Resolution 23-65 approving the Final Maps of Subdivision 5211 and Subdivision 4936 (“Final Map”) along with their approval of an associated Subdivision Improvement Agreement (SIA) and a private road agreement. The SIA obligates the Developer to complete all required improvements necessary to serve the property. The required improvements include public and private roadways, water, sanitary sewer, and storm drainage improvements located within the boundary of the Final Map. Securities have been provided per City Ordinance and State Law to secure the obligations set forth in the SIA’s. The Private Road Agreement is required because of the private roadways within the subdivision, which contain public water and sewer improvements. This agreement indemnifies the City against claims which may arise out of the City maintenance of those public utilities as well as emergency and waste collection vehicles.

On December 6, 2023, the City Council received a presentation about the Project, waived first reading and read by title and number only, Ordinance 24-3, and informed the public that the public hearing and second reading and adoption would occur on January 17, 2024.

ANALYSIS
Based on the previous actions already taken by Council and the Planning Commission for the Project, staff is proposing a new, simplified and stand-alone Development Agreement (DA) between the Developer and the City (Exhibit A to Attachment 1) rather than amending the previous DA, which included redundant actions. The new proposed DA acknowledges and incorporates by reference all of the previous actions taken by the Planning Commission and Council described earlier, including but not limited to:
 Exhibit A is the Final Map;
 Exhibit B is the Design Review packet;
 Exhibit C is the Project’s Conditions of Approval;
 Exhibit D is the Planned Development Permit and Conditional Use Permit; and  Exhibit E is the SIA.

Because of the extensive work completed to date and approvals already received by Council and the Planning Commission, the terms of the proposed DA need only address a limited number of topics, which are summarized below:
 Impact Fees: The proposed DA vests the Developer in the current reduced impact fee program in the Washington District that was adopted by the City Council via Resolution 22-84 on September 22, 2022, for a period of five years from the effective date of the DA with a possible two-year extension. Applicable pages from the City’s Book of Fees are provided in the proposed DA as Exhibit I.

 New Neighborhood Park: The proposed DA obligates the Developer to construct a ±0.43-acre public park at the northwest corner of 6th and E Streets. Although the park site parcel, Lot H, was created with the Final Map, the associated SIA that Council approved did not include a requirement for the Developer to construct a public park. This park is referenced as the Heritage Green Pocket Park in Washington Realized and the adopted 2018 Parks, Recreation and Open Space Master Plan. The proposed DA obligates the Developer to enter into an Option Agreement to sell the land and park improvements to the City, once completed. The Option Agreement sets the purchase price at $735,565 for a term of seven years and is included as a stand-alone agreement in the proposed DA as Exhibit F. The proposed DA obligates the Developer to construct the approved park improvements identified in Exhibit G in the proposed DA within twenty-four (24) months from the effective date of the DA. The estimated cost of the park improvements is $601,550. The Developer is eligible for reimbursement of these costs pursuant to terms of the Park Improvements Reimbursement Agreement which is also provided in the DA as Exhibit G. Lastly, the Developer will be obligated to participate in a mechanism, such as a new Community Facilities District, to help fund future operations and maintenance of the park.  Enhanced Frontage Improvements on E Street: The Project’s Conditions of Approval (COA) are incorporated by reference in the proposed DA as Exhibit C. Project Specific Condition #44 obligates the Developer to construct landscape and streetscape frontage on E Street, between 6th and 8th streets, to match street improvement designs included in the Washington Realized Sustainable Community 777
Blackpine 440 West, LLC Public Hearing and Adoption of Ordinance 24-3 January 17, 2024

Page 3 ends

Strategy. The contents of this strategy document are being incorporated into the Washington Specific Plan update which is anticipated to be adopted in 2024. The Developer consented to these future standards as part of their COAs with a request that the City reimburse the Developer for the deferential cost of meeting those higher requirements. The Developer is obligated to construct the enhanced frontage improvements, as shown on the plans and specifications of the Final Map, a copy of which is on file with the Community Development Department. Per the SIA, incorporated by reference in the proposed DA as Exhibit E, the Developer is obligated to construct the enhanced frontage improvements before December 31, 2024. A diagram showing the improvements eligible for reimbursements is attached to the Frontage Improvements Reimbursement Agreement provided in the proposed DA as Exhibit H.

The estimated cost for the enhanced frontage improvements is $144,955.

The City Council has, with previous budget actions, appropriated adequate funds to cover the acquisition of the land and reimbursement of the Developer’s park improvement and enhanced frontage improvement costs. Those budget allocations are referenced specifically by fund in the Park Improvements Reimbursement Agreement and the Frontage Improvements Reimbursement Agreement.

To approve the DA, the City Council must be able to make the required findings (see Attachment 3). After completing their analysis, staff believes that all required findings have been met.

Environmental Considerations
On November 16, 2016, the City Council certified the General Plan 2035 Environmental Impact Report (EIR).

The EIR was prepared specifically to allow maximum streamlined review of subsequent projects that are found to be consistent with General Plan 2035 in terms of land use, density, etc. Staff prepared a technical memorandum to fully analyze any potential impacts associated with the Four 40 West project that would be beyond what was contained in the EIR. Based on the analysis presented in the technical memorandum, the proposed project is within the scope of the EIR prepared for the General Plan 2035, and no new or substantially more adverse impacts would occur through implementation of the proposed project. As a result, no new environmental document is required, consistent with State CEQA Guidelines Section 15162 and 15168(c)(2).

See the Technical Memorandum (Attachment 4) and the Notice of Determination (Attachment 5) for additional information.

Commission Recommendation
On November 16, 2023, the Planning Commission approved Resolution 23-5PC, which made required findings and recommended that the City Council adopt Ordinance 24-3 approving a Development Agreement with Blackpine 440 West, LLC for a future housing development located at 412-430 6th Street and 425 and 640-702 E Street in the Washington District.

Strategic Plan Integration
The recommended item supports the Council’s 2019 Strategic Plan Goal of, “West Sacramento: Preferred place to live, work, learn, and play” and an “Alive riverfront and downtown” by providing a diverse range of housing choices within the Washington District. The recommended action also furthers the goals of the Council’s 2020 Strategic Plan Policy Agenda item, “Housing Production Strategy.” Alternatives
The Council’s primary alternatives to the recommended action include:

1. Continue the item to a future date; or

2. Propose modified terms of the DA.

These alternatives are not recommended as they would delay the Project. The current DA with Blackpine 440 West LLC is set to expire this month. The Final Map for the Project has been recorded and the new proposed DA is the final step needed to move forward and construct the Project, including a much-needed new public park.

Coordination and Review
This report was written and reviewed in coordination with the Community Development Department, the Parks and Recreation Department and the City Attorney’s office.

ATTACHMENTS

1. Ordinance 24-3

2. Location Map

3. Findings and Analysis
778
Blackpine 440 West, LLC Public Hearing and Adoption of Ordinance 24-3 January 17, 2024

Page 4 ends

4. Technical Memorandum

5. Notice of Determination
779
Attachment 1
ORDINANCE 24-3

AN ORDINANCE OF THE CITY COUNCIL

OF THE CITY OF WEST SACRAMENTO APPROVING

THE DEVELOPMENT AGREEMENT BETWEEN THE CITY AND
BLACKPINE 440 WEST, LLC PERTAINING TO
DEVELOPMENT OF THE FOUR 40 WEST DEVELOPMENT PROJECT
WHEREAS, pursuant to development agreement law, Government Code section 65864 et seq., the City is authorized to enter into a development agreement with any person having legal or equitable interest in certain real property in order to establish certain use and development rights in the property; and
WHEREAS, Blackpine 440 West, LLC ("Developer") is the fee title owner of certain property in the City and holds a ground lease to other certain property in the City (collectively, "Property"), and Developer wishes to develop the Property; and
WHEREAS, Developer and staff have negotiated and prepared a development agreement setting out terms and conditions for the development of the Property to the benefit of Developer and City, a copy of which is attached hereto as EXHIBIT A and incorporated herein by reference as if set forth in full ("Development Agreement"); and
WHEREAS, on November 16, 2023, the City of West Sacramento Planning Commission, serving as the City's planning agency for the purposes of development agreement review pursuant to Government Code section 65867, conducted a public hearing, considered the Development Agreement, and adopted Resolution 23-5PC, recommending that the City Council find the Development Agreement exempt from further environmental review and approve the Development Agreement; and WHEREAS, on December 6, 2023January 17, 2024, the City Council of the City of West Sacramento conducted a duly-noticed public hearing on the Development Agreement, during which staff made a presentation on the Development Agreement and members of the public were given the opportunity to speak and comment on the same; and
WHEREAS, all reasonably foreseeable environmental impacts from the project contemplated by the Development Agreement are within the scope of the environmental impact report prepared for the West Sacramento 2016 General Plan Update certified by the City Council on November 16, 2016 ("General Plan 2035 EIR") and no new or substantially more adverse impacts that those contemplated in the General Plan EIR would occur through implementation of the project. Therefore, no further environmental review pursuant to the California Environmental Quality Act, Public Resources Code section 21000 et seq. ("CEQA") is required pursuant to CEQA Guidelines sections 15162 and 15168(c)(2).

The City Council of the City of West Sacramento does ordain as follows:

Section 1. Recitals. The recitals set forth above, including definitions and exhibits contained therein, are hereby incorporated by reference as if set forth in full.

Section 2. Purpose and Authority. The purpose of this Ordinance is to approve the Development Agreement between the City and BlackPine 440 West, LLC pertaining to the Four 40 West Project, a copy of which is attached hereto as EXHIBIT A and incorporated herein by reference as if set forth in full.

This Ordinance is authorized pursuant to Government Code Section 65864 through 65869.5 and Resolution No. 88-111 of the City of West Sacramento, which authorize the City to enter into a development agreement with any person having legal or equitable interest in certain real property in order to establish certain use and development rights in the property.

Section 3. Findings. In adopting this Ordinance, the City Council makes the following findings:
780
(a) The proposed Development Agreement is consistent with the objectives, policies, general land uses and programs specified in the City's current General Plan and the Washington Specific Plan.; and
(b) That the proposed Development Agreement is consistent with the provisions of Government Code Sections 65864 through 65869.5.
(c) That all reasonably foreseeable environmental impacts from the project contemplated by the Development Agreement are within the scope of the environmental impact report prepared for the West Sacramento 2016 General Plan Update certified by the City Council on November 16, 2016 ("General Plan 2035 EIR") and no new or substantially more adverse impacts that those contemplated in the General Plan EIR would occur through implementation of the project.

Therefore, no further environmental review pursuant to the California Environmental Quality Act, Public Resources Code section 21000 et seq. ("CEQA") is required pursuant to CEQA Guidelines sections 15162 and 15168(c)(2).

Section 4. Severability. If any provision or section of this Ordinance is determined to be unenforceable, invalid, or unlawful, such determination shall not affect the enforceability of the remaining provisions of the Ordinance.

Section 5. Effective Date and Publication. This Ordinance shall take effect thirty (30) days after its adoption, and pursuant to Resolution 99-46, shall be published in summary format prior to adoption and a summary shall be published within fifteen (15) days after adoption in a paper of general circulation published and circulated in the City of West Sacramento.

PASSED AND ADOPTED by the City Council of the City of West Sacramento this _____ day of January,2024 by the following votes:

AYES:

NOES:

ABSENT:

ABSTAIN: ___________________________
Martha Guerrero, Mayor
ATTEST: APPROVED AS TO FORM:
________________________ ___________________________
Jennifer Cusmir, City Clerk Jeffrey Mitchell, City Attorney CODIFY __ UNCODIFY___X____
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941
FOUR 40 WEST - E STREET FRONTAGE ENHANCEMENTS
DATE: 08.21.2023

STATEMENT OF PROBABLE COST
SITE WORK - LANDSCAPE SF 8,000 SF
01 00 00-GENERAL CONDITIONS
1 PROJECT GENERAL AND ADMINISTRATION $6,275.10 JOB 1 $6,275.10 02 50 00 - FENCING
1 18" DECO METAL FENCE $66.00 LF 755 $49,830.00
02 60 00- SITE PAVING AND SURFACES
1 6" CURB AT 18" DECO METAL FENCE $30.00 LF 580 $17,400.00 2 SPECIALTY FINISH AT CONCRETE WALK $8.00 SF 7,284 $58,272.00 $131,777.10
$13,177.71
$144,954.81
$18.12

SITE LANDSCAPE
# DESCRIPTION UNIT PRICE UNIT QTY. COST

COST/SF

SITE LANDSCAPE SUBTOTAL
CONTINGANCY 10%

LANDSCAPE TOTAL
942
943
GARAGE
PLAN 2E 1989 ELEV. A
PLAN 1E 1511 ELEV. B GARAGE GARAGE PLAN 2E 1989 ELEV. B 414 408 LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW

LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW

LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW

LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW

LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW C 410 37" OAK 22" OAK 412 413

MODEL MODEL MODEL SALES OFFICE
PB
RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB 1 LC-0
1"=50'0"
SCF
COVER
SHEET
Know what'sbelow.
before you dig. Call R
PROJECT:

CLIENT:

REVISIONS DATE

ISSUE DATE
DRAWN :

CHECKED :

SCALE: :

SHEET TITLE:

SHEET
OF SHEETS FUHRMAN LEAMY LAND GROUP HEREBY EXPRESSLY RESERVES ITS COMMON LAW COPYRIGHT AND OTHER PROPERTY RIGHTS IN THESE PLANS. THESE PLANS AND DRAWINGS ARE NOT TO BE REPRODUCED, CHANGED OR COPIED IN ANY FORM OR MANNER WHATSOEVER WITHOUT FIRST OBTAINING THE EXPRESS WRITTEN PERMISSION OF FUHRMAN LEAMY LAND GROUP. NOR ARE THEY TO BE ASSIGNED TO ANY THIRD PARTY WITHOUT FIRST OBTAINING WRITTEN PERMISSION AND CONSENT.

CONSULTANT 12345
JOB NO. :

FUHRMAN LEAMY

LAND GROUP
DESIGN ¥ SERVICE ¥ SOLUTIONS
2140 PROFESSIONAL DRIVE, SUITE 115
ROSEVILLE, CALIFORNIA 95661
916.783.5263 ȏ FLLANDGROUP.COM
BPH.20028.1
FOUR 40 WEST
City E Street
Frontage
Offsite
Improvements

E STREET

SACRAMENTO, CA

BLACK PINE COMMUNITIES

WEST SACRAMENTO, CA
13 I GER TS ERED LANDSCAPE ARCH I TECT STATE OF CAL I FORN AI TS EVEN C . FUHRMAN No. 2956
10/31/2023
Signature Renewal Date Date 5.19.2023
SCF
PREPARED FOR:

LANDSCAPE IMPROVEMENT PLANS FOR:

BLACK PINE COMMUNITIES

MIKE PARIS
8880 CAL CENTER DRIVE, SUITE 350
SACRAMENTO, CA 95826
916.825.6180
FOUR 40 WEST
CITY E STREET FRONTA.E
OFFSITE LAN+SCA7E IM7RO=EMENTS
West Sacramento, CA

LANDSCAPE
S
EE DESC
P
N S
EENǿ
LCȒǕ CES
EE Ǖǖ
LCȒǖǽǕ LANDSCAPECNSC
NPLAN ǕǗ
LCȒǖǽǖ LANDSCAPECNSC
NPLAN Ǖǘ
LCȒǗǽǕ LANDSCAPECNSC
NLA
PLAN ǕǙ
LCȒǗǽǖ LANDSCAPECNSC
NDEA
LS Ǖǚ
L
ȒǖǽǕLANDSCAPE

A
NPLAN ǕǛ
L
ȒǗǽǕLANDSCAPE

A
NNESǔLE
ENDS Ǖǜ
L
ȒǗǽǖLANDSCAPE

A
NDEA
LS Ǖǝ
LPȒǖǽǕLANDSCAPEPLAN
N
PLAN ǕǞ
LPȒǗǽǕLANDSCAPEPLAN
N
NESǔLE
END ǖǕ
EǕ ELEC
CALCES
EE ǖǖ
Eǖ ELEC
CALS
EPLANǔNES ǖǗ
EǖǕ ELEC
CALDEA
LS ǖǘ
ALS
EES ǖǘ

SHEET INDEX

SITE PLAN
NOTE: SEE LANDSCAPE PLANS BY

FUHRMAN LEAMY LAND GROUP FOR ON

SITE LANDSCAPE IMPROVEMENTS
NOTE: SEE

LANDSCAPE PLANS

BY FUHRMAN

LEAMY LAND

GROUP FOR PARK
SITE

IMPROVEMENTS
E STREET 6TH STREET

MODEL HOMES

PHASE LINE
PHASE 2 PHASE 1
944
63 81 82 83 84 85 86 87 88 102 103 104
101 100 99 72 73 74 75 76 77 78
106
105
2 3
5T3
2 2
2 2
2 LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW

SLV SLV SLV SLV

SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV

SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV

RB RB RB RB RB RB RB RB RB RB

RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB 1-01
1-01
1-03
1-03
2-01
2-02 FULL PANELS
2-02 FULL PANELS 2-02

SINGLE PANEL
2-02 SINGLE PANEL 2-02
1-10
1-06 TYPICAL SINGLE PANEL
1-06 TYPICAL
2-01
1-04
1-04
1-04
1-04
1-04
2-11
1-05
4 " SLV.
2" SLV. 4" SLV. 4" SLV.
4" SLV. 4" SLV. 4" SLV.
4" SLV.
4" SLV. 4" SLV. 4" SLV. 4" SLV.
4" SLV.
2" SLV.
2" SLV.
2" SLV. 2" SLV. 4" SLV.
4" SLV.
2" SLV.

TYPICAL
2-01
2-13 TYPICAL
1-01 2-04
2-04
2-04
2-04
2-04
2-04
2-04
2-04
2-04 2-04 2-04
2-12 TYPICAL 2-12 TYPICAL
2-04
2-04
2-13 TYPICAL
PMI-9 LOW LOW
LOW LOW LOW 1 GENERAL

SYMBOL DESCRIPTION DETAIL
E STREET FRONTAGE CURB, AND GUTTER, PER CITY STD. DETAIL, SEE CIVIL PLANS.

LIMIT OF WORK LINE FOR E STREET IMPROVEMENTS
CITY STREET LIGHT, SEE CIVIL E STREET IMPROVEMENT PLANS.

EXISTING 8" WATER LINE TO REMAIN. PROTECT DURING CONSTRUCTION.

SEE PLANTING PLAN SHEET LP-1.0 AND LP1.1 FOR SHRUB PLANTING IN THIS AREA.

TRUNCATED DOMES,
DISTRIBUTED BY: PARK PACIFIC, INC. 888-460-7275, MANUFACTURER: NEENAH FOUNDRY, MODEL: # 4984-36Q. TWO (2) 24" X 36" PANELS SHALL BE USED TO CREATE ONE 48" X 36" AT EACH ACCESSIBLE RAMP ON E ST. INSTALL PER MANUFACTURER`S INSTALLATION INSTRUCTIONS, & IN CONFORMANCE WITH CITY STANDARD DETAILS.

SEE CIVIL IMPROVEMENT PLANS.
2 SITE

SYMBOL DESCRIPTION DETAIL
PROVIDE 72" WIDE MEANDERING SIDEWALK. B/LC2.1
SPARKLE GRAIN PAVING PRODUCT: EMERCHROME SPARKLECRETE BY LM SCOFIELD.

COLOR: WASHINGTON GREY.

FINISH: DUSTLESS SANDBLAST.

CONCRETE COLOR & FINISH SHALL MATCH EXISTING CONCRETE SIDEWALKS BETWEEN 4TH & 5TH STREETS. 1/4" SAWN SCORE JOINTS PER 2` SQUARE, TYP. CONTRACTOR SHALL

FAMILIARIZE THEMSELVES WITH EXISTING PAVING & FINISH ADJACENT TO THE PROJECT SITE PRIOR TO BIDDING & CONSTRUCTION. SEE DETAIL SHEET LC2.1 FOR TYPICAL LAYOUT.

CONTACT BOB TORREZ WITH LM SCOFIELD (916) 715-2717 OR [email protected] FOR SPECIFICATIONS AND COORDINATION.

PROVIDE DECORATIVE 18" TUBULAR STEEL FENCE ON 6" CONCRETE CURB, TYPICAL. FENCE A/LC2.1 COLOR AND DESIGN TO BE CONSISTENT WITH EXISTING IMPROVEMENTS EAST OF 5TH STREET ON E STREET.

PROVIDE IRRIGATION SLEEVES SIZE AS NOTED.

PROVIDE ROOT BARRIER, PANEL TYPE, ADJACENT TO CONCRETE WALK. E/LC2.1 PROVIDE 6" CONCRETE MOW BAND AT LIMIT OF CITY WORK AND FOUR 40 WEST UNIT D/LC2.1 PROPERTY LINE.
42" WIDTH, CONCRETE WALK TO UNIT TO BE CONSTRUCTED WITH BUILDING PERMIT FOR C/LC2.1 UNIT UNDER CITY ENCROACHMENT PERMIT AS REQ'D BY CITY. WALK TO FRONT OF UNITS

SHALL NOT BE PLACED UNTIL UNIT IS CONSTRUCTED AS IT SHALL BE ALIGNED

PERPENDICULAR TO FRONT DOOR
1-01
1-03
1-04
1-05
1-06
1-10
2-01
2-02
2-04
2-11
2-12
2-13
REFERENCE NOTES SCHEDULE LC1.0 MATCHLINE-SEE ABOVE LEFT LC-1.0
2 SCF
1"=20'0"

LANDSCAPE

CONSTRUCTION

PLAN - E STREET
Know what'sbelow.
before you dig. Call
R
E STREET FRONTAGE IMPROVEMENTS (STA. 2+50 TO 7+78)
E STREET FRONTAGE IMPROVEMENTS (STA. 1+91 TO 2+50)
1-03
1-01 MATCHLINE-SEE NEXT SHEET MATCHLINE-SEE BELOW
PROJECT:

CLIENT:

REVISIONS DATE

ISSUE DATE
DRAWN :

CHECKED :

SCALE: :

SHEET TITLE:

CONSULTANT
1 2
3 4
5 JOB NO. :

FUHRMAN LEAMY

E STREET

SACRAMENTO, CA

BLACK PINE COMMUNITIES

WEST SACRAMENTO, CA
13 I GE
R
TS

ERED LANDSCAPE ARCH I T
EC
T

STATE OF CAL I FORN
AI
TS
EVEN C . FUHRMAN
No. 2956
10/31/2023
Signature Renewal Date Date 5.19.2023
SCF
MATCHLINE - SEE FOUR 40

WEST ONSITE PLANS BY FLLG
A
B KINGFISHER LANE 945
80 62
63 79
41 59
60 19
9 7
4 21
20 6
1 2
61 3
8 5 6th STREET
BB
2 3
5 2
2 2
GARAGE
PLAN 2E 1989 ELEV. A
PLAN 1E 1511 ELEV. B GARAGE GARAGE PLAN 2E 1989 ELEV. B 414
408

LOW LOW
LOW
LOW
LOW
LOW
LOW
LOW
LOW
LOW
LOW
LOW
LOW
LOW
LOW
LOW

LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV C 410
37" OAK
22" OAK
412
413 SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV

SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV

SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV

SLV SLV SLV SLV SLV

SLV SLV MODEL MODEL MODEL
SALES
OFFICE
PB

RB RB RB RB RB RB
RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB 19.47 FS

19.97 TC

20.35 FS

20.85 TC

20.35FS 21.05 FS 20.47 BS 20.17 FS

21.15 FS

22.65 TC

21.47 X FG 21.89 X FG

19.78 X FG

20.27 FS

20.77 TC

21.75 HP FS

2.5%

4.9%

17.94 FL

18.44 TC

18.41 FL

18.91 TC

18.08 FL

18.58 TC

18.67 FL

19.17 TC

18.65 FS

19.15 TC

20.17 FS

20.67 TC

20.45 FS

20.95 TC

21.25 FS

21.75 TC

21.85 HP FS

22.35 TC

2.5% 2.1%

1.5%

4.9%
(1) 4" SLV
2"SLV
1-01
1-02
1-02
1-03
2-01 2-02

SINGLE PANEL
2-02
2-03
2-03
1-09
2-05
2-06
2-08
2-09
2-10
1-07
1-08
1-08 1-10 2-07

FULL PANELS
(2) 2" SLV
1-04
1-04
4"SLV
2"
2"SLV
2-11
1-05
1-08
1-08
1-08
1-06
4" SLV.
4" SLV.
2" SLV.
2"
SLV
2"
SLV
2"
SLV
2-07
2-01
1-11
1-01
2-04
2-04
2-12 TYPICAL
2-13
2-04
1 GENERAL

SYMBOL DESCRIPTION DETAIL
E STREET FRONTAGE CURB, AND GUTTER, PER CITY STD. DETAIL, SEE CIVIL PLANS.

RIGHT OF WAY & PL, SEE CIVIL IMPROVEMENT PLANS BY B2 ENGINEERING.

LIMIT OF WORK LINE FOR E STREET IMPROVEMENTS
CITY STREET LIGHT, SEE CIVIL E STREET IMPROVEMENT PLANS.

EXISTING 8" WATER LINE TO REMAIN. PROTECT DURING CONSTRUCTION.

SEE PLANTING PLAN SHEET LP-1.0 AND LP1.1 FOR SHRUB PLANTING IN THIS AREA.

SLOPE, SEE CIVIL GRADING PLANS BY B2 ENGINEERING.

EXISTING OAK TREE, PROTECT & RETAIN IN PLACE, TYP. SEE PLANTING PLAN.

PROPOSED PARK PLAZA IMPROVEMENTS. SEE PLANS BY FUHRMAN LEAMY LAND GROUP.

SEE CIVIL IMPROVEMENT PLANS.

MEDIUM BROOM FINISH CONCRETE WALK PER CITY STD. DETAILS. SEE CIVIL ENGINEERS IMPROVEMENT PLANS.
2 SITE

SYMBOL DESCRIPTION DETAIL
PROVIDE 72" WIDE MEANDERING SIDEWALK. B/LC2.1
SPARKLE GRAIN PAVING PRODUCT: EMERCHROME SPARKLECRETE BY LM SCOFIELD.

COLOR: WASHINGTON GREY.

FINISH: DUSTLESS SANDBLAST.

CONCRETE COLOR & FINISH SHALL MATCH EXISTING CONCRETE SIDEWALKS BETWEEN 4TH & 5TH STREETS. 1/4" SAWN SCORE JOINTS PER 2` SQUARE, TYP. CONTRACTOR SHALL

FAMILIARIZE THEMSELVES WITH EXISTING PAVING & FINISH ADJACENT TO THE PROJECT SITE PRIOR TO BIDDING & CONSTRUCTION. SEE DETAIL SHEET LC2.1 FOR TYPICAL LAYOUT.

CONTACT BOB TORREZ WITH LM SCOFIELD (916) 715-2717 OR [email protected] FOR SPECIFICATIONS AND COORDINATION.

PROVIDE DECORATIVE 18" TUBULAR STEEL FENCE ON 6" CONCRETE CURB, TYPICAL. FENCE A/LC2.1 COLOR AND DESIGN TO BE CONSISTENT WITH EXISTING IMPROVEMENTS EAST OF 5TH STREET ON E STREET.

PROVIDE HAND TRENCHING OF IRRIGATION WATER WHEN UNDER EXISTING OAK TREE CANOPY.

PROVIDE IRRIGATION SLEEVES SIZE AS NOTED.

PROVIDE ELECTRICAL SERVICE METER, 100AMP TESCO PANEL. SEE ELECTRICAL PLANS. THIS

METER WILL SERVE PARK SITE CONTROLLER
PROVIDE LANDSCAPE CONTROLLER FOR PARK. NOTE: THIS CONTROLLER TO PROVIDE L/LI2.1 CONTROL WIRE TO E STREET FRONTAGE IRRIGATION AS WELL.

PROVIDE 1" ORGANIC RECYCLED COMPOST, (SB1383 APPROVED), AND 2" DEPTH MULCH TOP DRESSING MATERIAL UNDER OAK TREES.

POINT OF CONNECTION FOR LANDSCAPE IRRIGATION. 1" WATER METER FOR E STREET AND PARK SITE. SEE LI SHEETS, AND CIVIL ENGINEERING SUBDIVISION PLANS, AS WELL AS PARK

PLANS BY FUHRMAN LEAMY LAND GROUP
PROVIDE (1) 4" PVC SLEEVE, (2) 2" PVC SLEEVES INTO CENTER PLAZA AREA. FOR FUTURE USE BY CITY.

ADA ACCESS RAMP PER CITY DETAILS. SEE CIVIL PLANS. PROVIDE SCORING PATTERN AS SHOWN.

SHALL NOT BE PLACED UNTIL UNIT IS CONSTRUCTED AS IT SHALL BE ALIGNED

PERPENDICULAR TO FRONT DOOR
1-01
1-02
1-03
1-04
1-05
1-06
1-07
1-08
1-09
1-10
1-11
2-01
2-02
2-03
2-04
2-05
2-06
2-07
2-08
2-09
2-10
2-11
2-12
2-13
REFERENCE NOTES SCHEDULE LC1.1
E STREET FRONTAGE IMPROVEMENTS (STA. 7+78 TO 12+50)
LC-1.1
3 SCF
1"=20'0"

LANDSCAPE

CONSTRUCTION

PLAN - E STREET
Know what'sbelow.
before you dig. Call
R
NOTE: SEE PARK IMP. PLANS BY FUHRMAN
LEAMY LAND GROUP FOR PARK. MATCHLINE-SEE PREVIOUS SHEET

NOTE EXTEND CURB AND GUTTER AWAY
FROM BASE OF TREE #412 SHOULD THE

ROOT CROWN BE COMPROMISED WITH
CUT IF APPLYING CURB AS SHOWN.

PROJECT:

CLIENT:

REVISIONS DATE

ISSUE DATE
DRAWN :

CHECKED :

SCALE: :

SHEET TITLE:

CONSULTANT
1 2
3 4
5 JOB NO. :

FUHRMAN LEAMY

E STREET

SACRAMENTO, CA

BLACK PINE COMMUNITIES

WEST SACRAMENTO, CA
13 I GE
R
TS

ERED LANDSCAPE ARCH I T
EC
T

STATE OF CAL I FORN
AI
TS
EVEN C . FUHRMAN
No. 2956
10/31/2023
Signature Renewal Date Date 5.19.2023
SCF

LIMIT OF WORK MATCHLINE - PARK PLANS BY FLLG
A

LIMIT OF WORK - SEE
FOUR 40 WEST ONSITE

PLANS BY FLLG

PHASE LINE
PHASE 2 PHASE 1 946
1 2
414
LOW

LOW LOW LOW LOW
LOW

LOW LOW
LOW

LOW LOW

LOW LOW LOW

LOW LOW

LOW LOW
LOW

LOW LOW LOW LOW LOW

LOW LOW

LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW

LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV 410
412
413 SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV OFFICE 6'
17'-5"
6'-9"
1' BOC TO

FACE OF
CURB, TYP.

R7'
1'-6"
6'
1' BOC TO

FACE OF
CURB, TYP.
6'
80 81 82 83 79
2 LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW 22" OAK

SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV

SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV

SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV

RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB

RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB

RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB RB R7' 6'
1'
6'
98'-6"
6' 6' 7'
6'-3"
1' BOC TO

FACE OF
CURB, TYP.
6'
5 LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW

SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV

SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV 47'-6" 5'
5'
47'-3"
6'-4"
7'
84'-6"
6'
6'
102 103 104 105
PMI-9 LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW

LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV 1' 6'-2" 55'-6"
6'-6"
6'
LC-2.0
4 SCF

AS SHOWN
PROJECT:

CLIENT:

REVISIONS

LANDSCAPE

CONSTRUCTION

DETAILS - E STREET
DATE

ISSUE DATE
DRAWN :

CHECKED :

SCALE: :

SHEET TITLE:

CONSULTANT
1 2
3 4
5 JOB NO. :

FUHRMAN LEAMY

E STREET

SACRAMENTO, CA

BLACK PINE COMMUNITIES

WEST SACRAMENTO, CA
13 I GE
R
TS

ERED LANDSCAPE ARCH I T
EC
T

STATE OF CAL I FORN
AI
TS
EVEN C . FUHRMAN
No. 2956
10/31/2023
Signature Renewal Date Date 5.19.2023
SCF
A

E STREET WALK LAYOUT
1"=10'0"
1 4" SAW CUT CORE JOINTS
24" O.C. EA. WAY
4'
1 4" SAW CUT CORE
JOINTS 24" O.C.

EA. WAY

LANDSCAPED PLANTER AREA
17'-6"
B

E STREET WALK LAYOUT
1"=10'0"
C

E STREET WALK LAYOUT
1"=10'0"
D

E STREET WALK LAYOUT
1"=10'0"
1 4" SAW CUT CORE JOINTS 24" O.C. EA. WAY
1 4" SAW CUT CORE JOINTS 24" O.C. EA. WAY
1 4" SAW CUT CORE JOINTS 24" O.C. EA. WAY

STAIRS AND WALK TO UNIT AS PER ON SITE
PLANS. TYPICAL. PER SEPARATE PLANS.

LANDSCAPED PLANTER AREA MATCHLINE - SEE B-BELOW RIGHT MATCHLINE - SEE A-ABOVE LEFT MATCHLINE - SEE B-ABOVE LEFT MATCHLINE - SEE C-ABOVE LEFT MATCHLINE - SEE C-BELOW RIGHT MATCHLINE - SEE D-BELOW RIGHT

LANDSCAPED AREA LANDSCAPED PLANTER AREA

LANDSCAPED AREA

LANDSCAPED PLANTER AREA

LANDSCAPED PLANTER AREA
6'-2"
4'
4'
NOTE: ALIGN UNIT WALK
PERPENDICULAR TO E STREET WALK.

TYPICAL. PER SEPARATE PLANS

1. THE CONTRACTOR SHALL BE RESPONSIBLE FOR ALL CONSTRUCTION STAKING, LAYOUT AND MEASUREMENTS. ALL SURVEYING AND FIELD ENGINEERING NECESSARY TO ESTABLISH THE LINES AND GRADE STAKES INDICATED IN THESE PLANS AND SPECIFICATIONS SHALL BE PERFORMED BY A LICENSED LAND SURVEYOR.

2. THE CONTRACTOR SHALL MARK IN WHITE PAINT ALL AREAS TO BE EXCAVATED PRIOR TO CONTACTING U.S.A. ANY AREAS NOT MARKED WILL NOT BE SUBJECT TO U.S.A., AND THE CONTRACTOR SHALL BE RESPONSIBLE FOR ANY DAMAGE RESULTING FROM EXCAVATION.

3. THE CONTRACTOR SHALL EXPOSE AND VERIFY LOCATIONS AND ELEVATIONS OF EXISTING UNDERGROUND UTILITIES PRIOR TO CONSTRUCTION OF THE NEW IMPROVEMENTS CONNECTING TO OR IN THE VICINITY OF THE SAME.

4. THE CONTRACTOR SHALL BE RESPONSIBLE FOR THE PROTECTION OF ALL EXISTING MONUMENTS AND OTHER SURVEY MARKERS ON THE JOB SITE.

5. ANY CONCRETE SURFACE TO BE REMOVED SHALL BE SAW CUT TO A NEAT, STRAIGHT LINE.

6. ALL DIMENSIONS ARE TO FACE OF CURB, BACK OF WALL, FACE OF WALL, CENTER LINE OF COLUMNS, FACE OF COLUMNS, EDGE OF PAVING, OR FACE OF BUILDING, UNLESS OTHERWISE NOTED. ALL DIMENSIONS ARE AT 90 OR 45 DEGREES, UNLESS OTHERWISE NOTED.

7. ALL MATERIALS AND FINISHES SHALL BE AS PER DRAWINGS, DETAILS AND SPECIFICATIONS. SOME MATERIALS MAY REQUIRE PROVIDING REQUIRED MATERIALS AT THE PROJECT SITE IN A TIMELY MANNER. NO UNAPPROVED SUBSTITUTIONS WILL BE ALLOWED. CONTACT THE PROJECT INSPECTOR IMMEDIATELY IF A SPECIFIED MATERIAL IS NOT AVAILABLE.

8. SLEEVING SHALL BE COORDINATED WITH CONCRETE WORK. REFER TO THE LAYOUT PLAN, IRRIGATION PLAN AND CIVIL ENGINEER'S PLANS FOR SLEEVING LOCATIONS.

9. DUST SHOULD BE CONTROLLED DURING THE CONSTRUCTION PERIOD (OR WHENEVER SOIL IS LEFT EXPOSED) BY REGULAR WATER SPRINKLING OF THE SITE. THE DUST CONTROL MEASURE SHOULD BE IMPLEMENTED AS NECESSARY, INCLUDING ON DAYS WHEN CONSTRUCTION ACTIVITIES ARE NOT OCCURRING (I.E. WEEKENDS AND HOLIDAYS).

10. EXPANSION JOINTS AND SCORE LINES SHALL BE PLACED AS SHOWN ON THE PLAN. DESIRED MODULE IS 5'X 5'. BRING TO THE LANDSCAPE ARCHITECT'S ATTENTION IF ANY DEVIATIONS OCCUR DURING LAYOUT.

11. NEW CONCRETE FLATWORK SHALL MEET GRADE FLUSH WITH EXISTING CONCRETE FLATWORK.

12. CONSTRUCT ALL CURVILINEAR SITE ELEMENTS WITH SMOOTH, CONTINUOUS, UNBROKEN CURVES.

13. MAINTAIN EXISTING GRADE AT THE BASE OF ALL EXISTING TREES WITHIN THE DRIP LINE.

14. REFER TO IRRIGATION PLANS FOR LOCATIONS OF SLEEVES PRIOR TO THE START OF CONSTRUCTION.

15. UTILITIES ARE SHOWN FOR REFERENCE ON THESE PLANS. VERIFY ALL LOCATIONS PRIOR TO CONSTRUCTION. BRING TO THE LANDSCAPE ARCHITECT'S ATTENTION ANY DISCREPANCIES BETWEEN DOCUMENTS AND FIELD CONDITION.

SITE LAYOUT NOTES
NOTE: ALIGN UNIT WALK
PERPENDICULAR TO E STREET WALK.

TYPICAL. PER SEPARATE PLANS NOTE: ALIGN UNIT WALK
PERPENDICULAR TO E STREET WALK.

TYPICAL. PER SEPARATE PLANS
NOTE: ALIGN UNIT WALK
PERPENDICULAR TO E STREET WALK.

TYPICAL. PER SEPARATE PLANS

PHASE LINE
PHASE 2 PHASE 1KINGFISHER LANE 947
LC2.1
5 SCF

AS SHOWN
PROJECT:

CLIENT:

REVISIONS

LANDSCAPE

CONSTRUCTION

DETAILS - E STREET
DATE

ISSUE DATE
DRAWN :

CHECKED :

SCALE: :

SHEET TITLE:

CONSULTANT
1 2
3 4
5 JOB NO. :

FUHRMAN LEAMY

E STREET

SACRAMENTO, CA

BLACK PINE COMMUNITIES

WEST SACRAMENTO, CA
13 I GE
R
TS

ERED LANDSCAPE ARCH I T
EC
T

STATE OF CAL I FORN
AI
TS
EVEN C . FUHRMAN
No. 2956
10/31/2023
Signature Renewal Date Date 5.19.2023
SCF

CONCRETE FLATWORK-E ST & PARK
1 1/2" = 1'-0"
2 NOTES:

1. PROVIDE EXPANSION JOINTS MIN. 20'0"
O.C. VERIFY JOINT MATERIAL AND
SPACING WITH SOILS ENGINEER.

2. ALL CONCRETE SHALL BE CLASS B AND

PROVIDED PER GEOTECHNICAL SOILS
REPORT .
1 3
1/4" SAW CUT 30 DAYS AFTER
PLACEMENT OF CONCRETE.

PROVIDE IN UNIFORM 24"
GRID, PER PLAN.
1 1/4" RADIUS EDGE TYPICAL. 2

PROVIDE CONCRETE WALKS

ALONG E STREET FRONTAGE

AND WITHIN PARK INTERIOR

TO MATCH SPARKLE GRAIN
OF E STREET WALK.

SPARKLE GRAIN PAVING
PRODUCT: EMERCHROME

SPARKLECRETE BY LM
SCOFIELD. COLOR:

WASHINGTON GREY. SUBMIT

SAMPLE FOR APPROVAL
3 4

THICKNESS AND SUBGRADE
PER CITY STD. AND CIVIL
PLANS.
4 B
PR-22020-50

CONCRETE FLATWORK-PRIVATE
1 1/2" = 1'-0"
4"
2 NOTES:

1. PROVIDE EXPANSION JOINTS MIN. 20'0"
O.C. VERIFY JOINT MATERIAL AND
SPACING WITH SOILS ENGINEER.
3 1
4 1/2" RAD. DEEP TOOLED
JOINT. 1" DEPTH. SPACE

EQUAL TO WIDTH OF WALK
OR PER CIVIL PLAN.
1 1/4" RADIUS EDGE TYPICAL. 2
6 X 6 "/# 14 X #14 WWM. 3

MEDIUM BROOM FINISH
CONCRETE PAVING. 4"
DEPTH.
4 PR-22020-46
C
NOTES:

A. FENCE AND CURB DESIGN SHALL MATCH 18" TUBULAR STEEL FENCE INSTALLED ON E STREET BETWEEN 4TH AND 5TH STREETS. CONTRACTOR SHALL FAMILIARIZE THEMSELVES WITH EXISTING FENCING ADJACENT TO THE SITE PRIOR TO BIDDING AND CONSTRUCTION.

B. ALL FENCE PARTS TO BE TUBULAR STEEL.

C. GRIND SMOOTH ALL WELDS.

D. PRIME AND APPLY 2 COATS OF PAINT.COLOR TO MATCH EXISTING E STREET FENCING BETWEEN 4TH AND 5TH STREETS. CONFIRM COLOR WITH PRIOR TO ORDERING AND APPLICATION.

E. ALL PAINT AND PRIMER SHALL BE APPLIED TO CLEAN SURFACES IN 5 MIL. COATS.

F. FIELD VERIFY ALL DIMENSIONS PRIOR TO CONSTRUCTION.

G. REFER TO CONSTRUCTION PLAN FOR LOCATIONS.

H. DO NOT INSTALL FENCE DIRECTLY OVER THE TOP OF ANY ELECTRICAL SERVICE BOX. 8 9
10 7
3 1
4 2
11 6 5
1'
1'-6"
6"
8"
6"
2"
6"
WIDTH VARIES, TYP.

STREET ADJACENT SECTION:
18" TUBULAR STEEL FENCE ON 6" CONCRETE CURB
1/2" = 1'-0"
2" SQUARE TUBE STEEL POST WITH

DECORATIVE STEEL TOP AND ROUND
STEEL FINIAL AS SHOWN.
1 1/2" SQUARE STEEL PICKETS, FULLY
WELDED TO BARS.
2 1/2" X 3/4" STEEL BARS, TOP AND
BOTTOM.
3 1/2" STEEL FORMED INTO CIRCLES, 2"
RADIUS; TACK WELT TO PICKETS.
4 2" SQUARE BLOCK OUT DRAIN HOLE.

LOCATED 1" ABOVE BASE OF CURB.

SPACED EVERY 6' CONTINUOUS FRONT
TO BACK OF CURBS.
5 6" AGGREGATE BASE. 6
CONCRETE STEP OUT. 7
1/2" EXPANSION JOINT. 8
CONCRETE WALKWAY. SEE CIVIL PLAN. 9
STREET CURB PER CIVIL PLAN. 10
FINISH GRADE. 11
R-20028-20028.1-08
A
EXCAVATE 12" OF SOIL

BELOW THE ROOT

BARRIER SYSTEM, AND

REPLACE WITH FIRMLY

COMPACTED AMENDED
BACKFILL.

KEEP MULCH 6"-8" FROM THE BASE OF
THE TREE TRUNK.

SET ROOT BALL CROWN 1
1 2" HIGHER THAN THE FINISHED
GRADE. SLOPE BACKFILL AWAY FROM ROOT BALL FOR
POSITIVE DRAINAGE.
3" THICK LAYER OF
MULCH.
4" MIN. BETWEEN

ROOT BALL AND
BARRIER.
4" MIN. GRAVEL
BACKFILL.
3 4" CRUSHED ROCK ALL

AROUND OUTSIDE OF
BARRIER.
6" HIGH WATER

WELL AT
SHRUBS.

RECESS 1" AT TURF

TO ALLOW FOR
MULCH.

KEEP TURF CLEAR FOR A
18" RADIUS MUCLH AREA
AROUND THE TREE.

PLANT TABLETS AS
NOTED.

PLANT PIT DETAIL
24" DEEP ROOT BARRIER
SYSTEM. ROOT GUIDING RIBS

MUST BE FACING THE ROOT
BALL.

AMENDED

BACKFILL AS
NOTED.

ROOT BALL

PLANTING AT
SHRUB AREAS.

PLANTING AT
TURF AREAS.

ENSURE THAT ROOT BARRIER
IS 1
2" TO 1" ABOVE GRADE.

ROOT BARRIER TREE PLANTING
1" = 1'-0"
E
PR-22020-43
6" CONCRETE MOWING STRIP @ PLANTING BEDS
3" = 1'-0"
6"
3"
4"
1"
1 2
3 4
5 6
1/4" RADIUS TOOLED EDGE, TYP. 1
FINISH GRADE 1" BELOW TOP OF BAND FOR TURF. 2
FINISH GRADE 3" BELOW TOP OF BAND FOR SHRUBS AND/OR GROUNDCOVER. 3 4" X 6", 5 SACK, 2500 PSI, CONCRETE MOW STRIP. 4
#4 REBAR CONTINUOUS, CENTERED @ MID-DEPTH. 5
COMPACTED SUB-GRADE TO 90% RELATIVE COMPACTION.

NOTE:

PROVIDE EXPANSION JOINTS AT 20 FEET ON CENTER.
6 R-20028-20028.1-22
D 948
80 63
81 62
79 60
59 41
19 9
4 7
21 20
6 1
2 61
3 8
5 BB
2 3
3 2
2 2
GARAGE
PLAN 2E 1989 ELEV. A
PLAN 1E 1511 ELEV. B GARAGE GARAGE PLAN 2E 1989 ELEV. B 414
408

LOW LOW
LOW
LOW
LOW
LOW
LOW
LOW
LOW
LOW
LOW
LOW
LOW
LOW
LOW
LOW

LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV 410
37" OAK
22" OAK
412
413 SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV

SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV

SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV

SLV SLV SLV SLV SLV

SLV SLV SLV SLV

MODEL MODEL MODEL
SALES
OFFICE
M
M
M
M
M M M
M M M
M
M
M
M
M
M
M
M
M
M
3 4" 3
4" SH L
1" 4.28
P20
972 SF P20
1" 5.53
SH L
P18
1261 SF P18
(1)4" SLV.
(2)2" SLV.
4" SLV.
1 - 2" SLV.

TW TW
M
M
M M
M
M M
T
3 4"

PROVIDE FLOW SENSOR WIRE

FROM CONTROLLER TO FLOW
SENSOR PER MANUF. SPECS.

TW
TW
S
L S
S S
S S
S R
TW
3 4" S L
1" 3.04
P21
530 SF
PLACE LINE SIZED GATE VALVE.

P.O.C. FOR PARK SITE IRRIGATION
WORK. SEE PLANS FOR PARK BY

FUHRMAN LEAMY LAND GROUP
P21
3 4" S L
1" 2.63
650
P11 PLACE 3
4" LATERAL LINE FROM VALVE 'P11' 4"
FROM SOUTH EDGE OF WALK . HAND DIG UNDER
CANOPY EXISTING OAK TREE CANOPY.
3 4" S L
1" 2.5
P22
26 TW
WM
BF
1"
BF2
M
M
M
M
660 SF
P23
1" 9.5
S L
PLACE 3
4" LATERAL

LINE FROM VALVE
'P23' 8" FROM
EDGE OF WALK .

HAND DIG UNDER

CANOPY EXISTING
OAK TREE CANOPY.

M
M
M
3 4" 2"
2"
FS
TW
TW
M
M
M
M
M
M
M
M
M
M
3 4" 1"
4" SLV.
4" SLV.
2" SLV.

PROVIDE GATE VALVE ON WATER STUB PROVIDED
BY CIVIL ENGINEER. VERIFY LOCATION IN FIELD.

WATER SUPPLY LINE SIZE:

STATIC PSI:

WATER METER SIZE:

BACKFLOW DEVICE SIZE:

OPERATING PSI:

BOOSTER INCREASE PSI:

MAXIMUM FLOW DEMAND:

SITE ELEV DIFFERENCE:

POINT OF CONNECTION - P
3'
15 GPM
NA
57 PSI
1"
1"
57 PSI

CONTROLLER -

CONTRACTOR TO MOUNT CONTROLLER PER
MANUFACTURER'S SPECIFICATIONS. SEE

IRRIGATION LEGEND AND DETAILS FOR MOUNTING
TYPE AND ADDITIONAL INFORMATION.

CONTRACTOR TO COORDINATE LOCATION AND
ELECTRICAL SERVICE WITH OTHER TRADES.
1"
P (PARKS AND E ST.)
M
3 4"
P
MV
2"
(1)4" SLV.
(2)2" SLV.
(1)2" SLV.
(1)2" SLV.
(1)2" SLV.
81 82
83 84
85 86
87 88
102
103
104
105 5T3 LOW

LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW

SLV SLV SLV SLV

SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV

M M M M
M M M
M
M
M
M
M
L
S
S
S
S
S R
L
S
S
S
S
S
S
L M
M
M
M
M
M
M
M
M
M
M M M
M M M
M
M
M

M M M M M
M
M

M M M M M
M
M
3 4" 3
4" 3
4" 3
4" 3
4" 3
4" 3
4" 1"
3 4" 3
4" 3
4" 1"
3 4" 1"
SH L

5.53 P18
1261 SF P18
1" 8.35
SH L
P17
664 SF
P17
1"
SH L

6.46 P16
1001 SF P16
1"
SH L

10.8 P15
614 SF P15
1"
SH L

4.37 P14
839 SF P14
1"
SH L

4.98 P13
1159 SF P13
1"
SH L

6.32 P12
865 SF P12
2" MAINLINE
4 " SLV.
2" SLV.
4" SLV.
1 - 2" SLV.

TW TW TW TW TW TW TW
4" SLV.
4" SLV.
4" SLV.
4" SLV. 4" SLV. 4" SLV. 4" SLV. 4" SLV.
4" SLV. 4" SLV. 4" SLV.
2" SLV. 2" SLV. 2" SLV. 2" SLV.
4" SLV. 4" SLV.

WM
BF
MV
FS
BF2
(F)
DRINKING FTN.

CONCRETE

PAD AND CAGE
DRINKING FTN.

CONCRETE

PAD AND CAGE

IRRIGATION

IRRIGATION
SYSTEM
WATER
METER

SEE CIVIL
1"
1"
1"
2"
1"
LI-1.0
6 SCF
1"=20'0"

LANDSCAPE

IRRIGATION

PLAN - E STREET
Know what'sbelow.
before you dig. Call
R
B
E STREET FRONTAGE IMPROVEMENTS (STA. 7+78 TO 12+50)
C
E STREET FRONTAGE IMPROVEMENTS (STA. 2+00 TO 7+78)

IRRIGATION SYSTEM NOTE

IRRIGATION SYSTEM AS SHOWN ON PLANS IS
DIAGRAMMATIC ONLY FOR GRAPHIC CLARITY.

ALL IRRIGATION EQUIPMENT, INCLUDING

MAINLINE AND VALVES, SHALL BE PLACED IN
PLANTER AREAS.

WATER EFFICIENT LANDSCAPE ORDINANCE:
"I have complied with the criteria of the Water Efficient Landscape Ordinance and applied such criteria for the efficient use of water in the irrigation design plan."
Applicant Signature License # Date

3.31.2023 RLA 2956 MATCH LINE: SEE ABOVE LEFT
SEE SHEET LI-2.0 FOR E STREET

IRRIGATION SCHEDULE
PROJECT:

CLIENT:

REVISIONS DATE

ISSUE DATE
DRAWN :

CHECKED :

SCALE: :

SHEET TITLE:

CONSULTANT
1 2
3 4
5 JOB NO. :

FUHRMAN LEAMY

E STREET

SACRAMENTO, CA

BLACK PINE COMMUNITIES

WEST SACRAMENTO, CA
13 I GE
R
TS

ERED LANDSCAPE ARCH I T
EC
T

STATE OF CAL I FORN
AI
TS
EVEN C . FUHRMAN
No. 2956
10/31/2023
Signature Renewal Date Date 5.19.2023

SCF MATCHLINE-SEE BELOW

LIMIT OF WORK - SEE
FOUR 40 WEST PARK

SITE PLANS BY FLLG

LIMIT OF WORK - SEE
FOUR 40 WEST ONSITE

PLANS BY FLLG

LIMIT OF WORK - SEE
FOUR 40 WEST ONSITE

PLANS BY FLLG LIMIT OF WORK
A WATER METER MANIFOLD.

NOT TO SCALE

SEE ENLARGEMENT

DETAIL A THIS SHEET
949
S
OL AN ACTEȡODELȡDESC
PT
ON T
PS
DETA
L

NTEPCONE
S
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ǾPOTATO
NO

LEǽTʲTO
SEAD
ACǙǚȒǖǕǚONPSǘǕ
OD
ǽ
NSTALLONA
N
DǖǝǖǗNPCAPȒSAȒPSȒǖǗ ǖ ǘǕ ȡL
Ǘǽǖ

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P
S
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T
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C
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LEONPSǘǕOD
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LE TST
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DEST
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TST
Pǽ
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ǖǝǖǗNPCAPȒSAȒPSȒǖǗ
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ǖǝǖǗNPCAPȒSAȒPSȒǖǗ
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TLEAND

A
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Ǚǚ ǘǕ ȡL
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T

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LOECON

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T
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NTE
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N
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EDATESEǾEDASSANDSTA
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T
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TO ALE
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NǘȡǙ
NǽǾǖ
NǽǾǖȒǖȡǙ
NǽǾ
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Nǽǽ
T
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OECLA
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ǖȇ
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L
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L
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NC
ȯS
TEONEǽCOOțǞǖǛȜǜǛǚȒǕǞǘǞ ǖ LȡL
Ǘǽǖ
A
NASTETȒDȒǖ
ǗȒ
EDECODE OS
N
LEALECONTOLǽALESCANE
OPEATEDPTOǖǕǕȉAD
S OT
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CALCONNECT
ONE
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T
CONNECTOSțTȒSPL
CEOEALȜ
ǖǙ PE
AN ǽ
ATEETEǖȇ
E
ST
N
ǖ

AT
ONLATEALL
NE:PCSC
EDLEǙǕȒNP ǗǾǘǕǖLǽ ǽ AȡL
Ǘǽǖ

AT
ONA
NL
NE:PCSC
EDLEǙǕȒNP ǖǾǕǛǕLǽ ǽ AȡL
Ǘǽǖ
P
PESLEEE:PCSC
EDLEǙǕ
LATEALSLEEE
ǗǞǽǜLǽ ǽ AȡL
Ǘǽǖ T L S R

LST RSTSST M L O M L O

0.25 0.50
MV

ǗP
T

Valve Callout
Valve Number
Valve Flow
Valve Size # # #"
XX
Hydrozone Area
Plant Type
Plant Type
SH-Shrub
TR-Tree
TU-Turf
NM-No Mow
BI-Bioremediation
Sod

IRRIGATION SCHEDULE E STREET FRONTAGE
LI-2.0 7
SCF

AS SHOWN

LANDSCAPE

IRRIGATION NOTES &

LEGEND - E STREET
ǖǽ NOTE:ATESE
CE
SDOEST
CǾ
OEEC
T
O ESTSACAENTO
ASEESTEDALLE
PENT
TOEPEO
DED
EEPOSS
LE
T
NONȒPOTALEPPLE
DENT

CAT
ONǽ
Ǘǽ ALLPOPȒPT
PESP
NLE
EADS
NSTALLED
NS
O
ONDCOEAEASS
ALLE
NSTALLEDSO
T
ATT
ETOPO T
ESP
NLE
EAD
SǖȇAOE
N
S

ADEǽ
ǘǽ ALLPOPȒPT
PESP
NLE
EADS
NSTALLED
NT AEASS
ALLE
NSTALLEDSOT
ATT
ETOPO T
E
SP
NLE
EAD
S LS

T
AD
ACENTS
DEALOCǽ
Ǚǽ ALLSP
NLE
EADSS
ALLESETPEPEND
CLATO
N
S

ADEO T
EAEATOE

ATED
NLESSOT
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SEDES

NATEDONT
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ǚǽ ALLSP
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T
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NA
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NA
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Ǜǽ T
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STEDES

N
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LOO ǖǚ
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ENECESSA
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NEAC
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ǖǙǽ CONTACTOS
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A

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ONCONTOLLETOOPEATEAS OLLOSPOSTȒCONSTCT
ON:

SPA
ALESS
ALLONL
ETNEDONETEENT
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OSO ǖǕ:ǕǕPǽǽANDǛ:ǕǕAǽǽLEAND
D
PALESCANOPEATEATAN
T
Eǽ
ǖǚǽ PEELOǾ

AT
ON
EADSSTEPLACEDSOT
AT
ADSCAPEDAEASDA
NTOADLANDSCAPED
AEASǾAND
T
NOOESPA
ǽOT
E
SEASETAC O
ADSCAPEO ǗǙȇ
N

SE
EDǽ
ǖǛǽ ALLLANDSCAPEAD
TSS
ALLECONDCTED
AT

DPAT
CET

EDLANDSCAPE

AT
ONAD
TOǽ
ǖǜǽ T
EPO
ECTAPPL
CANTS
ALLS
TAN

AT
ONAD
TEPOT
T
T
ECET

CATEO
COPLET
ONTOT
EESPONS
LELOCALA
ENC
PEELOE
EENTSǽ

GENERAL IRRIGATION NOTES
PROJECT:

CLIENT:

REVISIONS DATE

ISSUE DATE
DRAWN :

CHECKED :

SCALE: :

SHEET TITLE:

CONSULTANT 12345
JOB NO. :

FUHRMAN LEAMY

E STREET

SACRAMENTO, CA

BLACK PINE COMMUNITIES

WEST SACRAMENTO, CA
13 I GER TS ERED LANDSCAPE ARCH I TECT STATE OF CAL I FORN AI TS EVEN C . FUHRMAN No. 2956
10/31/2023
Signature Renewal Date Date 5.19.2023
SCF
NOTE: SEE PARK SET IMPROVEMENT PLANS BY FUHRMAN LEAMY LAND GROUP FOR COMPLETION OF THE IRRIGATION WORK, BEYOND WHAT IS SHOWN ON THIS SET. 950
LI-2.1
8 SCF

AS SHOWN
PROJECT:

CLIENT:

REVISIONS

LANDSCAPE

IRRIGATION

DETAILS - E STREET
DATE

ISSUE DATE
DRAWN :

CHECKED :

SCALE: :

SHEET TITLE:

CONSULTANT
1 2
3 4
5 JOB NO. :

FUHRMAN LEAMY

E STREET

SACRAMENTO, CA

BLACK PINE COMMUNITIES

WEST SACRAMENTO, CA
13 I GE
R
TS

ERED LANDSCAPE ARCH I T
E
C
T

STATE OF CAL I FORN
AI
TS
EVEN C . FUHRMAN
No. 2956
10/31/2023
Signature Renewal Date Date 5.19.2023
SCF

AT
ONTENC

N
:ǗǙȇDEPT
țDOEST
CȜ
NOTTOSCALE
12"
24"
6"
6"
6"
ǖ
NONȒPESSEPC
LATEALL
NEP
P
N
ǽ
OǛȇLANSPA

POPȒPSǽ
ǖ
Ǘ
NONȒPESSEPC
LATEALL
NEP
P
N
O
ǖǗȇ
Ǘ
ǘ
PCPESSEA
NL
NE
P
P
N
ǽ
ǘ
Ǚ
CONTOL
ESȒTAPE
ANDNDLEEE
ǖǕ
EETǽ
NSTALLAD
ACENT
TOPESSEA
NL
NEǽ
Ǚ
ǚ
PO
DEǗȇDEPT
O
CLEANAC
LLǽ
ǚ
Ǜ
SEE

AT
ONSPECS
OAC
LLAND
COPACT
ON
E
EENTSǽ
Ǜ
ǜ
ȱǖǕAECOPPETACE

Eǽ
ǜ
ǝ

N
S

ADEǽ ǝ
A
PȒǗǗǕǗǕȒǗǕ
ǙǚDONASEǽ
TOLATEALL
NE
P
PEDEPT
ǽ
EOTECONTOLALEǾ
C
T
N
ONSǽOǽǽ
ǖǖȡǗȇʲǖȆȒǕȇ
ONEPEOǽ
ǗǕǖǙ
OPLAST
C
ALEOANDCOEǽ
ATEPOO
ECONNECTOS
ONǖǝȇLOOPED
ESǽ
SETOǗȇAOE
ADEATS
Sǽ
SETO LS
TO
ADEATT ǽ

TȆȆT
EADED
TEN
ONALLALE

T
SC
EDLEǝǕN
PPLESǽ
SETALEǗȇȒǘȇ
ELOTOPO Oǽ
OTLETP
PESAES

E
ASALEǾǗǙȇ
Nǽ
TO
ST
TT
N
ǽ
SC
EDLEǙǕ
SEǽ
A
NL
NE

T
PCTEEǽ
TSPCǞǕELOǽ
ǖȡǗȇ
ECLOT

OP
ESCEENǾ
APPALLS
DESǽ
ǛǗǖǛCONCǽLOCCAPSǾ
ONEEAǽCONEțǙTOTALȜǽ

NCEASELATEAL
L
NEASPEPLANSǽ 4" MIN 12" BELOW GRADE
D
ȒǗǕǕǗǝȒǗǕǕǗǝǽǖȒǕǚ
LE:OOTATES
STE
ǘȡǙȇʲǖȆȒǕȇ
12" MIN.
ǖ Ǘ
ǘ
Ǚ
ǚ
Ǜ
ǝ
ǖǖ
Ǟ
ǖǕ

ATECAPǽ ǖ
LEȒSEE

AT
ON
PLAN
Ǘ
OOTATE
N
S
STE

T
ASETEAE
CAN
STEǽSEEDETA
LAND

AT
ONLE
END O
AN ACTEAND
ODELǽ
ǘ

N
S

ADEǽ Ǚ
C
ECALE ǚ
ǘȡǝȇPEA
AELǾPLACE
N
OOTATE
N
S
STE
ANDǙȇ
DT

LL
LEN
T
O OOTATE
N

S
STECAN
STEǽ
Ǜ
ǜ
ǖȡǗȇǞǕDE
ǽELLǽ ǝ
PCSC
ǽǙǕTEEOELLǽ Ǟ
ǖȡǗȇALENPT
NLETǽ ǖǕ
S
N
P
PEǾǖǗȇS
N

ASSEL
ǽ
ǖǖ ǖǗ
LATEALP
PEǾSEELE
ENDǽ ǖǗ
NOTE:
SETE LONTAPEONALLALE
P
PET
EADS
ǜ
ǖȡǗȇPCSC
ǽǝǕN
PPLEǽ
G
ǘǗǝǙǕǘǽǚǘȒǖǜ

POPȒPSP
NLE
NOTTOSCALE
X
ǖ
Ǘ
ǘ
Ǚ
POPȒPSPA

EADǽDONOT
SES
DE
NLET
ǖ
ALOCǽ Ǘ
PCSC
ǽǝǕN
PPLEțǙȇ
Nǽ
LEN
T
Ȝǽ
ǘ
PCT5TǞǕʍELLǽ Ǚ
ǚ
LATEALL
NEP
PEAND

TT
N
ǽ
ǚ
Ǜ
PCSC
ǽǙǕǞǕʍSTEETELLǽ Ǜ
ǜ
PCSC
ǽǝǕN
PPLEțǛȇ
LON
Ȝǽ
ǜ
ǝ

N
S

ADEǽ ǝ
NOTES:
SETE LONTAPEONALLALEP
PET
EADSǽ
ʲ Ǘȇ
NT AEASǽ
ʲ Ǚȇ
NPLANT
N
EDSǽ
PEELOǾ
EADSA
EPLACEDASNOTEDAOEǾPO
DEDT
AT

ADSCAPEDAEASDA
NTOADSLANDSCAPEDAEASǾAND
T
NO
OESPA
ǽOT
E
SESETAC O
ADSCAPEǗǙȇ
SE
EDǽ
ȒǗǕǕǗǝȒǗǕǕǗǝǽǖȒǕǘ
F
LE:OOTATE
N
S
STE OTEES
NOTTOSCALE
ǖ
OOTATE
N
S
STEASETEAE
CAN
STE
T
PEȒ
NSTALLEDLEǽSEE

AT
ONLE
END OAN ACTEAND
ODELǽ
ǖ
Ǘ
S
N
P
PEǾǖǗȇS
N
ASSEL
ǽ Ǘ
ǘ
LATEALL
NEP
PEǽSEELE
ENDǽ ǘ
Ǚ
TEEOOTALL Ǚ
ǚ
COND
T
ONEDAC
LLǽ ǚ
Ǜ
TOPDESS
N
ǽ Ǜ
ǜ

N
S

ADEȡPLANT
N
ESǽ ǜ
NOTE:SETE LONTAPEONALLALET
EADSǽ
H
PȒǗǗǕǗǕȒǖǛ
ALEOLA
OTȒDOEST
C
NǽTǽSǽ
Aǖ
C
AǗ Aǘ
PLANT
N
AEA
ǖ
Ǘ
ǖǕȇONDALEOǽ
EATANDȇCȇ
ONL
D
NǗȇ

C
AACTESǽ
ǖ
ECTAN
LAALEOȡOLTDON
COEǽ
EATANDALESTAT
ONNOǽON
L
D
NǗȇ

C
AACTESǽ
Ǘ
ǘ
ED
EO LANǾALǾ ENCEǾCǾETCǽ ǘ
NOTES:
ǖǽ CENTEOESOEALESǽ
Ǘǽ PLACEOES
N
ONDCOEAEA

EEPOSS
LEǽT
P
CALǽ
ǘǽ PLACEOESPAALLELTOEAC
OT
E
ANDPEPEND
CLATOED
EO

ADSCAPEǽ
12" 12" 12"
12"
I
PȒǗǗǕǗǕȒǖǚ

ATEALEțEC
CLEDȜ
NOTTOSCALE
GV
PLAN
X
2"
SECT
ON
ǖ
ǖ
ǖ
ONDDOEST
CțPPLE OEC
CLEȜ
ALEO
T
OLTDONCOEǽ
EAT
ANDȇ
ȇONALEOCOE
NǗȇ

LETTESǽ
Ǘ

N
S

ADEǽ Ǘ
ǘ

ATEALE
T
ON
E
EEL
ANDLEO
COSSȒ
ANDLEǽ
ǘ
Ǚ
ǛȇD
AǽSC
ǽǙǕDOEST
CțPPLE O
EC
CLEȜPCP
PEETENS
ONǽLEN
T
AS
E
EDǽ
Ǚ
ǚ
ǘȡǙȇCS
EDOCǽǝȇDEPT
ǽ ǚ
Ǜ
COON
CțǗE
EDȜǽ Ǜ
ǜ
DOEST
CțPPLE OEC
CLEȜPCALE
ADAPTEǽT
P
CALǽ
ǜ
ǝ
DOEST
CțPPLE OEC
CLEȜPCA
N
L
NEP
PEǽ
NOTE:
Ȓ ǖȇ
NT AEAS
Ǘȇ
NS
AEAS
ǝ
B
ȒǗǕǕǗǝȒǗǕǕǗǝǽǖȒǖǖ
NOTES:

Ǘǽ SETE LONTAPEONALLALEP
PET
EADSǽ
Ȓ ǖǖȡǗȇAOE
N
S

ADE
NLANAEAS
ǗǖȡǗȇAOE
N
S

ADE
NS
AEASǽ
SECT
ON
PLAN

CCOPLEțEC
CLEDȜ
NOTTOSCALE
C
X
6" MIN - 12" MAX
3"
4"
ǖ
Ǘ
ǘ
Ǚ
ǚ
Ǜ
ǖǕȇONDDOEST
CțPPLE O
EC
CLEȜALEOǽ
EATANDȇCȇ
ONL
D
NǗȇ

C
AACTESǽ
ǖ

N
S

ADEǽ Ǘ
ǘȡǙȇCS
EDOCǽǛȇDEPT
ǽ ǘ
DOEST
CțPPLE OEC
CLEȜSC

ǝǕN
PPLEǽLEN
T
ASE
EDǽ
Ǚ
DOEST
CțPPLE OEC
CLEȜSC
ǙǕ
ǞǕʍELLǽ
ǚ
DOEST
CțPPLE OEC
CLEȜ
A
NL
NEP
P
N
ǽ
Ǜ
ǜ
DOEST
CțPPLE OEC
CLEȜ
A
NL
NE
TT
N
ǽ
ǜ
ǝ
DOEST
CțPPLE OEC
CLEȜSC

ǙǕǞǕʍSTEETELLǽ
ǝ
Ǟ
DOEST
CțPPLE OEC
CLEȜSC

ǝǕN
PPLEǽǛȇLON
ǽ
Ǟ
ǖǕ

CCOPL
N
ALEǽ ǖǕ
ǖǖ
AD
ACENTCONCETEǽ ǖǖ
ǖǗ
STA
NLESSSTEELCLAPSǽ ǖǗ
ǖǘ
ǖȇǘȡǖǛȇǘǕȇAN
LE
ONǽ ǖǘ
ǖǙ
COON
CțǗE
EDȜǽ ǖǙ
C
ȒǗǕǕǗǝȒǗǕǕǗǝǽǖȒǖǕ

FLOW SENSOR ASSEMBLY
ǖǖȡǗȇʲǖȆȒǕȇ
Ǘ
ǖ
ǘ
Ǚ
ǚ
Ǜ
ǜ
PIPE LENGTH = TO 10X
PIPE DIAMETER.

PIPE LENGTH = TO 5X
PIPE DIAMETER.

LOSENSOASSPECȆDǽSEEPLANǽ ǖ

ECONNECTOS Ǘ
COND
T O
ES
EEEȆDǽSEEPLANǾOT
E
SE ǘ
ALEOǽSETǘȇAOE

NS
EDSǾǖȇ
NT ǽ Ǚ

CONEAǽS
DE OSTA
L
T
ǽ ǚ
A
NL
NE Ǜ
ALEOETENS
ONSǾ
EȆDǽ ǜ
J
ȒǗǕǕǗǝȒǗǕǕǗǝǽǖȒǖǚ
ASTEALEȒDECODES
STE
NǽTǽSǽ
X
6"
2"
ǖ Ǘ ǘ Ǚ ǚ Ǜ
ǜ ǝ Ǟ ǖǕ
ǖǙ
ǖǘ
ǖǗ
ǖǖ
ǖǚ
ASTEALEǽ ǖ
ECTAN
LAALEOȡOLT
DONCOEǽ
EATANDALE
STAT
ONNOǽONL
D
NǗȇ

C
AACTESǽ
Ǘ
C

ST

ǽDǽTA
NEEDTO
ATC
DA
N
Sǽ
ǘ

N
S

ADEǽ Ǚ
N
ON
TT
N
ǽ ǚ
PCP
PETOSP
NLESǽAN
LE
P
PETOSPEC

EDDEPT

T
Ǚǚʍ
ELLSǽ
Ǜ
COON
CțǗE
EDȜǽ ǜ
ȱǖǙ LOSENSO
ESTO
CONTOLLEǽ
ǝ
ǘȡǙȇCS
EDOCǽǝȇDEPT
ǽ Ǟ
ȱǖǙASTEALESOLENO
D

ESTOCONTOLLEǽ
ǖǕ
PCSC
ǽǝǕN
PPLEǽ ǖǖ
PCS5SǞǕʍELLǽ ǖǗ
D

ǘ
ESPL
CE
Tǽ ǖǘ
DECODE ǖǙ
A
NL
NE
TT
N
ȡSOLENT
ELDOTLETǽ
NOTE:
Ȓ ǖȇ
NT AEAS
ǘȇ
NPLANT
N
AEAS
ǖǚ
K
ȒǗǕǕǗǝȒǗǕǕǗǝǽǖȒǖǛ
CONTOLLE
NǽTǽSǽ ȒǗǕǕǗǝȒǗǕǕǗǝǽǖȒǗǝ
L
PLAN
E

OND
N
ODȒDECODES
STE
ǖȡǗȇʲǖȆȒǕȇ

ONDȯEE
ǖǗT

DECODEOǖǕǕǕȆO

ENț

C
EE

SS
OTEȜ
NT
E
TO
EPAT
ǽ

ONDT
E
NAL
DECODE
NAN

E
Nǽ
ǝȆ5ǚȡǝȇLCOPPECLAD

OND
N
OD
ǖ
ǖǕȆȱǛSO
LDCOPPE

OND
E
Ǘ
CADELDCONNECTO ǘ
ǖǕȇONDPLAST
CALE
O
Ǚ
D
ȒǛCONNECTO ǚ
Ǘ
EDECODE Ǜ
ACCǗ
EPAT
ǜ
EOTECONTOLALE ǝ
ALEO Ǟ
10'0"
10'0"
E
ȒǗǕǕǗǝȒǗǕǕǗǝǽǖȒǚǞ
951
80 63
62 79
60 59
41 19
9 4
7 21
20 6
1 2
61 3
8 5 6th STREET
BB
2 3
5 2
2 2
GARAGE
PLAN 2E 1989 ELEV. A
PLAN 1E 1511 ELEV. B GARAGE GARAGE PLAN 2E 1989 ELEV. B 414
408

LOW LOW
LOW
LOW
LOW
LOW
LOW
LOW
LOW
LOW
LOW

LOW LOW
LOW
LOW
LOW

SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV

SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV

SLV SLV SLV SLV SLV

SLV SLV

MODEL MODEL MODEL
SALES
OFFICE
PROVIDE 3"
DEPTH
MULCH
UNDER EX.

OAK
PROVIDE 3"
DEPTH
MULCH
UNDER EX.

OAK
5T3

LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW LOW

SLV SLV SLV SLV

SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV

SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV

SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV SLV LP-1.0
9 SCF
1"=20'0"

LANDSCAPE

PLANTING

PLAN - E STREET
Know what'sbelow.
before you dig. Call
R
A
E STREET FRONTAGE IMPROVEMENTS (STA. 7+78 TO 12+50)
B
E STREET FRONTAGE IMPROVEMENTS (STA. 2+00 TO 7+78)
WATER EFFICIENT LANDSCAPE ORDINANCE:
"I have complied with the criteria of the Water Efficient Landscape Ordinance and applied such criteria for the efficient use of water in the irrigation design plan."
Applicant Signature License # Date

7.11.2023 RLA 2956 MATCHLINE- SEE BELOW
SEES
EETLPȒǗǽǕ OESTEET
PLANT
N
LE

END MATCHLINE- SEE ABOVE
PROJECT:

CLIENT:

REVISIONS DATE

ISSUE DATE
DRAWN :

CHECKED :

SCALE: :

SHEET TITLE:

CONSULTANT
1 2
3 4
5 JOB NO. :

FUHRMAN LEAMY

E STREET

SACRAMENTO, CA

BLACK PINE COMMUNITIES

WEST SACRAMENTO, CA
13 I GE
R
TS

ERED LANDSCAPE ARCH I T
E
C
T

STATE OF CAL I FORN
AI
TS
EVEN C . FUHRMAN
No. 2956
10/31/2023
Signature Renewal Date Date 5.19.2023
SCF

LIMIT OF WORK - SEE
FOUR 40 WEST ONSITE

PLANS BY FLLG

LIMIT OF WORK - SEE
FOUR 40 WEST ONSITE

PLANS BY FLLG

LIMIT OF WORK - SEE
FOUR 40 WEST ONSITE

PLANS BY FLLG

LIMIT OF WORK - SEE
FOUR 40 WEST ONSITE

PLANS BY FLLG
SEE LC1.0 FOR ROOT BARRIER
SEE LC1.0 FOR ROOT BARRIER, ADJACENT
TO STREET TREES THIS AREA.

NOT A PART- SEE PARK

SITE PLANS BY BY FLLG

LIMIT OF WORK - SEE
FOUR 40 WEST ONSITE

PLANS BY FLLG
952
TEES OTAN
CALȡCOONNAE S

E ATESE T
DETA
L

N
O
LOAˤATN
OLDˤ ǗǙȇO ED
Ǜ CȡLPǗǽǕ
ATN
OLDA
DEN
A
TEE
S
S OTAN
CALȡCOONNAE S

E ATESE T
DETA
L
CALL
STEON

NAL
SȆL
TTLE
O
NȆ ǚ
ALǽ LO ǘǚ ȡLPǗǽǕ
L
TTLE
O
NEEP
N
OTTLES

D
ETES
COLO ǖ
ALǽ LO ǗǙ ȡLPǗǽǕ
OTN

TL
L

EON
S
APON
CS ǖ
ALǽ LO ǗǕ ȡLPǗǽǕ

APANESESP
NDLE

N
PESC

NENS
SȆLEPO
NTȆ ǚ
ALǽ LO ǚ ȡLPǗǽǕ
LEPO
NT
N
PE
N
P
O
AȆED
OTPOPS
CLEȆ ǖ
ALǽ LO Ǜ ȡLPǗǽǕ
ED
OTPOPS
CLEDA POE
LOANDALON

OL
AȆEE
EȆT ǖ
ALǽ LO ǖǗǙ ȡLPǗǽǕ
EE
EATS

LENE

ENS ǖ
ALǽ LO ǘǜ ȡLPǗǽǕ
DEE
ASS

TSCON
SˤCOPACTAˤ ǖ
ALǽ LO ǖǞǕ ȡLPǗǽǕ
DA COON
TLE
NAND
NADOEST
CA ǖǚ
ALǽ LO ǘ ȡLPǗǽǕ

EAENL
AOO
NE
OLEANDEȆL
TTLEEDȆT ǚ
ALǽ LO Ǟ ȡLPǗǽǕ
L
TTLEEDOLEANDE
P
O
TENAȆ
ADSANȆ ǚ
ALǽ LO ǖǘ ȡLPǗǽǕ
NE
EALAND LA

AP

OLEP
SELLATAȆ
NO
L
EENȆT ǚ
ALǽ LO ǞǞ ȡLPǗǽǕ

L
EEN
ND
AN
AT
ON
SAL
A
E

Ȇ
EATAELA
EȆ ǖ
ALǽ LO ǚǕ ȡLPǗǽǕ

EATAELA
EATNSA
E

ONDCOES OTAN
CALȡCOONNAE S

E ATESE SPAC
N
T
DETA
L
C
STSPLELENTSȆSNSETȆ ǖ
ALǽ LO ǘǛȇ,ǽ ǽ Ǚǚ AȡLPǗǽǕ
SNSETOCOSE

N
PES
O

ONTAL
SȆLEC

PȆ ǖ
ALǽ LO Ǚǝȇ,ǽ ǽ ǛǕ AȡLPǗǽǕ
LEC

P
N
PE
LANTANAONTE
DENS
SȆSPEAD
N

TEȆ ǖ
ALǽ LO ǘǛȇ,ǽ ǽ ǜǖ AȡLPǗǽǕ

TETA
L
N
LANTANA
OSA LOECAPET
ELLO Ǘ
ALǽ ED
ǘǛȇ,ǽ ǽ ǝǛ AȡLPǗǽǕ

ELLOCAPETOSE

PLANT SCHEDULE E STREET FRONTAGE
LP-2.0
10 SCF

AS SHOWN

LANDSCAPE

PLANTING NOTES &

LEGENDS - E STREET
ǖǽ CONTACTOS
ALLE

ALLS
TECOND
T
ONSP
OTO
DD
N
AND
CONSTCT
ONǽ
Ǘǽ ALLTEESS
ALLETA

EDANDȡOAPPOED
ONEǔLANDSCAPE
AC

TECTǽNSE
SOCESS
ALLEATONEȡLANDSCAPEAC

TECTȆS
D
SCET
ONǽ
ǘǽ ALLS
SAND
ONDCOEAEASS
ALLETOPDESSED
T
T
EEțǘȇȜ

NC
LA
EO
AN
CLC
ǾAǖǘǝǘAPPOEDPODCTǾț
ǽEǽA
O
NESȒǗǾ

OȒLC
ȜǾPEPLANSǽ
Ǚǽ ALLTEESțECEPT
NT AEASȜǾS
SAND
ONDCOESț
NCLD
N

T
OSEONSLOPESȜS
ALL
AEATE
N
AS
NS
LTPATLEASTTOțǗȜT
ES
T
ED
AETEO T
EOOTALLǽTEEANDS
AS
NSS
ALLEA
N
O
T
EEțǘȇȜ
NC
ES

ǽ
ONDCOEAS
NSS
ALLEA
N
O TOțǗȇȜ

NC
ES

ǽ
ǚǽ ALLPLANTATE
ALSS
ALLE
ED
ATEL
ȇ
ANDȇATEEDA TEPLANT
N

ANDCONT
NALL
ON
TOEDANDSPPLEENTALL
ȇ
ANDȇATEEDD
N

T
ECONSTCT
ONANDCONTACTA
NTENANCEP
ASESASNEEDEDǽ
Ǜǽ SST
TT
ONO PLANTATE
ALS
LLNOTEACCEPTALENLESSOT
E
SE
APPOED
T
ELANDSCAPEAC

TECTǽ
ǜǽ ALLPLANTATE
ALSDEL
EEDTOT
ES
TEST
AEATLEASTONEO EAC

PLANTT
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GENERAL PLANTING NOTES
PROJECT:

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REVISIONS DATE

ISSUE DATE
DRAWN :

CHECKED :

SCALE: :

SHEET TITLE:

CONSULTANT 12345
JOB NO. :

FUHRMAN LEAMY

E STREET

SACRAMENTO, CA

BLACK PINE COMMUNITIES

WEST SACRAMENTO, CA
13 I GER TS ERED LANDSCAPE ARCH I TECT STATE OF CAL I FORN AI TS EVEN C . FUHRMAN No. 2956
10/31/2023
Signature Renewal Date Date 5.19.2023
SCF

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953
11 E0 GC NA PROJECT: REVISIONS ELECTRICAL COVER SHEET DATE ISSUE DATE DRAWN : CHECKED : SCALE: : SHEET TITLE: SHEET OF SHEETS CONSULTANT 1 23
4 5 JOB NO. : FUHRMAN LEAMY LAND GROUP DESIGN • SERVICE • SOLUTIONS BPH: 22020 FOUR 40 WEST PARK E STREET SACRAMENTO, CA CLIENT: BLACK PINE COMMUNITIES WEST SACRAMENTO, CA 13 © CES Engineering, Inc. These plans are not to be reproduced, changed or copied without the permission of CES Engineering, Inc. This drawing is not final and shall not be used for construction until signed by the Electrical Engineer and approved by the Authorities Having Jurisdiction CES ENGINEERING, INC. 916.905.4477 www.conwayengineering.com 13420 Mesa Drive Grass Valley California 95949 USA 2140 PROFESSIONAL DRIVE, SUITE 115 ROSEVILLE, CALIFORNIA 95661 916.783.5263 • FLLANDGROUP.COM RR Know what'sbelow. before you dig. Call R ELECTRICAL SPECIFICATIONS: 1. ALL WORK SHALL BE IN ACCORDANCE WITH THE CURRENT CALIFORNIA ELECTRICAL CODE, PLUS ALL AUTHORITIES HAVING JURISDICTION INCLUDING APPLICABLE FEDERAL, STATE AND LOCAL CODES, STANDARDS, ORDINANCES, RULES AND REGULATIONS. 2. FURNISH ALL LABOR, MATERIALS, TOOLS, EQUIPMENT, STORAGE, FACILITIES AND TEMPORARY CONSTRUCTION NECESSARY FOR COMPLETE AND OPERATING NEW, MODIFIED SYSTEMS, AND MAINTAIN SERVICES TO EXISTING SYSTEMS. 3. DRAWINGS ARE DIAGRAMMATIC AND SHOW THE GENERAL EXTENT AND ARRANGEMENT OF THE WORK REQUIRED WHICH SHALL BE FOLLOWED AS CLOSELY AS THE ACTUAL CONSTRUCTION SITE CONDITIONS AND WORK OF THE OTHER TRADES WILL PERMIT. 4. UNLESS INSTRUCTED OTHERWISE, THE CONTRACTOR SHALL SECURE AND PAY FOR ALL PERMITS, LICENSES, FEES, PLAN REVIEWS AND INSPECTIONS IN CONNECTION WITH THIS WORK. 5. BEFORE PROCURING ANY MATERIALS OR STARTING ANY WORK, THE CONTRACTOR SHALL EXAMINE THE COMPLETE SET OF DRAWINGS FOR ALL TRADES, AND VERIFY ALL DIMENSIONS, SPACE REQUIREMENTS AND POINTS OF CONNECTION. MAKE ALL ADJUSTMENTS NECESSARY TO AVOID CONFLICT WITH THE BUILDING OR STRUCTURE AND THE WORK OF OTHER TRADES, AS REQUIRED TO ACHIEVE THE ARRANGEMENT INDICATED ON THE DRAWINGS. BEFORE PROCURING ANY MATERIALS OR STARTING ANY WORK, CONTRACTOR SHALL VISIT THE SITE AND BECOME FAMILIAR WITH SITE CONDITIONS. 6. PROVIDE ELECTRICAL SUBMITTALS AND SHOP DRAWINGS FOR ALL SYSTEMS FOR REVIEW AND APPROVAL PRIOR TO PROCUREMENT. ALL SUBMITTALS MUST BE REVIEWED AND APPROVED BY THE GENERAL CONTRACTOR AS CONFORMING TO CONTRACT REQUIREMENTS. SUBMITTALS THAT ARE NOT APPROVED AND SIGNED BY THE GC WILL BE RETURNED WITHOUT REVIEW. SUBMITTAL SHALL INCLUDE SWITCHBOARDS, PANELBOARDS, TRANSFORMERS, CONDUITS, CONDUCTORS, FITTINGS, CONNECTORS, PULLBOXES. DEVICES, LIGHTING FIXTURES, POLES AND POLE BASES, LIGHTING CONTROL DEVICES AND EQUIPMENT AND ENCLOSURES. SUBSTITUTIONS TO SPECIFIED EQUIPMENT SHALL BE CONFIRMED PRIOR TO SUBMITTAL AND CONTRACTOR IS RESPONSIBLE FOR ALL ASSOCIATED COSTS INCLUDING POSSIBLE IMPACT ON SCHEDULE. 7. IF ANY EQUIPMENT SUBMITTED BY THE CONTRACTOR IS DIFFERENT FROM THAT SPECIFIED, OR REQUIRES CHANGES IN MATERIAL OR LABOR FROM THAT REQUIRED IN THE CONTRACT DOCUMENTS AFFECTING THIS AND/OR OTHER TRADES, SUCH CHANGES SHALL BE SUBMITTED AS SHOP DRAWINGS. SUBMITTAL SHALL INDICATE CREDIT DUE TO OWNER, IF ANY, BECAUSE OF THE CHANGES. CONTRACTOR SHALL ALSO BE RESPONSIBLE FOR PAYMENT OF ALL CHARGES RESULTING FROM ADDITIONS OR CHANGES IN THE WORK OF OTHER TRADES NECESSARY TO ACCOMMODATE THE REQUESTED MODIFICATION. ALL CHANGES SHALL BE SHOWN ON RECORD AND AS-BUILT DRAWINGS. 8. ARRANGE ALL EQUIPMENT SUBSTANTIALLY AS SHOWN ON THE DRAWINGS. MAKE DEVIATIONS WHERE NECESSARY TO AVOID INTERFERENCE. REWORK EXISTING WIRING, EQUIPMENT AND DEVICES WHERE REQUIRED. RED-MARK AND MAINTAIN A SET OF DRAWINGS ON SITE TO RECORD CONSTRUCTION PROGRESS AND DEVIATIONS FROM DRAWINGS. PROVIDE PDF SCAN OF CLEARLY MARKED CONSTRUCTION-RECORD DRAWINGS AS PART OF CLOSEOUT DOCUMENTATION. 9. FEEDERS AND BRANCH CIRCUIT CONDUITS SHALL BE IDENTIFIED AT LOCATION ABOVE THE PANELBOARD AND AT EACH JUNCTION BOX, DEVICE, RECEPTACLE AND LIGHTING FIXTURE. ADDITIONALLY, WIRE IDENTIFICATION AND CIRCUIT NUMBER SHALL BE MADE AT EACH CONNECTION AND JUNCTION BOX LOCATION. CONDUIT, BOX AND WIRE LABELS SHALL BE SELF-ADHESIVE AS BRADY, 3M OR APPROVED EQUAL. EQUIPMENT LABELS SHALL BE 2-PLY UV STABILIZED ACRYLIC MATERIAL GLOSSY SURFACE CORE WITH 3/16” 1/2” OR 1” LETTERS AS SHOWN ON APPROVED SUBMITTALS. COMPLY WITH ANSI A13.1, ANSI Z535.4, NFPA 70 AND NFPA 70E. 10. MATERIALS AND EQUIPMENT SHALL BE NEW CURRENT MODELS AND BE LISTED BY A NATIONALLY RECOGNIZED TESTING LABORATORY. 11. CONDUITS INSTALLED EXPOSED TO DAMAGE UP TO 8-FEET ABOVE FINISHED GRADE OR FLOOR SHALL BE RIGID GALVANIZED STEEL. CONDUIT ELBOWS AND THEIR RISERS INSTALLED IN CONCRETE SHALL BE RIGID GALVANIZED STEEL WITH 2 LAYERS OF 10MIL PVC TAPE. CONDUIT BELOW GRADE SHALL BE PVC SCHEDULE 40. OTHER CONDUITS WHERE PERMITTED SHALL BE ELECTRICAL METALLIC TUBING WITH COMPRESSION FITTINGS AND 2-HOLE CLAMPS. FLEXIBLE CONDUITS SHALL BE FLEXIBLE METALLIC TUBING WHEN INSTALLED INDOORS IN PROTECTED LOCATIONS OR SHALL BE SEAL-TITE OR APPROVED EQUAL. MINIMUM CONDUIT SIZES ARE ¾” ABOVE GRADE AND 1” BELOW GRADE. CONDUITS SHALL BE INSTALLED IN TRENCHES NOT LESS THAN 24" BELOW TOP OF GRADE PER NEC TABLE 300.5. 12. CONDUCTORS SHALL BE SOFT DRAWN ANNEALED COPPER WIRE WITH THWN INSULATION EXCEPT WHEN EXPOSED TO HIGH AMBIENT TEMPERATURES SUCH AS OUTDOORS SHALL BE XHHW2. WIRING FOR VFD LOADS SUCH AS IRRIGATION BOOSTER PUMPS SHALL BE XHHW OR OTHER VFD RATED INSULATION. UNDERGROUND SPLICING OF WIRING IS TO BE AVOIDED WHERE POSSIBLE. UNDERGROUND CONNECTORS SHALL BE WATERTIGHT USING 3M OR APPROVED EQUAL. FEEDER CONDUCTORS MAY BE ALUMINUM WHEN APPROVED IN SUBMITTALS AND/OR SHOWN ON DRAWINGS. 13. UNDERGROUND PULL BOXES SHALL BE OF SIZE AND TYPE REQUIRED BY AHJ INCLUDING CONCRETE FILLED. OTHERWISE LID SHALL BE TAMPERPROOF TYPE, AND MINIMUM BOX SIZE IS TO BE AS NOTED, HOWEVER INCREASE DIMENSIONS IF REQUIRED DUE TO INSTALLED CONFIGURATION AND NEC 314.28. PULLBOXES TO BE TRAFFIC RATED IF REQUIRED; AND AS MANUFACTURED BY CHRISTY, JENSEN, OLDCASTLE OR APPROVED EQUAL. PROVIDE ADDITIONAL PULLBOXES WHERE ROADWAY AND OTHER OBSTACLE 6” SLEEVING IS PROVIDED FOR ELECTRICAL USE, BUT ALIGNMENT DUE TO EXACT SLEEVE LOCATION AND/OR DEPTH. LOCATE UNDERGROUND PULLBOXES A MINIMUM OF 5'-0" FROM PEDESTRIAN PATHWAYS AND DRIVEWAYS, UNLESS NOTED OR DIRECTED OTHERWISE. 14. METERED AND UNMETERED POWER PEDESTALS SHALL BE PER AHJ REQUIREMENTS AND SHALL BE AS MANUFACTURED BY TESCO CONTROLS OR APPROVED EQUAL. ALL BRANCH CIRCUIT SPACES ARE TO BE PREPARED FOR USE WITHOUT DEADFRONT OR OTHER MODIFICATION, PROVIDE BLANKS FOR UNUSED SPACES. 15. DISCONNECT SWITCHES SHALL BE VISIBLE BLADE TYPE, HEAVY-DUTY SAFETY SWITCHES NEMA 3R AS MANUFACTURED BY SIEMENS, SQUARE D, GENERAL ELECTRIC OR APPROVED EQUAL. SWITCHES TO BE FUSED ONLY IF DOWNSTREAM EQUIPMENT WARRANTY REQUIRES FUSES OR CIRCUIT OTHERWISE REQUIRES OVERCURRENT PROTECTION. 16. LIGHTING FIXTURES SHALL BE AS NOTED ON DRAWINGS AND LIGHTING VENDER WHO DOES NOT KNOW EXACT DETAILS UNTIL THEIR FINAL MANUFACTURER AND CONTROLS COORDINATION. FIXTURE SELECTION AND PLACEMENT IS OFTEN BASED ON PHOTOMETRICS NOT SHOW ON DRAWINGS. SUBSTITUTIONS SHALL BE REQUESTED IN ADVANCE OF BEING SUBMITTED. CONTRACTOR IS RESPONSIBLE FOR ENGAGING LIGHTING VENDOR TO ENSURE THAT A LIGHTING FIXTURE PACKAGE(S) INCLUDES ALL NECESSARY OPTIONS, CONTROLS AND PARTS. LIGHTING ENERGY COMPLIANCE FREQUENTLY HAS PUBLIC WORKS EXEMPTIONS THAT RESULT IN LIGHTING ENERGY DOCUMENTATION ON DRAWINGS NOT BEING REQUIRED BY THE AHJ. THIS DOES NOT PRECLUDE REQUIREMENTS FOR EXAMPLE ASTRONOMIC TIMECLOCKS AND PHOTOCELLS. 17. FOR EQUIPMENT THAT IS LIKELY TO REQUIRE EXAMINATION, ADJUSTMENT, SERVICING, OR MAINTENANCE WHILE ENERGIZED PROVIDE FAULT CURRENT AND COORDINATION POWER STUDY CALCULATIONS AND REPORTS WITH ARC FLASH LABELING. LABELS TO INCLUDE SPECIFIC FAULT CURRENT AND ARC FLASH (NOT BRACED VALUE) PER NFPA 70 & 70E. LABELS TO BE 5-YEAR OUTDOOR RATED 4”X6” SELF-ADHESIVE VINYL DURALABEL OR APPROVED EQUAL. 18. PROVIDE ALL ENVIRONMENTAL CLEANUP AND DISPOSAL PERFORMED AS A PART OF THIS CONTRACT IN ACCORDANCE WITH ALL APPLICABLE RULES, REGULATIONS, LAWS, AND STATUTES OF ALL AGENCIES HAVING JURISDICTION. 19. SUBMIT FOR APPROVAL CLOSE OUT DOCUMENTS TO INCLUDE CONSTRUCTION-RECORD RED-MARKED DRAWINGS, TEST & INSPECTION RESULTS, SHOP DRAWINGS, PRODUCT DATA, OPERATION AND MAINTENANCE MANUALS, GUARANTEES, WARRANTEES AND CERTIFICATES. PLUS, AS APPLICABLE INCLUDE CONSTRUCTION PROGRESS PHOTOS, RFIs, CORRESPONDENCE AND MEETING MINUTES. 20. THESE DRAWINGS ARE SUBJECT TO REVIEW AND APPROVAL BY THE AUTHORITIES HAVING JURISDICTION. SCOPE OF WORK: 1. PROVIDE (1) NEW ELECTRIC METERED SERVICE PEDESTAL FOR IRRIGATION SERVICES 2. PROVIDE CONNECTION TO (1) NEW IRRIGATION CONTROLLER 3. SEE LANDSCAPE DRAWINGS FOR OVERALL SITE MAP APPLICABLE CODES: 2019 CALIFORNIA ELECTRICAL CODE - A -

A AMPERE AF AMP FUSE RATING AFF/AFG ABOVE FINISHED FLOOR/GRADE AIC AMPERE INTERRUPTING CAPACITY AL ALUMINUM AWG AMERICAN WIRE GAUGE - B - BLDG BUILDING - C - C CONDUIT °C DEGREE CELSIUS CAB CABINET CB CIRCUIT BREAKER CKT CIRCUIT CL CENTER LINE CO CONDUIT ONLY COM COMMUNICATION CONT CONTINUATION CT CURRENT TRANSFORMER CU COPPER - D - DIA DIAMETER DISC DISCONNECT DN DOWN DP DISTRIBUTION PANELBOARD DWG DRAWING - E - EA EACH ELEV ELEVATION ELEC ELECTRICAL EQ EQUAL EQUIP EQUIPMENT EX. (E) EXISTING EXT EXTERIOR - F - °F DEGREE FAHRENHEIT

F FUSE FDR FEEDER FDS FUSED DISCONNECT SWITCH FLA FULL LOAD AMPS FLEC FLEXIBLE PNL PANEL - G - G GND GROUND GFI GROUND FAULT INTERRUPTING - H - HP HORSEPOWER HV HIGH VOLTAGE- I - IC INTERRUPTING CAPACITY ID INSIDE DIAMETER IG ISOLATED GROUND - J - J JUNCTION BOX - K - KCM THOUSAND CIRCULAR MILS KV KILOVOLT KVA KILOVOLT AMPERE KW KILOWATT KWH KILOWATT HOUR KWHM KILOWATT HOUR METER - L - LCP LIGHTING CONTROL PANEL LYG LIGHTING LRA LOCKED ROTOR AMPS - M - MAX MAXIMUM MCB MAIN CIRCUIT BREAKER MCM THOUSAND CIRCULAR MILS MIN MINIMUM MTD MOUNTED MTG MOUNTING - N - NEUT NEUTRAL NC NORMALLY CLOSED NF NON-FUSED NIC NOT IN CONTRACT NO NORMALLY OPEN NTS NOT TO SCALE - O - OC ON CENTER OD OUTSIDE DIAMETER- P -

P POLE PB PULL BOX PB PUSH BUTTON SWITCH PH PHASE PNL PANEL PT POTENTIAL TRANSFORMER PWR POWER - R - RECEPT RECEPTACLE REQ REQUIRED RLA RATED LOAD AMPS RM ROOM - S - SCHED SCHEDULE SC SEPARATE CIRCUIT SECT SECTION SN SOLID NEUTRAL SOW SCOPE OF WORK SYS SYSTEMS - T - TBC TO BE CONFIRMED TB TERMINAL BOARD

T TELEPHONE TEMP TEMPERATURE TYP TYPICAL - U - UF UNFUSED UNO UNLESS OTHERWISE NOTED - V - VA VOLT AMPERE VA VOLT OR VOLTAGE VFD VARIABLE FREQUENCY DRIVE VM VOLTMETER VP VAPORPROOF - W - W WATT WHM WATT HOUR METER WP WEATHERPROOF WT WATERTIGHT +48" MOUNTING HEIGHT TO CENTER OF DEVICE FROM FINISHED FLOOR OR GRADE, UNLESS OTHERWISE NOTED SPECIFIC CONFIGURATION TO BE AS SHOWN ON PANEL SCHEDULE ON SHEET E10, AS REQUIRED BY AHJ, AND AS RECOMMENDED OR CONFIGURED BY MANUFACTURER TESCO CONTROLS NEW SERVICE PEDESTAL EQUIPMENT CUTSHEET 1E0 City E Street
Frontage Offsite Improvements 04.03.2023 06.02.2023 3RD SUBMITTAL 07.11.2023 4TH SUBMITTAL 08.22.2023 954
79 60
59 STREET 6th
2 2
2 2 12 E1 GC 1"=20'-0" PROJECT: REVISIONS ELECTRICAL SITE PLAN & NOTES DATE ISSUE DATE DRAWN : CHECKED : SCALE: : SHEET TITLE: SHEET OF SHEETS CONSULTANT 1 23
4 5 JOB NO. : FUHRMAN LEAMY LAND GROUP DESIGN • SERVICE • SOLUTIONS BPH: 22020 FOUR 40 WEST PARK E STREET SACRAMENTO, CA CLIENT: BLACK PINE COMMUNITIES WEST SACRAMENTO, CA 13 © CES Engineering, Inc. These plans are not to be reproduced, changed or copied without the permission of CES Engineering, Inc. This drawing is not final and shall not be used for construction until signed by the Electrical Engineer and approved by the Authorities Having Jurisdiction CES ENGINEERING, INC. 916.905.4477 www.conwayengineering.com 13420 Mesa Drive Grass Valley California 95949 USA 2140 PROFESSIONAL DRIVE, SUITE 115 ROSEVILLE, CALIFORNIA 95661 916.783.5263 • FLLANDGROUP.COM RR Know what'sbelow. before you dig. Call R 1.2
3 2.1 METERED POWER PEDESTAL EP1E EP-3,5 IRRIGATION CONTROLLER 1"C-4#10 #10G 1.1 SP 4N30 1. ELECTRIC SERVICE PER UTILITY COMPANY REQUIREMENTS. EXACT LOCATIONS OF COMPONENTS AND CONNECTIONS TO BE CONFIRMED AND RECORDED ON CONSTRUCTION RECORD DOCUMENTS. 1.1. ELECTRIC SERVICE SECONDARY BOX POINT OF CONNECTION. SEE 1-LINE DIAGRAM SHEET E10 FOR NEW SERVICE CONDUIT & WIRE. 1.2. NEW METERED POWER PEDESTAL. SEE SHEET E10 FOR DETAILS AND PANEL SCHEDULE WITH CIRCUITING. EXACT LOCATION TO BE CONFIRMED. 2. IRRIGATION EQUIPMENT. VERIFY EXACT LOCATIONS. SEE LANDSCAPE DRAWINGS. 2.1. PEDESTAL WITH SINGLE CELLULAR 120V 120W IRRIGATION CONTROLLER TORO DXi-48-TW-D-1-DXCCA-GR-K. VERIFY LOCATION. PROVIDE 1"C 4#10 #10G TO POWER PEDESTAL VIA ADJACENT UG PULLBOX - THIS INCLUDES SPARE CIRCUIT FOR OPTIONAL SEPARATE IRRIGATION PEDESTAL 120V RECEPTACLE, IF EVER PROVIDED. INSTALL INCLUDED DEDICATED GROUND ROD (EST.5/8" x 8ft COPPER CLAD STEEL) WITH INCLUDED 15FT #6 TO PEDESTAL - STUB ROD DIRECTLY INTO IRRIGATION CONCRETE BASE, OR PROVIDE GROUND WELL BOX PER DETAIL SHEET E10. (NOTE: THIS IS A MANUFACTURER REQUIREMENT, NOT AN ELECTRICAL CODE OR AHJ REQUIREMENT, BUT INSTALLATION MUST MEET ELECTRIC CODE ETC. REQUIREMENTS) . 3. PROVIDE (3) 1.5"C & WIRE AS NOTED. 3.1. STUB OUT (2) 1.5"C FOR FUTURE SITE LIGHTING. 4. UNDERGROUND PULLBOX WITH TAMPER RESISTANT LID (PENTABOLT) . CHRISTY 'N9' (#3.5) 10"x15" OR EQUIVALENT BY JENSEN OR OLDCASTLE; EXCEPT LARGER WHERE INDICATED BY N## / INSIDE DIMENSIONS: N16 11"x21" N20 (#5) 12"x22" N30 13"x24" N36 17"x30" LABEL LID "ELECTRIC" OR AS REQUIRED BY AHJ. SEE DETAIL E10. -IF ANGLE PULL DIMENSIONS EXCEED NEC 314.28 PROVIDE LARGER PULLBOX. -DASHED LINES TO PULLBOXES REPRESENT UNDERGROUND PVC SCHEDULE 40 CONDUIT - MINIMUM 1" EXCEPT PROVIDE MINIMUM 1.5" BETWEEN PULLBOXES UNLESS NOTED OTHERWISE. SEE DETAIL E10. 5. WHERE AND IF INDICATED PROVIDE UNDERGROUND SLEEVE 6" DIA. GRAY PVC FOR INSTALLATION OF ELECTRICAL CONDUITS ACROSS ROADWAY OR OTHER HARDSCAPE. SEE CIVIL & LANDSCAPE DRAWINGS FOR REQUIRED DEPTHS TO COORDINATE WITH OTHER UTILITIES. PROVIDE ADDITIONAL PULLBOXES AT EACH END OF SLEEVE UNLESS ALIGNMENT ALLOWS OTHERWISE - EXCEPT DO NOT PROVIDE PULLBOXES IN ELECTRIC SERVICE FEEDERS UNLESS APPROVED BY UTILITY COMPANY. SLEEVES MAY BE REDUCED TO 4" PVC, WITH PRIOR WRITTEN APPROVAL. REFERENCE NOTES: 3.1 NOTE: PARK SITE LINE WORK SHOWN FOR REFERENCE ONLY. ALL ELECTRICAL WORK TO BE PROVIDED WITH E
STREET FRONTAGE IMPROVEMENTS.

City E Street Frontage Offsite Improvements 04.03.2023 06.02.2023 3RD SUBMITTAL 07.11.2023 4TH SUBMITTAL 08.22.2023 955
13 E10GC NA PROJECT: REVISIONS ELECTRICAL DETAILS DATE ISSUE DATE DRAWN : CHECKED : SCALE: : SHEET TITLE: SHEET OF SHEETS CONSULTANT 1 23
4 5 JOB NO. : FUHRMAN LEAMY LAND GROUP DESIGN • SERVICE • SOLUTIONS BPH: 22020 FOUR 40 WEST PARK E STREET SACRAMENTO, CA CLIENT: BLACK PINE COMMUNITIES WEST SACCRAMENTO, CA 13 © CES Engineering, Inc. These plans are not to be reproduced, changed or copied without the permission of CES Engineering, Inc. This drawing is not final and shall not be used for construction until signed by the Electrical Engineer and approved by the Authorities Having Jurisdiction CES ENGINEERING, INC. 916.905.4477 www.conwayengineering.com 13420 Mesa Drive Grass Valley California 95949 USA 2140 PROFESSIONAL DRIVE, SUITE 115 ROSEVILLE, CALIFORNIA 95661 916.783.5263 • FLLANDGROUP.COM RR PULL BOX UNDERGROUND CONDUIT ONE LINE DIAGRAM - TYPICAL NEW SERVICE PEDESTAL # 4 BARE (CU) PROVIDE SERVICE ENTRANCE CONDUCTOR LANDING LUGS PER UTILITY COMPANY REQUIREMENTS UTILITY SERVICE SECTION NEUTRAL GROUND 100A 2P -FOR LOADS SEE PANEL SCHEDULE SHEET E10 PROVIDE 100A-1Ø METER SOCKET WITH TEST BYPASS PER UTILITY COMPANY REQUIREMENTS 120/240V-1Ø-3W 100 AMP BUS 22,000 A.I.C. SYM. * LIGHTNING ARRESTER PROVIDE MINIMUM 3" C. PER UTILITY COMPANY PGE REQUIREMENTS (VERIFY). UTILITY SECONDARY SERVICE POINT PULLBOX. SERVICE PEDESTAL MOUNTING DETAIL 2E10 DIMENSIONS ARE GENERIC FOR REFERENCE ONLY, SEE TESCO CONTROLS, INC. SUBMITTAL FOR 27-100M OR SIMILAR SPECIFIC DIMENSIONS AND DETAILS.1E10 4E10
3E10 1-3/4" TAMPERPROOF PENTABOLT LID FASTENERS NOT SHOWN PULLBOX LID SHALL BE INSCRIBED WITH "ELECTRIC" OR AS REQUIRED BY AHJ PROVIDE MINIMUM 18" OF GRAVEL INSIDE/BENEATH HANDHOLE FOR DRAINAGE ALL SPLICES SHALL BE WATERPROOF WITH 3M SCOTCHKOTE ELECTRICAL COATING EXCEPT WHERE NOTED OTHERWISE BOXES SHALL BE CHRISTY OR JENSEN MODEL N9 (OR LARGER WHERE NOTED OR REQUIRED) OR APPROVED EQUIVALENT HIGH DENSITY REINFORCED CONCRETE PULL AND JUNCTION BOX WITH END AND SIDE KNOCKOUTS; WITH REINFORCED CONCRETE NOTES: 1. MINIMUM BURIAL DEPTH SHALL BE 24" OF COVER OR NOT LESS THAN NEC TABLE 300-5. 2. PROVIDE ADDITIONAL MARKER TAPE FOR DUCTBANKS GREATER THAN 24" WIDE. 3. MAINTAIN 1.5" SEPARATION BETWEEN UNDERGROUND POWER CONDUITS FOR CONDUIT DUCTBANK COOLING & COMPACTION. 4. MAINTAIN 12" SEPARATION BETWEEN PARALLEL (NOT CROSSING) POWER AND COMMUNICATIONS CONDUITS. NOT REQUIRED BETWEEN POWER AND CONTROLS CONDUITS UNLESS NOTER OTHERWISE. 5. BACKFILL & BEDDING TO BE TO 95% COMPACTION VARIES 3" 3" 1.5" 3" 12" NOTE 1 3" 6-8" WARNING MARKER TAPE(S) EXCAVATED MATERIAL NO ROCKS LARGER THAN 3" COMMS CONDUIT (<50V) 2" PVC UNO POWER CONDUITS 2" PVC UNO NATIVE SOIL WITH NO ROCKS GREATER THAN 3/4" PANEL SCHEDULE 6E10 2'' CONDUIT KNOCK- OUT w/REMOVABLE COVER PLATE. PROVIDE BUSHING HANDLE LATCH (2 REQUIRED) TIMECLOCK LIGHTING CONTACTORS REMOVABLE METER SECTION INCLUDING METER SOCKET w/ MANUAL CLOSING DEVICE PER SMUD REQUIREMENTS SERVICE SECTION WITH HINGED DEAD FRONT DOOR & HINGED OUTSIDE DOOR EQUIPPED WITH PAD-LOCKABLE DRAW LATCH. NEMA 3R CONSTRUCTION EQUIPMENT TO BE MOUNTED ON PAN IN REAR HINGED FRONT DOOR (NEOPRENE GASKET REQUIRED) PHOTOCELL BEHIND VANDAL GUARD PAD-LOCKABLE DRAW LATCH REMOVABLE SECTION OF BARRIER GFCI RECEPTACLE STAINLESS STEEL ENCLOSURE APPROVED GROUND CLAMP 3/8'' x 18'' GALVANIZED ANCHOR ROD (4 REQUIRED) CONCRETE BASE 2500PSI ' FEEDER CONDUIT GROUNDING ELECTRODE SEE ONE LINE DIAGRAM THIS DRAWING FOR SECOND ELECTRODE OR REQUIREMENT FOR 25 OHM TEST. GROUND BOX SEE DETAIL 5/E10 CONCRETE BASE 2500 PSI 3/4" CHAMFER FINISH GRADE 20" 60" 2" 24" 24" 6'-0" MINIMUM PER CEC 250 PROVIDE ONE 5/8" Ø GROUND ROD TO BE MINIMUM 8FT OF LENGTH IN CONTACT WITH SOIL. PROVIDE TEST REPORT TO SHOW RESISTANCE TO EARTH OF 25 OHMS OR LESS, OR ALTERNATIVELY INSTALL A SECOND 5/8" Ø GROUND ROD TO BE MINIMUM 8FT OF LENGTH IN CONTACT WITH SOIL AND LOCATED MINIMUM 6'-0" FROM THE FIRST. IRRIGATION PEDESTAL GROUND 5E10 CONDUIT PER PLAN, TYP. City E Street
Frontage Offsite Improvements 04.03.2023 06.02.2023 3RD SUBMITTAL 07.11.2023 4TH SUBMITTAL 08.22.2023 956
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(Legal Description of Property)
Lots 4-106 inclusive, A-J inclusive, and L-O Inclusive, Final Map of Subdivision No. 5211 and Subdivision No. 4936, Four40 West, filed for record IJOV, l?, , 2023, in Book 2023 of Maps, at Pages n.JB I Official Records of Yolo County.

END OF DOCUMENT 992
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(Legal Description of Property)
The land described herein is situated in the State of California, County of Yolo, City of West Sacramento, described as follows:

Lots 1, 2, and 3, Final Map of Subdivision No. 5211 and Subdivision No. 4936, Four40 West, filed for record Wo{ql.ty I� , 2023, in Book 2023, of Maps, at Pages �1-'{3 , Official Records of Yolo County.

END OF DOCUMENT 3
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Location Map
North
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Attachment 3
Findings and Analysis
REQUIRED FINDINGS AND ANALYSIS:

To approve the Development Agreement, the City Council must make the following findings. The specific Finding (in italics) is followed by the Staff analysis of whether or not the Finding can be made.

1. That the proposed Development Agreement is consistent with the objectives, policies, general land uses and programs specified in the General Plan and the Washington Specific Plan.

Analysis: The project has previously been found to be in compliance with the West Sacramento General Plan and Washington Specific Plan.

Finding 1 appears to be met for this Development Agreement.

2. That the proposed Development Agreement is consistent with the provisions of Government Code Sections 65864 through 65869.5.

Analysis: Government Code Sections 65864 through 65869.5 include State codes for regulating DAs. The codes include procedures for executing and modifying DAs. The proposed DA and the process by which it is being considered by the City and the applicant is consistent with the applicable State requirements.

Finding 2 appears to be met for this Development Agreement.

3. That all reasonably foreseeable environmental impacts from the project contemplated by the Development Agreement are within the scope of the environmental impact report prepared for the West Sacramento 2016 General Plan Update certified by the City Council on November 16, 2016 ("General Plan 2035 EIR") and no new or substantially more adverse impacts that those contemplated in the General Plan EIR would occur through implementation of the project. Therefore, no further environmental review pursuant to the California Environmental Quality Act, Public Resources Code section 21000 et seq. ("CEQA") is required pursuant to CEQA Guidelines sections 15162 and 15168(c)(2).

Analysis: Staff prepared a technical memorandum analyzing the project contemplated by the Development Agreement and analyzing the General Plan 2035 EIR. That technical memorandum supports and concludes that no further CEQA review is required because the project is exempt pursuant to CEQA Guidelines section 15168(c)(2) as it was completely considered in the prior EIR. CEQA Guidelines section 15162 goes hand-in-hand with Section 15168(c)(2) – both provide if a project was considered in a prior EIR no further review is required. Thus, the project contemplated by the Development Agreement is exempt from CEQA review pursuant to both sections.

Finding 3 appears to be met for this Development Agreement. 999
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BLACKPINE 440 WEST LLC DEVELOPMENT AGREEMENT – ENVIRONMENTAL INFORMATION

SUPPORTING FINDINGS THAT PLANS ARE WITHIN THE SCOPE OF THE WEST SACRAMENTO

GENERAL PLAN
The City of West Sacramento has evaluated the potential environmental impacts associated with the Blackpine 440 West LLC’s Development Agreement (Project) and assessed whether the potential impacts are within the scope of analysis of the certified West Sacramento General Plan 2035 (GP 2035) Environmental Impact Report (EIR) (SCH #201404287). The EIR was certified in November 2016 by the West Sacramento City Council following all required Native American consultations (Senate Bill [SB] 18 and Assembly Bill [AB] 52), a 45-day public comment period, and workshops and hearings before the Planning Commission and City Council. This analysis was prepared to determine whether potential impacts of the proposed project, which qualify as “later activities” covered by the GP 2035 EIR pursuant to Section 15168 of the State California Environmental Quality Act (CEQA) Guidelines, are within the scope of the GP 2035 EIR.

Project Location
The Project is located on nine parcels totaling ±7.4 acres located at 412-430 6th Street and 425, 640-702 E Street, (APNs 010-191-004-000 to -006-000, -011-000 to -013-000, -017-000 and -018-000 and 010- 192-003-00).

Project Background
2016 General Plan Update
Following its incorporation in 1987, the City adopted its first General Plan in 1990 and then its first comprehensive General Plan Update in 2000. Subsequently, incremental updates to individual elements were approved until the City initiated a second comprehensive update in 2006. GP 2035 was approved and its EIR certified in November 2016 by the City Council. Since 1990, the City has grown steadily, due largely to new development within the Southport area of the City. In 1990, the city’s population was 28,898 residents (West Sacramento 2016a). The city’s current population is estimated to be approximately 53,082 (West Sacramento 2016a), and is projected to reach 81,840 by 2035 (West Sacramento 2016a). Much of the anticipated growth would continue to occur in the Southport area, although other areas, such as the Bridge District and Broderick and Bryte Neighborhoods, are expected to redevelop over time.

As noted above, GP 2035 emphasizes community sustainability and consistency with regional planning efforts, including the Sacramento Area Council of Governments (SACOG) Sustainable Communities Strategy (SCS). SACOG further found that GP 2035 is consistent with the SCS. Consistent with CEQA requirements, an EIR was prepared that evaluated the potential physical environmental impacts of plan implementation and was certified by the City Council in November 2016. The project is identified as part of GP 2035 through adopted goals and policies (LU-1.5, M-2.4, M-2.6, PFS-2.8, PFS-3.5, PFS-4.4, and PFS5.8) (West Sacramento 2016b).

Project Description
The proposed project is a 106-lot townhome project, a ± 0.43 public neighborhood park, a private dog park, and a private garden and common area, as well as related infrastructure improvements on the site. The site is ±7.4 acres located at 412-430 6th Street and 425, 640-702 E Street, (APNs 010-191-004-000 to - 006-000, -011-000 to -013-000, -017-000 and -018-000 and 010-192-003-00). The project also includes a ±0.43 acre park, resident common area, dog park, and garden site. The property is zoned R-3 (multifamily residential) and WF (Waterfront) and has a General Plan designation of HR (High Density Residential) and RMU (Riverfronto Mixed-Use).
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Use of a Program EIR with Later Activities
CEQA statute and implementing regulations allow for use of a Program EIR when considering potential impacts for subsequent activities, provided new or substantially more severe environmental impacts do not occur, including impacts associated with a changed condition. Pending such a determination, the agency, in this case the City of West Sacramento, “can approve the activity as being within the scope of the project covered by the Program EIR” (State CEQA Guidelines Section 15168 (c)(2).

As noted above, on November 16, 2016, the City of West Sacramento certified a Program EIR that evaluated a comprehensive update to the City’s General Plan. After certification of the Program EIR and approval of GP 2035, the City received an application for the Four 40 West Tentative Subdivision Map 5211 and a map modificatioin the the Alura at Washington Square Vesting Tentative Subdivision Map 4936. The GP 2035 EIR is both recently prepared and comprehensive, and based on the analysis presented below, the impacts of the proposed project are determined to be addressed programmatically by the GP 2035 EIR.

Environmental Analysis
Using Appendix G, Environmental Checklist, of the State CEQA Guidelines as an analytical tool, the following discussion evaluates the potential environmental impacts of implementation of the proposed River Oaks TSM in the context of the GP 2035 EIR to determine if those impacts are sufficiently covered, or if additional analysis is necessary.

Aesthetics
Setting
The “Existing Conditions” discussion in Section 3.1 of the GP 2035 EIR, “Aesthetics,” describes the planning area and vicinity in terms of visual character and quality, light and glare, and views of and from the planning area (West Sacramento 2016a). That discussion is hereby incorporated by reference and summarized below. The planning area is composed mostly of suburban and rural development and agricultural open space with some light commercial and industrial development, educational facilities, and riparian corridors. The natural landscape of the planning area is mostly flat with raised levees and is composed of vegetation in the form of residential landscaping, agricultural crops and hedgerows, and riparian vegetation along the river and in swales and drainages throughout rural residential lands.

Residential landscaping and riparian vegetation, when combined with development in the planning area, act to restrict views largely to the foreground. The southern portion of the city, Southport, is predominantly new suburban development, while the northern and central portions of the city are characterized by older suburban development with pockets of modern redevelopment. There are no federal, state, or locally designated scenic roadways within the planning area.

The GP 2035 EIR concludes that development consistent with GP 2035 could result in substantial adverse modifications of existing topography, vegetation, or land uses such that existing visual character and views would be affected. This potential adverse change would occur predominantly within open space, agricultural, and undeveloped areas that may be altered over time. Impacts to existing visual character were determined to be significant and unavoidable with GP 2035 implementation. Additionally, development anticipated under GP 2035 could also result in an increase in light and glare within the planning area, and impacts were also determined to be significant and unavoidable with implementation of feasible mitigation related to glare reduction and lighting type and efficiency requirements.

Impact Analysis
The proposed project would primarily involve the creation of 106 single family lots, a 0.44 acre park site, resident comment area, private dog park, and garden area, the creation of which would not substantially 1001
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affect existing visual resources upon construction of the project. The project would not affect a scenic vista or damage any scenic resources. The project would be located within an exsiting urban environment and is not expected to impede the visual character of the existing neighborhood not creat any sources of light other than those which are typical in a residential neighborhood. The proposed project would not result in any adverse impacts beyond those which were analyzed in the GP 2035 EIR.

The potential environmental impacts related to aesthetics and associated with the proposed project are within the scope of the GP 2035 EIR, and no additional CEQA documentation is required. Further, pursuant to Section 15163 of the State CEQA Guidelines, no new information of substantial importance has been identified that would otherwise necessitate subsequent/supplemental environmental analysis.

Agricultural and Forestry Resources
Setting
The “Existing Conditions” discussion in Section 3.2 of the GP 2035 EIR, “Agricultural and Forestry Resources,” describes the planning area and vicinity in terms of Important Farmland, land under Williamson Act contracts, and land used for agricultural uses (West Sacramento 2016a). That discussion is hereby incorporated by reference and summarized below. The planning area is composed of mostly suburban and rural development, with agricultural activities taking place in the southern portion of the planning area.

Agricultural land within the planning area includes both Prime Farmland and Farmland of Local Importance. The principal crops include wheat, alfalfa, vegetables, and fruits. There are no Williamson Act contract lands within West Sacramento.

The GP 2035 EIR notes that land currently being farmed is planned for urbanization. As such, the GP 2035 EIR concluded that the urbanization resulting from buildout of GP 2035 would remove existing farmland from agricultural production. No feasible mitigation was available, and this impact was determined to be significant and unavoidable.

Because GP 2035 supports agricultural uses and preserves existing farmland, the GP 2035 EIR concludes that its implementation would not result in other changes that would result in indirect conversion of farmland to nonagricultural use.

Impact Analysis
The proposed project would primarily involve the creation of 106 single family lots, a 0.44 acre park site, resident comment area, private dog park, and garden area, the creation of which would not substantially affect any existing agricultural operations. The project site is located on vacant land classified as “Urban and Built Up Land” on the Calfironia Important Farmland Map. Because of this, none of the actions identified as part of the proposed project would result in conversion of agricultural land to nonagricultural use beyond what was analyzed in the GP 2035 EIR.

The potential environmental impacts related to agricultural resources and associated with the proposed project is within the scope of the GP 2035 EIR, and no additional CEQA documentation is required.

Further, pursuant to Section 15163 of the State CEQA Guidelines, no new information of substantial importance has been identified that would otherwise necessitate subsequent/supplemental environmental analysis.
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Air Quality
Setting
The “Existing Conditions” discussion in Section 3.3 of the GP 2035 EIR, “Air Quality,” describes the planning area and vicinity in terms of ambient air quality, regional climate, and air quality regulation attainment status (West Sacramento 2016a). That discussion is hereby incorporated by reference and summarized below.

The planning area is located in Yolo County within the Sacramento Valley Air Basin (SVAB). The SVAB is bounded on the north by the Cascade Range, on the south by the San Joaquin Valley Air Basin, on the east by the Sierra Nevada, and on the west by the Coast Ranges. The SVAB contains all of Tehama, Glenn, Butte, Colusa, Yolo, Sutter, Yuba, Sacramento, and Shasta Counties, as well as a portion of Solano and Placer Counties.

The GP 2035 EIR notes occasional violations of the ozone (O3) and fine particulate matter (PM2.5) national and state standards, but no violations of the large particulate matter (PM10), carbon monoxide (CO), or nitrogen dioxide (NO2) standards were reported during the monitoring period for the GP 2035 EIR (West Sacramento 2016a:3.3-7). The GP 2035 EIR concludes that while implementation of the General Plan would not be expected to conflict with applicable air quality plans and regulations, buildout would result in pollutant emissions that could be significant and unavoidable. While adherence to measures required by the Yolo-Solano Air Quality Management District (YSAQMD) would help reduce construction and operational emissions, the GP 2035 EIR concludes that the lack of project-specific information made it infeasible to calculate construction and operational emissions such that it could be determined whether mitigation measures would reduce emission levels to below the thresholds of significance. Hence, construction and operational emissions were determined to be significant and unavoidable, despite mitigation.

Impact Analysis
The proposed project would primarily involve the creation of 106 single family lots, a 0.44 acre park site, resident comment area, private dog park, and garden area, the creation of which would not include substantially increased operational air emissions. However, construction activities to implement the project would result in air pollutant emissions. These activities would be subject to the YSAQMD requirements and City rules regarding best management practices and processes required to reduce air quality impacts. Mitigation measures included in the GP 2035 EIR would apply to all actions undertaken as part of the proposed project. Mitigation Measure AQ-2 and applicable YSAQMD requirements identified in the GP 2035 EIR would similarly reduce impacts associated with the project but would not preclude potentially significant, site-specific impacts, consistent with determinations made in the GP 2035 EIR.

As such, the potential environmental impacts related to air quality and associated with the proposed project is within the scope of the GP 2035 EIR, and no additional CEQA documentation is required.

Biological Resources
Setting
The “Existing Conditions” discussion in Section 3.4 of the GP 2035 EIR, “Biological Resources,” describes the planning area and vicinity in terms of land cover types, wetlands and jurisdictional waters, special-status species, critical habitat, and wildlife corridors (West Sacramento 2016a). That discussion is hereby incorporated by reference and summarized below. 1003
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The planning area includes the following landcover types: agriculture, annual grassland, fresh emergent wetland, lacustrine, oak woodland, orchard, riverine, urban, and Valley foothill riparian. The GP 2035 EIR noted that 24 special-status plant species, 16 special-status wildlife species, and 9 special-status fish species occur in or near the area. The GP 2035 EIR also noted that the planning area includes critical habitat for multiple special-status fish species.

The GP 2035 EIR concludes that development consistent with GP 2035 would result in potentially significant impacts to biological resources. The analysis concluded that compliance with GP 2035 policies, including policy revisions required by Mitigation Measures BIO-6, BIO- 7, and BIO-12, would reduce all impacts to a less-than-significant level. The Yolo County Natural Heritage Program, a countywide multi-species habitat conservation plan and natural communities conservation plan, was adopted by the County in 2018.

Impact Analysis
The proposed project would primarily involve the creation of 106 single family lots, a 0.44 acre park site, resident comment area, private dog park, and garden area, the creation of which would not substantially affect biological resources because the site has been previously disturbed, However, certain activities/improvements identified within the proposed project could result in impacts to biological resources due to land disturbance from construction of new residential units. Mitigation measure BIO-2 identified in the GP 2035 EIR would reduce impacts associated with the project but would not preclude potentially significant, site-specific impacts, consistent with determinations made in the GP 2035 EIR.

The potential environmental impacts related to biological resources and associated the proposed project is within the scope of the GP 2035 EIR, and no additional CEQA documentation is required. Further, pursuant to Section 15163 of the State CEQA Guidelines, no new information of substantial importance has been identified that would otherwise necessitate subsequent/supplemental environmental analysis.

Cultural Resources
Setting
The “Existing Conditions” discussion in Section 3.5 of the GP 2035 EIR, “Cultural Resources,” describes the planning area and vicinity in terms of prehistoric, ethnographic, and historic contexts (West Sacramento 2016a). That discussion is hereby incorporated by reference and summarized below. The studies conducted or reviewed during preparation of the GP 2035 EIR indicate that there are 71 historic era resources and 10 prehistoric resources within West Sacramento (West Sacramento 2016a:3.5-10).

The GP 2035 EIR notes that project-level review would be required for all future projects, and that future projects would be consistent with the General Plan and would comply with all state and local laws regarding historical resources. However, because the impacts of individual future projects cannot guarantee that historical resources would not be adversely effected, the GP 2035 EIR concludes that impacts on historic resources would be significant and unavoidable. The GP 2035 EIR notes that future construction activities could result in the inadvertent discovery of archaeological resources or human remains. Mitigation Measures CU-2 and CU-3 dictate procedures to be implemented, including the treatment of resources, in the event of discovery, but would not reduce the impact to less-than-significant levels. Thus, all impacts related to cultural resources were concluded to be significant and unavoidable.

Impact Analysis
The proposed project would primarily involve the creation of 106 single family lots, a 0.44 acre park site, resident comment area, private dog park, and garden area the creation of which would not substantially affect historic resources. However, certain activities/improvements identified within the proposed project, especially those that may involve the disturbance of previously undisturbed soils, could result in the 1004
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construction activities that could result in discovery of previously unknown resources. Should any resources be discovered, Mitigation Measures CUL-2 and CUL-3 would be implemented, consistent with the impact discussions provided in the GP 2035 EIR. Mitigation Measures CUL-2 and CUL-3 identified in the GP 2035 EIR would similarly reduce impacts associated with implementation of the project but would not preclude potentially significant site-specific impacts, consistent with impact determinations made in the GP 2035 EIR.

The potential environmental impacts related to cultural resources and associated with the proposed project is within the scope of the GP 2035 EIR, and no additional CEQA documentation is required.

Geology, Soils, and Seismicity
Setting
The “Existing Conditions” discussion in Section 3.6 of the GP 2035 EIR, “Geology, Soils, and Paleontological Resources,” describes the planning area and vicinity in terms of seismicity, geologic formations, and soil characteristics (West Sacramento 2016a). That discussion is hereby incorporated by reference and summarized below. Although the planning area is located in a region of California characterized by relatively low seismic activity, seismic hazards are present. The nearest active fault is the Cordelia fault approximately 30 miles west of the planning area (West Sacramento 2016a:3.6- 5). The GP 2035 EIR noted that 24 soil series occur within the planning area, most of which are disturbed as a result of agricultural cultivation or construction of suburban and urban development. The GP 2035 EIR also noted that most of the planning area is immediately underlain by Holocene dune sands, which are unlikely to contain fossils (West Sacramento 2016a:3.6-9).

The GP 2035 EIR concludes that implementation of GP 2035 would not result in significant impacts related to geology, soils, or paleontological resources. GP 2035 policies and California Building Code (CBC) require that new structures be designed to withstand seismic activity. Furthermore, preparation of project-specific geotechnical reports and implementation of their recommendations, as required by GP 2035 policy, would minimize impacts related to unsuitable soils. Because GP 2035 does not include policies or practices to specifically protect paleontological resources, Mitigation Measure GEO-7 requires the City to determine whether discretionary projects would be located in an area of paleontological sensitivity.

Impact Analysis
The proposed project would primarily involve the creation of 106 single family lots, a 0.44 acre park site, resident comment area, private dog park, and garden area, the creation of which would not substantially affect seismic hazards in the area. However, earth-moving activities could result in impacts related to soil erosion, unsuitable soils, or paleontological resources. While the extent and location of future ground disturbance are not known at this time, all activities would be carried out in compliance with GP 2035 EIR policies. Further, the CBC requires specific design and soil compaction measures be implemented on a case-by-case basis such that impacts related to geology and soils would be less-than-significant, consistent with the conclusions of the GP 2035 EIR. Mitigation Measure CUL-7 identified in the GP 2035 EIR would similarly reduce potential impacts related to paleontological resources.

The potential environmental impacts related to geology, soils, and paleontological resources and associated with the proposed project is within the scope of the GP 2035 EIR, and no additional CEQA documentation is required. Further, pursuant to Section 15163 of the State CEQA Guidelines, no new 1005
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information of substantial importance has been identified that would otherwise necessitate subsequent/supplemental environmental analysis.

Greenhouse Gas Emissions
Setting
The “Existing Conditions” discussion in Section 3.7 of the GP 2035 EIR, “Greenhouse Gas Emissions,” describes the planning area and vicinity in terms of existing greenhouse gas (GHG) emissions and climate change (West Sacramento 2016a). That discussion is hereby incorporated by reference and summarized below.

The specific chemical properties of GHGs enable them to become well mixed within the atmosphere and transported over long distances. Consequently, unlike other resource areas that are primarily concerned with localized (e.g., within 1,000 feet of a project site) project impacts, the global nature of climate change requires a broader analytical approach. Increases in fossil fuel combustion and deforestation have exponentially increased concentrations of GHGs in the atmosphere since the Industrial Revolution. The principle anthropogenic (human-made) GHGs contributing to global warming are carbon dioxide (CO2), methane (CH4), nitrous oxide (N2O), and fluorinated compounds, including sulfur hexafluoride (SF6), hydrofluorocarbons (HFCs), and perfluorinated carbons (PFCs). The global warming potential (GWP) of various GHG emissions is expressed on a normalized scale that recasts all GHG emissions in terms of carbon dioxide equivalent (CO2e), which compares the gas in question to that of the same mass of CO2 (CO2 has a global warming potential of 1 by definition). West Sacramento prepared an inventory in 2011 that indicated that West Sacramento residents and businesses generated approximately 447,387 metric tons CO2e. The transportation sector represents the largest source of community emissions (48 percent), followed by building energy consumption (36 percent) (West Sacramento 2016a:3.7-8).

The GP 2035 EIR concludes that implementation of GP 2035 would result in substantial GHG emissions and therefore significant and unavoidable impacts related to GHG emissions, as well as potential inconsistencies with policies and regulations that seek to reduce GHG emissions. The analysis noted that while the City’s climate action plan (CAP) is still in draft form, it is anticipated to focus on reducing community emissions consistent with statewide GHG targets. The analysis also noted that while GP 2035 did not propose any specific development projects, construction would occur as buildout of the planning area proceeds under GP 2035. The level of construction activities that would take place with implementation of GP 2035 was reported as unknown. While compliance with measures that would reduce GHG emissions (e.g., limits on truck idling), the GP 2035 EIR concludes that it may not be feasible in all cases to ensure that emissions would be below applicable thresholds, and the impact was determined to be significant and unavoidable.

Impact Analysis
The proposed project would primarily involve the creation of 106 single family lots, a 0.44 acre park site, resident comment area, private dog park, and garden area the creation of which would not result in substantial GHG emissions. However, construction activities would result in GHG emissions, consistent with the impact discussions provided in the GP 2035 EIR. Such activities would be subject to City requirements regarding GHG emissions reduction. Because the project constitutes a project associated with implementation of GP 2035, policies identified in the GP 2035 EIR would apply to all actions undertaken as part of the project.

The potential environmental impacts related to GHG emissions and associated with the proposed project is within the scope of the GP 2035 EIR, and no additional CEQA documentation is required.

Further, pursuant to Section 15163 of the State CEQA Guidelines, no new information of substantial 1006
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importance has been identified that would otherwise necessitate subsequent/supplemental environmental analysis.

Hazards and Hazardous Materials
Setting
The “Existing Conditions” discussion in Section 3.8 of the GP 2035 EIR, “Hazards and Hazardous Materials,” describes the planning area and vicinity in terms of hazards to the public’s health and safety (West Sacramento 2016a). That discussion is hereby incorporated by reference and summarized below.

West Sacramento has a substantial number of industries and activities that transport, store, and use toxic or hazardous chemicals, posing significant potential safety hazards. There are 50 facilities and activities in the planning area that store and/or use toxic materials. Additionally, there are 32 active open cleanup sites listed in the Geotracker database, and one active site listed in the Envirostor database. One site within the planning area is listed on the Department of Toxic Substances Control Cortese List. The Capitol Plating site is a former metal-plating facility located at 319 Third Street. Site assessment has been underway since 1999 and the status has been listed as Open-Inactive since 1999. The facility was demolished in 2005. (West Sacramento 2016a:3.8-8)
West Sacramento is within the flight path of several airports. The closest public airport is the Sacramento Executive Airport, approximately 1.60 miles west of the southern portion of the city. Mather Airport is located approximately 15 miles east, Sacramento International Airport is approximately 5 miles north, and McClellan Airfield, formerly an Air Force base, is approximately 10 miles northeast of the city.

The GP 2035 EIR concludes that, with implementation of federal, state, and local regulations regarding the transport, use, and disposal of hazardous materials, development consistent with GP 2035 would not result in significant effects related to hazards. While multiple airports are within two miles of the planning area, no part of the planning area is within the safety zone of any airport. The GP 2035 EIR notes that while future construction activities could cause temporary changes in emergency access, existing City requirements for construction projects require signage and an access plan to ensure accessibility during construction.

Impact Analysis
The proposed project would primarily involve the creation of 106 single family lots, a 0.44 acre park site, resident comment area, private dog park, and garden area, the creation of which would not involve any new use of hazardous materials or create new hazards. Compliance with existing federal, state, and local regulations regarding hazardous materials would minimize potential impacts, consistent with the conclusions of the GP 2035 EIR.

The potential environmental impacts related to hazards and hazardous materials and associated with the proposed project is within the scope of the GP 2035 EIR, and no additional CEQA documentation is required. Further, pursuant to Section 15163 of the State CEQA Guidelines, no new information of substantial importance has been identified that would otherwise necessitate subsequent/supplemental environmental analysis.

Hydrology and Water Quality
Setting
The “Existing Conditions” discussion in Section 3.9 of the GP 2035 EIR, “Hydrology and Water Quality,” describes the planning area and vicinity in terms of surface water flow, groundwater, potential for flooding, and water quality (West Sacramento 2016a). That discussion is hereby incorporated by reference and summarized below.
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The Sacramento River is the largest river in California, flowing along the east and northeast boundaries of the city. According to the 1995 Federal Emergency Management Agency (FEMA) Flood Insurance Rate Maps (FIRMs), all areas within the planning area but outside the main waterways are mapped as Zone X—area protected from the 1 percent chance (100-year) flood by levee, dike, or other structures subject to possible failure of overtopping during longer floods. FEMA’s flood risk maps are being revised and based on the results of these studies, new draft revised FEMA maps are expected to show that all or parts of West Sacramento may neither meet 100-year flood standards nor 200-year level of flood protection required by the Central Valley Flood Protection Program (CVFPP) for urban areas (West Sacramento 2016a:3.9-23). West Sacramento is within the natural floodplain of the Sacramento River at the confluence with the American River and is surrounded on all four sides by a series of levees designed to provide flood protection. The river levees channelize the river into a fixed alignment by preventing future channel meandering and separating the channel from its historic floodplain. In light of the flood risk to West Sacramento, the West Sacramento Levee Improvement Program (WSLIP) is undertaking extensive measures to reduce risk and achieve a minimum of 200-year flood protection for the entire city within the existing levee system by improving the approximately 50 miles of levees protecting West Sacramento (City of West Sacramento 2016a:3.9-29).

The GP 2035 EIR concludes that development consistent with GP 2035 would not result in significant impacts related to hydrology and water quality, with the exception of placing housing units within the 100- year floodplain. Impact WQ-8 noted that while new development would occur within the existing levee system surrounding the city, some of these areas may not meet the 100-year and 200-year flood protection requirements. Policies in GP 2035, as well as requirements of other state and local programs, require all new development to demonstrate 200-year flood protection or to contribute in-lieu fees toward making physical improvements to the existing levee system. However, it will be many years until the flood protection goal is achieved, meaning that new development may not have 100-year flood protection.

Thus, this impact was determined to be significant and unavoidable.

The GP 2035 EIR notes that adherence to state and local regulations and GP 2035 policies would generally preclude significant hydrology and water quality impacts. In particular, construction activities pursuant to GP 2035 would be required to prepare a stormwater pollution prevention plan (SWPPP) as part of compliance with the City’s National Pollutant Discharge Elimination System (NPDES) Construction General Permit.

Impact Analysis
The proposed project would primarily involve the creation of 106 single family lots, a 0.44 acre park site, resident comment area, private dog park, and garden area, the creation of which would not place housing within the 100-year floodplain. However, construction activities associated with activities/improvements identified by the project description could result in temporary construction impacts related to hydrology and water quality, consistent with the impact discussions provided in the GP 2035 EIR. As discussed above relative to the project background, the proposed project is consistent with the approved GP 2035.

Policies identified in the GP 2035 EIR would reduce but not prevent impacts associated with their implementation, consistent with impact determinations made in the GP 2035 EIR.

The potential environmental impacts related to hydrology and water quality and associated with the proposed project is within the scope of the GP 2035 EIR, and no additional CEQA documentation is required. Further, pursuant to Section 15163 of the State CEQA Guidelines, no new information of substantial importance has been identified that would otherwise necessitate subsequent/supplemental environmental analysis.
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Land Use and Planning
Setting
The “Existing Conditions” discussion in Section 3.10 of the GP 2035 EIR, “Land Use and Planning,” describes the planning area in terms of physical division of established communities, existing and proposed changes to land use and land use designations, conflicts with City land use policies and regulation, and conflicts with any applicable conservation plans (West Sacramento 2016a). That discussion is hereby incorporated by reference and summarized below. Existing land uses in the city range from small single-family residences to industrial complexes and the Port of West Sacramento. The northwestern quadrant is largely industrial and commercial. The northeastern quadrant includes commercial and office uses as well as existing and developing residential neighborhoods. The area immediately south of the Ship Channel is largely industrial. Farther south, the Southport area contains residential areas and associated commercial uses that are still largely undeveloped.

The GP 2035 EIR notes that although no change in the distribution of land use types are proposed, revisions to some land use designations would provide for more intensive development. Because GP 2035 includes numerous policies to avoid dividing established communities and ensure that new development remains interconnected, the EIR concluded that GP 2035 would not result in physical division of existing communities.

The GP 2035 EIR concludes that GP 2035 would not reduce the effectiveness of any plans or regulations that protect the environment and that GP 2035 additional policies also provide for environmental protection. Therefore, the GP 2035 EIR concludes that impacts related to GP 2035 conflicts with applicable policies and regulations intended to protect the environment would be less than significant.

Impact Analysis
The proposed project would primarily involve the creation of 106 single family lots, a 0.44 acre park site, resident comment area, private dog park, and garden area, the creation of which would not substantially affect existing land use and planning upon completion of the project. Creation of the 65-lot subdivision, would not result in the physical division of established communities, nor conflict with City land use policies and regulations that protect the environment. None of the actions resulting from the project would result in land use changes beyond what was analyzed in the GP 2035 EIR.

The potential environmental impacts related to land use and associated with the proposed project is within the scope of the GP 2035 EIR, and no additional CEQA documentation is required. Further, pursuant to Section 15163 of the State CEQA Guidelines, no new information of substantial importance has been identified that would otherwise necessitate subsequent/supplemental environmental analysis.

Mineral Resources
Setting
The “Existing Conditions” discussion in Section 3.11 of the GP 2035 EIR, “Mineral Resources,” describes the planning area in terms of known mineral resources of value and natural gas resources (West Sacramento 2016a). That discussion is hereby incorporated by reference and summarized below. Most of the planning area is designated as MRZ-1 (no significant mineral deposits), with a band of MRZ-3 (unknown) along the river. None of the planning area is designated as MRZ-2 (likelihood of significant mineral deposits).

The GP 2035 EIR concludes that because there are no mines regulated under the Surface Mining and Reclamation Act of 1975 (SMARA) or MRZ-2 areas of value to the region that occur in the planning area, no impact to known mineral resources would occur. Further, GP 2035 does not delineate any land uses 1009
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within the planning area for mineral resource extraction; therefore, no impact related to development of land delineated for mining on a local general plan would occur with implementation of GP 2035.

Impact Analysis
The planning area is not located in an area associated with mineral resources or mineral extraction.

Therefore, the proposed project would have no impact on mineral resources or extraction. As such, the potential environmental impacts related to mineral resources and associated with implementation of the proposed project is within the scope of the GP 2035 EIR, and no additional CEQA documentation is required. Further, pursuant to Section 15163 of the State CEQA Guidelines, no new information of substantial importance has been identified that would otherwise necessitate subsequent/supplemental environmental analysis.

Noise and Vibration
Setting
The “Existing Conditions” discussion in Section 3.12 of the GP 2035 EIR, “Noise,” describes the planning area in terms of City noise level standards, groundbourne vibration and groundbourne noise levels, ambient noise levels, and noise-sensitive land uses (West Sacramento 2016a). That discussion is hereby incorporated by reference and summarized below.

Existing noise sources in the planning area include motor vehicle traffic, rail operations, aircraft overflights, motorized watercraft on the Sacramento River, industrial facilities, and events at Raley Field.

Sensitive noise receptors typically include residences, religious facilities, schools, child care centers, hospitals, long-term health care facilities, convalescent centers, and retirement homes. All of these land use types, except hospitals, occur within the planning area. No airports or private airfields are within 2 miles of the planning area and the planning area is not included in any airport land use plan; therefore, employees and residents within the planning area would not be exposed to adverse levels of noise from aircraft overflight.

The GP 2035 EIR notes that policies outlined in GP 2035 would help to reduce the potential impacts of construction- and traffic-related noise on noise-sensitive land uses as well as potential increases in ambient noise levels. However, mitigation of these potential future noise impacts may not be feasible in all cases. These impacts were determined to be significant and unavoidable.

The GP 2035 EIR concludes that future projects that can comply with City Municipal Code Section 17.32 would result in less than significant impacts related to construction vibration. However, GP 2035 notes that it may not be feasible in all cases to mitigate vibration to less-than-significant levels. Therefore, this impact was determined to be significant and unavoidable. Development of new noise- and vibrationsensitive land uses located adjacent or close to railroad tracks could be exposed to vibration levels in excess of FTA vibration standards. The GP 2035 EIR concludes that implementation of a vibration standards policy added to the General Plan (Mitigation Measure NOI-2) would reduce this impact to a less-than-significant level.

Impact Analysis
The proposed project would primarily involve the creation of 106 single family lots, a 0.44 acre park site, resident comment area, private dog park, and garden area. Construction of new residences would comply with the City’s Noise Ordinance and would not result in substantial noise impacts. The primary noise associated with construction of the residences would be from motorized construction equipment. Further, none of the that would result from the project would result in noise or groundbourne vibration changes beyond what was analyzed in the GP 2035 EIR. Implementation of Mitigation Measure NOI-2 identified in the GP 2035 EIR would apply to the proposed project and reduce any potential vibration impacts of 1010
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the proposed project to less-than-significant levels, consistent with determinations made in the GP 2035 EIR.

The potential environmental impacts related to noise and vibration associated with the proposed project is within the scope of the GP 2035 EIR, and no additional CEQA documentation is required. Further, pursuant to Section 15163 of the State CEQA Guidelines, no new information of substantial importance has been identified that would otherwise necessitate subsequent/supplemental environmental analysis.

Population and Housing
Setting
The “Existing Conditions” discussion in Section 3.13 of the GP 2035 EIR, “Population and Housing,” describes the planning area in terms of population growth trends and housing trends and projections (West Sacramento 2016a). That discussion is hereby incorporated by reference and summarized below.

The planning area encompasses 21.4 square miles and had approximately 51,272 residents in 2015.

According to 2000 and 2010 census data, West Sacramento’s population increased by 54 percent between 2000 and 2010; however, between 2010 and 2015, this trend slowed to 5.2 percent citywide.

As noted above, SACOG projects the population of West Sacramento will reach 81,480 by 2035, an increase of approximately 30,208 residents or 59 percent from the 2015 population (West Sacramento 2016a:3.13-4).

Citywide, the California Department of Finance estimates indicate that there were 18,048 occupied housing units in 2015, and a vacancy rate of 6.3 percent. In 2015, there were a total of 19,268 housing units, of which 12,144 were single-family detached units, 1,015 were single-family attached units, 1,257 were multifamily structures with two to four units, 3,344 were multifamily structures with five or more units, and 1,508 were mobile homes. In 2015, the average household size countywide was approximately 2.82 people and SACOG projections indicate the average household size in West Sacramento is expected to decrease to 2.57 by 2035.

The GP 2035 EIR notes that the purpose of GP 2035 is to accommodate future population growth and development by responding to regional growth forecasts, and concluded that although GP 2035 would not directly result in new homes or businesses that would substantially increase population growth in the planning area, it would indirectly result in population growth through individual developments and the extension of roads and other infrastructure improvements as the city becomes more completely developed. The EIR concludes that the impact is significant and unavoidable, and no mitigation is available to reduce this impact to a less-than-significant level.

The EIR notes that land use and zoning changes in GP 2035 do not propose specific development that would result in the displacement of existing housing units or residents and necessitate the construction of replacement housing elsewhere. Therefore, the GP 2035 EIR concludes that any impact on existing housing units would be less than significant, and no mitigation is required.

Impact Analysis
The proposed project would primarily involve the creation of 106 single family lots, a 0.44 acre park site, resident comment area, private dog park, and garden area, the creation of which would not substantially affect population and housing growth due to the overall small size of the project. None of the details regarding the project as discussed in the project description would result in population growth beyond what was projected in the GP 2035 EIR.

The potential environmental impacts related to population and housing and associated with the proposed project is within the scope of the GP 2035 EIR, and no additional CEQA documentation is required. 1011
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Further, pursuant to Section 15163 of the State CEQA Guidelines, no new information of substantial importance has been identified that would otherwise necessitate subsequent/supplemental environmental analysis.

Public Services
Setting
The “Existing Conditions” discussion in Section 3.14 of the GP 2035 EIR, “Public Services,” describes the planning area in terms of available fire protection and emergency services, police protection services, and schools, parks, and libraries (West Sacramento 2016a). That discussion is hereby incorporated by reference and summarized below. The West Sacramento Fire Department (WSFD) provides fire administration, emergency operations, and fire prevention/hazardous materials services within the city.

The average response time for the WSFD overall is 4:42 minutes from time of dispatch to arrival on scene. The West Sacramento Police Department (WSPD) is responsible for enforcing the laws of the State of California and local ordinances,
The planning area is served by the Washington Unified School District (WUSD), which provides primary, secondary, and high school education services to residents. As of 2014, WUSD had a total capacity of 10,393 students and enrollment of 7,444. WUSD is projected to continue growing, with a projected enrollment of 8,434 students in the 2023/24 school year. West Sacramento Parks and Recreation oversees the maintenance of 145+ acres of developed city parks. There are currently 33 parks, plazas, and playfields within the city, totaling 152.6 acres. The 2003 Parks MP sets a standard of 5 acres of parks per 1,000 residents—2 acres in neighborhood parks and 3 acres in community parks. With a projected population in 2035 of 81,480 residents, 407.4 acres of parks would be required to meet the City’s standard of 5 acres of parks per 1,000 residents—254.8 acres more than currently exist. The Yolo County Library offers library service to the entire planning area and the Arthur F. Turner Community Library is an 18,000- square-foot facility that provides library services to residents in the planning area.

The GP 2035 EIR notes that GP 2035 integrates population projections adopted by SACOG that extend the planning horizon to 2035. SACOG’s regional growth forecast predicts a population for the city of 81,480 by 2035, an increase of approximately 30,208 residents from the current 2015 population (West Sacramento 2016a:3.13-4). Consequently, the GP 2035 EIR points out that it is a reasonable expectation that population and housing within the planning area would increase the demands on all public services within the planning area, resulting in a reasonably foreseeable need for new or expanded facilities. GP 2035 sets forth goals and polices to ensure adequate levels of service and funding for public services as development occurs. Potential environmental impacts associated with construction or expansion of future public service facilities are typical of other land development impacts, including construction noise and potential temporary disruption of access, as well as potential impacts related to site-specific conditions, such as biological or cultural resources, depending on the site location. The GP 2035 EIR concludes that mitigation measures for impacts of implementation of the General Plan as updated (Mitigation Measure CUL-2 [require appropriate treatment for inadvertent discovery of archaeological resources], CUL-3 [implement appropriate treatment for discovery of human remains], and WQ-3 [Implement a Hydromodification Management Plan (HMP) in accordance with the City’s Stormwater Permit) would ensure that impacts of construction or expansion of future police facilities would be less than significant.

Impact Analysis
The proposed project would primarily involve the creation of 106 single family lots, a 0.44 acre park site, resident comment area, private dog park, and garden area, the creation of which would not substantially affect public services upon completion of the project. As described above, the project would facilitate minor population growth with the addition of 65 new residences. However, none of the actions or demand 1012
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increases that would result from implementation of the project would drive population growth beyond what was projected in the GP 2035 EIR.

The potential environmental impacts related to public services and associated with the proposed project is within the scope of the GP 2035 EIR, and no additional CEQA documentation is required. Further, pursuant to Section 15163 of the State CEQA Guidelines, no new information of substantial importance has been identified that would otherwise necessitate subsequent/supplemental environmental analysis.

Recreation
Setting
The “Existing Conditions” discussion in Section 3.15 of the 2016 GP 2035 EIR, “Recreation,” describes the planning area in terms of existing recreational facilities and applicable plans and policies (West Sacramento 2016a). That discussion is hereby incorporated by reference and summarized below. The GP 2035 EIR notes that there were 33 parks, plazas, and playfields in the city: 77.1 acres of community parks and 75.6 neighborhood parks and mini parks, totaling 152.7 acres. Based on a population of 51,272, the GP 2035 EIR notes that West Sacramento needed an additional 103.7 acres of parks to meet the 2003 Parks Master Plan standard of 5 acres per 1,000 residents. (West Sacramento 2016a:3.15-7) The GP 2035 EIR concludes that development consistent with GP 2035 would not result in population increases such that a substantial physical deterioration of existing facilities would occur. Because the 2003 Parks Master Plan requires the City to provide 5 acres of parks for every 1,000 residents, sufficient parkland would be provided so that deterioration of existing facilities would not be accelerated. The GP 2035 EIR notes that new recreational facilities would be constructed as part of the implementation of GP 2035. Construction of new facilities could result in environmental effects, but implementation of mitigation measures discussed throughout the GP 2035 EIR would reduce impacts to a less-than-significant level.

Applicable mitigation measures include Mitigation Measures BIO-6, CUL-2, CUL-3, and WQ-3.

Impact Analysis
The proposed project would primarily involve the creation of 106 single family lots, a 0.44 acre park site, resident comment area, private dog park, and garden area, the creation of which would not substantially affect, existing or future recreational facilities. Further, no recreational facilities would be directly affected as a result of implementation of the proposed project. However, construction activities could temporarily impede access to recreational uses if construction would take place near recreational facilities. However, GP 2035 policies and mitigation measures would reduce impacts to less-than-significant levels, consistent with the conclusions of the GP 2035 EIR.

The potential environmental impacts related to recreational facilities and associated with the proposed project is within the scope of the GP 2035 EIR, and no additional CEQA documentation is required.

Transportation and Traffic
Setting
The “Existing Conditions” discussion in Section 3.6 of the GP 2035 EIR, “Transportation/Traffic,” describes the planning area in terms of the street and road system, traffic conditions, the bicycle and pedestrian system, and public transit (West Sacramento 2016a). That discussion is hereby incorporated by reference and summarized below. West Sacramento includes a variety of roadway types, including local, collector, and arterial roads as well as freeways. The GP 2035 EIR identifies road segments and 1013
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intersections that were operating at unacceptable level of service (LOS) at the time of preparation of the GP 2035 EIR (see Table 3.16-5 of the GP 2035 EIR). West Sacramento streets serve as the connection for bicycle traffic between the cities of Sacramento and Davis. West Capitol Avenue provides the direct connection from the bicycle path across the Yolo Causeway to the Tower Bridge. West Sacramento is served by a combination of local and regional bus, rail, and air transportation providers, including YOLOBUS, Sacramento Regional Transit bus and light rail, Amtrak, and the Sacramento International Airport.

The GP 2035 EIR concludes that implementation of GP 2035 would result in less-than-significant impacts related to deterioration of LOS on freeway ramps and segments because projects can pay into the I-5 Subregional Corridor Mitigation Program (SCMP). Caltrans agrees that payment of the SCMP fee would adequately mitigation a project’s impact on the state highway system. Additionally, the GP 2035 EIR concludes that implementation of GP 2035 would not have significant effects related to bicycle and pedestrian facilities, public transit, or air traffic.

The GP 2035 EIR concludes that implementation of GP 2035 would result in significant and unavoidable impacts related to deterioration of LOS at intersections and arterial and collector roads due to traffic volumes. The analysis noted that construction of additional lanes could provide adequate capacity, but that such expansion would not be appropriate for residential streets. The analysis also noted that while some roadways may exceed maximum desirable volume, it does not necessarily also mean an exceedance of acceptable LOS standards.

The potential environmental impacts related to transportation/traffic and associated with the proposed project is within the scope of the GP 2035 EIR, and no additional CEQA documentation is required.

Tribal Cultural Resources
Setting
Consistent with requirements established by the passage of AB 52, which establishes a formal consultation process for California Native American Tribes for certain projects subject to CEQA, the GP 2035 EIR included an evaluation of potential impacts to tribal cultural resources, including consultation with interested tribes, as part of its analysis. That discussion is hereby incorporated by reference and summarized below. The GP 2035 EIR notes that project-level review would be required for all future projects, and that future projects would be consistent with GP 2035 and would comply with all state and local laws regarding cultural resources, including tribal cultural resources. However, because the impacts of individual future projects cannot guarantee that tribal cultural resources would not be adversely affected, the GP 2035 EIR concludes that impacts would be significant and unavoidable (Impacts CUL2 and CUL-3). Mitigation Measures CU-2 and CU-3 dictate procedures to be implemented, including the treatment of resources, in the event of discovery, but would not reduce the impact to less-than-significant 1014
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levels. Thus, all impacts from the 2035 GP EIR that addressed tribal cultural resources were concluded to be significant and unavoidable.

Impact Analysis
Certain activities identified within the proposed project, especially those that may involve the disturbance of previously undisturbed soils, could result in the construction activities that could result in discovery of previously unknown tribal cultural resources. Should any such resources be discovered, Mitigation Measures CU-2 and CU-3 would be implemented, consistent with the impact discussions provided in the GP 2035 EIR. Mitigation Measures CU-2 and CU-3 identified in the GP 2035 EIR would similarly reduce impacts associated with implementation of the MPs but would not preclude potentially significant sitespecific impacts, consistent with impact determinations made in the GP 2035 EIR.

The potential environmental impacts related to tribal cultural resources and associated with the proposed project is within the scope of the GP 2035 EIR, and no additional CEQA documentation is required. Further, pursuant to Section 15163 of the State CEQA Guidelines, no new information of substantial importance has been identified that would otherwise necessitate subsequent/supplemental environmental analysis.

Utilities and Service Systems
Setting
The “Existing Conditions” discussion in Section 3.17 of the GP 2035 EIR, “Utilities and Service Systems,” describes the planning area in terms of wastewater, water, stormwater, and solid waste, and levels of service to meet the needs of existing and future development (West Sacramento 2016a). That discussion is hereby incorporated by reference and summarized below.

Wastewater Treatment
The City is responsible for collection and conveyance of wastewater in the planning area, and Sacramento Regional County Sanitation District (SRCSD) is responsible for its treatment and disposal.

The connection of the City’s wastewater collection system to the SRSCD system is via the 19-mile Lower Northwest Interceptor (LNWI) at the West Sacramento Transition Structure next to the Parlin Ranch subdivision in Southport. Wastewater is conveyed through a 120-inch-diameter gravity pipe to the South River Pump Station and then pumped under the Sacramento River in a force main to the Sacramento Regional Wastewater Treatment Plant (SRWTP), north of Elk Grove. The GP 2035 EIR concludes that the potential for exceedance of wastewater treatment requirements of the Central Valley Regional Water Quality Control Board was unlikely because: (1) the City’s wastewater collection system is connected to the SCRSD via the LNWI and all wastewater is treated at the SCRSD facility in Elk Grove; (2) GP 2035 includes policies to maintain, upgrade, and expand its wastewater collection system (Policies PFS-3.3, -

3.4, and -3.5) and would establish an Enhanced Infrastructure Financing District (EIFD) under GP 2035 to provide financing for public capital facilities and other projects that provide significant benefits to the City; and (3) the Central Valley Water Quality Control Board would set the specific waste discharge requirements for any new or expanded wastewater treatment facility as part of its permit for that facility because future wastewater treatment facilities would be required by law to operate in compliance with any and all requirements of the Central Valley Water Board permits. Therefore, the impact would be less than significant.

The GP 2035 EIR notes that the projected population increase in the planning area would increase wastewater treatment demand on the SRWTP. However, SRSCD would not need to increase the capacity of the SRWTP before 2035 because the 2003 Wastewater Master Plan and 2003 Southport Sanitary Sewer Master Plan projections were based on a population exceeding the current 2035 population projection of 81,480. And with the installation of water meters and adoption of water 1015
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conservation mandates, SRCSD projects that per capita consumption will fall by approximately 25 percent over the next 20+ years, and that the existing capacity of the SRWTP will be sufficient for the next 40+ years. GP 2035 also contains goals and policies that would reduce the amount of wastewater generated and mitigate impacts on existing service (Goal PFS-1 and Policy PFS-1.1; Goal PFS-3 and Policies PFS-3.1 and -3.2). For these reasons, this impact was determined to be less than significant.

Water
The planning area is served by diversions from the Sacramento River in accordance with the City’s appropriative right with the state as well as water available under contract with the U.S. Bureau of Reclamation (Reclamation). The combined maximum available water supply from these sources is 23,600 af per year (AFY) in an average year. Most of the planning area is served by North Delta Water Agency (NDWA). The City intends to provide groundwater as a backup supply with sufficient capacity to meet the demands of the northern portion West Sacramento outside the NDWA’s boundary.

The GP 2035 EIR notes that the existing water treatment plant has adequate treatment capacity and would not require expansion because the plant has an existing treatment capacity of 58 mgd. The City’s 2010 Urban Water Management Plan (UWMP) projected an increase in potable water demands based on buildout condition to 52 mgd, and the 2015 UWMP, which was finalized just prior to certification of the GP 2035 EIR, projected a maximum demand of 54.3 mgd. The GP 2035 EIR also concludes that the Water System MP update, would establish the infrastructure necessary to provide the storage and transmission facilities to serve future development within the City. GP 2035 goals and policies (Goal PFS2 and Policies PFS-2.3, -2.4, -2.6, and -2.8) would ensure an adequate level of service in the City's water system is maintained to meet the needs of existing and future development while improving water system efficiency. Therefore, this impact was determined to be less than significant.

As noted in the GP 2035 EIR, water demand in the planning area would increase as a result of population growth through implementation of GP 2035. The 2010 UWMP identifies a water demand of 13,107 AFY in 2010 and estimates 2035 demand to increase to 23,920 AFY. However, due to uncertainties about the reliability of the water supply from the NDWA under all conditions, it is possible that water supplies would not be sufficient to meet the increased demand. Accordingly, this impact was determined to be significant and unavoidable in the GP 2035 EIR.

For the area outside the NDWA (i.e., that area served by the City’s appropriative right and Reclamation), water demand is estimated to reach 2.9 mgd, or 3,248 AFY. Historic water supply in this area, even during the Single Dry Year, has been more than 5,900 AFY. Accordingly, the increased demand would not exceed the available water supply. In addition, the City’s existing groundwater well and the planned new well in the Southport area would supply additional water in an emergency. Consequently, the water supply outside of the NDWA service area would be sufficient to meet the increased demand and the impact was determined to be less than significant,
Stormwater
Stormwater is managed in West Sacramento primarily by Reclamation District (RD) 900 and the City and to a smaller extent by RD 537. Stormwater facilities have typically been constructed and paid for in association with new development and, with a few exceptions, are generally in good condition. The City’s storm water system discharge is permitted under a state-approved Stormwater Management Plan, which includes measures to control and reduce the potential for pollutants to enter the storm drain system and addresses stormwater from new development and redevelopment projects. For the purpose of addressing planned development in the Southport area, the Southport Drainage Master Plan was adopted in 1995. This document was updated in 2001 to address changes in the Southport Framework Land Use Plan and develop drainage impact fees on new development. Currently, the City does not have a drainage master plan for the rest of the planning area. The GP 2035 EIR notes that new or expanded 1016
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stormwater drainage facilities would be necessary for buildout of development under GP 2035. The City would be required to comply with the requirements of its state-approved Stormwater Management Plan and GP 2035 goals and policies (Goal PFS-4 and Policy PFS-4.1 through PFS-4.11) to maintain an adequate level of service and prepare a citywide Stormwater MP. In addition, the City has developed Post-Construction Standards Plans that include volumetric and flow criteria that must be met by site design and hydromodification measures using the California Stormwater Quality Association guidelines and would be applicable to all significant redevelopments and new developments. With these measures in place, new facilities that must be built to accommodate redevelopment and new development are not expected to significantly affect existing drainage facilities. Nonetheless due to uncertainties about facility location and sizing, this impact was considered significant and unavoidable.

Solid Waste
For solid waste disposal, the planning area is served by Yolo County Central Landfill. The GP 2035 EIR notes that the Yolo County Central Landfill is expected to have adequate capacity until at least 2045. In addition, AB 341 requires the waste stream going to landfills to be reduced by 75 percent statewide and CalRecycle would implement strategies to meet this statutory goal through state-level measures and requirements. The County operates the Yolo County Central Landfill and is required by the conditions of its permit from CalRecycle to operate in accordance with state laws and regulations. In addition, GP 2035 includes goal and policies (Goal PFS-5 and Policy PFS-5.3 through PFS-5.15) to minimize the generation of waste, increase recycling, and provide for the collection and disposal of solid waste. The impact was considered less than significant.

Impact Analysis
The proposed project would primarily involve the creation of 106 single family lots, a ±0.43 acre park site, resident comment area, private dog park, and garden area, the creation of which would not substantially affect, utilities and service systems beyond what was projected in the GP 2035 EIR. None of the actions or capacity increases that would result from the project would result in population growth or development beyond what was projected in the GP 2035 EIR.

The potential environmental impacts related to utilities and service systems and associated with the proposed project is within the scope of the GP 2035 EIR, and no additional CEQA documentation is required. Further, pursuant to Section 15163 of the State CEQA Guidelines, no new information of substantial importance has been identified that would otherwise necessitate subsequent/supplemental environmental analysis.

Conclusion
Based on the analysis presented above, the proposed Blackpine 440 West LLC’s development Agreement is within the scope of the EIR prepared for the West Sacramento 2016 General Plan Update, and no new or substantially more adverse impacts would occur through implementation of the proposed project. As a result, no new environmental document is required, consistent with State CEQA Guidelines Section 15168 (c)(2).
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References
West Sacramento, City of. 2016a. General Plan Update – Draft Environmental Impact Report. August.

West Sacramento, City of. 2016b. General Plan 2035 Policy Document. November.

Yolo Habitat Conservancy. 2015. Yolo Habitat Conservancy, About. Available:
http://www.yolohabitatconservancy.org/#!about/cjg9. Accessed April 3, 2017. 1018

were not]
was not]

2. _______________________________________
_________________________________________ _______________________________________ ___________________________________________________________________________________ Print Form
Notice of Determination Appendix D
To: From:

Office of Planning and Research Public Agency: ___________________________ U.S. Mail: Address: ________________________________
P.O. Box 3044
Sacramento, CA 95812-3044
Street Address:
1400 Tenth St., Rm 113
Sacramento, CA 95814
_______________________________________
Contact: _________________________________
Phone: __________________________________
County Clerk
Lead Agency (if different from above): County of: _________________________________ Address: __________________________________ Address: ________________________________ Contact: _________________________________
Phone: __________________________________
SUBJECT: Filing of Notice of Determination in compliance with Section 21108 or 21152 of the Public Resources Code.

State Clearinghouse Number (if submitted to State Clearinghouse):______________________________ Project Title: _________________________________________________________________________ Project Applicant: _____________________________________________________________________ Project Location (include county):_________________________________________________________ Project Description:

This is to advise that the ____________________________________________ has approved the above ( Lead Agency or Responsible Agency)
described project on _______________ and has made the following determinations regarding the above (date)
described project.

1. The project [ will will not] have a significant effect on the environment.

2. An Environmental Impact Report was prepared for this project pursuant to the provisions of CEQA.

A Negative Declaration was prepared for this project pursuant to the provisions of CEQA.

3. Mitigation measures [ were made a condition of the approval of the project.

4. A mitigation reporting or monitoring plan [ was was not] adopted for this project.

5. A statement of Overriding Considerations [ was adopted for this project.

6. Findings [ were were not] made pursuant to the provisions of CEQA.

This is to certify that the final EIR with comments and responses and record of project approval, or the negative Declaration, is available to the General Public at:

Signature (Public Agency): _____________________________ Title: ____________________________ Date: _______________________________ Date Received for filing at OPR: ____________________ Authority cited: Sections 21083, Public Resources Code.

Reference Section 21000-21174, Public Resources Code. Revised 2011 Attachment 5
1019
1020

CITY COUNCIL AGENDA REPORT
MEETING DATE: January 17, 2024 ITEM # 22
SUBJECT:

PUBLIC HEARING AND SECOND READING AND ADOPTION OF ORDINANCE 24-1 REGARDING PROPOSED AMENDMENTS TO TITLE 17 (ZONING) OF THE MUNICIPAL CODE
INITIATED OR REQUESTED BY: REPORT COORDINATED OR PREPARED BY:
[ ] Council [X] Staff
[ ] Other
Daniel Berumen, Senior Planner
Community Development Department
ATTACHMENT [X] Yes [ ] No [ ] Information [ ] Direction [X] Action

OBJECTIVE
The purpose of this item is for the City Council to consider second reading and to adopt Ordinance 24-1 regarding proposed amendments to Title 17 (Zoning) of the Municipal Code.

RECOMMENDED ACTION
Staff respectfully recommends that the City Council:

1. Conduct a public hearing;

2. Find that the proposed amendments to Title 17 (Zoning) of the Municipal Code are exempt from California Environmental Quality Act (CEQA) review pursuant to §15305 (Minor Alterations in Land Use Limitations) and §15321 (Enforcement Actions by Regulatory Agencies) CEQA exemption of the CEQA Guideline; and

3. Conduct second reading and adopt Ordinance 24-1 amending Title 17 (Zoning) of the Municipal Code regarding: Chapter 17.09–Short Term Rentals in Commercial and Mixed-Use Zones; Table 17.09.020– Common Open Space Standards for Multifamily Residential Chapter 17.30.210–Solar Energy Systems; Chapter 17.22.050–Encroachments into Required Setbacks; Chapter 17.22.130–Screening; Table

17.09.020–Commercial and Mixed-Use Zones; Chapter 17.26.050–Non-conforming site improvements; Chapter 17.42.070–Reasonable Accommodations Conditions of Approval; Chapter 17.22.060–Fences, Walls, and Hedges (2) Non-Residential Zones for Electric Fences (b) All Other Required Setback Areas; Chapter 17.35.130–Zoning Administrator and Director Appeals; Chapter 17.51–Definition of Food and Beverage Sales; Chapter 17.51– Definition of Front Yard; Chapter 17.51 and 17.08.040–Emergency Backup Generators; and Chapter 17.38–Interim Uses.

BACKGROUND
Title 17 (Zoning) of the Municipal Code requires regular updates to keep up with ongoing changes in the City.

Certain regulations in the Municipal Code are no longer applicable, require updating due to changes in state law or to implement City policies and programs, or require process improvements.

Staff presented amendments to Title 17 (Zoning) of the Municipal Code on Thursday, November 2, 2023, at a regularly scheduled public hearing with the Planning Commission. The commission provided feedback to staff to make corrections on language in the report to reflect the amended sections more accurately. The Planning Commission voted to unanimously approve resolution 23-3PC (Attachment 1) and recommended that the City Council adopt Ordinance 24-1 (Attachment 2). The item was presented to the City Council as a first reading on December 6, 2023. There were no questions or comments concerning this item from the City Council or the public.

A list of the proposed sections to amend in Title 17 (Zoning) of the Municipal Code are provided below.

1. Chapter 17.09 – Short Term Rentals in Commercial and Mixed-Use Zones.

2. Table 17.09.020 – Common Open Space Standards for Multifamily Residential

3. Chapter 17.30.210 – Solar Energy Systems

4. Chapter 17.22.050 – Encroachments into Required Setbacks

5. Chapter 17.22.130 – Screening

6. Table 17.09.020 – Commercial and Mixed-Use Zones

7. Chapter 17.26.050 – Non-conforming site improvements 1021
Zoning Code Amendments
January 17, 2024

Page 2 ends

8. Chapter 17.42.070 – Reasonable Accommodations Conditions of Approval

9. Chapter 17.22.060 – Fences, Walls, and Hedges (2) Non-Residential Zones for Electric Fences

10. Chapter 17.35.130 – Zoning Administrator and Director Appeals.

11. Chapter 17.51 – Definition of Food and Beverage Sales

12. Chapter 17.51 – Definition of Front Yard

13. Chapter 17.51 and 17.08.040 – Emergency Backup Generators

14. Chapter 17.38 – Interim Uses

ANALYSIS
Staff’s proposed changes to the Municipal Code are summarized below. Bold/underline text reflects proposed additions to the existing code, while language proposed for deletion is noted in strikeout text. A summary of the provided change is also noted.

1. Table 17.09.020 – Short-Term Rentals in Commercial and Mixed-Use Zones.

TABLE 17.09.020: LAND USE REGULATIONS—COMMERCIAL AND MIXED USE ZONES “P” = Permitted use
“M” = Minor Use Permit
required
“C” = Conditional Use Permit required
“-” Use not allowed
Use Classification CBD C CH MU-NC MU-C WF
Additional
Regulations
Commercial Uses
Short-Term Rental P P - P P P
Summary: The amendment is to make it clear that short-term rentals (e.g., Airbnb) are not only permitted in residential zones by-right (currently permitted in all residential zones) but are also intended to be allowed by-right in most mixed-use zones (except for Commercial Highway) based on the commercial nature of these uses.

2. Common Open Space Standards in Commercial and Mixed-Use Zones.

TABLE 17.09.030: DEVELOPMENT STANDARDS—COMMERCIAL AND MIXED USE ZONES Open Space Standards
Minimum Open Space
(square feet per
residential unit)
Total/unit: 150
Private: minimum 50 sf for 50% of units
Common: minimum 100 75 sf/unit
See §17.22.090,
Open Space
Summary: The change is intended to allow more flexibility with the use of common open space since 100 square feet is has been seen as an obstacle to implement in recent mixed-use projects.

The common open space requirement has been a barrier for higher density infill projects to meet since those projects typically are built on smaller lots with reduced to zero setbacks. In Staff’s experience, projects have had to either provide lots of costly rooftop terraces or reduce the number of dwelling units and building size to meet the open space requirement. To get more affordable and efficient high-density housing in the city’s urban areas it is recommended this common open space requirement be reduced and the total open space requirement be reduced accordingly to 100sf total. Staff recommends 75sf/unit of minimum open space to allow a more reasonable regulation for compliance.

3. Chapter 17.30.210 – Solar Energy Systems.

C. Solar Energy Systems shall be an accessory use in residential zones.

Summary: The amendment is to clarify that solar energy projects should be subordinate to other allowable uses in residential zoned parcels. Solar energy systems not intended to be a primary or stand-alone use e.g., a solar farm.
1022
Zoning Code Amendments
January 17, 2024

Page 3 ends

4. 17.22.050 Encroachments into Required Setbacks.

TABLE 17.22.050: ALLOWED ENCROACHMENTS INTO REQUIRED SETBACKS Projection
Front or
Street
Side Yard
Interior
Side Yard
Rear
Yard Limitations
All projections No projection may extend closer than 3 feet to an interior lot line or into a public utility easement. Where any allowance of this title conflicts with applicable building codes, the more restrictive shall apply.

Cornices, canopies,
eaves, and similar
architectural features
Chimneys
Bay windows
3 feet 3 feet 3 feet
Fire escapes required by
law or public agency
regulation

4.5 feet 3 feet 4.5 feet
Uncovered stairs, ramps, stoops, landings, decks, porches, balconies, and platforms All elements 3 feet or
less above ground
elevation
6 feet 3 feet 6 feet
All elements more than
3 feet above ground
elevation

4.5 feet 3 feet 4.5 feet
Covered porches and
patios
May not
encroach
May not
encroach
10 feet Must be unenclosed on 3
sides except for required
vertical supports, insect
screening, and kickboards
not exceeding 1 foot in
height measured from
ground level measured at
the post. Patio
projections shall be no
closer than 10 feet to the
rear property line.

Ramps and similar
structures that provide
access for persons with
disabilities
Reasonable accommodation will be made, consistent with the provisions of Chapter 17.42, Reasonable Accommodation.

Summary: The amendment language is to clarify that the measurements given in the table are the measurement of the setback. Currently, it can be interpreted that an accessory structure can encroach 10 feet into the setback with the covered patio rather than it being 10 feet at the post keeping a clearance from the rear property line.

5. Chapter 17.22.130 Screening
E. Types of screening material should be consistent with the style of the building. Plastic tarps are not permitted as screening material.

Summary: The amendment is intended to promote screening materials be of a consistent aesthetic quality to avoid unappealing materials being used. Screening materials shall not be of a material that obstructs significant visibility e.g., solid-color tarps. 1023 Zoning Code Amendments
January 17, 2024

Page 4 ends

6. Table 17.09.020 Commercial and Mixed-Use Zones.
(3) Permitted on upper stories and in the rear of the site where nonresidential space with a minimum depth of 45 feet is provided along the majority of street frontage. Street fronting residential (more than 50%) and residential-only development is allowed subject to Conditional Use Permit approval. Live/work units along the ground floor may be counted towards the commercial requirement.

Summary: The amendment language is to make it clear that residential is allowed to be added on the first floor of non-residentially zoned areas. It is also intended to include live/work units as being able to be counted towards fulfilling the obligations of commercial space on the ground floor.

7. Chapter 17.26.050 Non-conforming site improvements
(B) 20% or greater increase in floor area:

3. Provision of recycling areas in accordance with Section 17.22.120, Refuse and Recycling Areas
Summary: The amendment is intended to capture tenant improvements changes of 20% or greater in use to provide adequate waste management commensurate with the increase floor area addition. Currently, the threshold for this to be done is 30% or greater in floor; the amendment is intended to lower the threshold to require uses to provide sufficient disposal of garbage, organic waste, and recycling.

8. Chapter 17.42.070 Conditions of Approval (Reasonable Accommodations).

In granting a request for Reasonable Accommodation, the Review Authority may impose any conditions of approval deemed reasonable and necessary to ensure that the Reasonable Accommodation would comply with the findings required herein. The conditions shall also state whether the accommodation granted shall terminate if the recipient of the accommodation that was requested no longer resides on the property which shall be recorded in the form of a deed restriction on the property.

Summary: This amendment is intended to clarify that a reasonable accommodation improvement should be removed, where reasonable, and should have a deed restriction recorded noting this requirement. For situations where future removal of the improvements will be required, the applicant will be put on notice, through conditions of approval and a recorded deed restriction, of applicant’s obligation to remove the improvements at the applicant’s cost once the accommodation is no longer necessary.

9. 17.22.060 Fences, Walls, and Hedges (2) Non-Residential Zones for Electric Fences (b) All Other Required Setback Areas.
(i) Exceptions.

Pursuant to §15.11.130 of the Municipal Code, electric fences must be at least 8-feet in height. This height exception only applies to zones where electric fences are permitted either conditionally or by-right under §15.11.130.

Summary: Title 15 (Buildings and Construction) mandates that electrified fences be a minimum of 8 feet in height while Title 17 states that the height of fences, walls, and hedges may not exceed 7 feet in non-residential zones. This is a conflict. The exception is added to ensure that both Title 15 (Buildings and Construction) and Title 17 (Zoning) of the Municipal Code are in alignment when regulating the height of electrified fences.

Note: Considering the conflicts within the Municipal Code for electric fences, properties proposing electric fences where adjacent properties are zoned appropriately for electric fences will be allowed to install an electric fence without regard to side and rear yard landscaping improvements under the premise of public safety.

10. 17.35.130 Appeals (A) (Appeal Body) (Planning Commission).

The Planning Commission is the final appeal body for decisions of the Zoning Administrator and Director unless a member of the City Council or City Manager requests the appeal be taken for review by the City Council.
1024
Zoning Code Amendments
January 17, 2024

Page 5 ends

Summary: The amendment is intended to clarify the final hearing body for appeals of actions determined by the Zoning Administrator and Community Development Director. The option for the City Council to be the final hearing body is left at the discretion of any current member of the City Council and/or the City Manager.

11. Food and Beverage Sales (Chapter 17.51 List of Terms and Definitions).

Definition: Retail sales of food and beverages primarily for off-site preparation and consumption.

Typical uses include food markets, groceries, liquor stores, meat markets and butcher shops, and retail bakeries.

Summary: Liquor stores should be removed from the food and beverage sales definition because liquor sales are a separate land/ retail use.

12. Front Yard (Chapter 17.51 List of Terms and Definitions).

Definition: Front Yard. A yard extending across the front of a lot for the full width of the lot between the side lot lines. The depth of a front yard shall be a distance specified by this Code for the zone in which it is located from the nearest line or point of the main building foundation and measured inward from the front lot line.

Summary: The cleanup is to effectuate the determination of the Community Development Director to clarify that the front yard is not solely determined by the front yard setback but rather the nearest line from the main building foundation. This is intended to specifically make clear that the calculation of front yard paving in residential zones requires no more than 50% of the front yard be paved (17.08.040.A).

13. Emergency Standby Generator (Chapter 17.51 List of Terms and Definitions).

Definition: An emergency standby generator means a stationary generator used for the generation of electricity that is used in the event of a failure of the regular power supply.

Chapter 17.08.040 Supplemental Regulations.

E. Emergency Standby Generator. An emergency standby generator shall not be located within any required setback adjacent to a public street, or within three feet of an interior side or rear property line, or within 10 feet of the living area of any dwelling unit on an adjacent parcel.

Summary: This proposed definition is intended to describe an accessory structure that is increasingly more common in residential zones. The amendment to Chapter 17.08.40 (Supplemental Regulations) is intended to regulate the placement of emergency generators in residential zones. The placement of emergency generators shall follow the similar guidelines to other accessory structures like swimming pool and spa filter, heating, and maintenance equipment, for example. Based on feedback from the commission, staff is proposing that generators be located at least 10 feet away of the living area of any adjacent dwelling unit.

Emergency standby generators are considered an accessory structure and thus subject to a zerolot line agreement if adjacent properties agree to a reduced setback.

14. Interim Uses (Chapter 17.38 Use Permits)

17.38.010 Purpose: An interim use is defined as a zoning mechanism that allows a property owner to use their land for a limited period for a land use not otherwise permitted by the underlying zoning. According to section 17.38.060, required findings must be made to allow for use to be permitted on the subject site with the exception item A. The City shall have complete discretion over the types of uses proposed to be allowed on a subject site and may impose conditions of approval to regulate dates, hours of operation, etc. on the subject site. Interim uses shall only be permitted in Commercial and Mixed-Use and Employment Zoning Districts.

17.38.050 Public Notice and Hearing (C): All applications for Interim Uses shall require public notice and hearing before the Planning Commission pursuant to Chapter 17.35, Common Procedures.

17.38.080 Appeals, Expiration, Extensions and Revisions (C):
1025
Zoning Code Amendments
January 17, 2024

Page 6 ends

If additional time is needed, an interim use extension shall require a new public hearing with the Planning Commission. Only one extension may be granted per use.

Summary: In addition to the proposed amendments to Title 17 of the Municipal Code, staff is proposing amendments to Chapter 17.38 (Use Permits) to include interim uses on parcels that have development challenges due to their location, size, etc. Interim uses should be limited in zones where commercial uses take place which is why they are proposed to only be allowed in non-residential zones (Commercial/Mixed-Use and Employment Zones). The process to obtain an interim use shall follow the same requirements of a Conditional Use Permit. Findings must be met to ensure the use is compatible and will not hinder that long-term vision of the area. This action is consistent with General Plan Economic Development Goal ED-2.12 (Revitalization) which states that the City shall continue to encourage the revitalization and reuse of aging and underperforming commercial and industrials areas to eliminate blight and provide new economic opportunities.

Environmental Considerations
This project is exempt from CEQA review pursuant to §15305 (Minor Alterations in Land Use Limitations) and §15321 (Enforcement Actions by Regulatory Agencies) CEQA exemption of the CEQA Guidelines Commission Recommendation
This item was presented to the Planning Commission at a Public Hearing on November 2, 2023. The Planning Commission unanimously approved staff’s recommendation.

Strategic Plan Integration
This project advances the 2023 Policy Agenda Goals, West Sacramento: Equitable Investment Strategy/ Programs and Core Services/Operations Functions Growth & Funding.

Alternatives

1. Adopt Ordinance 24-1 amending Title 17 (Zoning) of the Municipal Code regarding: Chapter 17.09–Short Term Rentals in Commercial and Mixed-Use Zones; Table 17.09.020–Common Open Space Standards for Multifamily Residential Chapter 17.30.210–Solar Energy Systems; Chapter 17.22.050– Encroachments into Required Setbacks; Chapter 17.22.130–Screening; Table 17.09.020–Commercial and Mixed-Use Zones; Chapter 17.26.050–Non-conforming site improvements; Chapter 17.42.070– Reasonable Accommodations Conditions of Approval; Chapter 17.22.060–Fences, Walls, and Hedges (2) Non-Residential Zones for Electric Fences; Chapter 17.35.130–Zoning Administrator and Director Appeals; Chapter 17.51–Definition of Food and Beverage Sales; Chapter 17.51– Definition of Front Yard; Chapter 17.51 and 17.08.040–Emergency Backup Generators; and Chapter 17.38–Interim Uses.

2. Find that the requested changes are not appropriate revisions of the Zoning Code and defer adoption of Ordinance 24-1 at this time.

3. Find that the CEQA exemptions are not appropriate and direct staff to perform additional environmental analysis (specify impacts to be addressed) prior to Council consideration of the request.

4. Continue the item to a future date and request additional information be provided at that time.

Alternative 1 is staff’s recommendation. Staff is prepared to effectuate Alternatives 3 or 4 at the Commission’s direction.

Coordination and Review
The project was coordinated with staff from the City Attorney’s Office and the Community Development Department.

Budget/Cost Impact
There is no specific budget/cost impact to the City for this proposed action.

ATTACHMENTS

1. Planning Commission Resolution 23-3PC

2. Ordinance 24-1
1026
RESOLUTION 23-3PC

A RESOLUTION OF THE PLANNING COMMISSION

OF THE CITY OF WEST SACRAMENTO

RECOMMENDING APPROVAL OF PROPOSED CHANGES
TO TITLE 17 (ZONING)

OF THE MUNICIPAL CODE OF THE CITY OF WEST SACRAMENTO
WHEREAS, the City of West Sacramento desires to promote and protect the public health, safety, comfort, convenience, and general welfare; to provide a plan for sound and orderly development, and to ensure social and economic stability through adoption of a Zoning Code; and
WHEREAS, the proposed revisions to amend Title 17 (Zoning) of the Municipal Code include: Chapter 17.09–Short Term Rentals in Commercial and Mixed-Use Zones; Table

17.09.020–Common Open Space Standards for Multifamily Residential Chapter 17.30.210– Solar Energy Systems; Chapter 17.22.050–Encroachments into Required Setbacks; Chapter

17.22.130–Screening; Table 17.09.020–Commercial and Mixed-Use Zones; Chapter

17.26.050–Non-conforming site improvements; Chapter 17.42.070–Reasonable Accommodations Conditions of Approval; Chapter 17.22.060–Fences, Walls, and Hedges (2) Non-Residential Zones for Electric Fences; Chapter 17.35.130–Zoning Administrator and Director Appeals; Chapter 17.51–Definition of Food and Beverage Sales; Chapter 17.51– Definition of Front Yard; Chapter 17.51 and 17.08.040–Emergency Backup Generators; and Chapter 17.38–Interim Uses.

WHEREAS, the proposed changes to Title 17 are exempt from CEQA review pursuant to §15305 (Minor Alterations in Land Use Limitations) and Class 21 (Enforcement Actions by Regulatory Agencies) CEQA exemption of the CEQA Guidelines; and WHEREAS, at a duly noticed public hearing on November 2, 2023, the Planning Commission considered public comments as part of a duly noticed public hearing; and NOW, THEREFORE, BE IT RESOLVED by the Planning Commission recommends that the City Council take the following action:

1. Find that the project is exempt from California Environmental Quality Act (CEQA) review pursuant to §15305 (Minor Alterations in Land Use Limitations) and §15321 (Enforcement Actions by Regulatory Agencies) CEQA exemption of the CEQA Guidelines; and

2. That the City Council adopt the proposed amendments to Title 17 of the Municipal Code as recommended by the Planning Commission.

PASSED AND ADOPTED by the Planning Commission of the City of West Sacramento this 2nd day of November 2023, by the following vote:

AYES: Delgado, Olivarez, Andersen, Wong, Sablan
NOES: None
ABSTAIN: None
ABSENT: Linker, Squires, Jackson
_____
Teresita Sablan,
Planning Commission Chairperson
ATTEST:

David W. Tilley, Secretary
DocuSign Envelope ID: D0C63B01-1988-4F80-B5C3-C8F0163B6D59 1027
Attachment 2
ORDINANCE 24-1

AN ORDINANCE OF THE CITY COUNCIL OF THE

CITY OF WEST SACRAMENTO
AMENDING TITLE 17 OF THE

WEST SACRAMENTO MUNICIPAL CODE
The City Council of the City of West Sacramento does ordain as follows:

Section 1. Purpose and Authority. The purpose of the Ordinance is to make amendments to Title 17 (Zoning) including the following: This item is a public hearing regarding proposed amendments to Title 17 (Zoning) of the Municipal Code. The proposed sections to be amended in the Zoning Code are as follows: Chapter 17.09–Short Term Rentals in Commercial and Mixed-Use Zones; Table 17.09.020–Common Open Space Standards for Multifamily Residential Chapter 17.30.210–Solar Energy Systems; Chapter 17.22.050–Encroachments into Required Setbacks; Chapter 17.22.130–Screening; Table 17.09.020–Commercial and MixedUse Zones; Chapter 17.26.050–Non-conforming site improvements; Chapter 17.42.070– Reasonable Accommodations Conditions of Approval; Chapter 17.22.060–Fences, Walls, and Hedges (2) Non-Residential Zones for Electric Fences; Chapter 17.35.130–Zoning Administrator and Director Appeals; Chapter 17.51–Definition of Food and Beverage Sales; Chapter 17.51– Definition of Front Yard; Chapter 17.51 and 17.08.040–Emergency Backup Generators; and Chapter 17.38–Interim Uses.

Section 2. Amendments. The following sections of the West Sacramento Municipal Code are hereby amended to read as follows:

1. Chapter 17.09 – Short Term Rentals in Commercial and Mixed-Use Zones.

2. Table 17.09.020 – Common Open Space Standards for Multifamily Residential

3. Chapter 17.30.210 – Solar Energy Systems

4. Chapter 17.22.050 – Encroachments into Required Setbacks

5. Chapter 17.22.130 – Screening

6. Table 17.09.020 – Commercial and Mixed-Use Zones

7. Chapter 17.26.050 – Non-conforming site improvements

8. Chapter 17.42.070 – Reasonable Accommodations Conditions of Approval

9. Chapter 17.22.060 – Fences, Walls, and Hedges (2) Non-Residential Zones for Electric Fences

10. Chapter 17.35.130 – Zoning Administrator and Director Appeals.

11. Chapter 17.51 – Definition of Food and Beverage Sales

12. Chapter 17.51 – Definition of Front Yard

13. Chapter 17.51 and Chapter 17.08.040 – Emergency Backup Generators

14. Chapter 17.38 – Interim Uses

1. Table 17.09.020 – Short-Term Rentals in Commercial and Mixed-Use Zones.

2. Common Open Space Standards in Commercial and Mixed-Use Zones. 1028
Ordinance 24-1

Page 2 ends

3. Chapter 17.30.210 – Solar Energy Systems.

C. Solar Energy Systems shall be an accessory use in residential zones.

4. 17.22.050 Encroachments into Required Setbacks.

TABLE 17.22.050: ALLOWED ENCROACHMENTS INTO REQUIRED

SETBACKS
Projection
Front or
Street
Side
Yard
Interior
Side Yard
Rear
Yard Limitations
All projections No projection may extend closer than 3 feet to an interior lot line or into a public utility easement. Where any allowance of this title conflicts with applicable building codes, the more restrictive shall apply.

Cornices, canopies,
eaves, and similar
architectural features
Chimneys
Bay windows
3 feet 3 feet 3 feet
Fire escapes required
by law or public
agency regulation

4.5 feet 3 feet 4.5 feet
Uncovered stairs, ramps, stoops, landings, decks, porches, balconies, and platforms
All elements 3 feet or
less above ground
elevation
6 feet 3 feet 6 feet
All elements more
than 3 feet above
ground elevation

4.5 feet 3 feet 4.5 feet
Covered porches and
patios
May not
encroach
May not
encroach
10 feet Must be unenclosed on
3 sides except for
required vertical
supports, insect
screening, and
kickboards not
exceeding 1 foot in
height measured from
1029
Ordinance 24-1

Page 3 ends

TABLE 17.22.050: ALLOWED ENCROACHMENTS INTO REQUIRED

SETBACKS
Projection
Front or
Street
Side
Yard
Interior
Side Yard
Rear
Yard Limitations
ground level measured
at the post. Patio
projections shall be
no closer than 10 feet
to the rear property
line.

Ramps and similar
structures that
provide access for
persons with
disabilities
Reasonable accommodation will be made, consistent with
the provisions of Chapter 17.42, Reasonable
Accommodation.

5. Chapter 17.22.130 Screening
E. Types of screening material should be consistent with the style of the building. Plastic tarps are not permitted as screening material.

7. Chapter 17.26.050 Non-conforming site improvements
(B) 20% or greater increase in floor area:

3. Provision of recycling areas in accordance with Section 17.22.120, Refuse and Recycling Areas

8. Chapter 17.42.070 Conditions of Approval (Reasonable Accommodations).

9. 17.22.060 Fences, Walls, and Hedges (2) Non-Residential Zones for Electric Fences. (i) Exceptions.

Page 4 ends

conflict. The exception is added to ensure that both Title 15 (Buildings and Construction) and Title 17 (Zoning) of the Municipal Code are in alignment when regulating the height of electrified fences.

10. 17.35.130 Appeals (A)(Appeal Body)(Planning Commission).

11. Food and Beverage Sales (Chapter 17.51 List of Terms and Definitions).

Definition: Retail sales of food and beverages primarily for off-site preparation and consumption. Typical uses include food markets, groceries, liquor stores, meat markets and butcher shops, and retail bakeries.

12. Front Yard (Chapter 17.51 List of Terms and Definitions).

13. Emergency Standby Generator (Chapter 17.51 List of Terms and Definitions).

Definition: An emergency standby generator means a stationary generator used for the generation of electricity that is used in the event of a failure of the regular power supply.

Chapter 17.08.040 Supplemental Regulations.

14. Interim Uses (Chapter 17.38 Use Permits)

17.38.060, required findings must be made to allow for use to be permitted on the subject site with the exception item A. The City shall have complete discretion over the types of uses proposed to be allowed on a subject site and may impose conditions of approval to regulate dates, hours of operation, etc. on the subject site. Interim uses shall only be permitted in Commercial and Mixed-Use and Employment Zoning Districts.

17.38.050 Public Notice and Hearing (C): All applications for Interim Uses shall require public notice and hearing before the Planning Commission pursuant to Chapter 17.35, Common Procedures.

17.38.080 Appeals, Expiration, Extensions and Revisions (C):

The length of time for the interim use shall be determined by the Planning Division with approval by the Planning Commission. The length of time of interim use shall be no more than 5 years. Upon completion of the interim use period, the use shall cease operation and the site in which the interim use was operating shall be returned to its original condition. If additional time is needed, an interim use extension shall require a new public hearing with the Planning Commission. Only one extension may be granted per use.
1031
Ordinance 24-1

Page 5 ends

Section 3. Severability. If any provision of this chapter, or the application of any such provision to any person or circumstance shall be held invalid, the remainder of this chapter, to the extent it can be given effect, or the application of those provisions to persons or circumstances other than those as to which it is held invalid, shall not be affected thereby, and to this end the provisions of this chapter are severable.

PASSED AND ADOPTED by the City Council of the City of West Sacramento this 17th day of January 2024, by the following votes:

AYES:

NOES:

ABSENT:

ABSTAIN:

Martha Guerrero, Mayor
ATTEST: APPROVED AS TO FORM:

Jennifer Cusmir, City Clerk Jeffrey Mitchell, City Attorney CODIFY _X UNCODIFY ___
1032

CITY COUNCIL AGENDA REPORT
MEETING DATE: January 17, 2024 ITEM # 23
SUBJECT:

PUBLIC HEARING AND CONSIDERATION OF AMENDMENTS TO THE GENERAL PLAN

MOBILITY ELEMENT AND RELATED AMENDMENTS TO THE BRIDGE DISTRICT

SPECIFIC PLAN
INITIATED OR REQUESTED BY: REPORT COORDINATED OR PREPARED BY:

Seamus Laffey, Senior Planner
Community Development Department
[ ] Commission [ X ] Staff
[ ] Other
ATTACHMENT [X] Yes [ ] No [ ] Information [ ] Direction [X ] Action

OBJECTIVE
This item considers proposed amendments to the Mobility Element of the General Plan and related amendments to the Bridge District Specific Plan.

RECOMMENDED ACTION
Staff respectfully recommends that the City Council:

1. Conduct the public hearing; and

2. Find the Supplemental Environmental Impact Report for the proposed amendments to the General Plan Mobility Element and related amendments to the Bridge District Specific Plan has been prepared in compliance with the California Environmental Quality Act; and

3. Approve Resolution 24-2 and 24-3, adopting the proposed amendments to the Bridge District Specific Plan and General Plan Mobility Element, certifying the Supplemental Environmental Impact Report, adopting the Findings and Statement of Overriding Considerations and Mitigation Monitoring and Reporting Plan; and

4. Waive second reading and adopt Ordinance 24-2, thereby approving the proposed Bridge District Specific Plan amendments (Planned Development 41), certifying the Supplemental Environmental Impact Report, adopting the Findings and Statement of Overriding Considerations and Mitigation Monitoring and Reporting Plan

BACKGROUND
California state law requires each city and county to adopt a comprehensive long term general plan that expresses the community’s goals for its future growth and development. General plans address all aspects of development and are organized as a collection of “elements” or topic categories with goals, policies, diagrams and implementation programs included in each. There are eight elements mandated by state law (housing, land use, circulation, conservation, open space, environmental justice, noise and safety) and a jurisdiction can also include optional elements. The City of West Sacramento’s General Plan includes optional elements for Urban Structure and Design, Economic Development, Public Facilities and Services, Parks and Recreation, and Healthy Communities. All development projects and city planning documents are required to be consistent with the General Plan. The City’s existing General Plan was last comprehensively updated in 2016 with a horizon year of 2035 and since that time only the Housing Element has been updated due to strict statutory requirements.

City staff endeavor to update elements of the General Plan when necessary while maintaining adherence to the long-term vision.

The Mobility Element contains goals, policies and implementation programs related to the City’s circulation and transportation network and reflects the City’s commitment to a safe, connected, efficient, multi-modal system that facilitates the community’s economic, environmental, and social objectives. The Mobility Element contains policies related to complete streets, Vehicle Miles Traveled (VMT), public transit, bicycling, walking, parking, and goods movement. Transportation and circulation are strongly connected with goals and policies in other elements of the General Plan such as land use, air quality and safety. The goals and policies within the Mobility Element must support the varying land use patterns of the city and help the City to meet its air quality and climate goals through encouraging and supporting travel modes such as walking, bicycling, and mass transit. 1033
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The impetus for amending the Mobility Element is to incorporate circulation geometries and roadway classifications within the Pioneer Bluff and Stone Lock Reuse Master Plan areas, the Broadway Bridge project, I Street Bridge replacement project, Washington Realized Sustainable Community Strategy, and existing plans for the Riverfront Districts into the General Plan Circulation Diagram. These bring the General Plan into consistency with plans previously approved by the City Council. Additionally, policies and implementation programs changes are proposed to better reflect the City’s goals and updates to state law. The Bridge District Specific Plan circulation diagrams are also being updated to be consistent with the General Plan changes.

The City Council previously approved a contract with AECOM Technical Services Inc. to assist in preparing the proposed changes, technical travel demand modeling, and environmental documentation. The contract’s scope of work for the Mobility Element is detailed above and amendments are limited to those identified in the scope of work in the contract approved by the City Council.

ANALYSIS
The City Council received a presentation on the proposed amendments on December 6, 2023, and provided direction to staff to make two edits on the proposed amendments. Both edits are incorporated in the proposed Mobility Element (see Attachment 1, Mobility Element) recommended for adoption. The first edit is at the bottom of the Circulation Diagram (Figure M-1, Page 8 of Attachment 1) which now includes language in the expanded asterisk note at the bottom of the page that the proposed alternative alignment indicated with a dashed line on the map connecting Drever Street with Merkley Avenue will not be implemented while the Dharma Realm property through which the alternative alignment would run is used for religious purposes. The second edit is to keep policy M-9.8 as it currently is and not take out the words “and future” as was proposed on December 6th.

This would keep Policy M-9.8 as is: “The City shall support sustaining federal funding for maintenance dredging to maintain the current depth of the Deep-Water Ship Channel to support existing and future maritime business at the Port of West Sacramento”.

For a tracked changes version of the proposed amendments, absent the two edits identifies above, please refer to the December 6th agenda report. A summary of the proposed amendments is provided below.

Circulation Diagram and Functional Classification System Amendments to the Circulation Diagram in the General Plan Mobility Element incorporate geometries identified in the Pioneer Bluff and Stone Lock Reuse Master Plan, the Washington Realized Sustainable Community Strategy, and the Bridge District Specific Plan, including changes in road designations (local, collectors, minor arterials, major arterials), adding new roads and intersections. Both the Broadway Bridge and C Street Bridge (I Street Bridge replacement) have been added as well as roads in new development projects. Roads no longer existing, such as portions of South River Road removed due to the Southport Levee Improvement Project, have been deleted. Additionally, the classifications of some existing roads have been changed to better reflect existing and foreseeable conditions. This includes reclassifying West Capitol Avenue, Sacramento Avenue, Linden Road and Lake Washington Boulevard east of Jefferson Boulevard to minor arterial roads rather than major roads as they do not functionally meet the major arterials road classification as defined on Page 7 of the Mobility Element.

The proposed amendments reflect existing conditions that are not likely to change before the General Plan horizon year as well as changes that have already been approved by the City Council in other planning documents but have yet to be incorporated into the General Plan.

Vehicle Miles Traveled (VMT)
The most common way to measure vehicular travel demand is the number of vehicle miles traveled (VMT). Since on-road transportation emissions are the biggest source of greenhouse gas (GHG) emissions in the City and the region, a top source of other air pollutants, and the top fossil fuel energy consumer, finding ways to reduce VMT is critical for the community’s environmental and energy conservation goals. Senate Bill (SB) 743 required all local agencies to begin using VMT as a California Environmental Quality Act (CEQA) metric by July 1, 2020.

VMT replaced Level of Service (LOS), which was for decades a de facto threshold of significance in environmental analyses. LOS is a measure of intersection operations including delays due to high traffic volumes and does not directly address emissions, which are the true impacts on the environment. Mitigation for LOS impacts typically included road widenings, more traffic signals, etc., which consequently led to induced demand and even more use of the personal automobile and traffic congestion. LOS as a metric led to more traffic and all the negative effects of that traffic to the climate, environment, and human health. VMT is the metric now being used in the California Environmental Quality Act (CEQA) to determine a project’s transportation impact since it more accurately evaluates the actual impact to the environment by virtue of being able to calculate GHG and other criteria pollutant emissions.
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The draft Mobility Element includes additional policy language regarding VMT and a new Implementation Program 14 that requires the City to develop and implement a VMT reduction program that includes VMT reduction strategies. The VMT reduction program will require proposed land development projects to incorporate, as feasible, reasonable, and applicable VMT reduction measures listed in in the implementation program to reduce travel demand and associated adverse physical environmental impacts, such as greenhouse gas emissions and transportation-related noise. Since under SB 743 project VMT must be at least 15% below regional average to not be considered a significant impact, this program will be very important as VMT is very high in some parts of the City with no short-term solution available.

Bridge District Specific Plan
Proposed amendments to the Bridge District Specific Plan (implemented via Planned Development Overlay 41) focus on transportation facilities to incorporate the updated road network shown in the General Plan Circulation Diagram. They are companion to the General Plan updates in that by law a specific plan is a refinement of a General Plan. The main changes are including the Drever Street extension connecting to Tower Bridge Gateway, removing Rail Street and the associated spur connecting it to Drever Street and including Delta Lane. The amended Volume 2 and 3 of the Bridge District Specific Plan (BDSP) that include updated street cross sections and maps are provided as Attachment 2 and 3.

A new street cross section for Drever Street has been included in Volume 2 of the BDSP. This cross section only applies to the portions of Drever Street within the BDSP area which is in-between Tower Bridge Gateway and US50/Business 80. Since this street is identified as an Order 6 Local Road in the BDSP, it is proposed that the Drever Street cross section align with the existing standards as closely as possible. However, the existing standards do not include a bike lane, so it is proposed that a painted 6’ bike lane be included on both sides of Drever. The National Association of City Transportation Officials (NACTO) publishes the Urban Bikeway Design Guide and the most desirable bike lane width per that document is 6’. Anything wider resembles a vehicular travel lane and would likely see unlawful use by vehicles. On-street parking along Drever is proposed along the short stretch south of the Ballpark Drive intersection to support economic development and meet the demands of customers, residents, and visitors and be consistent with Volume 1, Goal 9 of the specific plan and Volume 3, Appendix B4. For the portion of Drever Street north of the Ballpark Drive intersection, a buffered bike lane designed to NACTO standards on either side is proposed along with a shared travel lane for future light rail. No on-street parking is proposed along the stretch in between Tower Bridge Gateway and Ballpark Drive.

The Bridge District Street design and development standards are organized around the district’s street hierarchy which descend in order of prominence. Higher order streets, such as Riverfront Street are meant to be the most prominent and have the most pedestrian activation while the lowest order are local side streets and alleys which accommodate the back of house functions such as parking garage entrances, truck loading/unloading, and refuse collection. Both Drever Street and Delta Lane are proposed to be an Order 6 Local Street which is a less prominent street smaller in scale than other streets in the district and envisioned as serving primarily residential uses with two lanes for vehicular traffic and on street parking.

Environmental Considerations
Updates to the Mobility Element and BDSP are subject to CEQA. The City has completed a Supplemental Environmental Impact Report for the proposed amendments pursuant to §15163 of the CEQA Guidelines (see Attachment 4, Draft SEIR and Attachment 5 Final SEIR). The Notice of Availability of the draft SEIR was sent out on August 11th and the public comment period ran for 45 days. One comment was received and is addressed in the Final SEIR. The Supplemental EIR (SEIR) supplements the previously certified 2016 General Plan EIR and the Bridge District Specific Plan EIR and provides the information necessary to make the previous EIRs adequate for this proposed project. The analysis in this SEIR shows the updates to the General Plan and the Bridge District Specific Plan will have no new significant impacts and no increase in severity in impacts from the 2016 General Plan EIR.

When a final EIR identifies one or more significant effects, the Lead Agency shall make a finding under Section 15091 for each significant effect and may need to make a statement of overriding considerations under Section 15093 for the project. The draft Findings and Statement of Overriding Considerations for City Council’s consideration are provided as Attachment 6. Additionally, CEQA requires that a document identifying significant environmental effects also include adoption of a Mitigation Monitoring and Reporting Program (MMRP) to provide for the monitoring of mitigation measures required of the project SEIR. This MMRP is provided as Attachment 7. 1035
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As part of the CEQA process, the City is required to consult with traditionally and culturally affiliated California Native American Tribes to assess impacts to Tribal Cultural Resources (TCR) that could be affected by proposed projects, and seek recommendations in the consultation process for mitigation that would avoid, preserve in place, or reduce potential impacts to such resources. The matters discussed during these tribal consultation meetings are to remain confidential per state statute for the purposes of preventing looting, vandalism, or damage to a TCR. However, a general description of the information may be provided. For this project the City received tribal consultation requests from the Yocha Dehe Wintun Nation, Wilton Rancheria and Buena Vista Rancheria of Me-Wok Indians. City staff conducted tribal consultation meetings with all three tribes and as a result of the consultation a new mitigation measure, TCR-1 has been added to the SEIR. This mitigation measure has been added to clarify the government-to-government tribal consultation process and reduce potential impacts to tribal cultural resources, consistent with current state statutory and regulatory requirements.

Commission Recommendation
Policy considerations are brought before City Commissions having responsibility for the policy topic prior to City Council consideration. The draft amendments were brought before the Planning Commission in a workshop format on June 15th and the Transportation, Mobility, and Infrastructure Commission on June 5th. Based on the input provided at those two meetings policy language was added regarding the City’s cycling infrastructure and an expanded bike lane was provided along Drever Street in the Bridge District Specific Plan cross section. On November 2, 2023, the Planning Commission adopted resolution 23-4PC recommending the City Council adopt the proposed amendments to the City’s General Plan Mobility Element and Bridge District Specific Plan, certify the Supplemental EIR and adopt the Findings of Fact, Statement of Overriding Considerations and Mitigation Monitoring and Reporting Program (see Attachment 8, Resolution 23-4PC).

Strategic Plan Integration
The Mobility Element and Bridge District Specific Plan updates support Strategic Plan Principle: Mobility & Connectivity, providing convenient and sustainable choices for people to get where they're going.

Alternatives
It is recommended the City Council approve the second reading of Ordinance 24-2 and Resolutions 24-3 and 24-2 (see Attachments 10 and 11).

The City Council’s primary alternative to staff’s recommended action is summarized below.

1. Continue the item and specify the additional information to be provided or revised.

Staff does not recommend this alternative as this policy work must be completed in order to begin additional policy work on climate resilience and environmental justice.

Coordination and Review
Updates to the Mobility Element and Bridge District Specific Plan have been reviewed by the Community Development and Economic Development and Housing Departments.

Budget/Cost Impact
There are no current financial impacts with the proposed changes, however, the changes could impact future impact fee calculations as fees are updated over the next several years.

ATTACHMENTS

1. General Plan Mobility Element (Tracked Changes)

2. Amended Bridge District Specific Plan Volume 2

3. Amended Bridge District Specific Plan Volume 3

4. Draft SEIR

5. Final SEIR

6. Findings and Statement of Overriding Considerations

7. MMRP

8. Resolution 23-4PC

9. Ordinance 24-2

10. Resolution 24-3

11. Resolution 24-2
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P O L I C Y D O C U M E N T PA R T 2

MO B I L I T Y EL E M E N T
West Sacramento’s transportation network reflects the City’s commitment to a connected, efficient, multi-modal system that facilitates the community’s economic, environmental, and social objectives. The Mobility Element contains policies that support increased densities and a mix of uses in multi-modal districts, help walking become more practical, support bicycling for both short- and long-distance trips, and improve transit frequency and destination options. These changes in the land use and transportation framework will reduce vehicle dependency and household transportation costs, conserve energy resources, reduce greenhouse gas and air pollutant emissions, and decrease vehicle miles traveled (VMT). Creating complete streets is a particular focus of the Mobility Element. The Element also includes policies related to parking, goods movement, and the Port of West Sacramento. Additional policies that address connectivity and the provision of pedestrian ways, bicycle routes, transit, and road facilities can be found in the Land Use Element and the Urban Structure and Design Element.

Attachment 1
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Multi-Modal System
Multi-modal transportation systems accommodate
various modes and enhance connections among
modes so each can fill its optimal role in the overall
transportation system. The policies in this section seek to create a transportation system in West Sacramento
and the region that is paired with supportive
development patterns to accommodate walking,
bicycling, transit use, and vehicular travel, while
encouraging infill development and benefitting
community and environmental health.

One important part of the transportation planning
process is estimating travel demand. This is important
for planning new transportation facilities and
modifications to existing facilities, but also as a
baseline for examining ways to reduce vehicular travel
demand by making it safer and more practical for more
people to reach destinations on foot, by bicycle, or via transit. The most common way to measure vehicular
travel demand is according to the number of vehicle
miles traveled (VMT). Since transportation is the
biggest source of greenhouse gas (GHG) emissions,
a top source of other air pollutants, and the top energy user, finding ways to reduce VMT is critical for a
community’s environmental and energy conservation
goals. While VMT in itself is not an environmental
impact, increases in VMT could result in associated
adverse physical environmental impacts, such as
those related to GHG emissions, criteria air pollutants, and transportation-related noise. And since
transportation is the second highest household
expense, increasing non-personal vehicle
transportation options in the city will help free up
income to be spent on healthcare, housing, other
needs.1

General Plan policies that prioritize compact, mixeduse, transit-oriented infill development reduce VMT by placing more people in areas where getting around
without a car is more practical. Facilitating infill
development in walkable communities with highquality public transit reduces the need for passenger 1 US Bureau of Labor Statistics.
https://www.bls.gov/cex/tables/geographic/mean/cu-region-2-year-average-2021.pdf vehicles. The Sacramento Area Council of
Governments (SACOG) identifies several areas within
West Sacramento that are VMT efficient. This includes
Transit Priority Areas (areas within one-half mile of a major transit stop that is existing or planned) near the Sacramento River, I-80, and US-50, and Harbor
Boulevard. SACOG identifies areas generally north of
the Deep Water Ship Channel and east of I-80 having
between 50 and 85 percent of regional average
residential VMT per capita. Targeting development in
these areas, matched with supportive pedestrian,
bicycle, and transit facilities reduces VMT and
associated adverse impacts.

GOAL M-1
To develop and maintain a multi-modal integrated
transportation system that provides for the safe
and efficient movement of people and goods,
supports vibrant neighborhoods and business
districts, and reduces air pollution and
greenhouse gas (GHG) emissions from vehicle
miles traveled (VMT).

M-1.1 Connectivity and Access  
The City shall strive to maintain a comprehensive,
safe, and fully integrated multimodal transportation
system that connects residents, visitors, and
employees to the city and region through all available
modes including connected vehicles, car/bikeshare,
and autonomous modes. The multimodal
transportation system shall support infill development
by ensuring convenient and safe walking, bicycling,
and transit access. (MPSP)
M-1.2 Multi-Modal Corridors and Hubs 
Consistent with the City’s Mobility Action Plan, the City shall maintain multi-modal hubs within and between
urban centers and along major corridors to support a
variety of travel modes while providing amenities, such as bicycle parking and wayfinding features.
(RDR/MPSP)
Attachment 1
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M-1.3 Reduce Vehicle Miles Traveled 
The City shall reduce vehicle miles travelled (VMT)
and dependence on fossil fuels by continuing to
develop a comprehensive multi-modal transportation
system that includes more transit, bicycle, and
pedestrian routes, and compact, mixed-use
development, including infill development that
supports non-private vehicle trips. (RDR/MPSP)
M-1.4 Prioritize Infill Development
The City shall focus and expedite bicycle-, pedestrian- , and transit-supportive infill development in Transit
Priority Areas and other low-VMT areas.

M-1.5 Public Involvement 
The City shall work closely with the public, especially disadvantaged communities and those traditionally
underserved by transportation services, and
collaborate on transportation issues, needs, projects,
and processes from the early stage of the planning
process. (PI)
M-1.6 Transportation Planning Efforts
The City shall continue to participate in State, regional, and local transportation planning efforts to ensure
coordination of the expansion and improvement of the
region’s transportation system. (IGC)
M-1.7 Regional Communication
The City shall continue to develop formal and informal
lines of communication between adjacent jurisdictions
to ensure cooperation in the development of
transportation systems that cross jurisdictional
boundaries. (IGC)
M-1.8 Multi- Modal Access  
As part of the site design during design review for new developments, the City shall incorporate multi-modal
access to residential areas, civic and commercial
centers, employment centers, transit stops/stations,
schools, parks, recreation areas, and tourist
attractions. (RDR)
M-1.9 Overcoming Barriers to Accessibility 

To improve safe and accessible multimodal
connections the City shall strive to remove and
minimize the effects of natural and manmade barriers,
such as the Capital City Freeway, railways,
Sacramento River, highway/interstate interchanges
and associated ramps, and the Deep Water Ship
Channel. (RDR/MPSP)
M-1.10 Eliminate Gaps  
The City shall strive to eliminate roadway, public
transit, bikeway, and pedestrian way gaps between
neighborhoods and districts to create a completely
connected city. (RDR/MPSP)
M-1.11 Multi-Modal Transportation Center 
The City shall maintain a multi-modal transportation
center as a hub for all local and regional transportation systems. (PSR)
M-1.12 Transportation Impact Studies
The City shall maintain guidelines for Transportation
Impact Studies for new developments that identify,
evaluate, and address transportation impacts of new
development. (RDR/PSR)
M-1.13 Off-site Improvements
The City shall require new developments to contribute
to off-site circulation improvements necessary to
accommodate the project’s transportation demand.
(RDR/FB)
M-1.14 Fair Share Circulation Improvements
The City shall ensure, through a combination of traffic impact fees and other funding mechanisms, that new
development pays its fair share of the costs of
circulation improvements for all transportation modes
according to projects’ VMT impacts. (RDR/FB)
Complete Streets
Complete streets accommodate pedestrian, bicycle,
and transit access, as well as vehicular access and
create a safer transportation system for all modes of
transit. To ensure a varied and viable range of
transportation options, people must feel comfortable
Attachment 1
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and secure on the street, no matter the mode of travel.

For decades, however, streets were designed to move
cars quickly and efficiently, prioritizing driving speed and convenience without regard to the impact on the
safety and convenience of other modes of
transportation.

Complete streets provide a high degree of
“connectivity” – a term which describes the degree to
which there are multiple routes available to reach
destinations. A highly connected street pattern offers
dense system of parallel routes, both east-west and
north-south, with many streets providing through
connections; no cul-de-sacs, dead-ends, or looped
streets; frequent intersections; and, frequent points of access. Highly connected streets are convenient for
pedestrians, bicyclists, and drivers and can reduce
travel times for emergency responders.

The policies in this section provide guidance on how
West Sacramento’s streets can be designed to meet
the needs of pedestrians, bicyclists, motorists, and
public transportation users of all ages and physical
abilities. At the same time, there is no one design for complete streets. Different neighborhoods and
districts in the city will have unique elements and
features that, when combined, should enable all users
to move safely along and across the complete street.

Additionally, the City will need to monitor the
emergence of autonomous vehicles, and manage the
transportation network accordingly.

GOAL M-2
To provide complete streets that accommodate
driving, walking, bicycling, and public transit and
are designed to enable safe, attractive, and
comfortable access and travel for all users.

M-2.1 Complete Streets Standards  
The City shall develop, maintain, and implement
complete streets standards that serve adjacent land
uses and are context sensitive to nearby
neighborhoods and districts. (MPSP)
M-2.2 Connectivity and Balance  
The City shall preserve and continue to develop a
comprehensive, integrated, and connected network of
streets that balance walking and bicycling with public
transit, vehicles, and trucks. (MPSP)
M-2.3 Adequate Rights-of-Way  
The City shall ensure that all new roadway projects
and major reconstruction projects provide appropriate
and adequate rights-of-way for all users, including
bicyclists, pedestrians, transit riders, and motorists, except where pedestrians and bicyclists are prohibited
by law from using a given facility. Dedication and
improvements of full rights-of-way shall not be
required in existing developed areas where the City
determines that such improvements are either
infeasible or undesirable. Other deviations from these
standards shall be permitted upon a determination that
safe and adequate access and circulation are
preserved by such deviations. (RDR)
M-2.4 Accessibility  
The City shall endeavor to ensure that all streets are
safe and accessible to people with disabilities and
others with limited mobility. Streets shall be designed and reconstructed to meet the requirements of the
Americans with Disabilities Act (ADA). (RDR)
M-2.5 Street Amenities  
The City shall require transit, bicycle, and pedestrian amenities in street design to promote walking,
bicycling, and transit use and complement the context
of nearby centers, corridors, and neighborhoods.
(RDR)
M-2.6 Street Greening  
The City shall require landscaping, including street
trees, landscaped medians, and sidewalks, in street
design to minimize runoff, provide shade, and create
an inviting environment. (RDR)
M-2.7 Complete Streets Requirements  
The City, to the extent feasible, shall require that all new street construction and reconstruction is designed
to achieve complete streets. Exceptions to complete
Attachment 1
1040
streets design shall require approval of the Planning
Commission. (RDR)
M-2.8 More Complete Streets  
The City, in consideration of emergency vehicle and
refuse collection needs, shall identify streets that can be more “complete,” or that have excess vehicular
capacity, and could accommodate a reduction in the
number or width of travel lanes, and protected bicycle
lanes. This could include placement of on-street
parking adjacent to the vehicular travelway and the
bicycle lane adjacent to the curb and sidewalk. (PSR)
M-2.9 Street Design Standards  
The City shall require that streets be dedicated,
widened, extended, and constructed to provide for a
well-connected, walkable community, preferably using
a grid or modified grid design, according to City street design standards and complete streets concepts. New
residential, retail and service, and mixed-use
developments should provide relatively short blocks
and multiple internal connections between residences
and destinations, as well as multiple connections to
existing and planned development in adjacent areas.
(RDR)
M-2.10 Existing Streets Retrofits  
Based on available funding and staff resources, the
City shall retrofit existing streets with new bikeways, enhanced sidewalks, on-street parking, and street
trees. (MPSP)
M-2.11 Complete Bridges  
The City shall ensure, to the extent feasible, that
bridges and overpasses include infrastructure,
features, and amenities to provide a continuous
unbroken system of complete streets within the city
and a welcoming entrance at the city’s gateways.
(RDR)
M-2.12 Adequate Travel and Crossing of Rights
of Way  
The City shall ensure that, in constructing and
reconstructing streets, that adequate rights-of-way
and crossing of rights-of-way is provided for all users including bicyclists, pedestrians, transit riders, and
motorists. (RDR)
M-2.13 Vision Zero  
The City shall utilize a data driven, “vision zero”
approach to eliminate all traffic fatalities and severe injuries by 2040 and endeavor to ensure that bicycle,
pedestrian, and public transit facilities are constructed to eliminate fatalities and severe conflicts among
bicyclists, pedestrians, transit operators/users, and
motorists. (RDR)
M-2.14 Minimal Driveways and Curb Cuts  
The City shall strive to minimize the number of
driveways and curb cuts along Arterials to limit unsafe conditions and enhance the experience of walking and
bicycling. The City shall strive to consolidate existing driveways for adjacent users where possible and
remove unused driveways. (RDR)
Streets and Roadways
Building on the concepts of a multi-modal
transportation system and complete streets, policies in this section provide for streets that are designed to
balance the diverse needs of pedestrians, bicyclists,
transit riders, and motorists. Streets are categorized
according to both function and typology, considering
the surrounding land use context. Street
improvements are designed to minimize
environmental and neighborhood impacts.

GOAL M-3
To develop and maintain a street and highway
system that promotes safe, efficient, and reliable
movement of people and goods by multiple
transportation modes and routes, reduces air
quality impacts and GHG emissions, and
minimizes traffic noise impacts.

M-3.1 Safe and Efficient 
The City shall ensure that the street system, street
designs, and access provide for multiple routes to
reach destinations, and the safe and efficient
movement of goods and people. (MPSP)
Attachment 1
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M-3.2 Vehicular Level of Service
For planning purposes, the City shall endeavor to
maintain a vehicular Level of Service “C” on all streets within the City, except at intersections and on roadway segments within one-quarter mile of a freeway
interchange or bridge crossing of the Deep Water Ship
Channel, barge canal, or Sacramento River, where a
Level of Service “D” shall be deemed acceptable, and
within pedestrian oriented, high-density, mixed-use
areas, such as the Pioneer Bluff and Stone Lock
Reuse Master Plan area, Bridge District Specific Plan
area, Washington District Specific Plan area, and
Sacramento Avenue and West Capitol Avenue
corridors east of Harbor Boulevard, where a vehicular
Level of Service “E” shall be deemed acceptable.
(RDR)
M-3.3 Level of Service Flexibility 
The City shall, on a case-by-case basis, allow for lower vehicle level of service if other transportation goals
(i.e., creation of complete streets) will be met; other modes (i.e., walking, bicycling, and public transit)
would be negatively impacted by improvements
required to maintain the vehicular LOS; or the land use context warrants deviation. Exceptions to the vehicular level of service operating goals shall require the
approval of the City Council. (RDR)
M-3.4 Multi-modal Roadway Level of Service 
The City shall develop, maintain, and implement multimodal level of service (LOS) operating goals to more appropriately balance among modes. The City shall
endeavor to achieve levels of service for bikeways,
pedestrian ways, and public transit that are at least as efficient as the vehicular LOS. (RDR/MPSP)
M-3.5 Roundabouts 
The City shall consider roundabouts as an intersection
traffic control option with demonstrated air quality and safety benefits, where deemed feasible and
appropriate. (RDR/MPSP)
M-3.6 Connected Grid 
The City shall preserve and continue to promote gridbased roadway systems, where appropriate, that distribute traffic evenly and avoid excessive traffic in any given area. (RDR/MPSP)
M-3.7 Local Neighborhood Streets 
The City shall require local streets that primarily serve residential neighborhoods to be designed to include
visual cues demonstrated to encourage low speeds of
no greater than 25 miles per hour, but ideally no
greater than 15 miles per hour. (RDR)
M-3.8 Traffic Calming  
The City shall support the installation of traffic calming features on streets with high pedestrian traffic and
along neighborhood streets. (RDR/MPSP)
M-3.9 Maintenance 
The City shall strive to maintain streets in a condition which is safe for travel, consistent with current design standards. (RDR/MPSP)
M-3.10 Emergency Service Coordination 
The City shall coordinate development and
maintenance of all transportation facilities with
emergency service providers to ensure continued
emergency service operation and service levels.
(RDR/MPSP)
M-3.11 Adequate Southport Area Access 
The City shall ensure adequate access to the
Southport area as new major development occurs in
the Southport area, including through the construction
of the Enterprise Boulevard Crossing. (RDR/MPSP)
M-3.12 Bridge Carrying Capacity 
The City shall work with Caltrans and the City of
Sacramento to maintain the pedestrian capacity and
increase the bicycle and transit capacity of the Tower
Bridge. (MPSP/IGC)
M-3.13 Freeport Bridge Improvements
The City shall support improvements to the Freeport
Bridge to improve access to the southern part of West
Sacramento.

Attachment 1
1042
Circulation Diagram &
Standards
The Circulation Diagram (Figure M-1) depicts the
official Functional Classification of existing and
proposed streets and roads within West Sacramento.

All new streets and roadways and widenings should
be constructed to serve projected traffic volumes at
safe speeds and support multi-modal travel. The
following paragraphs define the classification system:
 Local Streets are intended to serve adjacent
properties. They carry low traffic volumes, are
designed to reduce vehicular speeds, and have
speed limits that do not exceed 25 miles per hour.

Transit bus service is not typically provided on
Local Streets. With the low traffic volumes and low
speeds, bicycles are accommodated, typically
without the need for special lane markings or
signage. Sidewalks and on-street parking are
provided on both sides of the street. Local Streets
can be designated as active transportation
through-routes.
 Collectors are intended to "collect" traffic from
local streets and distribute to roadways higher in
the street classification hierarchy (e.g., arterials).

Collectors also serve adjacent properties. They
generally carry light to moderate traffic volumes on
two lanes, and vehicular speed limits are typically
maintained in the 25 to 35 miles per hour range.

Bicycles should be accommodated by a bike lane
a minimum of five feet in width (six feet in width if
adjacent to on-street parking), preferably with a
physical buffer, separating from adjacent vehicle
traffic. For pedestrian connectivity, sidewalks
should be provided on both sides of the street. Onstreet parking can be provided on Collectors.  Minor Arterials are fed by Local Streets and
Collectors, provide intra city circulation and
connection to regional roadways, and often carry
heavy traffic volumes. Although their primary
purpose is to move heavy volumes of traffic, Minor
Arterials often serve adjacent properties, especially
in commercial areas. Speed limits on Minor
Arterials typically range from 35 to 45 miles per
hour. Bicycles should be accommodated by bike
lanes a minimum of six feet in width, preferably with
a physical buffer separating from adjacent vehicle
traffic. For pedestrian connectivity, sidewalks
should be provided on both sides of the street.

Transit stops should allow for bus pullouts as to not
impede the movement of vehicle traffic. On-street
parking should not be allowed. In locations with
relatively high pedestrian and bicycle use, Minor
Arterial design will promote relatively lower speeds.
 Major Arterials provide for major cross-town and
regional travel, and carry larger volumes of traffic.

They are divided roadways of four or six lanes with
a large median area which is used for auxiliary lane
purposes at intersections. There should be no
direct access to adjacent properties unless no
reasonable alternatives exist. Such direct access
should be limited to right turn-in and right turn-out
movements only. Speed limits on Major Arterials
are typically at least 40 miles per hour. Bicycles
should be accommodated by bike lanes at least 6
feet in width with a physical buffer, separating from
adjacent vehicle traffic (if not allowed by roadway
constraints, a striped buffer is sufficient). For
pedestrian connectivity, sidewalks should be
provided on both sides of the street. Transit stops
should allow for bus pullouts as to not impede the
movement of vehicle traffic. On-street parking
should not be allowed. In locations with relatively
high pedestrian and bicycle use, Major Arterial
design will promote relatively lower speeds.
 Freeways/Interstates serve intracity and intercity
travel. They provide no direct access to adjacent
properties, but rather are fed traffic from Collectors
or Arterials through the use of access ramps and,
therefore, do not have at-grade intersections.

Freeways provide connections to other regional
highways and are capable of carrying heavy traffic
volumes. Speed limits on freeways are usually the
highest allowed by law. Bicycles and pedestrians
are not allowed on freeways. Capitol City Freeway
(U.S. 50/Business 80) and I-80 serve this function
in West Sacramento.

Attachment 1
1043
Figure M-1. Functional Roadway Classifications
City of West Sacramento
Note: *The connection Drever Street north to Merkley Avenue is an alternative alignment – the primary connection in this area would be El Rancho Court to Tower Bridge Gateway.

The alternative alignment will not be implemented while the Dharma Realm property through which the alternative alignment would run is used for religious purposes Attachment 1
1044
Public Transit
Policies in this section strive to foster increased
transit use through the provision of new service lines
and the extension of existing lines, increased
frequency of service, and the provision of direct
pedestrian and bicycle access to transit station area.

This section also focuses on increasing access to
transit services such as high speed rail, regional rail, streetcars, light rail, bus routes between urban
centers, micro-transit, and neighborhood bus
service.

GOAL M-4
To support and maintain a range of public and
private transit systems that are responsive to the
needs of all residents and employees and allow
efficient and safe travel throughout the city and
region.

M-4.1 Access to Public Transit  
The City shall strive to ensure that all residents have access to adequate and safe public transit options
that offer alternative travel choices to private vehicle use, reduce dependence on fossil fuels, and
increase physical activity. (MPSP)
M-4.2 Affordable Public Transit 
The City shall work with the Yolo County Transit
District (Yolobus) to provide adequate and
affordable public transit choices, including expanded
bus, microtransit, and paratransit routes and service.
(MPSP/IGC)
M-4.3 Transit Priority 
The City shall consider the use of transit- preferential measures, such as signal priority, bypass lanes, and
queue jumps, to improve transit service reliability.
(MPSP/SO)
M-4.4 Transit Stops 
The City shall work with Yolobus to maintain transit
system operations that provide accessible and
convenient service to West Sacramento residents
and employees, particularly during peak commute
times. (MPSP/IGC)
M-4.5 Transit-friendly Streets  
The City shall ensure that new streets install
infrastructure, features, and amenities that support
transit use; are safe, convenient, clean, and efficient; are clearly marked and accessible; and include
shelters, benches, and adequate lighting.
(RDR/MPSP)
M-4.6 Unified Traveler Information System 
The City shall work with transit providers in
developing and maintaining a unified traveler
information system that provides current information
on transit service including on-demand dynamic
routing, as well as other modal applications.
(MPSP/IGC)
M-4.7 Yolobus
The City shall work with Yolobus to ensure that
intercity and inter-regional bus service is responsive
to local needs. (IGC)
M-4.8 Feeder-Bus Connections 
The City shall work with Sacramento Regional
Transit District (SacRT), Yolobus, and the City of
Sacramento to connect West Sacramento residents
with the Sacramento multi-modal station and SacRT
light rail system. (IGC)
M-4.9 Light Rail/Street Cars 
The City shall cooperate with SacRT, Yolobus, Yolo
Commute, and the City of Sacramento to support
and actively pursue extension of light rail/street cars into West Sacramento to serve the Civic
Center/Central Business District, the Washington
neighborhood, and the Bridge District, Pioneer Bluff,
and Stone Lock. Considerations for future
extensions should be given to areas where higherdensity, mixed-use development patterns will support light rail and/or streetcar ridership, such as
Southport Town Center. (MPSP/IGC)
Attachment 1
1045
M-4.10 Private Transit
The City shall encourage privately-owned transit
systems, such as taxicabs, employer shuttles,
ridesharing services, microtransit, and private bus
companies, to provide convenient transfers to and
from public transit systems. (JP)
M-4.11 Clean Private Transit 
The City shall encourage privately-owned transit
systems to use zero emission-electric or other
alternative fuel vehicles. (JP)
M-4.12 Private Water Transportation Services
The City shall support development of private water
transportation services and docks, where
appropriate, along the Sacramento River. (RDR)
M-4.13 Paratransit
The City shall support provision of paratransit
services and other demand response services for
those unable to use conventional transit. (JP)
M-4.14 Park-and-Ride 
The City shall cooperate with Caltrans and Yolobus
in the development of park-and-ride facilities near
major transportation corridors. (MPSP/IGC)
M-4.15 Promote Transit 
The City shall encourage public transit providers and
private event sponsors to promote the ways that
mass transit and excursions can serve West
Sacramento locations and events. (MPSP/IGC)
M-4.16 High Speed Rail 
The City shall support the establishment of highspeed rail service connecting the Bay Area and southern California with the Sacramento area.
(MPSP)
Bicycle System
Policies in this section support the construction of a
comprehensive citywide bikeway network that
includes support facilities, such as convenient and
secure bicycle parking. This section seeks to
increase trips taken by bicycling and to ensure the
safety of bicyclists and convenience of reaching
daily destinations via bicycle.

GOAL 5
To develop and maintain a safe, comprehensive,
and integrated bicycle system and bicycle
support facilities throughout the city.

M-5.1 Bike, Pedestrian, and Trails Plan 
The City shall maintain and implement a Bicycle,
Pedestrian, and Trails Master Plan that identifies
priority improvements. New development shall be
required to be consistent with the applicable portions
of the Plan. (MPSP)
M-5.2 Bicycle Routes  
The City shall maintain and improve a safe and
convenient network of identified bicycle routes
connecting residential areas with recreation, parks,
scenic areas, the riverfront, schools, the Central
Business District, public facilities, shopping, and
employment areas. (MPSP)
M-5.3 Regional Bicycle System & Bike
Sharing Coordination 
The City shall cooperate with surrounding
jurisdictions and SACOG in designing and
implementing a regionally connected bikeway
system, including bike sharing. (MPSP/IGC)
M-5.4 Connections between New
Development and Bikeways
The City shall ensure that new commercial and
residential development projects provide frequent
and direct connections to existing and planned
bicycle facilities. (RDR)
M-5.5 Appropriate Bikeways 
The City shall maintain, to the maximum extent
possible, an appropriate system of low-stress
bikeways that encourages cyclists of all skill levels
that includes Class I, II, III, and IV facilities, and
should plan for and install the most protected facility feasible in areas where relatively high bicycle activity is anticipated. (RDR/MPSP)
Attachment 1
1046
M-5.6 Coexistence
The City shall limit designated and marked on-street
bicycle routes to those streets where traffic volumes
and speeds permit safe coexistence of bicycle and
motor vehicle traffic and should use high-visibility
markings to promote motorist awareness of cyclists.

The City shall implement design changes to reduce
vehicle speeds in areas where bicycle access is
important for reaching daily destinations.
(RDR/MPSP)
M-5.7 Bicycle Safety 
The City shall consider bicycle safety when
implementing improvements for vehicle traffic
operations, including setting speed limits and
implementing complete street improvement projects.
(RDR/MPSP)
M-5.8 Public Bicycle Parking Facilities 
The City shall ensure that bicycle parking facilities
are installed at all new major public facilities,
business and employment sites, and shopping
centers. (RDR/SO)
M-5.9 Bike Support Facilities 
The City shall require that new large development
and redevelopment projects (e.g., employment
centers, educational institutions, recreational and
retail destinations, and commercial centers) provide
secure, weatherproof bicycle parking (i.e., shortterm bicycle parking for visitors and long-term bicycle parking for residents or employees),
personal lockers, showers, and other bicyclesupport facilities. (RDR) M-5.10 Conversion of Underused Facilities
The City shall convert underused rights-of-way
along roadways, drainage canals, and railroad
corridors to bikeways wherever feasible and
desirable. (RDR/MPSP)
M-5.11 Bike Safety for Children 
The City shall support infrastructure and programs in
partnership with the Washington Unified School
District that encourage children to bike safely to
school. (MPSP/IGC)
M-5.12 Phasing
The City shall ensure that bikeways connecting to
the existing bikeway system be provided in the first
phase of all major phased developments. (RDR)
Walkability
Policies in this section seek to promote West
Sacramento as a pedestrian-friendly city through
safe, walkable neighborhoods and districts. This
section provides for the development of a
continuous pedestrian network with sidewalks that
are enjoyable places to walk. Residents will be
encouraged to integrate walking into their daily
activities to promote a healthier lifestyle and energy
resource conservation.

GOAL M-6
Develop and maintain a safe, accessible, and
integrated pedestrian system that promotes
walking.

M-6.1 Cohesive Network  
The City shall maintain a cohesive pedestrian
network of public sidewalks and street crossings that
makes walking a convenient and safe way to travel.
(MPSP)
M-6.2 Continuous Network  
The City shall provide a continuous pedestrian
network in existing neighborhoods and require a
continuous pedestrian network in new
neighborhoods that facilitates convenient pedestrian
travel free of major impediments and obstacles.
(RDR/MPSP)
M-6.3 Pedestrian-friendly Streets  
The City shall ensure that new streets in areas of
high pedestrian activity support safe and attractive
travel by providing features and amenities such as
separated sidewalks, bicycle lanes and separated
paths, pedestrian signals, street trees, seating, and
pedestrian-scaled lighting. (RDR/MPSP)
Attachment 1
1047
M-6.4 Building Design 
The City shall ensure that new buildings are
designed to engage the street and encourage
walking through design features such as placing the
building with entrances facing the street and
providing connections to sidewalks. If parking is
provided, it shall generally be behind or on the side
of buildings. (RDR)
M-6.5 Connecting Destinations  
The City shall require new subdivisions and largescale developments to include safe pedestrian walkways that provide direct links between streets
and major destinations such as transit stops and
stations, residential areas, schools, parks, retail, and services. (RDR)
M-6.6 Large-scale Redevelopment  
When large industrial blocks are redeveloped with
more urban uses, the City shall ensure that
connectivity is provided through direct and safe
pedestrian connections. (RDR)
M-6.7 Safe Pedestrian Crossings 
The City shall improve pedestrian safety at
intersections and mid-block locations by providing
pedestrian treatments such as well-marked
pedestrian crossings, bulbouts, or median refuges
that reduce crossing widths, and/or audible
pedestrian signals. (RDR/MPSP)
M-6.8 Speed Management Policies 
The City shall develop and implement speed
management policies that support driving speeds on
all city streets that are safe for pedestrians. (MPSP)
M-6.9 Safe Sidewalks 
The City shall develop safe and convenient
pedestrian ways that are universally accessible,
adequately illuminated, and properly designed to
reduce conflicts between vehicles and pedestrians.
(RDR/MPSP)
M-6.10 Completion of Sidewalk System  
The City shall identify gaps in the sidewalk systems
of existing neighborhoods and seek funding to close
these gaps. (MPSP)
Parking
Policies in this section focus on providing sufficient
parking, while protecting adjacent neighborhoods
and the environment, and minimizing space devoted
to temporary vehicle storage that could provide
housing, economic development, or another
productive use. This section supports reduced
parking requirements, where appropriate, to
promote walkable communities and non-vehicular
forms of transportation.

GOAL M-7
To develop and manage both on- and off-street
parking systems that balance citywide goals of
economic development, livable neighborhoods,
and public safety.

M-7.1 Parking 
The City shall develop and manage a
comprehensive on- and off-street parking
system that reflects the true cost of private
vehicle use, supports the use of non-vehicular
transportation, and employs best available
technologies. (MPSP)
M-7.2 Access over Parking 
The City shall ensure that the primary purpose of
streets is access for people and goods movement,
and that on-street parking be a secondary and
subordinate use only, unless such on-street parking
has been established by the City as an integral
design component. If travel demands dictate, onstreet parking may be eliminated, either permanently or temporarily, to improve multi-modal access.
(RDR/MPSP)
M-7.3 Replacement of Lost Parking
If construction of additional traffic lanes or creation of bikeways/lanes necessitates removal of on-street
Attachment 1
1048
parking spaces, the City should examine options for
adding parking in the same vicinity, when feasible,
unless such replacement is deemed unnecessary
through a parking study. (RDR/MPSP)
M-7.4 Parking for New Development
The City shall require provision of adequate offstreet parking, as needed, for new developments.

The adequacy and appropriateness of parking
requirements in the Zoning Code shall be
periodically reevaluated. (RDR)
M-7.5 Reduce Minimum Parking Standards

The City shall eliminate or reduce minimum parking
standards for private vehicles in transit-oriented
developments, mixed-use developments, and
developments in relatively high-density areas, while
maintaining adequate parking for shared vehicles,
bicycles, and other alternative modes of
transportation. The City will consider waiving offstreet parking requirements for new developments in other areas when sufficient evidence is provided that
parking is not necessary at the rate suggested by
City standards. (RDR)
M-7.6 Parking Cash-out 
The City shall consider requiring new office
developments with more than 50 employees to offer
a parking “cash-out” program to encourage
commute modes other than a private vehicle. (RDR)
M-7.7 Reduction of Parking Areas 
The City shall strive to reduce the amount of land
devoted to parking through such measures as
development of parking structures, mechanical
parking applications, the application of shared
parking for mixed-use developments, and the
implementation of Transportation Demand
Management plans to reduce parking needs.
(RDR/MPSP)
M-7.8 Electric/Alternative Fuel Vehicle
Parking 
The City shall require new large commercial and
retail developments, large employment centers,
high-use public buildings, and parking structures to
provide parking for electric vehicles and electric
vehicle charging infrastructure. Priority parking shall be provided for vehicles using alternative fuels.
(RDR)
M-7.9 Identify Parking Deficiencies and
Conflicts
The City shall monitor parking supply and utilization
to identify deficiencies or conflicts as they develop,
particularly for public parking areas in the urban
areas. (PSR)
M-7.10 Shared Parking 
The City shall encourage the use of shared parking
programs as conditions of approval in mixed-use
and transit-oriented neighborhoods and districts as
a part of the overall parking management strategy.
(RDR)
M-7.11 Unbundled Parking 
The City shall consider using unbundled parking
(i.e., require parking to be paid for separately and
not included in the base rent) as conditions of
approval for residential and/or commercial space as
a part of the overall parking management strategy.
(RDR)
M-7.12 Pricing 
The City shall use parking pricing and performance
parking to discourage parking congestion. (MPSP)
M-7.13 Event Parking 
The City shall encourage and support efforts to
reduce on-site parking demand and increase public
transit at large events through reduced peripheral
parking rates, discount transit passes, discount
parking, or incentives for carpooling and bicycle
parking. (MPSP)
Attachment 1
1049
M-7.14 Truck Parking 
The City shall prohibit on-street truck parking where
such parking restricts adequate sight distances or
otherwise poses a potentially hazardous situation.
(RDR)
M-7.15 Parking Improvements
All required parking shall be located on durable and
dustless surfaces except those spaces provided for
temporary or seasonal use. (RDR)
M-7.16 Safe Parking Facilities 
All parking facilities shall be designed and
maintained to provide natural and/or electronic
surveillance in accordance with CPTED principles.

Transportation Demand
Management
Policies in this section seek to reduce travel demand
(specifically that of single-occupancy private
vehicles), and to re-direct travel demand to other
areas or times in order to cost-effectively increase
roadway capacity.

GOAL M-8
To use Transportation Demand Management as
a means to improve system efficiency and
reduce dependence on motor vehicles and
traffic congestion, and expand travel options
and choices.

M-8.1 Transportation Demand and System
Management Tools 
The City shall use Transportation Demand
Management tools and programs (e.g., alternative
work schedules, telecommuting, ridesharing) on a
citywide basis to encourage and create incentives
for the use of alternate travel modes. (MPSP)
M-8.2 Enhance Mobility Options
The City shall maintain and enhance mobility options
by supporting public and private transportation
projects that facilitate Transportation Demand
Management. (MPSP/IGC/JP)
M-8.3 Alternative Transportation Commute
Choices 
The City shall coordinate with Yolo Commute efforts
to encourage alternative transportation commute
choices. (IGC)
M-8.4 Emerging Technology
The City shall use emerging transportation
technologies and services to increase transportation
system efficiency. (MPSP/SO)
M-8.5 Transportation System Management
Ordinance 
The City shall maintain and implement the local
Transportation System Management (TSM)
ordinance to distinguish between the infrastructure
and facilities to be provided by developers and the
trip reduction incentives and programs to be
implemented by employers. (RDR)
M-8.6 Private TDM Programs 
The City shall encourage existing major employers
to develop and implement Transportation Demand
Management programs to reduce peak period trip
generation, such as on-site amenities, pedestrian
and bicycle friendly design, and access to transit.
(RDR/JP)
M-8.7 Mitigation through TDM Programs 
The City shall consider Transportation Demand
Management programs with achievable trip
reduction goals as partial mitigation for development
project traffic and air quality impacts. (RDR)
Goods Movement
Policies in this section support the movement of
goods via rail, truck, and marine (i.e., Port of West
Sacramento) modes. This section also seeks to
reduce the impacts of rail and truck operations on
adjacent neighborhoods and sensitive land uses.

GOAL M-9
To provide an efficient system for goods
movement that adequately serves the industrial
and commercial areas of the city while
Attachment 1
1050
protecting residents from potentially adverse
impacts.

M-9.1 Efficient Goods Movement 
The City shall support infrastructure improvements
and the use of emerging technologies that facilitate
the clearance, timely movement, and security of
trade, including facilities for the efficient intermodal transfer of goods by truck and rail. Goods movement
by marine at the Port of West Sacramento shall be
evaluated with respect to potential conflicts with the
City’s mobility network, and any conflicts shall be
reconciled and/or mitigated to the extent possible.
(RDR/MPSP)
M-9.2 Goods Movement by Rail
The City shall monitor short-line rail activity and look for opportunities to minimize its impact on residents
and the City’s mobility network, and shall exercise its land use authority to minimize conflicts between rail
operations and sensitive land uses. To the extent
practicable, the City shall require grade separation
of main line railroads and Major Arterials, particularly those of four lanes or more. The City shall maximize
the use of available State and federal funds for
grade-separated railroad crossings and encourage
railroad companies to pay their equitable share of
any such projects. (RDR/JP)
M-9.3 Minimize Freight Trains during Peak
Hours
The City shall work with railroad operators and their
customers to coordinate schedules to keep freight
trains from crossing City streets during peak travel
hours. (MPSP/JP)
M-9.4 Truck Traffic Route Update
The City shall maintain and enforce official truck
route designations, consistent with the General
Plan’s policies and standards. (RDR/MPSP)
M-9.5 Off-Peak Deliveries
In residential, commercial, and mixed-use areas, the
City shall encourage business owners to schedule
deliveries at off-peak traffic periods. (RDR)
M-9.6 Rail Relocation 
The City shall work with railroad companies, raildependent industries, and property owners in developing an overall strategy for rail lines in West
Sacramento, including a schedule for abandonment
of certain rail lines, plans for the ultimate use of
abandoned railroad rights-of-way, and possible City
acquisition of abandoned railroad rights-of-way.
(MPSP/JP)
M-9.7 Quiet Zones 
The City shall work to establish quiet zones at all
eligible rail crossings.

M-9.8 Deep Water Ship Channel
The City shall support sustaining federal funding for
maintenance dredging to maintain the current depth
of the Deep Water Ship Channel to support existing
and future maritime business at the Port of West
Sacramento. (MPSP/IGC)
Attachment 1
1051
Table 3-5 Mobility
Implementation Programs
2023-20252026-20282029-2040AnnualOngoing
Mobility Implementation Program 1. The City shall update its street design standards consistent with complete streets concepts. (RDR/MPSP) 
Implements Which Policy(ies)
M

5.6 -2.1,
, M-6.3,
M-2.

M3, M6.
-
6 2.4, M-2.5, M-2.7, M-2.8, M-2.11, M-2.12, M-4.5, M-5.5, M-  Responsible Department(s) Community Development Supporting Department(s) Capital Projects
Mobility Implementation Program 2. The City shall prepare a study that identifies roadway, bikeway, and pedestrian-way gaps between neighborhoods and destinations. Based on findings from the study, the City shall develop a list of connectivity deficiencies and use the list to prioritize transportation infrastructure planning. (PSR)  Implements Which Policy(ies) M-1.1, M-1.10, M-5.3, M-6.10 Responsible Department(s) Community Development
Supporting Department(s) Capital Projects
Mobility Implementation Program 3. The City shall prepare and adopt a methodology that identifies the process for determining which non-vehicular transportation and transit improvements will be implemented where the level of service policy is not accomplished. (PSR) Implements Which Policy(ies) M-3.2, M-3.4  Responsible Department(s) Community Development Supporting Department(s) Capital Projects
Mobility Implementation Program 4. The City shall conduct a study to identify major barriers to connectivity and to appropriate means and locations for overcoming those barriers, including potential river crossings. Based on findings from the study, the City shall develop a list of barriers and prepare options for overcoming barriers through future transportation infrastructure planning. (PSR) Implements Which Policy(ies) M-1.9, M-9.6

Responsible Department(s) Community Development
Supporting Department(s) Capital Projects
Mobility Implementation Program 5. The City shall submit periodic reports to the City Council that summarizes traffic collision data at the top collision locations for vehicles, bicycles, and pedestrians, and recommend countermeasures where needed. (PSR)
Implements Which Policy(ies) M-1.5, M-2.13, M-3.1, M-5.6, M-5.7, M-5.11, M-6.3, M-6.7, M-6.8, M-6.9  Responsible Department(s) Police Supporting Department(s) Public Works, Community Development Attachment 1
1052
Table 3-5 Mobility
Implementation Programs
2023-20252026-20282029-2040AnnualOngoing
Mobility Implementation Program 6. The City will develop, maintain, and implement a Comprehensive Safety Action Plan, a data-driven effort to improve the safety of West Sacramento streets and roads for pedestrians and cyclists. The Comprehensive Safety Action Plan will examine data related to transportation deaths and injuries and identify the factors. The Plan will identify proven safety countermeasures involving education, engineering, enforcement, and evaluation, and the City will collaborate with nonprofit partners, the business community, and/or other public agencies and service organizations to implement the Plan’s recommendations.  Implements Which Policy(ies)
M-1.1, M-2.1, M-2.2, M-2.5, M-2.7, M-2.8, M-2.9, M-2.10, M-2.12, M-2.13, M-3.4, M-3.7, M-3.8, M-3.9, M-5.2, M-5.6, M-5.7, M-5.11, M-6.3, M-6.5, M6.7, M-6.8, M-6.9, M-6.10 Responsible Department(s) Community Development
Supporting Department(s) Public Works Operations and Maintenance, Capital Projects Mobility Implementation Program 7. The City shall regularly use the City’s public communication tools (website, social media applications, cable access television, utility bills, Commissions, etc.) to educate the public and City staff on low carbon transportation alternatives. (SO/PI)  Implements Which Policy(ies) M-1.5, M-8.1  Responsible Department(s) City Manager’s Office Supporting Department(s) Community Development
Mobility Implementation Program 8. The City shall conduct a study to identify new, dedicated funding sources for maintenance, operation, and management of the multi-modal transportation system. Based on findings from the study, the City shall consider modifying its fees and pursuing additional funding sources. (PSR)
Implements Which Policy(ies) M-1.12, M-1.13, M-1.14

Responsible Department(s) Capital Projects
Supporting Department(s) Community Development
Mobility Implementation Program 9. The City shall conduct a study to identify streets that lack complete streets infrastructure and amenities. Based on findings from the Study, the City shall list of those streets that should be prioritized to create a citywide network of complete streets and use the list in transportation infrastructure planning. (PSR) 
Implements Which Policy(ies) M-2.8, M-6.10

Responsible Department(s) Capital Projects
Supporting Department(s) Community Development
Mobility Implementation Program 10. The City shall establish and maintain a Complete Streets Advisory Committee comprised of City staff to review the design of all new street construction and reconstruction. (SO/PI)    Implements Which Policy(ies) M-2.1, M-2.3, M-2.4, M-2.5, M-2.7, M-2.8, M-2.11, M-2.12, M-4.5, M-5.5, M5.6, M-6.3, M-6.6 Attachment 1
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Responsible Department(s) Capital Projects
Supporting Department(s) Community Development
Mobility Implementation Program 11. The City shall expand the city’s existing wayfinding programs to other areas of the city and improve wayfinding signage. (MPSP) Implements Which Policy(ies) M-1.2, M-5.6, M-6.7  Responsible Department(s) Capital Projects Supporting Department(s) Community Development
Mobility Implementation Program 12. The City shall review and update the Bicycle, Pedestrian, and Trails Master Plan at least every five years. (MPSP) 
Implements Which Policy(ies) M-5.1  Responsible Department(s) Community Development Supporting Department(s) Capital Projects , Parks
Mobility Implementation Program 13. The City shall update the existing transportation impact fee program to reflect new and revised policies related to reducing VMT, such as supporting increased travel by walking, bicycling, and transit. The relative amount of transportation impacts fees shall be determined by the relative vehicular transportation demand (VMT) of the identified projects, as determined by the by the expected VMT based on project location, the density/intensity of the project, mix of uses in the immediate vicinity, proximity to regional destination, and other relevant factors. (RDR)

Implements Which Policy(ies) M-1.3, M-1.14
Responsible Department(s) Community Development
Supporting Department(s) Capital Projects, Economic Development and Housing Attachment 1
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Mobility Implementation Program 14. The City shall develop and implement a VMT Reduction Program that includes VMT-reduction strategies. Projects and plans in Transit Priority Areas and in low-VMT areas are exempt from this VMT Reduction Program. Low-VMT areas for the purpose of this program are those identified by the City or by the Sacramento Area Council of Governments to produce VMT per capita or per employee that is 85 percent or less of the existing or future VMT rate for the City or the region. Figures M-2 and M-3 show in green examples of relatively low-VMT locations in West Sacramento, though the most upto-date available information should be used to determine project sites that are not subject to the City’s VMT reduction program. Residential projects that provide at least 50 percent of proposed units as deed-restricted for lower-income households and/or that can demonstrate project-level VMT is 15% below regional average are exempt from this VMT reduction program. Public facilities and infrastructure projects, active transportation projects, and projects that would generate or attract fewer than 110 trips per day are exempt from the VMT Reduction Program. Local serving retail and commercial services of less than 50,000 square feet in gross building area are also exempt. The City’s VMT Reduction Program will require proposed land development projects to incorporate, as feasible, reasonable, and applicable, the below listed strategies to reduce travel demand and associated adverse physical environmental impacts, such as greenhouse gas emissions and transportation-related noise. Quantified VMT reductions should be based on the guidance in this Implementation Program and an assessment of specific characteristics of future projects relative to guidance available in academic literature. The below list of VMT reduction measures are not exhaustive, and other measures that reduce VMT could be developed on a case-by-case basis. This project-focused VMT Reduction Program will complement VMT reduction Actions pursued by the City in the Climate Action Plan, such as allocating funding to expand the active transportation and micro-mobility network. Enforcement for non-physical reduction strategies below could include requiring project applicants to make publicly available (i.e., permanent signage at the site or on a website) VMT reduction measure commitments. 

VMT REDUCTION MEASURE EFFICACY
14-1. Employer Commute Trip Reduction Program. Employer provides information, coordination, and marketing for incentives and services that discourage single occupancy vehicle trips and encourage carpooling, taking transit, walking, and biking. Implement a marketing strategy to promote the Commute Trip Reduction Program - employees about their travel choices to the employment location beyond driving such as carpooling, taking transit, walking, and biking. Employer provides platform for coordinating carpooling and a guaranteed ride home.

Up to 4 percent reduction in commute-related VMT.
14-2. Employer Ridesharing Program. Involves transportation management association with funding requirements for employers.

Encourages carpooled vehicle trips in place of single-occupied vehicle trips, with designated preferred parking spaces for ridesharing vehicles, adequate passenger loading and unloading and waiting areas for ridesharing vehicles, and an app or website for coordinating rides.

Up to 8 percent reduction in commute-related VMT.
14-3. Subsidized Transit Program. Employer or multi-family property owner provides subsidized transit – either reduced cost or free for employees and/or residents.

Up to 5.5 percent reduction in commute related VMT –
either residential or employee VMT or both in a mixed-use project.
14-4. Employer End-of-Trip Bicycle Facilities. Install and maintain bike parking, bike lockers, showers, and personal lockers. Provide in proportion to commuting bicyclists. Including marketing to encourage use of facilities and on-site bicycle repair tools. Post signage and information on how to use secure parking and personal lockers.

Up to 4.4 percent reduction in commute-related VMT.
14-5. Employer-Sponsored Vanpool Program. Provide vehicle/s for 5 to 15 people and either hired dedicated drivers or incentives for employees to serve in this capacity. Focus on groups of employees Up to 20.4 percent reduction in commute-related VMT.

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that have a similar origin and destination. Provide preferred parking for employees that vanpool.
14-6. Employee Parking Cash Out Program. Program would provide “cash out” for employees that agree not to use employer provided parking in exchange for a monthly payout of the avoided cost of that parking place.

Up to 12 percent reduction in commute-related VMT.
14-7. Price Workplace Parking. Charge employees to park at place of work and validate parking only for guests. Provide marketing and education regarding available alternatives to driving to work. Ensure that other transportation options are available, convenient, and have competitive travel times. Combine with other VMT Reduction Measures, as needed, to ensure viable alternatives.

Up to 20.0 percent reduction in commute-related VMT.
14-8. Implement Reduced Parking Supply Strategy. For new residential projects, or residential portion of a mixed-use projects, provide off-street parking in an amount that is less than, for example, what would be the calculated demand using the ITE Parking Generation Manual, which would range from 1 space per unit for 1- bedroom, multi-family units to 2.6 spaces per unit for 3-bedroom, single-family units. For new Commercial/Employment uses, provide parking in an amount no more than 0.7 spaces per 1,000 sq. ft. of new development. Further, design parking areas to provide “preferential” parking spaces for carpools and vanpools.

Up to 13.7 percent reduction in household-generated VMT. 14-9. Unbundled Residential Parking. Separate parking costs from total rent for a multi-family residential property requiring those who wish to purchase parking spaces to do so at an additional cost. Ensure viable alternatives for travel to meet daily needs for residents that opt out of on-site parking.

Up to 15.7 percent reduction in household-generated VMT. 14-10. Pro-Rata Contribution. Projects may also contribute impact fees at a level necessary to reduce a project’s net VMT per capita or per employee to 85 percent or less than the citywide or regional average. This would require the City to develop a nexus and range of project types that would reduce VMT within West Sacramento, though impact fees contributed for a project do not need to reduce VMT in the same area as the project site. The City may also allow projects to construct and dedicate to the City or other public agency facilities shown to reduce VMT, such as active transportation projects, projects to fill sidewalk gaps in West Sacramento near important destinations, projects that would construct high-quality bicycle facilities that would eliminate a cycling barrier between homes and destinations, and other VMT-reducing facilities.

To be determined by the City.
14-11. Improve Network Connectivity. This measure could be relevant to infill developments or new developments with property subdivisions, and involves a relatively more connected transportation network that allows multiple routes between homes and nearby destinations. In general, a grid street network or modified grid is the ideal arrangement for a highly connected transportation network. The degree of connectivity is measured according to intersection density, but would also involve relatively short block lengths.

Up to 17 percent reduction in VMT, based on intersection density within project site and immediately adjacent
intersections. VMT reduction would range from
approximately 1 percent for 40 intersections per square mile to 17 percent for 87 intersections per square mile. 14-12. Increase Housing Density. For new or redevelopment housing projects, design an improved project with relatively higher density of dwelling units in an area that supports bicycle, pedestrian, and/or transit access to reach daily destinations.

Up to a 30-percent reduction, with a 1-percent reduction awarded for 9 units per acre and a 30-percent reduction for 40 units per acre.
14-13. Increase Employment Density. For new or redevelopment projects, design an improved project with higher density of jobs when compared to the average job density within 0.5-mile radius to encourage shorter and fewer commute trips.

Up to a 30-percent reduction in VMT with a 1-percent
reduction at 22 jobs per acre and 30-percent reduction at 70 jobs per acre.
14-14. Land Use Mix. For new or redevelopment projects, include a variety of land uses such as residential, office, retail, services, Up to a 30-percent reduction in VMT, based on the relative degree of land use mix. One way to calculate the VMT
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recreation, and education, mixed in close proximity (within ¼ mile). Or, propose a project that would diversify the existing land use mix within a ¼ mile area by, for example, adding compact housing that is walkable to existing employment, retail, and commercial services. reduction associated with land use mix would be to use a land use index of 0.09 to 1, where 0.09 is a single land use and 1 is the full suite of complementary land uses, which would generally include single-family residential, multifamily residential, retail, services, recreation, and institutional. VMT reduction would range from 8 percent for a project or walkable area with 90 percent single-family residential and 10 percent multi-family residential to 30 percent for a project or walkable area that includes 25 percent single-family residential 25 percent multi-family residential, 25 percent retail, and 25 percent institutional uses.

Figure
M-2:

Existing VMT per Capita, Household-Generated VMT Figure M-3: 2040 VMT per Capita, Household-Generated VMT Implements Which Policy(ies)
M-1.1, M-1.2, M-1.3, M-1.4, M-1.8, M-1.9, M-1.10, M-1.11, M1.12, M-1.13, M-1.14, M-2.1, M-2.2, M-2.4, M-2.5, M-2.7, M2.8, M-2.9, M-2.10, M-2.12, M-3.1, M-3.6, M-3.7, M-4.1, M4.3, M-4.4, M-4.5, M-4.7, M-4.8, M-4.9, M-4.15, M-5.1, M-5.2, M-5.3, M-5.4, M-5.5, M-5.6, M-5.8, M-5.9, M-5.10, M-6.1, M6.2, M-6.3, M-6.4, M-6.5, M-6.6, M-6.10, M-7.5, M-7.6, M-7.7, M-7.11, M-7.12, M-8.1, M-8.2, M-8.3, M-8.5, M-8.6, M-8.7 Responsible Department(s) Community Development
Supporting Department(s) Public Works
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15. The City shall prepare a project study report in conjunction with the California Department of Transportation (Caltrans) that re-envisions the state highway system in West Sacramento and the streets in the Jefferson Boulevard and Interstate 80 business loop interchange area for all modes of transportation. The project study area should include the entire interchange and areas bounded by Westacre Road to the west, West Capitol Avenue to the north, 15th Street to the south, and 5th Street to east. The report will include recommendations to reduce barriers and improve connectivity and safety for walking, rolling, bicycling, and other non-vehicular transportation modes between the Bridge District, Central Business District, and City's transit hub. Co-benefits may include additional land made available for low-VMT development. 

Implements Which Policy(ies)
M-1.1, M-1.2, M-1.3, M-1.5, M-1.6, M-1.9, M-1.10, M-2.2, M-2.4, M-2.10, M-3.1, M-3.6, M-5.2, M-6.1, M-6.2, M-6.3, M-6.7
Responsible Department(s) Community Development
Supporting Department(s) Economic Development and Housing

16. The City shall continue its efforts to manage neighborhood traffic by incorporating traffic control measures and other improvements into existing and new residential and mixed-use neighborhoods. (MPSP/SO) 
Implements Which Policy(ies) M-1.5, M-3.6, M-3.7, M-3.8  Responsible Department(s) Community Development, Capitol Projects Supporting Department(s) Police

17. The City shall conduct a study to identify gaps in transit service provided within the city and strategies to fill them. Based on findings from the study, the City shall work with Yolobus and Sacramento RT to fill identified gaps and provide better transit service. (PSR)  Implements Which Policy(ies) M-4.1, M-4.2, M-4.4, M-4.7, M-4.8, M-4.9, M-4.13  Responsible Department(s) Community Development Supporting Department(s)

18. The City shall, in coordination with the City of Sacramento and SACOG, work with Sacramento Regional Transit District (SacRT) to establish Light Rail Transit (LRT) service and stations between Sacramento Valley Station and Sutter Health Park and develop a plan for implementing future extensions of LRT service within West Sacramento. (IGC)  Implements Which Policy(ies) M-4.9 
Responsible Department(s) Community Development
Supporting Department(s) Capital Projects, Economic Development and Housing, City Manager’s Office

19. The City shall review and update the Zoning Code to require bicycle support facilities (e.g., bicycle racks, personal lockers, and other bicycle support facilities) as a part of large development and redevelopment projects. (IGC)   Implements Which Policy(ies) M-1.3, M-5.8, M-5.9 Attachment 1
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Responsible Department(s) Community Development
Supporting Department(s) N/A

20. The City shall conduct a study to identify underused rights-of-way, such as street lanes, drainage canals, and railroad corridors, to convert to bikeways and/or pedestrian-ways. Based on findings from the study, the City shall prepare list of rights-of-ways that should be prioritized for conversion and prepare a strategy to acquire and develop them into additional bike and pedestrian paths. (PSR)  Implements Which Policy(ies) M-5.10

Responsible Department(s) Community Development
Department(s) Capital Projects, Parks, Economic Development and Housing

21. The City shall conduct a study of current parking requirements to evaluate options for dedicated parking spaces for car-sharing and incentives (e.g., receive credit for meeting the “parking minimum” zoning requirements). Based on findings from the study, the City will update parking standards, and consider the use of parking benefit districts that invest parking meter revenues in bicycle and pedestrian infrastructure, features, and amenities. (PSR)   Implements Which Policy(ies) M-7.1, M-7.2, M-7.4, M-7.5, M-7.7, M-7.8, M-7.9 Responsible Department(s) Community Development
Supporting Department(s) Economic Development and Housing

22. The City shall investigate alternatives to the current residential permit parking policy that would provide alternative time restrictions to allow non-residents to park in controlled areas during the day for commercial reasons in residential permit parking areas. (RDR/PSR) Implements Which Policy(ies) M-7.1  Responsible Department(s) Economic Development and Housing Supporting Department(s) Community Development, Capital Projects

23. The City shall review and update the Zoning Code to require the provision of prime parking spaces for carpool and alternative energy vehicles. (RDR) 
Implements Which Policy(ies) M-7.8  Responsible Department(s) Community Development Supporting Department(s) N/A

24. The City shall update and enhance its Transportation System Management Ordinance consistent with the policies of the General Plan. (RDR)
Implements Which Policy(ies) M-8.1, M-8.5  Responsible Department(s) Community Development Supporting Department(s) N/A
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25. The City shall develop and implement Intelligent Transportation Systems Technology to manage vehicles, loads, and routes, improve safety, and reduce vehicle wear, transportation times, and fuel costs. (MPSP) 
Implements Which Policy(ies) M-8.4  Responsible Department(s) Community Development Supporting Department(s) Capital Projects

26. The City shall update the city’s official truck routes consistent with the General Plan policies and standards including minimizing the impacts of truck traffic, deliveries, and staging in residential and mixed-use areas. (RDR)
Implements Which Policy(ies) M-9.4  Responsible Department(s) Capital Projects Supporting Department(s) Community Development, Police
Attachment 1
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Urban Streetscape and
Design Standards

WEST SACRAMENTO BRIDGE DISTRICT

IMPLEMENTATION PLAN
September 16 2009
updated October 2023
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WEST SACRAMENTO TRIANGLE IMPLEMENTATION PLAN: DESIGN STANDARDS 3

TABLE OF CONTENTS

1. INTRODUCTION TO THE DESIGN STANDARDS
Purpose ......................................................................................................................................................5 Intent ..........................................................................................................................................................5 Components ...............................................................................................................................................6 Building Frontage and the Order of Streets..............................................................................................6 How to Use the Standards ........................................................................................................................7 Administration ............................................................................................................................................7

2. THE REGULATING PLAN
How to Use the Regulating Plan ...............................................................................................................8 Regulating Plan ..........................................................................................................................................8 Overview of Street Types ...........................................................................................................................9

3. STREETSCAPE STANDARDS
Purpose ....................................................................................................................................................15 Street Types .............................................................................................................................................15 Organization of StreetscapeStandards ..................................................................................................16 Zones of the Sidewalk .............................................................................................................................17 Standards for “Through Streets”

1. Riverfront Retail Street ..............................................................................................................18

2. Riverfront Transition ..................................................................................................................20

3. Grand .........................................................................................................................................22

4. Fifth Street .................................................................................................................................26

5. Riverfront View Streets ..............................................................................................................27

6. Local Streets ..............................................................................................................................34 Standards for “Access Streets”
Zones of Privacy on Access Streets ..............................................................................................38 “Stubbed” Access Streets .............................................................................................................39 Riverfront View Universal Streets ...................................................................................40 Connecting Access Streets ...........................................................................................................45 Loop Roads ......................................................................................................................46 Internal Universal Streets ...............................................................................................48 Attachment 2
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4 General Streetscape Standards .............................................................................................................51

1. Plant Strip Treatment ................................................................................................................54

2. Materials ....................................................................................................................................50

3. Furnishings and Utilities ............................................................................................................59

4. Access and Service ....................................................................................................................61

5. Corners and Crossings ...............................................................................................................65

6. Bicycles .......................................................................................................................................69

4. BUILDING DESIGN STANDARDS
Intent .........................................................................................................................................................71 Organization .............................................................................................................................................71 How to Use These Standards ..................................................................................................................71 Building Frontage and the Order of Streets ...........................................................................................72 Building Frontage Descriptions ...............................................................................................................73 Allowable Building Frontages by Street Type ..........................................................................................74 Land Use Requirements ..........................................................................................................................76 Standards for Frontage Types .................................................................................................................77 Building Setbacks Along the Waterfront Promenade ............................................................................83 Building Frontage Requirements ............................................................................................................84

5. SUSTAINABILITY GUIDELINES
Intent .........................................................................................................................................................85 Guidelines .................................................................................................................................................85 Attachment 2
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1. INTRODUCTION TO THE DESIGN STANDARDS

PURPOSE
The purpose of these Urban Streetscape and Design Standards is to establish guidelines that will direct the aesthetic character of the Bridge District, the specific treatments of its streets and sidewalks, and the uses and form of its buildings.

INTENT OF THE DESIGN STANDARDS
The intent of these design standards is to ensure that new development and redevelopment within the Bridge District creates a unified and cohesive public environment within the new district. Each street and each of the buildings along that street should create a clear sense of identity and character for that street, and reinforce that street’s “role” within the larger district network. Streetscape and building design within the Bridge District should be oriented to the pedestrian, and should work together to create a high quality public realm as it is experienced from the sidewalk.

Because the identity of a neighborhood or district is largely determined by it’s streets (and how buildings relate to and contribute to the character of those streets), these design standards are organized by street type. Each street within the Bridge District will have a unique character and place within the larger network of streets. The streetscape and building design standards in the following sections are intended to reinforce the unique character that is envisioned for each particular street.

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6 1. INTRODUCTION

COMPONENTS
The design standards are divided into five sections:
• Section 1 explains the intent, organization, process, and administration of the design standards.
• Section 2 introduces the Regulating Plan for the Bridge District. The Regulating Plan illustrates the “Vision” for the district, defining each street’s character and role within the greater street hierarchy, and explaining in greater detail the intent of each street type. Each of the streetscape and building design standards in Sections 3 and 4 are “keyed” to this Regulating Plan.
• Section 3 outlines the streetscape design standards for each of the street types identified in the Regulating Plan. The streetscape design standards focus primarily on the design of the pedestrian realm (the sidewalk or public access easement).
• Section 4 outlines the building design standards for the district, which directly relate to and are unique for each street type within the framework of the Regulating Plan. The building design standards focus on that part of the building that most directly impacts the public realm, namely, the ground floor facade as it is experienced from the sidewalk. • Section 5 recommends sustainability guidelines intended to ensure the long-term viability of the district. These guidelines relate to individual building siting and design considerations, as well as larger-scale public measures that may be undertaken during streetscape planning and design.

Higher order to lower
order streets

1. Riverfront Retail Street

4. Fifth Street

3. Grand

5. Riverfront View Street

6. Local Street

7. Internal Universal Street

2. Riverfront Transition
The design and development standards within this document are organized around the district’s street hierarchy, and streets within the Regulating Plan are presented in descending order of prominence. Buildings must have their primary frontage oriented to the highest order street facing the lot. For the purposes of this document, “building frontage” is defined as a building’s front, street-facing, ground level facade, which must include the primary building entrance (i.e., the “front door”). For example, all buildings along Grand must have their front doors oriented to and directly connected to the sidewalk along that street. Buildings on corner lots must have their primary frontage facing the higher order street. For example, a building on the corner of Grand and Fifth Street would have Grand as its primary “frontage.” If a property owner chooses, however, lots with two street frontages may orient buildings to the corner in lieu of facing the higher order street only.

Buildings that front both Riverfront and Grand, however, may choose to orient their primary building entrance to either of these two streets (despite Riverfront being the higher order street), if the building’s design would most benefit from doing so. Buildings must still comply with building frontage standards along both street frontages.

BUILDING FRONTAGE AND THE ORDER OF STREETS
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1. INTRODUCTION

HOW TO USE THE STANDARDS
The standards applicable to a given parcel may be determined by:

1. First look to the Regulating Plan in Section 2 to determine the type of street on which the parcel fronts.

2. Once the street type is determined, look to Section 3 for the streetscape design standards applicable to that street type

3. Look to Section 4 for the building design standards (building frontage, setbacks, ground floor design) applicable to lots fronting that particular street type.

Note that parcels located at corner intersections must comply with the standards for each street type on which the property fronts.

The sustainability guidelines in Section 5 are intended to encourage new development within the Bridge District to employ siting and building design practices that minimize the ecological impact of the built environment. For the present, these guidelines are voluntary.

ADMINISTRATION
The standards presented in this document will guide all development and redevelopment approvals within the Bridge District planning area. These standards are guided by the regulating plan, which uses the street hierarchy to dictate desired architectural development in the planning area. In the event that a contradiction occurs between the West Sacramento Zoning Ordinance and this code, this code will rule. Standards within the West Sacramento Zoning Ordinance not explicitly addressed by this document will remain applicable to development within the district.

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8 2. THE REGULATING PLAN

HOW TO USE THE REGULATING PLAN
The Regulating Plan for the Bridge District (below) organizes each street within the planning area into one of 7 street types: Riverfront Retail Street, Riverfront Transition, Fifth Street, Grand, Riverfront View Streets, Local Streets, and Internal Universal Streets. While specific right-of-way dimensions may vary within a specific street type, the character and role of that street will be consistent. As described in Section 1, the streetscape and building design standards outlined in Sections 3 and 4 are organized by these street types, and are thereby “keyed” to this regulating plan. See the following section for a detailed description of each of these street types.

REGULATING PLAN KEY

1. Riverfront Retail Street

4. Fifth Street

3. Grand

2. Riverfront Transition
5a. Riverfront View Streets

6. Local Street

7. Internal Universal Street
5b. Riverfront View Universal Streets
In addition to the mapped Riverfront
View Universal Streets, blocks
between Riverfront and the waterfront
may provide at least one additional
Riverfront View Universal Street to
provide additional access. The exact
location of these additional streets
within the block may be determined by
the property owner.

THE REGULATING PLAN
1, 2
1 Loop Roads are an optional subtype
of Riverfront View Universal Streets, and
provide circulation between Riverfront
and the Waterfront Promenade.

The intent of these loop roads is
to provide vehicular access to and
from individual buildings along the
waterfront, as well as providing access
to the waterfront itself. Loop roads
shall not connect to Riverfront Plaza
or to the Ballpark Drive/Tower Bridge
Universal Street, nor may they connect
to more than two Riverfront View
Universal Streets.
2 see note 2
see note 2
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2. THE REGULATING PLAN

OVERVIEW OF STREET TYPES
The following describes the desired character for each of the unique street types within the Bridge District. These statements inform the streetscape and building design standards associated with each street type found in the district.

Riverfront will be the primary pedestrian retail street within the district, and accordingly, will serve in many ways as a “center” of the Bridge District. It is anchored by Ballpark Drive at the north, and Triangle Street to the south.

Riverfront Retail Street is envisioned as a pedestrian-oriented street, and may provide both destination and neighborhood-serving dining and retail. A new streetcar line planned for Riverfront will further emphasize its importance within the district. Buildings will be mixed-use, providing retail uses at the ground floor (required), with residential and/or office uses on upper floors. Accordingly, the streetscape design is intended to create an interesting, inviting, and safe environment for large numbers of pedestrians, and will reinforce the retail function of the street. Building design standards will focus on creating retail-friendly buildings that encourage and enhance pedestrian activity.

Riverfront Transition links the retail–oriented uses along Riverfront to its intersection with Fifth Street, and is intended to encourage residential and office uses. The transition between the two zones is largely the result of the US 50 overpass. Small scale retail and light commercial uses are encouraged to locate in this area due to the reduced level of pedestrian amenities and distance from the Grand intersection.

This segment is seen primarily as a connection to the uses proposed along Fifth Street.

1. Riverfront Retail Street

2. Riverfront Transition
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10 2. THE REGULATING PLAN
This street, inland and parallel to Riverfront, is envisioned as a higher volume vehicular route in contrast to the pedestrian-oriented nature of Riverfront. While ground floor retail uses are certainly encouraged, these streets may be primarily characterized by office and residential uses. Although building mass may be similar (or possibly greater) than along Riverfront, the overall feeling of these streets will be a less intense contrast to the active street life of Riverfront.

4. Fifth Street
Grand is the civic street within the Bridge District. It will serve as the gateway into the district, linking existing civic uses west of the district to the West Sacramento Riverfront.

To highlight this ceremonial procession to the river, Grand will be wide, with special paving and curbs, tree-lined, with a median and sustainable bio-swale for part of its dimension. The street will provide a large, fine-leafed tree canopy to shade walkways and the street, and the streetscape character will re-enforce this “green” vision. Public art is especially encouraged along Grand. This park-like setting lends itself to quieter residential and smaller-scaled retail uses in contrast to the busy retail found along Riverfront.

3. Grand
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2. THE REGULATING PLAN
In contrast to the more intense Riverfront and Fifth Street, which run parallel to the river, Riverfront View Streets run perpendicular to the river, framing views toward it and providing easy and direct pedestrian connections to the Riverfront Promenade. These east-west streets are envisioned as a quiet contrast to the busier, north-south running streets, and their function as riverfront access corridors particularly lend themselves to neighborhood residential uses and smaller-scaled, neighborhood serving commercial uses.
5a. Riverfront View Streets
On the east side of Riverfront, Riverfront View Streets become multi-modal “Universal Streets.” These Riverfront View Universal Streets are intended to accommodate pedestrians and bicycles as well as provide vehicular access to individual buildings and/or the Riverfront Promenade within the same street space. The streetscape requirements will reinforce the shared nature of these streets through paving, bollards, landscape and street furniture placement. All building frontage types are permitted on Riverfront View Streets (see Section 4 for details).

Like Riverfront View Streets, Riverfront View Universal Streets are envisioned as a quiet contrast to the busier, north-south running streets, and their function as riverfront access corridors particularly lend themselves to neighborhood residential uses and smaller-scaled, neighborhood serving commercial uses. 5b. Riverfront View Universal Streets
Attachment 2
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12 2. THE REGULATING PLAN
Local streets are smaller in scale than other streets in the district, and are envisioned as serving primarily residential uses. Accordingly, the streetscape treatments and building design along Local Streets should re-enforce the quiet nature of these streets.

6. Local Streets
Attachment 2
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WEST SACRAMENTO TRIANGLE IMPLEMENTATION PLAN: DESIGN STANDARDS 13

2. THE REGULATING PLAN
Internal Universal Streets are intended to break up large blocks in order to create smaller, more pedestrian-friendly block sizes. They will provide vehicular and pedestrian/bicycle access to the interiors of blocks within the same, shared street space. Driveways and parking areas should preferably be accessed off of these streets, and building service functions are encouraged to occur along Internal Universal Streets rather than other, higher function streets. Buildings are encouraged to provide frontage along Internal Universal Streets. In instances where buildings do front the street, retail uses (such as outdoor dining) may spill out onto the street. The streetscape requirements will reinforce the shared nature of these streets through paving and curb treatments, and street furniture placement.

7. Internal Universal Streets
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WEST SACRAMENTO TRIANGLE IMPLEMENTATION PLAN: DESIGN STANDARDS 15

3. STREETSCAPE STANDARDS

PURPOSE
The purpose of the streetscape design standards is to facilitate each street within the Bridge District (both public and private) creating an ordered and welldesigned public realm, an inviting environment for pedestrians, and a functional environment for vehicular traffic and transit. The streetscape standards reinforce the unique character of each street type of the Regulating Plan.

THROUGH STREETS

ACCESS STREETS
There are two types of streets within the Bridge District: “through streets” and “access streets.”
Through streets are the backbone of the districts’s gridded street system. They provide vehicular access to and through the district. These streets are designed to accommodate vehicular and bicycle traffic in the roadway, and pedestrian traffic along the sidewalk.

Note that buildings along Riverfront are required to provide retail uses along the ground floor, while buildings along segments of Grand must be “retail convertible” along the ground floor. See page 76 for specific requirements.

Access streets are intended to break large blocks into smaller, more pedestrianfriendly sized blocks and development parcels. They provide multi-modal connections through and into blocks and parcels, connecting to through streets on both sides (or alternatively, to through streets on one side, and to the Waterfront Promenade on the other). Access streets within the Bridge District may be one of two types: Riverfront View Universal Streets or Internal Universal Streets. In the case of Riverfront View and Internal Universal Streets, multiple modes are accommodated in the same, uncurbed roadway space (see pages 37-50 for details).

STREET TYPES
Attachment 2
1075
16 The streetscape standards are organized into three subsections. Subsections A and B are primarily focused on the pedestrian realm, and illustrate how the pedestrian zone of the right-of-way (the area between the curb and the building face) shall be allocated for the furnishing zone, the clear (passage) zone, and the building frontage zone of the sidewalk. In some instances, buildings may be required to be set back behind the property line in order to provide for an adequate building frontage zone along the face of the building. Subsection A outlines the standards for all “through streets” in the Bridge District, while Subsection B describes the standards related to multi-modal “access streets.” Subsection C outlines, in matrix form, general streetscape standards applicable to both through streets and access streets relating to the following topics:
• Plant Strip - These standards outline the plant strip treatment to be used along each street type (i.e., tree grates versus landscaped beds), suggested tree species and street tree spacing recommended for individual streets, and other landscape requirements as applicable. • Materials - These standards provide specifications for street surface and parking zone paving materials, the individual zones of the sidewalk, pedestrian crosswalks, and curbs.
• Furnishings and Utilities - These standards regulate the location of elements such as street furniture such as benches, trash cans, newspaper boxes, and utility devices such as backflow valves, utility boxes, etc.
• Access and Service - These standards establish whether curb cuts and driveways are permitted along the street type, and provides curb cut spacing standards where driveways are permitted. This section also outlines whether service functions (i.e., garbage and recycling collection) are permitted along the particular street type.
• Corners and Crossings - These standards illustrate where bulbouts are required, and provides guidelines on their dimensional layouts (including general dimensional requirements at intersections where future streetcar stops may occur). This section also outlines standards relating to the location and dimensions of mid-block bulbouts, and includes standards for pedestrian crosswalks.
• Bicycles - This section illustrates where bicycle routes are planned for the district, and outline various standards relating to bicycle safety and identification.

ORGANIZATION OF STREETSCAPE STANDARDS
Attachment 2
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WEST SACRAMENTO TRIANGLE IMPLEMENTATION PLAN: DESIGN STANDARDS 17

3. STREETSCAPE STANDARDS

THE ZONES OF THE SIDEWALK
A sidewalk is typically divided into three distinct “zones.” The streetscape standards which follow include standards relating to dimensions, materials, and furnishings for each of these three zones.

The furnishing zone is that area of the sidewalk directly adjacent to the curb, and is the area where street trees, vegetation beds, and street furniture such as pedestrian scale lighting, benches and bike racks are located. Business signage (such as A-frame or sandwich boards) may also be located in the furnishing zone.

The clear zone is the through zone of the sidewalk. This is the walking zone of the sidewalk, and as such shall be clear of any furnishings or signage at all times. Along busy retail streets, the clear zone shall be wider than along quieter residential streets in order to accommodate higher volumes of pedestrian traffic.

The building frontage zone is the area directly adjacent and parallel to the building face. This area serves as a buffer between the clear zone and the building itself, and may contain business signage and outdoor dining (when wide enough).

Note that the minimum required building frontage zone for most streets is typically 3 feet. This is wide enough to accommodate a single row of dining tables. If a larger outdoor dining area is desired along the sidewalk, the building must provide a greater setback in order to provide for a larger building frontage zone. furnishing zone
4-9 feet
building frontage zone
3-10 feet
clear zone
5-15 feet
Attachment 2
1077
18 3. STREETSCAPE STANDARDS

1. Riverfront Retail Street
RIVERFRONT STREET CROSS-SECTION:

BALLPARK DRIVE TO BRIDGE
roadway
19’ 19’
travel lane/
streetcar travel lane/streetcar parking
13’ 13’
parking
8’ 8’
80’ ROW
sidewalk sidewalk

3.A. Standards for Through Streets
Concept
Riverfront Retail Street is envisioned
as a pedestrian-oriented district, and
may provide both destination and
neighborhood-serving dining and
retail. It is anchored by Ballpark Drive
to the north, and Riverfront Plaza to
the south. Retail uses are required
along the ground floor along Riverfront
Retail Street (see Section 4, “Building
Design Standards” for details). The
streetscape design is intended to
create an interesting, inviting, and
safe environment for large numbers of
pedestrians, and will reinforce the retail
function of the street. See page 68 for
intersection paving requirements.

The pedestrian zone of the right-of-way
shall be allocated as follows:

1.Furnishing Zone:

Curb: The curb zone will consist
of a 6-inch curb and a 1.5-foot
“disembarkment zone.”
Plant Strip: Street tress are to be
provided in 6’ X 6’ tree wells.

2.Clear Zone:

The clear zone shall be 8 feet.
furnishing zone clear zone building
frontage
zone
curb
zone
2’
plant strip
6’ 8’ 3’
19’ total sidewalk
RIVERFRONT: THE PEDESTRIAN REALM

BALLPARK DRIVE TO BRIDGE
Attachment 2
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WEST SACRAMENTO TRIANGLE IMPLEMENTATION PLAN: DESIGN STANDARDS 19

3. STREETSCAPE STANDARDS
RIVERFRONT: THE PEDESTRIAN REALM (WITH OPTIONAL BUILDING SETBACK)

BALLPARK DRIVE TO BRIDGE
curb
zone
2’
plant strip
6’ 8’ 3’
furnishing zone clear zone building
frontage
zone
19’ total sidewalk
*optional
bldg. setback
* 3 feet of optional, additional building setback is permitted along the ground floor. This additional 3 feet may be combined with the 3-foot building frontage zone to create a 6-foot outdoor dining area. When this option is exercised, The 6-foot dining area may be delineated from the clear zone through landscaping, transparent fencing, or a supported, lightweight shade structure. Building walls are not permitted. The 6-foot outdoor dining area must provide shading overhead. The shading may be transparent (glass awnings or canopies), semi-transparent (trellises), or opaque (canvas awnings or canopies), and may be supported with brackets along the building face, or through vertical, columnar supports. 3’
outdoor dining area

3.Building Frontage Zone:

The building frontage zone shall
be 3 feet. Buildings may be set
back behind the right-of-way an
additional 3 feet in order to create
a 6-foot zone for outdoor dining.

Attachment 2
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20 3. STREETSCAPE STANDARDS
RIVERFRONT TRANSITION CROSS SECTION #1:

TOWER BRIDGE GATEWAY TO BALLPARK DRIVE
RIVERFRONT TRANSITION #1: THE PEDESTRIAN REALM

TOWER BRIDGE GATEWAY TO BALLPARK DRIVE
roadway
17’ 17’
travel
lane travel lane turn lane travel lane/streetcar sidewalk travel lane/ sidewalk streetcar 13’ 11’ 12’ 11’ 13’
96’ ROW
curb
6”
plant strip
6’ 7’ 6” 3’
furnishing zone clear zone building frontage zone
17’ total sidewalk

2. Riverfront Transition (north)
Concept
Both the north and south segments
of Riverfront Transition will serve
as a transition between the more
intense retail environment along
Riverfront Retail Street and the rest
of the neighborhood. While the north
segment of Riverfront Transition is
expected to be more relatively intense
due to its proximity to the ball park,
pedestrian activity is expected to
be less intense along the southern
segment due to the impacts of the US
50 overpass and its distance from the
prime intersection with Grand. Small
scale retail and light commercial uses
are encouraged to locate along the
Riverfront Transition areas. Accordingly,
the streetscape shall be visually
consistent with Riverfront, with slight
modifications appropriate to a less
intense street.

The pedestrian zone shall be allocated
as follows:

1.Furnishing Zone:

Curb: The curb zone shall consist
of a 6-inch curb. Along Riverfront
Transition South (Triangle Street to
5th Street) an additional 1.5-foot
“disembarkment zone” should be
provided.

Attachment 2
1080
WEST SACRAMENTO TRIANGLE IMPLEMENTATION PLAN: DESIGN STANDARDS 21

3. STREETSCAPE STANDARDS

2. Riverfront Transition (south)
RIVERFRONT TRANSITION CROSS-SECTION #2

BRIDGE STREET TO THE FIFTH STREET INTERSECTION
roadway
19’ 19’
travel lane/
streetcar travel lane/streetcar parking
13’ 13’
sidewalk parking sidewalk
8’ 8’
80’ ROW
RIVERFRONT TRANSITION #2: THE PEDESTRIAN REALM

BRIDGE STREET TO THE FIFTH STREET INTERSECTION
clear zone furnishing zone building
frontage zone
curb
zone
2’
plant strip
3’ 8’ 6’
19’ total sidewalk
Plant Strip: A 6-foot stormwater
planter shall be provided within
the plant strip. (See “d. Plant
Strip” for dimensions and spacing
of stormwater planters, and
standards for plantings and street
tree spacing.)

2.Clear Zone:

Along Riverfront Transition North
(Tower Bridge Gateway to Ballpark
Drive), the clear zone shall be 7
feet, 6 inches. Along Riverfront
Transition South (Bridge Street to
Fifth Street), the clear zone shall
be 8 feet.

3.Building Frontage Zone:

The building frontage zone shall be
3 feet.

Attachment 2
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22 3. STREETSCAPE STANDARDS

3. Grand
GRAND #1 CROSS-SECTION

TOWER BRIDGE GATEWAY TO BALLPARK DRIVE
GRAND #1: THE PEDESTRIAN REALM

TOWER BRIDGE GATEWAY TO BALLPARK DRIVE
Concept
Grand is the civic street within the
Bridge District. It will serve as the
gateway into the district, linking
existing civic uses west of the district
to the West Sacramento Riverfront. To
highlight this ceremonial procession
to the river, Grand will be wide, with
special paving and curbs, and with
a tree-lined median and sustainable
bio-swale for part of its dimension. The
street will provide a large, fine-leafed
tree canopy to shade walkways and the
street, and the streetscape character
will re-enforce this “green” vision.

Grand consists of four distinct, though
visually consistent segments. Details
for segments 1-3 (spanning from Tower
Bridge Gateway to Riverfront Plaza)
may be found within this section. See
page 44 for streetscape requirements
for Riverfront Plaza. See page 68 for
intersection paving requirements.

The pedestrian zone shall be allocated
as follows:

1.Furnishing Zone:

Curb: Along Grand cross segments
#1 and #2, a 6-inch curb will be
provided.

In order to place greater emphasis
on the central importance of
Grand as the principal “spine”
connecting West Sacramento to
the waterfront, Grand segment
roadway median roadway
15’ 15’
travel
lane/
streetcar
travel
lane/
streetcar
travel
lane sidewalk travel sidewalk lane bike lane bike lane
6’ 11’ 12’ 18’ 12’ 11’ 6’
108’ ROW
#3 (between Fifth Street and
Riverfront) is to be designed as
a “curbless” street, whereby the
travel lanes and the sidewalks
are at or near the same grade.

This treatment will emphasize
the pedestrian-oriented nature of
Grand as it approaches Riverfront.

Along this segment, a sloped,
shallow, mountable, 1-foot “curb”
will be provided (see page 56
“Curbs” for details).

Plant Strip: Stormwater planters
2’ 2’
clear zone furnishing zone
curb
6”
plant strip
8’ 7’ 6”
15’ total sidewalk
Attachment 2
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WEST SACRAMENTO TRIANGLE IMPLEMENTATION PLAN: DESIGN STANDARDS 23

3. STREETSCAPE STANDARDS

3. Grand
GRAND #2 CROSS-SECTION

BALLPARK DRIVE TO FIFTH STREET
within the plant strip will manage
street run-off while maximizing
opportunities for green vegetation
along Grand. See “Plant Strip
Treatment” on page 52 for further
detail.

Along Grand segment #2 (between
Ballpark Drive and Fifth Street),
the plant strip may vary in width
as the central median transitions
from Grand north of Ballpark to
Grand east of Fifth. The plant
strip may range from 6 feet to
14 feet, and as it widens, may
accommodate a double row of
trees as it approaches Fifth Street.

Note, however, that while the
width of the plant strip may vary,
the width of the clear zone in this
segment should remain consistent.

Along Grand segment #3 (between
Fifth Street and Riverfront),
stormwater planters will collect
runoff from the sidewalk, while a
continuous trench drain along the
mountable curb will collect streetlevel runoff.

2.Clear Zone:

Along Grand segments #1 and #3,
the clear zone shall be a minimum
of 8 feet, and along Grand
segment #2, the clear zone shall
be a minimum of 10.5 feet.
roadway median roadway
19’ 19’
travel
lane/
streetcar
travel
lane/
streetcar
sidewalk travel sidewalk lane travel
lane bike
lane bike lane
6’ 11’ 13’ 16’ 13’ 11’ 6’
116’ ROW
3’
GRAND #2: THE PEDESTRIAN REALM

BALLPARK DRIVE TO FIFTH STREET
clear zone building
frontage
zone
curb
6”
plant strip
6’-14’ 10’ 6”
20’ total sidewalk
furnishing zone
Attachment 2
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24 3. STREETSCAPE STANDARDS

3.Building Frontage Zone:

No building frontage zone is shown
for Grand segment #1.

Along Grand segment #2, a 3-foot
building frontage zone is required.

Buildings may be set back behind
the right-of-way an additional 3
feet in order to create a 6-foot zone
for outdoor dining.

Along Grand segment #3, the
building frontage zone shall be a
minimum of 10 feet, in order to
accommodate outdoor dining and
other outdoor retail activities. This
zone shall be visually separated
from the clear zone by a five-foot
landscape zone, which shall be
designed to collect stormwater
runoff from the sidewalk. 3’
GRAND #2: THE PEDESTRIAN REALM (WITH OPTIONAL BUILDING SETBACK)

BALLPARK DRIVE TO FIFTH STREET
furnishing zone clear zone building
frontage
zone
curb
6”
plant strip
6’-14’ 10’ 6”
20’ total sidewalk
3’
*optional
bldg. setback
outdoor dining area
* 3 feet of optional, additional building setback is permitted along the ground floor. This additional 3 feet may be combined with the 3-foot building frontage zone to create a 6-foot outdoor dining area. When this option is exercised, The 6-foot dining area may be delineated from the clear zone through landscaping, transparent fencing, or a supported, lightweight shade structure. Building walls are not permitted. The 6-foot outdoor dining area must provide shading overhead. The shading may be transparent (glass awnings or canopies), semitransparent (trellises), or opaque (canvas awnings or canopies), and may be supported with brackets along the building face, or through vertical, columnar supports.

Attachment 2
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WEST SACRAMENTO TRIANGLE IMPLEMENTATION PLAN: DESIGN STANDARDS 25

3. STREETSCAPE STANDARDS

3. Grand
GRAND #3 CROSS-SECTION

FIFTH STREET TO RIVERFRONT
roadway
31’ 31’
shared travel
lane/bike lane
shared travel
lane/bike lane
sidewalk parking parking sidewalk
8’ 13’ 13’ 8’
106’ ROW
GRAND #3: THE PEDESTRIAN REALM

FIFTH STREET TO RIVERFRONT
furnishing zone clear zone building frontage zone
sloped
curb
1’
landscape zone
6’ 8’ 10’
31’ total sidewalk
landscape zone
6’
building frontage area
at-grade
drainage
grate
strip
1’
1’ 1’
Attachment 2
1085
26 3. STREETSCAPE STANDARDS

4. Fifth Street
Concept
Fifth Street is expected to serve as
a higher volume vehicular route in
contrast to the pedestrian-oriented
nature of Riverfront. While ground floor
retail uses are certainly encouraged,
these streets may be primarily
characterized by office and residential
uses. The streetscape design is
intended to create a pedestrian friendly
environment while recognizing that
pedestrian volumes may be lower than
on Riverfront or Grand.

The pedestrian zone shall be allocated
as follows:

1.Furnishing Zone:

Curb: 6-inch curb.

Plant Strip: 4foot constructed
stormwater planter to be provided
within the plant strip. (See “d.

Plant Strip” for dimensions and
spacing of stormwater planters,
and standards for plantings and
street tree spacing.)

2.Clear Zone:

The clear zone of the sidewalk
shall be 7 feet, 6 inches.

3.Building Frontage Zone:

No building frontage zone is
required, however, buildings may
be set back 3 feet behind the
right-of-way in order to create a
building frontage zone.

FIFTH STREET: THE PEDESTRIAN REALM

TOWER BRIDGE GATEWAY TO RIVERFRONT
clear zone furnishing zone
curb
6”
stormwater
planter
7’ 6” 4’
12’ total sidewalk
building frontage zone
3’
optional building
setback

FIFTH STREET CROSS-SECTION

TOWER BRIDGE GATEWAY TO RIVERFRONT
roadway
12’ 12’
sidewalk travel sidewalk lane
11’
travel
lane
11’
turn
lane
12’
travel
lane
11’
bike
lane
6’
bike
lane
6’
92’ ROW
3’ 3’
travel
lane
11’
Attachment 2
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WEST SACRAMENTO TRIANGLE IMPLEMENTATION PLAN: DESIGN STANDARDS 27

3. STREETSCAPE STANDARDS
5A. Riverfront View Street
RIVERFRONT VIEW STREET CROSS-SECTION #1:

MILL STREET
roadway
16’ 16’
sidewalk parking travel lane travel lane parking sidewalk 8’ 12’ 12’ 8’
76’ ROW
Concept
Riverfront View Streets are envisioned
as a quiet contrast to the busier,
north-south running streets, and are
intended to provide district residents
easy and direct pedestrian connections
to the Riverfront Promenade. Their
smaller scale lend themselves to
neighborhood residential uses and
neighborhood serving commercial
uses, and the streetscape standards
are intended to reinforce this purpose.

The pedestrian zone shall be allocated
as follows:

1.Furnishing Zone:

Curb: A 6 inch curb shall be
provided. Along Riverfront View
Street sections #1, #6, and #7,
an additional 1.5 feet shall be
provided beyond the curb to
provide a disembarkment zone
between parked vehicles and
street tree wells.

Plant Strip: 4-foot street tree wells
are to be provided.

2.Clear Zone:

See cross sections for various
clear zone requirements for
Riverfront View Streets.

RIVERFRONT VIEW STREET #1: THE PEDESTRIAN REALM

MILL STREET
furnishing zone clear zone building
frontage zone
curb
zone
2’
plant strip
6’ 5’ 3’
18’ total sidewalk
Attachment 2
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28 3. STREETSCAPE STANDARDS
RIVERFRONT VIEW STREET CROSS-SECTION #2:

GARDEN (NORTH AND SOUTH OF GARDEN PARK)
5A. Riverfront View Street

3.Building Frontage Zone:

The building frontage zone along
Riverfront View Street section
#1 shall be 3 feet. All remaining
Riverfront View Streets are not
required to have a building
frontage zone.
64’ ROW
roadway
12’ 12’
travel lane travel lane parking
12’ 12’
parking
8’ 8’
sidewalk sidewalk
RIVERFRONT VIEW STREET #2: THE PEDESTRIAN REALM

GARDEN (NORTH AND SOUTH OF GARDEN PARK)
furnishing zone clear zone
plant strip
12’ total sidewalk
curb
6” 4’ 7’-6”
Attachment 2
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WEST SACRAMENTO TRIANGLE IMPLEMENTATION PLAN: DESIGN STANDARDS 29

3. STREETSCAPE STANDARDS
RIVERFRONT VIEW STREET #3: THE PEDESTRIAN REALM

GARDEN STREET PARK
5A. Riverfront View Street
RIVERFRONT VIEW STREET CROSS-SECTION #3:

GARDEN STREET PARK
roadway median roadway
10’ 10’
sidewalk travel lane park travel lane parking sidewalk
12’ 80’ 12’
parking
8’ 8’
140’ ROW
furnishing zone clear zone
plant strip
4’ 5’ 6”
10’ total sidewalk
6’’
curb
emergency
access
zone*
8’
emergency
access
zone*
8’
* Note: An 8-foot wide emergency access zone will be provided on the inside edge of Garden Street Park consisting of a one-foot, shallow, sloped mountable curb, grass strip, and permeable paver walkway.

Attachment 2
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30 3. STREETSCAPE STANDARDS
5A. Riverfront View Street
RIVERFRONT VIEW STREET #4: THE PEDESTRIAN REALM

MARKET (BETWEEN FIFTH STREET AND RIVERFRONT)
RIVERFRONT VIEW STREET CROSS-SECTION #4

MARKET (BETWEEN FIFTH STREET AND RIVERFRONT)
roadway
13’
travel lane travel lane
11’ 11’
parking
8’
parking
8’
90’ ROW
sidewalk
13’
sidewalk
clear zone building frontage zone furnishing zone
plant strip
4’ 5’ 3’
15’ total sidewalk
curb
6”
Attachment 2
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WEST SACRAMENTO TRIANGLE IMPLEMENTATION PLAN: DESIGN STANDARDS 31

3. STREETSCAPE STANDARDS
5A. Riverfront View Street
RIVERFRONT VIEW STREET #5: THE PEDESTRIAN REALM

BRIDGE STREET (BETWEEN FIFTH STREET AND

RIVERFRONT)
RIVERFRONT VIEW STREET CROSS-SECTION #5

BRIDGE STREET (BETWEEN FIFTH STREET AND RIVERFRONT)
roadway
10’ 10’
parking travel lane travel lane travel lane travel lane parking 8’ 11’’ 11’ 11’ 11’ 8’
80’ ROW
sidewalk sidewalk
clear zone building frontage zone furnishing zone
1’ 6”’ 5’ 3’
10’ total sidewalk
curb
6”
parking and planters
8”
Attachment 2
1091
32 3. STREETSCAPE STANDARDS
5A. Riverfront View Street
sidewalk roadway sidewalk
17’ 17’
travel
lane travel lane parking bike bike parking
8’ 6’ 11’ 11’ 6’ 8’
84’ ROW
RIVERFRONT VIEW STREET CROSS-SECTION #6:

BALLPARK DRIVE (FROM DREVER STREET TO GRAND)
RIVERFRONT VIEW STREET #6: THE PEDESTRIAN REALM

BALLPARK DRIVE (FROM DREVER STREET TO GRAND)
7’ 6” 3’
furnishing zone clear zone building frontage zone
plant strip
6’
17’ total sidewalk
curb
6”
Attachment 2
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WEST SACRAMENTO TRIANGLE IMPLEMENTATION PLAN: DESIGN STANDARDS 33

3. STREETSCAPE STANDARDS
6’ 6” 3’
furnishing zone clear zone building frontage zone
plant strip
6’
16’ total sidewalk
curb
6”
5A. Riverfront View Street
RIVERFRONT VIEW STREET CROSS-SECTION #7:

BALLPARK DRIVE
RIVERFRONT VIEW STREET #7: THE PEDESTRIAN REALM

BALLPARK DRIVE
roadway
17’ 17’
parking bike travel lane travel lane bike parking

19.8’ 6’ 12’ 12’ 6’ 8’
97’ 8” ROW
sidewalk sidewalk
Attachment 2
1093
34 3. STREETSCAPE STANDARDS

6. Local Street
sidewalk roadway sidewalk
12’ 12’
parking travel lane travel lane parking
3’ 8’ 12’ 12’ 8’ 3’
furnishing zone clear zone
plant strip
4’
12’ total sidewalk
curb optional
building
setback
6” 7’-6” 3’
LOCAL STREET #1: THE PEDESTRIAN REALM

CENTRAL STREET
Concept
Local streets are smaller in scale
than other streets in the district. Most
are envisioned as serving primarily
residential uses. Accordingly, the
streetscape design is intended reenforce the quiet, residential nature of these streets. Because it traverses
higher intensity retail areas, however,
buildings along Central Street will
likely be larger in scale, as the street
provides a direct connection from
the ballpark, through the core of
Grand, and on to Garden Park. The
streetscape along Central Street,
therefore, is intended to complement
this higher intensity environment.

The pedestrian zone shall be allocated
as follows:

1.Furnishing Zone:

Curb: A six inch curb shall be
provided.

Plant Strip: Along Local Street #1,
4-foot street tree wells are to be
provided within the furnishing zone
of the sidewalk
Along Local Streets #2 and #3,
vegetated beds with street tees
are to be provided within the
furnishing zone of the sidewalk.
64’ ROW
LOCAL STREET #1:

CENTRAL STREET

2.Clear Zone:

See cross sections for various
clear zone requirements for Local
Streets.

3.Building Frontage Zone:

Local Streets are not required to
have a building frontage zone.

However, an optional 3-foot
building setback may be employed
to create a building frontage zone.

Attachment 2
1094
WEST SACRAMENTO TRIANGLE IMPLEMENTATION PLAN: DESIGN STANDARDS 35

3. STREETSCAPE STANDARDS
Previous material has been removed. Page left intentionally blank.

Attachment 2
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36 3. STREETSCAPE STANDARDS
sidewalk roadway sidewalk
12’ 12’
parking travel lane travel lane parking
3’ 8’ 12’ 12’ 8’ 3’
LOCAL STREET #3:

CASEY
furnishing zone clear zone
plant strip
4’
12’ total sidewalk
curb optional
building
setback
6” 7’-6” 3’
LOCAL STREET #3: THE PEDESTRIAN REALM
CASEY

6. Local Street
Attachment 2
1096
WEST SACRAMENTO TRIANGLE IMPLEMENTATION PLAN: DESIGN STANDARDS 37

3. STREETSCAPE STANDARDS

DREVER STREET

BETWEEN BALLPARK DRIVE AND TOWER BRIDGE GATEWAY

DREVER STREET/BALLPARK DRIVE INTERSECTION

BETWEEN SOULE STREET AND BALLPARK DRIVE
Attachment 2
1097
38 3. STREETSCAPE STANDARDS
Access streets within the Bridge District are multi-modal streets, accommodating pedestrians and bicycles as well as limited vehicular access within the same street space. Accordingly, Access Streets will be designed to enhance and visually communicate the shared nature of these streets.

Access Streets may be one of two types. “Stubbed” Access Streets connect to other public rights-of-way on only one end of the street, terminating in a hammerhead. Riverfront View Universal Streets are Stubbed Access Streets (and are the only permitted type of stubbed streets within the Bridge District). They are intended to provide vehicular access into adjacent parcels while providing bicycle and pedestrian access to the Riverfront Promenade.
“Connecting” Access Streets connect on both ends of the street to other public rights-of-way, thereby providing circulation into and through blocks. Connecting Access Streets include Loop Roads (a type of Riverfront View Universal Street) and Internal Universal Streets.

3.B. Standards for Access Streets
Internal Universal Street Required
Riverfront View Universal Street/Loop Roads
Attachment 2
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WEST SACRAMENTO TRIANGLE IMPLEMENTATION PLAN: DESIGN STANDARDS 39

3. STREETSCAPE STANDARDS
“ZONES OF PRIVACY” ON ACCESS STREETS
Because Access Streets will not have a separated roadway and sidewalk, they must be carefully designed so as to provide a safe travel way for all modes. The streetscape requirements are intended to reinforce the shared nature of these streets through paving, bollards, landscape and street furniture placement. The design elements serve to visually define the 3 zones within the Universal Streets.

These zones are:
• The public zone - Each Universal Street requires a minimum 20 foot public easement, which may shift up to 5 feet in either direction of the centerline. This 20 feet serves as the “public zone,” or the clear zone where the public is encouraged to walk. This zone may also be used by vehicles to access buildings.
• The semi-private zone - This “no structure zone” buffers the public zone from the private zone, and shall be visually defined through differing pavement treatments and/or landscape buffers. The semi-private zone may range from 4 feet to 10 feet. Retail uses fronting Universal Streets may at times use the semi-public zone for outdoor dining activities (though no permanent structures are permitted). This zone may provide a structured “sidewalk” for pedestrians, as well as a landscape strip to separate the sidewalk area from the public zone, where cars may be present. Street trees are required in Riverfront View Universal Streets, and shall be planted within this semi-private zone.
• The private zone - The private zone is that area immediately adjacent to the building frontage. the private zone may range from 3 feet to 16 feet (to accommodate outdoor dining). Design elements are intended to visually communicate the private nature of this area. Depending on the building frontage type, certain building elements (such as porches, stoops, or terraces) may project into the private zone, and balconies may project over it (see a.3 for specifics). See “Building Design Standards” p.65 for allowable building frontage types.
private zone semi-private zone public zone semi-private zone private zone public access easement
20’
no structure zone building projections allowed building projections allowed Attachment 2
1099
40 3. STREETSCAPE STANDARDS
Riverfront View Universal Streets are essentially extensions of the public Riverfront View Streets through private properties. They are intended to serve primarily as pedestrian and bicycle linkages to the Riverfront Promenade while also allowing emergency vehicular access. Riverfront View Universal streets are typically 60-foot private streets, with a 20-foot public easement along the centerline. Active uses such as individual residential front doors, cafes, and neighborhood retail uses are invited to line them. The preservation of visual connectivity and ease of pedestrian / bicycle access from within the district to the Riverfront Promenade and its open space will be key design principles in the consideration of development proposed along these streets. Riverfront View Universal Streets accommodate two-way traffic, and terminate at the Promenade.

In addition to the mapped Riverfront View Universal Streets at right, blocks between Riverfront and the waterfront may provide one additional Riverfront View Universal Street along each block face. The exact location of these additional streets within the block may be determined by the property owner. Additional Riverfront View Universal Streets are not required to connect to the promenade or to other Riverfront View Universal Streets. If they do not connect, they may be entirely private, with an optional public access easement. Additional Riverfront View Universal Streets may be dedicated to the public, provided that they connect to the waterfront and they comply with City standards.
“STUBBED” ACCESS STREETS
Riverfront View Universal Street
Attachment 2
1100
WEST SACRAMENTO TRIANGLE IMPLEMENTATION PLAN: DESIGN STANDARDS 41

3. STREETSCAPE STANDARDS
5B. Riverfront View Universal Street
Vehicular Circulation on Riverfront
View Universal Streets
When Riverfront View Universal Streets
(which are curbless, by definition)
are used to provide vehicular access
to buildings or parcels, a mid-block
“hammerhead” must be provided no
further than two-thirds the distance
through the block (or 250 feet,
whichever is shorter), as measured
from Riverfront, to prevent vehicles
from accessing the Waterfront
Promenade. The hammerhead may
utilize removable bollards or landscape
features to serve as a barrier
preventing non-emergency vehicles
from accessing the Promenade. While
the Universal Street shall continue
through to the Waterfront Promenade,
it shall be dedicated to pedestrians
only for the remaining distance.
pedestrian/
bike only bollards and/
or landscaping
to prevent
non-emergency
vehicle access
see this section for
Riverfront View Universal
Street cross-section
options
vehicular
access to
buildings/
parcels
Riverfront Promenade
Attachment 2
1101
42 3. STREETSCAPE STANDARDS
Riverfront View Universal Street
Concept
Riverfront View Universal Streets
are intended to accommodate
pedestrians and bicycles as well as
provide vehicular access to individual
buildings within the same street
space. The streetscape requirements
are intended to reinforce the shared
nature of these streets through paving,
bollards, landscaping. While Riverfront
View Universal Streets are intended
to provide pedestrian access to the
Riverfront Promenade, they may
not provide vehicular access to the
Waterfront, and must culminate in
a “hammerhead.” (See page 40 for
details).

The public zone, semi-private zone,
and private zones shall be allocated as
follows:

1. The public zone:

A 20 foot public easement is
required. This 20 feet serves as
the “public zone” of the street. The
required 20 feet may shift 5 feet
in either direction off of the ROW
centerline.

2. The semi-private zone:

Within Riverfront View Universal
Streets #1 (50 feet) and #2
(60 feet), the semi-private zone
shall measure at least 10 feet in
width. This allows for a structured
“sidewalk” for pedestrians, as well
as a landscape strip to separate
the sidewalk area from the public
zone, where cars may be present.

Outdoor dining may at times pill
out into the semi-private zone.

Street trees are required, and shall
be planted within this semi-private
zone.
5B. Riverfront View Universal Street
RIVERFRONT VIEW UNIVERSAL STREET #1:

BALLPARK U-STREET (EAST OF RIVERFRONT)
private semi-private zone public zone semi-private zone zone outdoor
use /bldg
frontage
area
5’
public access easement
6’ 4’ 20’ 4’ 6’
walkway landscape landscape walkway
private
zone
outdoor
use /bldg
frontage
area
5’
50’
Attachment 2
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WEST SACRAMENTO TRIANGLE IMPLEMENTATION PLAN: DESIGN STANDARDS 43

3. STREETSCAPE STANDARDS
5B. Riverfront View Universal Street

3. The private zone:

Depending on the building
frontage type, certain building
elements (such as porches,
stoops, or terraces) may project
into the private zone, and
balconies may project over it (see
a.3 for specifics). See “Building
Design Standards” p.65 for
allowable building frontage types.

Outdoor dining, landscaping,
and other elements permitted/
encouraged within the building
frontage zone of the sidewalk may
occur within the private zone of the
Universal Street.

In Riverfront View Universal Street
#1 (50 feet), the Private Zone may
be no greater than 5 feet. This is
intended to allow for adequate
space to provide a pedestrian
walkway and street trees in the
semi-private zone.

In order to maximize safety by
ensuring that there are adequate
“eyes” on the street, primary
building entrances must front
Riverfront View Universal Streets.

When residential uses are located
along Riverfront View Universal
Streets, primary living spaces (i.e.,
active living areas) shall be located
along the street. See Section 3
(“Building Frontages”) for other
building frontage requirements.
private zone semi-private zone public zone semi-private zone private zone outdoor use area
10’
public access easement
20’
terrace/porch/stoop
6’ 10’
landscape
4’
landscape
6’
walkway
4’
walkway
private zone semi-private zone public zone semi-private zone private zone 10’
public access easement
20’
terrace/porch/stoop
10’
terrace/porch/stoop landscape landscape
10’ 10’
OPTIONS FOR RIVERFRONT VIEW UNIVERSAL STREET #2:

STATE, MARKET, BRIDGE, GARDEN, AND MILL U-STREETS (6O’ RIGHT-OF-WAY) Attachment 2
1103
44 3. STREETSCAPE STANDARDS
5B. Riverfront View Universal Street
private zone semi-private zone public zone semi-private zone private zone walkway/potential
outdoor use area
10’
public access easement
6’ 4’ 20’ 4’ 10’
walkway landscape landscape walkway
6’
walkway/potential
outdoor use area
RIVERFRONT VIEW UNIVERSAL STREET #3:

BALLPARK U-STREET WITH BALLPARK SITE
60’
private zone semi-private zone public zone semi-private zone private zone walkway/potential
outdoor use area
10’
public access easement
6’ 4’ 20’ 4’ 10’
walkway landscape landscape walkway
6’
walkway/potential
outdoor use area
RIVERFRONT VIEW UNIVERSAL STREET #3:

BALLPARK U-STREET WITH DEVELOPMENT ON BALLPARK SITE
60’
potential
development
site
Attachment 2
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WEST SACRAMENTO TRIANGLE IMPLEMENTATION PLAN: DESIGN STANDARDS 45

3. STREETSCAPE STANDARDS
5B. Riverfront View Universal Street
Riverfront Plaza
private/semi-private zone public zone plaza
walkway
15’ 21’ 3”
outdoor use area

RIVERFRONT PLAZA
Attachment 2
1105
46 3. STREETSCAPE STANDARDS

CONNECTING ACCESS STREETS
“Connecting” Access Streets connect on both ends of the street to other public rights-of-way, thereby providing circulation into and through blocks. Connecting Access Streets may be one of two types:

Loop Roads are a subtype of Riverfront View Universal Streets, and provide circulation between Riverfront and the Waterfront Promenade. Like other Riverfront View Universal Streets, Loop roads are 60-foot private streets, with a 20-foot public easement along the centerline. While Riverfront View Universal Streets accommodate two-way traffic and terminate at the Promenade, Loop Roads are one-way streets. Loop Roads originate at Riverfront, travel parallel to the Waterfront Promenade, and eventually loop back to Riverfront. The intent of these loop roads is to provide one-way vehicular access to and from individual buildings along the waterfront, as well as to provide access to the waterfront itself. Loop roads shall not connect to Riverfront Plaza or to the Ballpark Drive/Tower Bridge Universal Street, nor may they connect to more than two Riverfront View Universal Streets.

Internal Universal Streets, required within the central blocks of the Bridge District, are intended to provide connections through and into these large blocks (the exact location of Internal Universal Streets with these blocks may be determined by the property owner). Internal Universal Streets must connect to a mini mum of two different public rights’-of-way. Vehicular parking and service access to the interiors of blocks and buildings should be accessed off of these streets. Lots fronting Internal Universal Streets must provide a minimum of 50% of building frontage along the Universal Street (see Section 4 “Building Design Standards”).

Internal Universal Streets are multi-modal, and in addition to providing vehicular and service access to buildings, they should provide easy pedestrian and bicycle access between the public streets that they connect. The continuation of public street qualities (such as sidewalk paving materials) will be an important consideration of development proposed along these streets.

Internal Universal Street Required
Riverfront View Universal Street/Loop Roads
Attachment 2
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WEST SACRAMENTO TRIANGLE IMPLEMENTATION PLAN: DESIGN STANDARDS 47

3. STREETSCAPE STANDARDS
5C. Loop Roads (east/west)
Concept
Loop Roads are a subtype of Riverfront
View Universal Streets, and provide
circulation between Riverfront and
the Waterfront Promenade. Like
other Riverfront View Universal
Streets, Loop roads are 60-foot
private streets, with a 20-foot public
easement along the centerline,
originating at Riverfront, travelling
parallel to the Waterfront Promenade,
and eventually looping back to
Riverfront. The intent of these loop
roads is to provide vehicular access
to and from individual buildings along
the waterfront, as well as providing
access to the waterfront itself. These
roads are designed to be interesting
and inviting to pedestrians and offer a
connection to the waterfront.

Loop roads shall not connect to
Riverfront Plaza or to the Ballpark
Drive/Tower Bridge Universal Street,
nor may they connect to more than
two Riverfront View Universal Streets.

1. The public zone:

A 20 foot public easement is
required. This 20 feet serves as
the “public zone” of the street.

The required 20 feet may shift 5
feet in either direction off of the
ROW centerline. 8 feet must be
dedicated to on-street parking,
and 12 feet must be dedicated to
shared roadway space.

2. The semi-private zone:

The semi-private zone shall
measure at least 12 feet in
width. This allows for a structured
“sidewalk” for pedestrians, as well
as a landscape strip to separate
the sidewalk area from the public
zone, where cars may be present.

Outdoor dining may at times pill
out into the semi-private zone.

Street trees are required, and shall
be planted within this semi-private
zone.

3. The private zone
Buildings must be set back a
minimum of 3 feet to provide for a
building frontage zone.

LOOP ROAD CROSS SECTION

PERPENDICULAR TO WATERFRONT
semi-private zone public zone semi-private zone
public access easement
4’ 12’ 4’
landscape landscape
6’’
walkway
6’
walkway
8’
parking shared roadway
10’
private zone
60’
private zone
outdoor use area
10’
terrace/porch/
stoop
Attachment 2
1107
48 3. STREETSCAPE STANDARDS
5C. Loop Roads (north/south)
The cross sections below illustrate two
options for how loop roads (and their
adjoining sidewalks) may be designed
in areas where they are adjacent to
the Waterfront Promenade. A 58-foot
setback is required from the crest line,
in which no structures, shrubs, or trees
may be placed. Landscaping in this
area may be grasses only.
crest line
loop road
12’ 13’
sidewalk and
plant strip
no build zone (no structures, shrubs, or trees)
58’ setback
promenade walkway
20’
furnishing
strip
5 utility corridor with
swale and parking
with pervious pavers
10’
PROMENADE LOOP ROAD CROSS SECTION #1:

PARALLEL TO WATERFRONT
Attachment 2
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WEST SACRAMENTO TRIANGLE IMPLEMENTATION PLAN: DESIGN STANDARDS 49

3. STREETSCAPE STANDARDS

7. Internal Universal Street
Internal Universal Streets are required within the central blocks of the Bridge District, and are intended to provide connections through and into large blocks, providing vehicular and pedestrian/bicycle access to the interiors of blocks within the same street space. The exact location of Internal Universal Streets within these blocks may be determined by the property owner. However, Internal Universal Streets should align with other Internal Universal Streets in order to create a legible, connected pedestrian and vehicular system. Driveways and parking areas should preferably be accessed off of these streets, and building service functions are encouraged to occur along Internal Universal Streets rather than other, higher function streets.

Because the intent of these streets is to increase connectivity within the central blocks, Internal Universal Streets must connect to a minimum of two public rightsof-way. Skywalks may span across an Internal Universal Street (for example, to connect a parking garage with a building).

Lots fronting Internal Universal Streets must provide a minimum of 50% of building frontage along the Universal Street (see Section 4 “Building Design Standards”). In instances where buildings do front Internal Universal Streets, retail uses (such as outdoor dining) may spill out onto these streets. The streetscape requirements will reinforce the shared nature of these streets through paving and curb treatments.

INTERNAL UNIVERSAL STREETS ARE ENCOURAGED TO

ALIGN WITH OTHER INTERNAL UNIVERSAL STREETS

IN ORDER TO CREATE A LEGIBLE, CONNECTED
PEDESTRIAN AND VEHICULAR SYSTEM.

Attachment 2
1109
50 3. STREETSCAPE STANDARDS

7. Internal Universal Street
INTERNAL UNIVERSAL STREET WITH RETAIL FRONTAGE (45’ RIGHT-OF-WAY) public zone semi-private zone semi-private zone
outdoor
use /bldg
frontage
area
2’-5’
public access easement
7’6”-10’ 20’ 7’6”-10’
walkway/
landscape/
service pulloff
private
zone
outdoor
use /bldg
frontage
area
2’-5’
private
zone
walkway/
landscape/
service pulloff
INTERNAL UNIVERSAL STREET WITH SERVICE (45’ RIGHT-OF-WAY) Internal Universal Street Concept
Internal Universal Streets are required
in the core blocks of the Bridge
District, as indicated by the map
above, and are intended to break up
large blocks and provide vehicular
and pedestrian/bicycle access to and
through the interiors of blocks within
the same street space. Because they
are utilitarian in nature, driveways
and parking areas should preferably
be accessed off of these streets,
and building service functions are
encouraged to occur along Internal
Universal Streets rather than other,
higher function streets.

The exact location of the Internal
Universal Street within the block may
be determined by the property owner
(though they are encouraged to align
with other Internal Universal Streets
in order to create a legible, connected
pedestrian and vehicular system.) The
streetscape requirements are intended
to reinforce the shared nature of these
streets through paving and landscaping
treatments.

The public zone, semi-private zone,
and private zones shall be allocated as
follows:
public zone semi-private zone semi-private zone
outdoor
use /bldg
frontage
area
2’-5’
public access easement
7’6”-10’ 20’ 7’6”-10’
walkway/
landscape/
service pulloff
private
zone
outdoor
use /bldg
frontage
area
2’-5’
private
zone
walkway/
landscape/
service pulloff
Attachment 2
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WEST SACRAMENTO TRIANGLE IMPLEMENTATION PLAN: DESIGN STANDARDS 51

3. STREETSCAPE STANDARDS

7. Internal Universal Street

1. The public zone:

A 20 foot public easement is
required. This 20 feet serves as
the “public zone” of the street. The
required 20 feet may shift 5 feet
in either direction off of the ROW
centerline.

2. The semi-private zone:

The semi-private zone shall
measure at least 8 feet and no
more than 10 feet in width. This
allows for a service pulloff area,
and creates opportunities for
landscaping and a structured
“sidewalk” area for pedestrians.

Outdoor dining and other retail
activities may at times extend
into this semi-private zone. Street
lighting may be provided in this
zone or in the private zone. Other
street furniture (such as benches
and trashcans), must be provided
in this semi-private zone.

3. The private zone:

The private zone shall measure
at least 2 feet and no more than
5 feet in width. This “building
frontage zone” shall be visually
distinct from the semi-private
zone. This may be accomplished
through the use of landscaping or
hardscaping. Street lighting may
be provided in this zone or in the
semi-private zone.

Depending on the building
frontage type, certain building
elements such as porches, stoops,
awnings, canopies, and balconies
may project into the private zone.

Outdoor dining and other retail
activities may at times occupy this
private zone.

Attachment 2
1111
52 3. STREETSCAPE STANDARDS

1. PLANT STRIP TREATMENT
Within the Bridge District, one of four plant strip treatments may apply to the furnishing zone of the sidewalk, as follows:

1.Tree grates
To re-enforce the “urban” character of certain, higher-intensity streets, trees within the plant strip are to be contained within either 4X4 or 6X6 tree wells with cast iron grate coverings (see image at right). Tree grates are particularly appropriate for those streets intended to accommodate high volumes of pedestrian traffic and on-street parking, or where sidewalk width is limited, as they maximize the overall, walkable surface area of the sidewalk. Where streetscape standards call for 4-foot tree grates, the tree should be an ornamental species suited to 4-foot well sizes.

2.Stormwater planter
Because they occupy more space within the sidewalk, this plant strip treatment is appropriate for less intense street types. Stormwater planters are landscaped reservoirs used to collect, filter, and infiltrate stormwater run-off from the street. This system allows pollutants to settle and filter out as the water percolates through the planter soil and infiltrates into the ground. While stormwater planters help to achieve sustainability goals, they simultaneously serve as a visual amenity within the streetscape.

Stormwater planters may be approximately 15 to 28 feet in length, thereby allowing for two street within each planter. Approximately 4 - 6 linear feet shall be provided between stormwater planters to allow for pedestrian passage between the sidewalk and the curb zone alongside on-street parking spaces.

CONSTRUCTED STORMWATER PLANTERS

MANAGE RUN-OFF WHILE PROVIDING A VISUAL

AMENITY WITHIN THE STREETSCAPE
EXAMPLE OF CAST IRON STREET TREE WELLS.

3.C. General Streetscape Standards
slotted curbs allow stormwater runnoff from the street
surface to flow into planter beds, where water
is retained and overflow passes to an
undergrand storage bladder
stormwater planters

DIAGRAM ILLUSTRATES HOW STORMWATER FLOWS FROM THE
STREET INTO PLANTERS VIA SLOTTED CURBS. WATER PERCOLATES

NATURALLY INTO THE GROUND, AND OVERFLOW PASSES TO AN

UNDERGROUND STORAGE BLADDER
Attachment 2
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WEST SACRAMENTO TRIANGLE IMPLEMENTATION PLAN: DESIGN STANDARDS 53

3. STREETSCAPE STANDARDS
Drought-tolerant, native ground cover and shrubs shall be provided within stormwater planters. Plant materials should be chosen for seasonal color variety as well as texture and visual interest.

The following matrix outlines the plant strip treatment to be used for each street type within the district. Unless otherwise noted, all multiples of a particular street type (i.e., Riverfront #1, Riverfront #2) will have the plant strip treatment indicated for the larger street type. Note that two plant strip treatment options exist for Riverfront View Streets, Riverfront View Universal Streets, and Internal Universal Streets. While Internal Universal Streets are not required to provide street trees, they may choose to do so through either of the two plant strip options shown.

Plant strip treatment by street type
4’ tree grates
Stormwater
planter (see street
cross section for
dimensions)
6’ tree grates or
stormwater planter

1. Riverfront
Retail Street X

2. Riverfront
Transition X

3. Grand X

4. Fifth Street X
5a. Riverfront View
Street X X
Mill X
Ballpark X
Bridge Bridge is an exception, and will provide tree
planters within the on-street parking area.

6. Local Street X
5b. Riverfront View
Universal Street X X

7. Internal
Universal Street X X

EXAMPLES OF STORMWATER PLANTERS AS
APPLIED TO UNIVERSAL STREETS.

Attachment 2
1113
54 3. STREETSCAPE STANDARDS
Street tree species and spacing
Street trees must be chosen from the City of West Sacramento Master Tree List.

Choice of street tree species and underplantings should be part of an overall landscape plan for the district. Within that plan, it is recommended that particular street tree species be chosen for particular street types in order to give each street type within the hierarchy its own unique personality and identity. Tree species should vary district-wide in order to ensure variety and the long-term health of trees within the district, but should ideally be a consistent specie along the axis of each given street type.

They shall be spaced a minimum of 15 feet and a maximum of 40 feet on center.

Smaller species should be spaced more closely, and larger species may be more widely spaced. Street trees shall be placed so that they do not obstruct streetlights and traffic control devices (signs and signals). Canopies must grow a minimum of 8 feet above the sidewalk level in order to prevent street trees from obstructing pedestrian traffic and views to building signage.

Landscape Plantings in Universal Streets
Within Riverfront View Universal Streets, landscaping shall be used to visually and physically differentiate the three “zones of privacy” (public, semi-private, and private). This required landscaping may take the form of (but is not limited to) street trees (in tree wells or stormwater planters), vegetated beds, and/or planters.

The use of stormwater planters on universal streets is highly encouraged. See photographs on page 52 for examples of how stormwater planters may be applied to Universal Streets.

Street trees are required in Riverfront View Universal Streets. private zone semi-private zone public zone semi-private zone private zone

ALONG RIVERFRONT VIEW UNIVERSAL

STREETS, LANDSCAPING SHALL BE USED TO
DIFFERENTIATE BETWEEN THE THREE ZONES.

THIS REQUIRED LANDSCAPING MAY TAKE THE

FORM OF STREET TREES (IN TREE WELLS OR

STORMWATER PLANTERS), VEGETATED BEDS,
PLANTERS, ETC.

Attachment 2
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WEST SACRAMENTO TRIANGLE IMPLEMENTATION PLAN: DESIGN STANDARDS 55

3. STREETSCAPE STANDARDS

2. MATERIALS
The standards in this section are intended to ensure that high quality materials are used within the streetscape in a manner that enhances the pedestrian experience and creates a visually rich and cohesive public realm.

Along certain streets, “special” paving materials may be used within the street and/or the sidewalk to reinforce that street’s unique sense of place and importance within the district. In addition to these aesthetic functions, special pavers may be used within certain high-traffic pedestrian streets as traffic calming devices.

Street paving materials
Streets within the Bridge District will provide one of two paving conditions. Most streets will provide uniform surface asphalt paving within the travel lanes and on-street parking areas. In contrast, higher order streets will provide textured pavers within the roadway. This paving treatment is intended to re-enforce the “special” nature of these streets. This textured treatment is especially appropriate for Riverfront and Grand, where a high degree of pedestrian traffic is expected.

The texture within the roadway will slow traffic along these streets, creating a safer environment for pedestrians and encouraging activity along the sidewalk.

To maintain a more pedestrian-friendly environment and discourage speeding, traffic calming features that are both aesthetically pleasing and functional will be incorporated into the design of Riverfront Retail Street. These features may include, but are not limited to textured and/or colored pavements, chokers, chicanes, and raised crosswalks and bulbouts. These features would accommodate planned transit and streetcar facilities. Through traffic would be encouraged to use parallel streets (i.e., Fifth Street, Central), which are designed to accommodate higher traffic volumes.

Where pavers are used within the street, permeable paver units of a contrasting material, pattern, or color shall be used within the on-street parking area and center turn lane (in the case of Riverfront) in order to create a visual contrast between these areas and the travel lanes. These permeable pavers are also intended to help manage stormwater runoff.

Note: While irregular surfaces are required for certain street travel lanes, all pedestrian paths - sidewalk clear zones and crosswalks - must be smooth surfaced to facilitate ADA compliant pedestrian access. “SPECIAL” PAVING CAN HELP TO VISUALLY

DISTINGUISH KEY STREETS WITHIN THE

PLANNING AREA, AND CAN SERVE AS A
TRAFFIC-CALMING DEVICE. PERMEABLE

PAVERS (BOTTOM) ACCOMPLISHES THESE

GOALS WHILE HELPING TO MANAGE

STORMWATER RUNOFF

TEXTURED AND/OR COLORED CROSSWALKS (ABOVE)

AND RAISED CROSSWALKS (ABOVE RIGHT) INCREASE

VISIBILITY AND ENCOURAGE DRIVERS TO SLOW DOWN

PLANTED CHICANES (ABOVE) AND BULBOUTS/CHOKERS
(ABOVE RIGHT) VISUALLY NARROW THE ROADWAY AND

REQUIRE DRIVERS TO MOVE MORE SLOWLY
Attachment 2
1115
56 3. STREETSCAPE STANDARDS
The matrix below outlines the street paving materials appropriate to each street type. See page 68 for guidance on using special materials within intersections in key locations to create visual interest.

Asphalt
Special pavers in the travel
lane (with pavers of a different
pattern/material/color in onstreet parking areas and center turn lanes. Special pavers are
encouraged to be permeable)
Traffic calming features required
(including textured and/
or colored pavers, chokers,
chicanes, and raised crosswalks
and bulbouts)

1. Riverfront Retail
Street X X

2. Riverfront
Transition X X

3. Grand X

4. Fifth Street X
5a. Riverfront View
Street X

6. Local Street X
5b. Riverfront View
Universal Street see “Materials in Universal Streets”

7. Internal Universal
Street see “Materials in Universal Streets”
Paving Materials by Street Type
Attachment 2
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WEST SACRAMENTO TRIANGLE IMPLEMENTATION PLAN: DESIGN STANDARDS 57

3. STREETSCAPE STANDARDS
Curb materials
Streets within the Bridge District will provide a six inch wide curb comprised of cast-in-place concrete. Intersections noted as “Enhanced Intersection Treatments” in Section 5. “Corners and Crossings” will provide granite curbs within the intersection (see page 68).

In order to place greater emphasis on the central importance of Grand as the principal “spine” connecting West Sacramento to the waterfront, Grand between Fifth Street and Riverfront is to be designed as a “curbless” street, whereby the travel lanes and the sidewalks are near the same grade. This treatment will emphasize the pedestrian-oriented nature of Grand as it approaches Riverfront.

Along this cross section, a sloped, shallow, mountable one-foot wide “curb” will be provided, which will be visually consistent with the one-foot curb provided along the northern portions of Grand.

In slight contrast to this sloped curb condition along Grand, all Universal Streets within the Bridge District will be entirely curbless, with no grade-separated sidewalk and roadway. Cars, bikes, and pedestrians will share the same roadway space. See page 53 and page 58 for standards relating to the use of landscape plantings and materials to differentiate the three “zones” of these curbless Universal Streets (see page 38 for description of “zones”).

Attachment 2
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58 3. STREETSCAPE STANDARDS
Sidewalk paving pattern and materials

CONCRETE IS THE STANDARD SIDEWALK
TREATMENT THROUGHOUT THE DISTRICT.

A LARGER PATTERN IN THE CLEAR ZONE

BORDERED BY A SMALLER PATTERN IN THE

BUILDING FRONTAGE AND FURNISHING ZONES

HELPS TO GIVE DEFINITION AND CREATE

VISUAL INTEREST

ALONG RIVERFRONT AND GRAND, SPECIAL

PERMEABLE PAVERS SHALL BE USED WITHIN

THE FURNISHING ZONE TO HELP VISUALLY
DISTINGUISH THESE TWO IMPORTANT STREETS.

THESE PERMEABLE PAVERS WILL ALSO HELP TO

MINIMIZE STORMWATER RUNOFF
To provide definition to the pedestrian realm, sidewalk paving materials and patterns shall correspond to the three zones of the sidewalk. Along all streets in the district, the clear zone of the sidewalk shall be comprised of light surface, scored or stamped concrete (with smooth joints). This ensures that sidewalks are accessible for all users. The building frontage and furnishing zones of the sidewalk shall utilize the same scored or stamped concrete, but with a smaller pattern. This differentiation through pattern helps to define the clear zone, and creates visual interest along the sidewalk.

Along higher-order streets, special permeable pavers are encouraged in the furnishing zone to create a more unique sense of place along these important streets and to help manage stormwater runoff.

The matrix below outlines the sidewalk paving materials and pattern appropriate to each street type.

Standard treatment: Scored or
stamped concrete sidewalks,
with a smaller stamping pattern
in the building frontage and
furnishing zones
“Special” treatment: Scored or
stamped concrete treatment,
with permeable pavers in the
furnishing zone

1. Riverfront
Retail Street X

2. Riverfront
Road Transition X

3. Grand
X

4. Fifth Street X
5a. Riverfront
View Street X

6. Local Street
X
Sidewalk Paving Treatment by Street Type
Attachment 2
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WEST SACRAMENTO TRIANGLE IMPLEMENTATION PLAN: DESIGN STANDARDS 59

3. STREETSCAPE STANDARDS
Materials in Universal Streets
Within Universal Streets, differentiation in the color and pattern of paving materials shall be used to visually differentiate the three “zones of privacy” (public, semi-private, and private). Permeable pavers are encouraged to be used to the greatest extent possible in all zones of the street. Within the public zone, paver units capable of carrying heavier loads should be used on a more substantial subgrade base.
private zone semi-private zone public zone semi-private zone private zone

ALONG RIVERFRONT VIEW UNIVERSAL

STREETS, CONTRASTING MATERIALS SHALL BE

USED TO DIFFERENTIATE BETWEEN THE THREE
ZONES.

Attachment 2
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60 3. STREETSCAPE STANDARDS

3. FURNISHINGS AND UTILITIES
All street furniture, including benches, trashcans, bicycle racks, lighting, newspaper boxes, water fountains, etc, must be located within the furnishing zone of the sidewalk. Additionally, business signage, such as A-frame or sandwich boards, must also be located within the furnishing zone. At no time may any of these items block the clear zone of the sidewalk.

Any service panels to underground utilities must also be located within the furnishing zone. Building utility items such as utility boxes, meters, and backflow preventers must be located entirely within the building in building service areas or in underground vaults.
furnishing zone
4-9 feet
building frontage zone
3-10 feet
clear zone
5-15 feet
Attachment 2
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WEST SACRAMENTO TRIANGLE IMPLEMENTATION PLAN: DESIGN STANDARDS 61

3. STREETSCAPE STANDARDS
Public realm furnishings along “Streets of Civic Significance” Within the Bridge District, two streets are of special significance, and as such, will warrant special public realm furnishings to highlight their special position within the street hierarchy.

Grand serves as the gateway into the district, linking existing civic uses west of the district to the West Sacramento Riverfront. The widest street in the district, it provides a ceremonial, tree-lined procession to the river. Ballpark is laid out in its axial alignment in order to frame and preserve views to Tower Bridge, which helps to give the Bridge District its unique sense of place.

Special, place-making furnishings should be provided within the public realm along both of these streets. These may include public art, fountains or other water features, special signage, and/or special lighting.

Street of Civic Significance

FOUNTAINS AND WATER FEATURES

PUBLIC ART

SPECIAL SIGNAGE
Attachment 2
1121
62 3. STREETSCAPE STANDARDS
Access standards are intended to guide the provision of curbcuts and driveways along each street type. While curb cuts to access driveways, parking areas, and/ or building service areas may be permitted on certain street types, other, higher order street types may not allow for curb cuts. These standards are intended to re-enforce the pedestrian nature of streets by minimizing the visual impact that surface parking and access areas have on the building frontages along the sidewalk, and by reducing potential “conflict zones” where cars traverse across the pedestrian zone. Note that each of the frontage types in “Section 3. Building Design Standards” prohibits surface parking between the building facade and the property line/build-to line (though handicapped accessible parking may be permitted). See also Section 3 for minimum building facade requirements along the build-to line.

Likewise, standards relating to building services (garbage and recycling collection) are intended to ensure that the pedestrian nature of streets within the district is preserved by minimizing the negative aesthetic impact that these building functions can have on the pedestrian zone.

Condition 1: Curb cuts to
access driveways, parking,
and/or building service
areas are not permitted.

Curb cuts are permitted to
provide access to Universal
Streets.

Condition 2: A maximum of
one curb cut is permitted
per block face to access
driveways, parking, and/
or building service areas.

Curb cuts may be no closer
than 50 feet to a street
intersection
Condition 3: Curb cuts are
permitted, but must be
spaced a minimum of XX
feet apart. Curb cuts may be
no closer than 50 feet to a
street intersection.

1. Riverfront
Retail Street X

2. Riverfront
Road Transition X

3. Grand
X

4. Fifth
Street X
5a. Riverfront
View Street X

6. Local
Street X
Access standards for through streets
The following matrix summarizes curb cut standards for through streets within the Bridge District.

4. ACCESS AND SERVICE (CURB CUTS)
* Where Riverfront View Streets intersect with Fifth Street to create a 3-way intersection, adjacent parcels must locate their access at the intersection so as to create a 4-way intersection.
*
Attachment 2
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WEST SACRAMENTO TRIANGLE IMPLEMENTATION PLAN: DESIGN STANDARDS 63

3. STREETSCAPE STANDARDS
Note that where Universal Streets are required, and along Riverfront Retail Street and Grand (where curb cuts are prohibited), all vehicular access to adjacent buildings or parcels (including access to parking areas and/or service bays) must occur off of a Universal Street, and may not occur off of any other, higher order street.

Where access is not required to be off of Universal Streets, and where curb cuts are permitted, access should be built to existing City standards.

Parking access permitted Parking access NOT permitted

1. Riverfront Retail
Street X

2. Riverfront
Road Transition
Riverfront Road Transition
North X
Riverfront Road Transition
South X

3. Grand
Segment #1
(Tower Bridge Gateway to
Ballpark)
X
Segment #2
(Ballpark to Fifth Street) X
Segment #3
(Fifth Street to Riverfront) X

4. Fifth Street X
5a. Riverfront View
Street X

6. Local Street X

7. Internal Universal
Street X
Parking access
The following matrix summarizes those streets within the street heirarchy from which on-site parking may be accessed. Note that higher order streets will typically not permit parking access.

Attachment 2
1123
64 3. STREETSCAPE STANDARDS
Access standards for Access Streets

1.Riverfront View Universal Streets
In addition to serving as pedestrian and bicycle connections to the Riverfront Promenade, Riverfront View Universal Streets are designed to accommodate vehicles needing access into individual buildings fronting these streets. Driveways leading to parking areas and/or service bays may be directly accessed off of Universal Streets. (However, service areas must be internal to buildings, and parking areas may not be visible from any street)
The map at right illustrates the determined location of Riverfront View Universal Streets within the Bridge District (though the exact location of Loop Roads is flexible). In addition to these mapped Riverfront View Universal Streets, blocks between Riverfront and the waterfront may provide one additional Riverfront View Universal Street to provide additional access. The exact location of these additional streets within the block may be determined by the property owner.

Where Universal Streets are required, and along Riverfront Retail Street and Grand (where curb cuts are prohibited), all vehicular access to adjacent buildings or parcels (including access to parking areas and/or service bays) must occur off of a Universal Street, and may not occur off of any other, higher order street.

2.Internal Universal Street
In addition to serving as pedestrian and bicycle connections within blocks, Internal Universal Streets are designed to accommodate vehicles needing access into individual buildings. Driveways leading to parking areas and/ or service bays are encouraged to be accessed off of Internal Universal Streets, rather than other, higher order streets. Parking areas may be visible from Internal Universal Streets.

Internal Universal Streets are required in the core blocks (as shown at right). However, Internal Universal Streets are permitted in other neighborhoods of the Bridge District provided that they comply with the standards outlined in this document.

Internal Universal Street Required
Riverfront View Universal Street/Loop Roads
Attachment 2
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WEST SACRAMENTO TRIANGLE IMPLEMENTATION PLAN: DESIGN STANDARDS 65

3. STREETSCAPE STANDARDS
Building service standards

1.Municipal Services
All garbage and recycling storage and collection within the Bridge District must occur internally to the building (within internal service bays). Garbage and recycling containers are not permitted to be stored or placed along any street or sidewalk in the district.

Garbage and recycling collection routes shall take place along Internal Universal Streets, rather than other, higher order streets. These municipal building services are prohibited from occurring along higher-order, pedestrian-oriented streets within the district, and service bays are not permitted to front these streets. Garbage and recycling collection and other building services are permitted along private driveways.

The matrix below indicates where garbage and recycling collection services are permitted within the district.

Municipal services (and
service bays) not permitted
Municipal services (and
service bays) permitted

1. Riverfront
Retail Street X

2. Riverfront
Road Transition X

3. Grand X

4. Fifth
Street X

5. Riverfront
View Street X

6. Local
Street X

7. Internal
Universal Street
X
(encouraged)

BUILDING SERVICES SHALL OCCUR

INTERNALLY TO THE BUILDING, AND SHALL

MINIMIZE THE IMPACT ON THE PEDESTRIAN
REALM

2.Deliveries
Building deliveries shall occur internally to the building within internal service bays (see image above). Building deliveries may occur within the street, provided that they are scheduled to occur at “off-peak” hours, such as early in the morning when delivery vehicles are less likely to impede upon pedestrian and automobile traffic. Deliveries are highly encouraged to take place within Internal Universal Streets, rather than other, higher order streets. Postal and courier delivery vehicles may park along any street when delivering packages.

Attachment 2
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66 3. STREETSCAPE STANDARDS

3.Loading Zones
Official timed loading zones will be established and enforced within the onstreet parking area of the street. On-street loading and deliveries may occur within these zones between the hours of 7 am and 11 a.m. In addition to other areas within the district, loading zones will be located along Riverfront Retail Street.

Attachment 2
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WEST SACRAMENTO TRIANGLE IMPLEMENTATION PLAN: DESIGN STANDARDS 67

3. STREETSCAPE STANDARDS

5. CORNERS AND CROSSINGS
The intent of standards relating to corners and pedestrian crossings is to ensure a high level of pedestrian safety is provided throughout the Bridge District.

Corners
Bulbouts are an extension of the sidewalk into the area of the roadway normally dedicated to on-street parking. Bulbouts significantly increase pedestrian safety by minimizing the roadway distance that pedestrians must cross (thereby minimizing their exposure to possible conflicts with vehicles). Additionally, bulbouts increase the overall visibility of pedestrians to passing cars by removing on-street parking near the intersection. Bulbouts bring pedestrians waiting to cross the street in front of on-street parking, thereby allowing drivers to see them around parked cars while also allowing pedestrians to more easily see moving vehicles.

1.Sidewalk Bulbouts at Intersections
Sidewalk bulbouts are highly encouraged at all intersections where onstreet parking is provided throughout the district.

2.Bulbouts at Streetcar Stops
Where a streetcar stop is planned, sidewalk bulbouts serve a dual function.

While enhancing pedestrian crossing safety as described above, bulbouts may be extended linearly to provide for a raised, streetcar station area.

The linear distance and height of the bulbout shall correspond with the dimensions of the streetcar.

SIDEWALK BULBOUTS AT INTERSECTIONS

INCREASE VISIBILITY OF PEDESTRIANS

AROUND PARKED CARS AND MINIMIZE

CROSSING DISTANCES

WHERE STREETCAR STOPS ARE PLANNED,

SIDEWALK BULBOUTS ARE EXTENDED

LINEARLY ACCORDING TO THE LENGTH OF THE

STREETCAR
Attachment 2
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68 3. STREETSCAPE STANDARDS

3.Bulbouts at Universal Streets
Where Universal Streets meet and intersect with vehicular streets, bulbouts shall be provided on both sides of the intersecting street to facilitate pedestrian crossings. Bulbouts must meet ADA requirements.

To further calm traffic at these pedestrian bulbouts, a raised crossing may also be provided, whereby the street inclines slightly to meet the curb, providing a “raised table” at the crossing.

WHERE UNIVERSAL STREETS INTERSECT

OTHER STREETS, BULBOUTS MUST

BE PROVIDED ON BOTH SIDES OF

THE INTERSECTING STREET TO
FACILITATE PEDESTRIAN CROSSING.

THE IMAGE ABOVE LEFT ILLUSTRATES

THIS BULBOUT CONDITION WHERE

A UNIVERSAL STREET ALIGNS WITH

ANOTHER UNIVERSAL STREET (THIS

CURRENTLY IS MAPPED TO OCCUR

ONLY AT STATE STREET, THOUGH

INTERNAL UNIVERSAL STREETS ARE

ALSO ENCOURAGED TO ALIGN WITH
ONE ANOTHER). THE IMAGE BELOW

LEFT ILLUSTRATES A BULBOUT WHERE A

UNIVERSAL STREET DOES NOT CONNECT
WITH ANOTHER UNIVERSAL STREET.

BULBOUTS WHERE UNIVERSAL STREETS MEET

VEHICULAR STREETS FACILITATE PEDESTRIAN

CROSSINGS AND INCREASE VISIBILITY
Attachment 2
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WEST SACRAMENTO TRIANGLE IMPLEMENTATION PLAN: DESIGN STANDARDS 69

3. STREETSCAPE STANDARDS
Pedestrian Crossings
In order to maximize pedestrian safety and visibility, a well-marked crosswalk shall be provided at every intersection within the Bridge District. Pedestrian crossing areas shall provide a smooth surface in order to ensure ease of crossing for all users. Pedestrian crosswalk treatments within the district will be demarcated with typical crosswalk markings, in accordance with MUTCD 2003 Section 3B.17.

Yellow, truncated domes shall be used at new or modified crosswalks in order to comply with ADA requirements.

See “Enhanced Intersections” on page 68 for pedestrian crosswalk treatments within “special” intersections.

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70 3. STREETSCAPE STANDARDS
Enhanced Intersections
The figure at right illustrates “special” intersections where high levels of pedestrian traffic are expected and/or where intersections effectively form “gateways” into the Bridge District. The following enhanced intersection treatments shall be employed within these intersections:

1.Enhanced Intersection/Pedestrian Crosswalk Treatment
At identified intersections, special paving treatments shall be used within the pedestrian crossing and the intersection to increase crosswalk visibility and create a visual “gateway” at important intersections. In these instances, roadway pavers/materials contrasting to those used within the travel lane shall be used within the crosswalk and intersection (preferably in a contrasting color or pattern) in order to increase its visibility.

Consistent use of materials along the Riverfront Retail Street is also required. Consistent, high quality materials must be used within the intersection where Riverfront intersects with Ballpark, State U-Street, Market Street, Grand, and Bridge Street (see figure at right).

2.Curbs
Within identified enhanced intersections granite curbs shall be employed.

3.Sidewalks
At identified intersections, special sidewalk materials may be used to visually highlight the intersection.

Enhanced intersection
treatment
AT CERTAIN “SPECIAL” INTERSECTIONS,

PEDESTRIAN CROSSWALKS WILL BE TREATED

WITH THE SAME CONCRETE USED WITHIN THE
CLEAR ZONE OF THE SIDEWALK. WHERE THIS

OCCURS WITHIN STREETS WITH TEXTURED

PAVERS, THE EDGE OF THE CROSSWALK SHALL

BE BORDERED WITH CONTRASTING PAVERS TO

THOSE USED WITHIN THE TRAVEL LANE
Attachment 2
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WEST SACRAMENTO TRIANGLE IMPLEMENTATION PLAN: DESIGN STANDARDS 71

3. STREETSCAPE STANDARDS

6. BICYCLES
The intent of the standards and guidelines relating to bicycle lane treatments in this section are intended to encourage bicycling as a mode of transportation, and to ensure the safety of all bicyclists within the Bridge District.

Bicycle network
The map below illustrates planned bicycle and pedestrian paths, bicycle lanes, and bicycle routes (where bikes and cars share the road) within the Bridge District.

Attachment 2
1131
72 3. STREETSCAPE STANDARDS
Bicycle markings
Bicycle lane markings shall be consistent with Section 9C of the California Manual on Uniform Traffic Control Devices (MUTCD).

On designated bicycle routes (as indicated by the map on page 69), where bikes and cars share the roadway, consider utilizing a shared roadway bicycle marking in accordance with MUTCD 2003 California Supplement Section 9C.103. The Shared Roadway Bicycle Marking assists bicyclists with positioning on a shared roadway where there is on-street parallel parking, and alerts vehicles of the location a bicyclist may occupy within the traveled way. Additionally, it may reduce the chance of conflicts between bicyclists and open doors of parked vehicles. 7 San Francisco Shared Lane Marking Study
reet
t Street
eastbound westbound
northbound southbound
westbound eastbound
Bicycle lane safety
When bicycle lanes are immediately adjacent to the curb with no on-street parallel parking between the curb and the sidewalk (as on Fifth Street and the western portions of Grand), consideration must be paid to the drainage elements along the curb to ensure that a high degree of safety is maintained for bicyclists.

Trench drains and drain inlets located along the curb and immediately adjacent to the bicycle lane shall be narrow enough so as not to protrude into the bike lane (see image at right). This ensures that bicyclists within the bicycle lane are not encouraged to serve left (into the traffic lane) around any protruding gutter seams.

Drainage gratings along the curb and immediately adjacent to the bicycle lane shall provide a tight pattern, or one that is perpendicular to the bicycle travel direction (rather than parallel). This ensures that bicycle wheels are able to safely traverse the pattern without the wheels getting caught.

FAR TOP RIGHT: WIDE GUTTERS THAT EXTEND

INTO THE BICYCLE LANE OFTEN CREATE A

SITUATION IN BICYCLISTS RIDE CLOSER TO

VEHICULAR TRAFFIC IN ORDER TO AVOID
SEAMS.

FAR BOTTOM RIGHT: NARROW GUTTERS

ALONG THE CURB ENCOURAGE BICYCLISTS TO

RIDE FULLY WITHIN THE BICYCLE LANE AND
FURTHER AWAY FROM VEHICULAR TRAFFIC.

NEAR RIGHT: ANOTHER OPTION MAY BE TO

FULLY EXTEND THE PRE-CAST CURB ACROSS

THE ENTIRE BICYCLE LANE, THEREBY VISUALLY

DISTINGUISHING THE BIKE LANE FROM
VEHICULAR TRAVEL LANES.
“SHARROWS” CAN BE USED TO TO HELP

POSITION BICYCLISTS ON STREETS WHERE

THERE IS NOT A DEDICATED BIKE LANE
Attachment 2
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WEST SACRAMENTO TRIANGLE IMPLEMENTATION PLAN: DESIGN STANDARDS 73

4. BUILDING DESIGN STANDARDS
INTENT
The intent of the building design standards is to ensure that the design treatment of the ground floor of buildings in the Bridge District adequately address the public realm, create an inviting environment for pedestrians, and enhance the public streetscape investment. They are intended to reinforce the character and intent of each individual street type, as described in Section 2 (“Regulating Plan”).

ORGANIZATION
Because the identity of a neighborhood or district is largely determined by it’s streets (and how buildings relate to and contribute to the character of those streets), the building design standards within this section are organized around the Bridge District Regulating Plan’s street hierarchy. The building design standards directly relate to and are unique for each street type, and are intended to reinforce the unique character envisioned for each of those street types.

Because the primary purpose of the building design standards is to foster the creation of a vibrant pedestrian realm, the standards focus on that part of the building that most directly impacts the public realm, namely, the ground floor facade as it is experienced from the sidewalk. Accordingly, the building design standards are organized around “frontage types” (see page 73 for an overview and comparison of the various frontage types permitted). Particular standards controlling items such as front setbacks, building frontage, ground floor height, ground floor transparency, primary building entries, awnings and canopies, porches and stoops, fences, and landscaping are then tied to and presented according to individual frontage types.

HOW TO USE THESE STANDARDS
Like the streetscape standards in the previous section, the building design standards are “keyed” into the regulating plan. To determine the standards applicable to any given parcel,

1.Look to the Regulating Plan in Section 2 to determine the type of street on which the parcel fronts.

2. Look to the matrix on pages 74-75 to determine the frontage types permitted along that particular street type. The particular building design standards applicable to each permitted frontage type are presented on pages 77-82.

Note that parcels located at corner intersections must comply with the standards for each street type on which the property fronts.

Attachment 2
1133
74 “Frontage” is defined as a building’s front, street-facing, ground level facade, which must include the primary building entrance (i.e., the “front door”).

Streets within the Regulating Plan are presented in descending order of prominence, and buildings must be oriented to and have their front doors directly connected to the highest order street facing the lot. For example, all buildings along Grand must have their front doors oriented to and directly connected to the sidewalk along that street.

However, buildings on corner lots must have their primary frontage facing the higher order street. For example, a building on the corner of Grand and Fifth Street would have Grand as its primary “frontage.” If a property owner chooses, however, lots with two street frontages may orient buildings to the corner in lieu of facing the higher order street only.

BUILDING FRONTAGE AND THE ORDER OF STREETS
Higher order to lower
order streets

1. Riverfront Retail Street

4. Fifth Street

3. Grand

5. Riverfront View Street

6. Local Street

7. Internal Universal Street

2. Riverfront Transition
Attachment 2
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WEST SACRAMENTO TRIANGLE IMPLEMENTATION PLAN: DESIGN STANDARDS 75

4. BUILDING DESIGN STANDARDS
Frontage Description Example Plan Section
Townhouse Porch
This frontage type is characterized by a
facade which is aligned on or close to
the property line with the ground story
elevated from the sidewalk to provide
privacy for the ground floor uses. The
entrance is accessed by a porch which
is appended to the front facade. This
frontage is suitable for ground floor
residential uses
Stoop
A Stoop frontage is characterized by a
facade which is aligned on or close to
the property line with the ground story
elevated from the sidewalk to provide
privacy for the ground floor uses. The
entrance is usually an exterior stair or
landing which may be combined with a
small roof. This frontage type is suitable
for ground floor residential uses.

Door Yard/Terrace/Light Court
A Door Yard/Terrace or Light Court
frontage is characterized by a facade
that is set back from the street property
line by an elevated terrace or a sunken
light court. The Door Yard/Terrace or
Light Court is suitable for ground floor
residential and/or commercial uses
(including outdoor dining)
Forecourt
A Forecourt frontage may be created by
recessing a central portion of the facade
for a portion of the building frontage.

The Forecourt frontage should be used
in conjunction with other frontage types
(Linear or Linear Storefront). A Forecourt
may be suitable for gardens and/or
outdoor dining. A Forecourt is appropriate
for residential or commercial uses.

Linear Storefront
A Linear Storefront frontage is
characterized by a facade which is aligned
close to or directly on the right-of-way line
with the building entrance at sidewalk
grade. Linear Storefront frontages
have substantial glazing on the ground
floor, and provide awnings or canopies
cantilevered over the sidewalk. Building
entries must either provide a canopy or
awning and/or be recessed behind the
front building facade. This frontage is
appropriate for commercial retail uses.

Linear
A Linear frontage is characterized by a
facade which is aligned close to or directly
on the right-of-way line with the building
entrance at sidewalk grade. Linear
Storefront frontages have substantial
glazing on the ground floor, but are not
required to provide awnings or canopies
over the sidewalk. Building entries must
either provide a canopy or awning and/
or be recessed behind the front building
facade. This frontage is appropriate for
residential or commercial uses.

Min15’
Property line
private lot public row
Property line
private lot public row
Attachment 2
1135
76 4. BUILDING DESIGN STANDARDS
Townhouse
Porch Stoop
Door Yard/
Terrace/
Light Court Forecourt
Linear
Storefront Linear

1. Riverfront
Retail Street X

2. Riverfront
Transition X X X

3. Grand
Segment #1
(Tower Bridge
Gateway to Ballpark)

X X X X
Segment #2
(Ballpark to Fifth
Street)
X X X
Segment #3 (Fifth
Street to Riverfront) X X

4. Fifth Street
X X X

5. Riverfront
View Street X X X X X X
Segment #3 (Garden
Street) X X X X

6. Local Street
(see
“Neighborhoods”
figure on page 75)

X X X X X X
Core
Tower
Pioneer
Waterfront

ALLOWABLE BUILDING FRONTAGES BY STREET TYPE
The matrix below outlines which building frontage types are permitted along each street type. The building design standards specific to each frontage type follow this matrix. Note that these standards are in no way intended to discourage building articulation along any given facade. Building facade articulation is encouraged in the district.
* see p.81 for building setback requirements for buildings fronting the Riverfront Promenade or adjacent loop roads.

Attachment 2
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WEST SACRAMENTO TRIANGLE IMPLEMENTATION PLAN: DESIGN STANDARDS 77

4. BUILDING DESIGN STANDARDS

7. Internal
Universal Street
Buildings not required to comply with Building Frontage Types (though they may chose to do so). See page 84 for minimum building frontage required along street-facing property line. Buildings along Internal Universal Streets must provide a minimum of 30% window glazing along the street-facing, ground floor facade of the building, and are encouraged to locate building entries and other building activities along the Internal Universal Street frontage, but are not required to do so.

Riverfront
Promenade/
Loop Road *

X X X X X
Townhouse
Porch Stoop
Door Yard/
Terrace/
Light Court Forecourt
Linear
Storefront Linear

THE FIGURE ABOVE ILLUSTRATES THE

NEIGHBORHOODS WITHIN THE BRIDGE
DISTRICT. FRONTAGE TYPES ALONG LOCAL

STREETS SHALL BE DETERMINED BY THE

NEIGHBORHOOD WITHIN WHICH THE STREET
FALLS (SEE CHART “ALLOWABLE BUILDING
FRONTAGES BY STREET TYPE”)
Attachment 2
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78 4. BUILDING DESIGN STANDARDS

LAND USE REQUIREMENTS
While the standards in this section regulate the design of the ground floor building facade and establish standards for how buildings relate to the streets that they front, they do not address the individual uses within buildings.

To some degree, land use along a given street may be implied (but not entirely dictated) by the building frontage types permitted. For example, the “Forecourt,” “Linear Storefront,” and “Linear” frontage types are suited for commercial ground floor uses, such as office or retail (or even ground floor lobby spaces for residential uses on upper floors). The “Townhouse Porch” and “Stoop” frontage types, on the other hand, are more appropriate for residential uses. These are rules of thumb, however, as commercial uses may certainly take place within “Townhouse Porch” and “Stoop” frontage types (and likewise, uses are flexible for other frontage types as well).

However, while land use throughout the district is typically flexible, along Riverfront Retail Street, all buildings must provide retail uses at the ground floor. Note that only the “Linear Storefront” frontage type is permitted along this street. The standards associated with this frontage type (front setbacks, ground floor building height, windows, primary entry doors, and awnings and canopies), ensure that buildings will be designed to accommodate required retail uses. Up to 20%, or 12% (which ever is less) of any one building frontage along Riverfront Retail Street may be dedicated to ground floor residential lobbies. Where additional, optional Riverfront View Universal Streets open onto Riverfront Retail Street, the remainder of the blockface must be comprised of retail uses, and ground floor residential lobbies will not be permitted.

Buildings along Riverfront Retail street are encouraged to be mixed-use. While retail is required at the ground floor, residential and/or office uses are encouraged to occur on upper floors. This mixed-use environment contributes to the overall vibrancy of the street, creating a “24/7” district with complementary land uses.

While retail uses are not required along Grand between Fifth Street and Riverfront, all ground floors along this segment are required to be “retail convertible.” Because the only frontage types permitted along this segment are “Forecourt,” “Linear Storefront,” and “Linear” frontage types, no further regulation is necessary to ensure the retail convertibility of structures. The standards tied to each of these frontage types (setbacks, ground floor building height, windows, primary entry doors, and awnings and canopies) ensure that any structures built along this segment of Grand will be suitable to any present or future retail uses.

RETAIL USES ARE REQUIRED ON THE GROUND
FLOOR ALONG RIVERFRONT RETAIL STREET.

NOTE THAT ONLY THE LINEAR STOREFRONT

FRONTAGE IS PERMITTED ALONG THIS STREET
TYPE. THE BUILDING DESIGN STANDARDS

ASSOCIATED WITH THIS FRONTAGE TYPE ARE

SPECIFICALLY DESIGNED TO ACCOMMODATE
GROUND FLOOR RETAIL USES.

Ground floor retail uses required
along Riverfront Retail Street
“Retail convertible” ground floors
required along Grand

GROUND FLOORS ALONG GRAND BETWEEN

FIFTH STREET AND RIVERFRONT MUST BE
DESIGNED TO BE “RETAIL CONVERTIBLE.”

NOTE THAT THE ONLY FRONTAGE TYPES

PERMITTED ALONG THIS STREET TYPE ARE

FORECOURTS, LINEAR STOREFRONTS, AND
LINEAR FRONTAGE TYPES. THE BUILDING

DESIGN STANDARDS ASSOCIATED WITH

EACH OF THESE FRONTAGE TYPES ENSURES

THAT THE GROUND FLOOR IS CAPABLE OF
ACCOMMODATING RETAIL USES.

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WEST SACRAMENTO TRIANGLE IMPLEMENTATION PLAN: DESIGN STANDARDS 79

4. BUILDING DESIGN STANDARDS
A. Townhouse Porch
Townhouse Porch frontages shall conform to the following standards:

1. Primary street setback: The porch may be built along the front property line, or set back a maximum of 12’ to accommodate a front garden.

2. Porch Dimensions: Porches must conform with the
following (note: porch dimensions may vary from the
standards below to accommodate wheelchair ramps, if
necessary):
a. Minimum of 10’ tall (clear).
b. Minimum of 6’ deep (clear).
c. Porch height may be a maximum of 3’ above grade.
d. Minimum 5’ frontage.

3. Columns: Columns supporting porches must be at least XX’ by XX’, and must provide a defined “base” and a
“top.”

4. Windows: The must be 30% of windows along the
ground floor, street-facing facade. Windows must be
vertically oriented (at a ratio of 2:1). Vertical windows may be grouped together to create square-shaped
windows. Windows must provide trim measuring at
least 3”.

5. Primary Entry Doors: In order to provide adequate
“eyes” on the street, ground floor residential uses
must provide individual building entries to individual
residential units. Building entries must face the street and be a minimum 30% transparent.

6. Fences: Fences are permitted within the front setback, but may be no greater than 36” in height, and must be
a minimum of 20% transparent.

7. Landscaping: Landscaping must be provided in the
front setback area, ideally with drought-tolerant, native plant species.

Min3’
Min10’
Min3’
Min10’
Min6’ Min6’
Min6’ Min6’
property line
private lot public row
Setback Line Easement Line
Private Zone Semi-Public
Zone
Public Zone
Min 12’
Min 12’

STANDARDS FOR FRONTAGE TYPES
5’
5’

ACCESS STREET/UNIVERSAL STREET THROUGH STREET/TYPICAL RIGHT-OF-WAY Attachment 2
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80 4. BUILDING DESIGN STANDARDS
Min5’
Min10’
Max3’
property line
private lot public row
Max3’
Min5’
Min10’
Setback Line Easement Line
Private Zone Semi-Public
Zone
Public Zone
B. Stoop
Stoop frontages shall conform to the following standards:

1. Primary street setback: The front facade of the building must be set back behind an elevated stoop, which may
directly abut the front property line, or be set back up to 3’ to accommodate a front gate and/or landscaping.

2. Stoop Dimensions: Stoops must conform with the
following (note: stoop dimensions may vary from the
standards below to accommodate wheelchair ramps, if
necessary):
a. Must rise a minimum of 24 inches and a maximum
5’ above grade.
b. Minimum 5’ wide.

3. Stoop frontages may be combined with a small roof.

6. Fences: Fences are permitted along the front property line, but may be no greater than 36” in height, and
must be a minimum of 20% transparent.

7. Landscaping: Landscaping must be provided in the
front setback area, ideally with drought-tolerant, native plant species.

Min 24”
Max 5’
Max
Max
Min 24”
Max 5’

ACCESS STREET/UNIVERSAL STREET THROUGH STREET/TYPICAL RIGHT-OF-WAY Attachment 2
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WEST SACRAMENTO TRIANGLE IMPLEMENTATION PLAN: DESIGN STANDARDS 81

4. BUILDING DESIGN STANDARDS
Min5’
C. Door Yard/Terrace or Light Court
Door Yard/Terraces or Light Courts shall conform to the following standards:

1. Primary street setback: The front facade of the building must be set back a minimum of 5 feet and a maximum
of 15 feet behind an elevated terrace or sunken light
court. The terrace and/or sunken light court must
directly abut the front property line.

2. Basements accessed by a lightcourt may not be more
than 6’ below the sidewalk.

3. The stoop above the lightcourt may rise to a maximum of 3’ above grade, and be a minimum of 5’ wide (note:
stoop dimensions may vary from these standards to
accommodate wheelchair ramps, if necessary).

5. Primary Entry Doors: In order to provide adequate
“eyes” on the street, primary building entries must face the street.

6. Fences: Fences are permitted within along the front
property line, but may be no greater than 36” in height, and must be at a minimum 20% transparent.

Min3’
Max6’
Min3’
Max6’
Min5’
property line
private lot public row
Setback Line Easement Line
Private Zone Semi-Public
Zone
Public
Zone
Min 5’
Max 15’
Min 5’
Max 15’

ACCESS STREET/UNIVERSAL STREET THROUGH STREET/TYPICAL RIGHT-OF-WAY Attachment 2
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82 4. BUILDING DESIGN STANDARDS
D. Forecourts
Forecourts shall conform to the following standards:

1. Primary street setback: The front facade of the building must be built to the front property line for at least 50% of the overall building frontage. The remaining 50%
of building frontage may be used to create a recessed
courtyard in the central portion of the facade.

2. Forecourts must be set back from the build-to line/front building facade a minimum of 10’ and a maximum of
30’.

3. Forecourts must span a minimum of 10’ along the front facade, and may comprise no more than 50% of the
overall building frontage.

4. The Forecourt frontage shall incorporate other frontage types (Linear or Linear Storefront).

5. Ground floor height: In order to accommodate current or potential future retail uses, the ground floor must
measure a minimum of 15 feet, floor to floor.

6. Minimum building depth: Buildings must be a minimum
of 50’ deep in order to accommodate retail uses on the
ground floor.

7. Forecourts may not be covered, and may be landscaped and/or hardscaped.

8. Windows: Transparent windows must be provided along
at least 60% of the forecourt-facing ground floor facade.

9. Primary Entry Doors: In order to provide adequate “eyes” on the street, primary building entries must face the
street and be a minimum 40% transparent.

10. Fences: Fences and walls with pedestrian openings are permitted within the courtyard setback, but may be no
greater than 36” in height, and must be a minimum of
20% transparent.

Min15’
min10’
Min10’
Max 30’
Min10’
Max 50%
of frontage
property line
private lot public row
courtyard setback line
build-to line
Min15’
Min10’
Max 30’
Min10’
Max 50% of frontage
Easement Line
Semi-Public
Zone
Private
Zone
Public
Zone
courtyard setback line build-to line

ACCESS STREET/UNIVERSAL STREET THROUGH STREET/TYPICAL RIGHT-OF-WAY Attachment 2
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WEST SACRAMENTO TRIANGLE IMPLEMENTATION PLAN: DESIGN STANDARDS 83

4. BUILDING DESIGN STANDARDS
E. Linear Storefront
Linear Storefront frontages shall conform to the following standards:

1. Primary street setback: The front facade of the
building must be built to the front property line.

2. Ground floor height: In order to accommodate current or potential future retail uses, the ground floor must
measure a minimum of 15 feet, floor to floor.

3. Minimum building depth: Buildings must be a
minimum of 50’ deep in order to accommodate retail
uses on the ground floor.

4. Weather Protection: Awnings/canopies must be
provided for a minimum of 50% of the overall building
frontage, and must comply with the following:
a. Awnings/canopies must project a minimum of 5’
over the sidewalk.
b. Awnings/canopies must provide a minimum of 8’
and a maximum of 12’ of vertical clearance over the
sidewalk.

5. Building Entrances: Building entrances must either
be covered by an awning or canopy, or be covered
by being recessed behind the front building facade.

If an awning or canopy is provided, it must meet the
dimensional standards provided above. If a recessed
entry is provided, it must be recessed behind the front facade a minimum of 3’.

6. Windows: Transparent ground floor windows must be
provided along a minimum of 60% of the ground floor,
street-facing facade.

7. Primary Entry Doors: In order to create a sidewalk
environment conducive to retail uses and provide
adequate “eyes” on the street, primary building
entries must face the street and be a minimum 40%
transparent.

Min 8’
Max 12’
Min15’
Min 5’
property line
private lot public row
build-to line
Min 8’
Max 12’
Min15’
Min 5’
Easement Line
Semi-Public
Zone
Private
Zone
Public
Zone
build-to line

ACCESS STREET/UNIVERSAL STREET THROUGH STREET/TYPICAL RIGHT-OF-WAY Attachment 2
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84 4. BUILDING DESIGN STANDARDS
F. Linear
Linear frontages shall conform to the following standards:

1. Primary street setback: The front facade of the building must be built to the front property line.

2. Ground floor height: In order to accommodate current or potential future retail uses, the ground floor must measure a minimum of 15 feet, floor to floor.

3. Minimum building depth: Buildings must be a minimum
of 70’ deep in order to accommodate retail uses on the
ground floor.

4. Building Entrances: Building entrances must either be covered by an awning or canopy, or be covered by being
recessed behind the front building facade. If an awning or canopy is provided, it must meet the dimensional
standards provided above. If a recessed entry is provided, it must be recessed behind the front facade a minimum
of 3’.

5. Windows: Transparent ground floor windows must be
provided along a minimum of 60% of the ground floor,
street-facing facade.

6. Primary Entry Doors: In order to create a sidewalk
environment conducive to retail uses and provide
adequate “eyes” on the street, primary building entries must face the street and be a minimum 40% transparent.

Min15’
property line
private lot public row
build-to line
Min15’
Easement Line
Semi-Public
Zone
Private
Zone
Public
Zone
build-to line

ACCESS STREET/UNIVERSAL STREET THROUGH STREET/TYPICAL RIGHT-OF-WAY Attachment 2
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WEST SACRAMENTO TRIANGLE IMPLEMENTATION PLAN: DESIGN STANDARDS 85

4. BUILDING DESIGN STANDARDS

BUILDING SETBACKS ALONG THE

WATERFRONT PROMENADE

REQUIRED SETBACK FOR BUILDINGS FRONTING PROMENADE
no build zone (no structures, shrubs, or trees)
58’ setback
promenade walkway/
fire-fighting road
20’
crest line
property line
utility corridor and landscaped setback
38’
Buildings fronting the Waterfront Promenade or its adjacent loop roads must be set back a minimum of 58 feet from the crest line. Building frontages, shrubs, and trees must be set back behind this 58-foot “no-build zone.” Certain building frontage elements such as porches, stoops, and balconies, and certain landscaping elements may encroach into this required 58’ setback, but is subject to the permitting process....(language?).

The diagram below illustrates this required minimum setback when no loop road is present. See p. 41 for required setbacks and dimensions when loop roads are present.

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86 4. BUILDING DESIGN STANDARDS

BUILDING FRONTAGE REQUIREMENTS
The following table establishes the minimum building frontage (stated as a percentage of the total street-facing lot width) required along the street-facing property line/build-to line along each street type (see “Building Frontage Types” for the build-to line associated with each building frontage type).

BUILDING FRONTAGE REQUIREMENTS: INTENT
The building frontage requirements are intended to ensure that an adequate “building wall” is created along streets. Higher order streets which are intended to be pedestrian, rather than automobile-oriented, should provide a “solid” building face in order to enhance visual interest along the sidewalk and provide an aesthetically pleasing sense of enclosure. Along lower-order, less pedestrianoriented streets however, solid building facades may not be required along the entire length of the lot. Areas not dedicated to building frontage may be dedicated to screened parking , access, and/or landscaping.

Minimum building frontage required along front
property/build-to line

1. Riverfront Retail
Street 100% of lot width

2. Riverfront Road
Transition
Riverfront Road Transition
North 100% of lot width
Riverfront Road Transition
South 75% of lot width

3. Grand
Segment #1
(Tower Bridge Gateway to
Ballpark)
75% of lot width
Segment #2
(Ballpark to Fifth Street) 75% of lot width
Segment #3
(Fifth Street to Riverfront) 100% of lot width

4. Fifth Street 75% of lot width

5. Riverfront View Street 75% of lot width

6. Local Street 50% of lot width

7. Internal Universal
Street 50% of lot width
Attachment 2
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WEST SACRAMENTO TRIANGLE IMPLEMENTATION PLAN: DESIGN STANDARDS 87

5. SUSTAINABILITY GUIDELINES
The intent of sustainability guidelines is to establish a framework that will assist individual building projects in reducing their environmental impact, and in contributing to the overall development’s sustainability goals.

GUIDELINES
Many of the proposed development regulations follow the guidelines established in the LEED for Neighborhood Design Program (the City of West Sacramento intends to submit the Bridge District for LEED ND status). Issues that should be considered at an individual building level, include the following:
• Building Siting 1: Smart Location
Purpose: This guideline sites buildings in a manner that takes advantage of public transit to reduce vehicle trips and miles travelled.

Guideline: Locate the project near existing or planned transit and so that 50% of the dwelling units/businesses are within a ¼ mile walking distance of transit. • Building Siting 2: Design for Solar Access
Purpose: This guideline sites buildings in a manner that minimizes costly heating and cooling loads.

Guideline: Optimize solar access to reduce energy operating costs, provide better daylight, and present greater opportunities for using renewable energy system.

Protect critical existing ecological areas.
• Day-Lighting
Purpose: This guideline achieves advanced energy efficiency by creating optimum conditions for the use of passive and active solar strategies.

Guideline: Incorporate day-lighting in buildings as a means of providing direct operational savings in reduced demand for electric lighting. Day-lit spaces contribute to increased occupant productivity and reduce illness and absenteeism.

INTENT
• Energy Performance
Purpose: This guideline identifies and promotes energy efficient products that reduce greenhouse gas emissions and maximizes energy efficient through building envelope upgrades that better control air infiltration, heating and cooling systems ducts systems, and water heating equipment.

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88 • Stormwater Management
Purpose: This guideline limits disruption and pollution of natural water flows by managing stormwater run-off.

Guideline: Encourage integrated stormwater management planning; treat stormwater runoff on-site through the use of bio-swales and landscape plantings.

Encourage the use of green roofs, permeable pavers and other strategies to reduce impermeable surface area. Consider the potential to store and re-use rainwater on site for landscape irrigation.
• Water Use Efficiency
Purpose: This guideline limits or eliminates the use of potable water or other natural surface or subsurface water resources available on or near the project site for irrigation.

Guideline: Encourage landscaping that favors native or low-water intensity plantings and use efficient irrigation systems; encourage use of low-flow fixtures in buildings. Consider capturing the water that falls on buildings’ roofs to reuse on-site. Consider reusing gray-water onsite for non-potable uses such as toilet flushing, clothes washing, and landscape irrigation.
• Materials and Resources
Purpose: This guideline encourages the reduction of what is generated by building occupants that has to be hauled and disposed in landfills and establishes minimum air quality standards that contribute to the comfort of inhabitants.

Guideline: Encourage the use of materials from within the region, and, where possible, reuse existing materials promote indoor environmental quality.

Encourage the use of low-toxicity paints and sealants.
• Construction Practices
Purpose: This guideline reduces the use of finite materials, especially materials that contribute to pollution.

Guideline: Develop construction standards that reduce construction-related pollution and encourage recycling and comprehensive construction waste management policies.

Guideline: Encourage high performance building envelopes, efficient lighting and controls systems, and efficient mechanical systems. Building wall and roof construction, as well as glass types and shading all contribute substantially to a building’s energy performance. Efficient lighting and equipment systems reduce energy operating costs. Climate specific design provides both increased comfort and reduced energy operating costs. Climate specific design considerations can also reduce mechanical system requirements.

Attachment 2
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)
)

BRIDGE DISTRICT (TRIANGLE)

IMPLEMENTATION STRATEGY
June2010
Attachment 3
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This Page Left Intentionally Blank
BRIDGE DISTRICT IMPLEMENTATION STRATEGY 2
Attachment 3
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) TABLE OF CONTENTS

1.0 EXECUTIVE SUMMARY

1.1 Overview

1.2 Expected Buildout, Current Conditions and the 2014 Plan

2.0 BRIDGE DISTRICT DEVELOPMENT PROGRAM

3.0 4.0

2.1 Key Planning Concepts

2.1.1 Developing a Place of Civic Significance

2.1.2 Developing a "River City"

2.2 Buildout Assumptions

2.2.1 Public Areas and Net Buildable Areas

2.2.2 Buildout Assumptions

TRANSPORTATION PLANS

3.1 Integrated Transportation System

3.2 Walkways and Pedestrian Circulation

3.3 Roadways and Vehicular Circulation

3.4 Parking

3.5 Transit

3.6 Bikeway Facilities

3.7 Rail Removal and Relocation

MUNICIPAL UTILITY PLANS

4.1 Backbone Water Distribution System

4.1.1 Water Demand Assumptions

4.1.2 Backbone Water Distribution System

4.2 Backbone Sewer Collection System

4.2.1 Sewer Flow Assumptions

4.2.2 Backbone Sewer Collection System

4.3 Backbone Storm Drainage Collection System

4.3.1 Drainage Collection Assumptions

4.3.2 Backbone Storm Drainage Collection System

4.3.3 Peak Flow Attenuation

4.3.4 Parcel Requirements

5.0 PARKS AND OTHER RECREATIONAL ELEMENTS

5.1 River Walk Promenade

5.2 Neighborhood Parks

5.3 Distributed Neighborhood Recreational Elements

6.0 CIVIC CORRIDOR AMENITIES

6.1 Grand Street Corridor

6.2 Ballpark Drive Corridor
BRIDGE DISTRICT IMPLEMENTATION STRATEGY a
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7.0 FINANCING PLAN

7.1 Summary Costs and Allocations

7.1.1 Backbone Improvements

7.1.2 Supplemental Improvements

7.2 Financing, Challenges, Considerations and Approach

7.2.1 Challenges
7 .2.2 Considerations and Approach

7.3 Funding Sources

7.3.1 Existing and Potential Funding Sources
7 .3.2 Financing Strategy

7.4 2014 Plan and Five Year Capital Improvement Plan (2009 - 2014)

7.4.1 Redevelopment Efforts to Date

7.4.2 Current Conditions and the 2014 Plan

7.4.3 Five Year Capital Improvement Plan (2009 to 2014)

8.0 ACTION PLAN

LIST OF EXHIBITS
Exhibit 1: Bridge District Capital Improvement Program
Exhibit 2: Developing a Place of Civic Significance
Exhibit 3: Bridge District Neighborhoods
Fxhibit 4: Bridge District Public Areas and Development Blocks ./4hibit 5: Through Streets
Exhibit 6: Access Streets
Exhibit 7: Public Roadways and Traffic Signals
Exhibit 8: On-street Parking
Exhibit 9: Transit Facilities
Exhibit 10: Bikeway Facilities
Exhibit 11: Bridge District Rail Facilities to be Removed Exhibit 12: Backbone Water Distribution System
Exhibit 13: Backbone Sewer Collection System
Exhibit 14: Backbone Drainage Collection System
Exhibit 15: Bridge District Park Plan
Exhibit 16: Plaza
Exhibit 17: 2014 Plan

LIST OF TABLES
Table 1: Bridge District Development and Investment Summary Table 2: 2014 Plan
Table 3: Maximum and Expected Buildout Assumptions
Table 4: Peak Hour Automobile Trip Generation Rate Assumptions -able 5: Parking Supply
fable 6: Water Demand Assumptions
BRIDGE DISTRICT IMPLEMENTATION STRATEGY b
Attachment 3
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)
Table 7: Sewer Demand Assumptions
Table 8: Backbone Improvement Costs and Allocations
Table 9: Supplemental Improvement Costs and Allocations Table 10: Funding Source for Backbone Improvements
Table 11: Funding Source for Supplemental Improvements
Table 12: Development and Investment Summary
Table 13: Five Year Capital Improvement Program (2009 - 2014) Table 14: Five Year Action Plan

APPENDICES (SEE ATTACHED DOCUMENT)
Appendix A: Development Program Technical Materials
• Public areas and net buildable assumptions and technical tables/exhibits • Maximum Buildout scenario assumptions and technical tables/exhibits • Expected Buildout scenario assumptions and technical tables/exhibits Appendix B: Transportation and Circulation Technical Materials Appendix B1: Integrated Transportation System
• TOM requirements, strategies, guidelines, etc.

Appendix B2: Walkways and Pedestrian Circulation
• Traffic calming requirements, strategies, guidelines, etc. • Walkway/Pedestrian improvement scope and cost estimates Appendix B3: Roadways and Vehicular Circulation
• TJKM traffic study memo
• Roadway Master Plan (engineered plans and technical materials) • Roadway Master Plan cost estimates and allocations
• Regional traffic facilities list
Appendix B4: Parking
• Shared parking requirements, cost estimates, and allocations Appendix B5: Transit
• Excerpts from Streetcar Study
• Transit level of service, route plans, strategies, assumptions • Transit/Streetcar improvement scope, cost, allocations Appendix B6: Blkeways
• Excerpts from City Bikeway Master Plan
Appendix B7 Rail Removal
• Technical materials on rail removal
• Scope, cost estimates, allocation
Appendix C: Municipal Utilities Technical Materials
C1 Backbone Water Distribution System
• Water demand assumption technical materials
• Water Master Plan (engineered plans and technical materials) • Water Master Plan cost estimates and allocations

BRIDGE DISTRICT IMPLEMENTATION STRATEGY C
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C2 Backbone Sewer Collection System
• Sewer demand assumption technical materials
• Sewer Master Plan (engineered plans and technical materials) • Water Master Plan cost estimates and allocations
C3 Backbone Drainage Collection System
• Drainage demand assumption technical materials
• Drainage Master Plan (engineered plans and technical materials) • Drainage Master Plan cost estimates and allocations
• Drainage standards and guidel ines
C4 Municipal Sizing Factors
Appendix D: Parks and Other Recreational Elements Technical Materials D1 River Walk Promenade
• River Walk Promenade Plan (Walker Macy design materials) • Scope definition, cost estimates and allocations
D2 Neighborhood Parks
• Ironworks Park conceptual design materials
• Garden Park conceptual design materials
• Channel Park conceptual design materials
• Scope definition, cost estimates and allocations
• Park Impact Fee eligible projects list
D3 Park Development Program/Recreational Elements
• Standards, guidelines, and description of process
• List of eligible facilities
Appendix E: Civic Corridor Amenities Technical Materials • Grand Street Corridor design materials and amenities list • Ballpark Drive Corridor design materials and amenities list Appendix F: Financing Plan Technical Materials
• Rollup of Improvement Costs/Allocations/Sources
• Regional Costs/Allocations/Financing (incl. EPS studies) • Bridge District Costs/Allocations/Financing (allocations to parcels) • Calculation of Bridge District Fee (EPS)
• CFO Technical Studies (EPS)
• Tax increment projections (EPS)
• Five Year Capital Improvement Program (plans, cost estimates, etc.) Appendix G: LEED Neighborhood Development Standards
BRIDGE DISTRICT IMPLEMENTATION STRATEGY d
Attachment 3
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1.0 EXECUTIVE SUMMARY

1.1 Overview
The Implementation Strategy is Volume 3 of the Bridge District Specific Plan. The Specific Plan envisions the Bridge District as "a place of civic significance for West Sacramento which establishes it as a river city".

Volume 1: Vision, Plan and Procedures defines planning intent, policies, objectives, and baseline entitlements.

Volume 2: Urban Standards defines streetscape and ground floor design standards.

This Volume 3, Implementation Strategy, serves as the technical blueprint by which the Bridge District will be redeveloped from industrial uses to residential and commercial uses. It summarizes buildout assumptions, backbone facilities, financing strategies, and a five year capital improvement program for the 2009 to 2014 period. Urban or "smart growth" infrastructure standards for circulation, neighborhood parks, and utilities design are included.

Additionally, it defines the scope of improvements eligible for public investment. This report is supported by Appendices A through F which contain the full technical detail that is summarized in the following sections.

The Implementation Strategy is a living document that will be periodically updated (approximately every five years) to reflect current conditions, technical refinements, and implementation priorities. Regular updates of each Appendix are completed on ongoing basis by the city department responsible for the specific program, infrastructure and or regulatory content, provided the update does not constitute a substantive or policy change. Current conditions and activities are summarized as follows:

De-Industrialization: These efforts include relocation of industrial tenants {almost complete), demolition of industrial buildings (in progress), and removaljrelocation of rail (in progress).

Pre-Development Planning: These efforts include preliminary engineering, design, and financing studies necessary to implement the Specific Plan. This volume summarizes the result of these studies as well as key assumptions, plans, and strategies.

Urban Standards: These efforts include proposed changes in city regulations, standards and investments that support a higher density, sustainable development model including transit and structured parking.

Early Development: Current planning efforts are focused on catalyzing redevelopment of the Bridge District area east of tbe Union Pacific rail line. This area requires significant backbone infrastructure and amenity improvements to support initial private development projects.

Early development projects in the Bridge District will be pioneering, higher risk, and will selljrent at discounted prices relative to comparable projects in the City of Sacramento's downtown, midtown, and railyard neighborhoods (its primary market competitors). Establishing a critical development mass in the Bridge District is a paramount near-term objective as it will mitigate risk, stimulate demand and create value to support additional development.

1.2 Expected Buildout, Current Conditions, and the 2014 Plan Table 1 provides a development and investment summary for expected buildout, current conditions (March 2009), and the 2014 Plan. At buildout the Bridge District is expected to have approximately 9.6 million square feet of BRIDGE DISTRICT IMPLEMENTATION STRATEGY 1
Attachment 3
1155
development, roughly split between residential and commercial development. This development program will require ~ri estimated $135 million in infrastructure and amenity improvements.

Table 1: Bridge District Development and Investment Summary Expected March 2009 Condition2 2014 Plan (stand 2014 Condition 2015+ (remaining) Buildout1 alone 3
Development Program
Total Net Buildable Land Area (sqft) 4,933,597 4,933,597 4,933,597 4,933,597 4,933,597 Developed Buildable Land Area (sqft) 4,933,597 366,200 1,003,600 1,369,800 3,563,797 Percent Developed 100% 7% 20% 28% 72%
Residential Units 4,000 196 731 927 3,073
Commercial Building Area (sqft) 5,599,989 131,000 35,000 166,000 5,433,989 Total Building Area 9,599,989 366,200 912,200 1,278,400 8,321,589 Effective Floor to Area Ratio 1.95 1.00 0.91 0.93 2.34
Investments (in 2009 dollars)
Backbone Infrastructure and Amenities' $135,358,705 $0 $49,196,741 $49,196,741 $86,161,964 As percent of total 100% 0% 36% 36% 64%
Supplemental Infrastructure & Amenities see Chapter 7 $0 $0 $0 see Chapter 7 1 As defined in Section 2.2 (Buildout Assumptions); assumes an average of 1,000 square feet per residential unit. 2 Includes approved residential units that are part of the Ironworks development (average size of 1,200 square feet) Raley Field is equivalent to 130,000 square feet of commercial building area. Does not include existing industrial and related uses that will ultimately be relocated. 3 Assumes an average of 1,200 square feet per residential unit . 4 see Section 7
Currently, the Bridge District includes 187 approved residential units and 131,000 square feet of commercial space.

Approximately $4 million of investment in pre-construction design, engineering and environmental documentation has been committed to backbone improvements to date.

The 2014 Plan includes 731 residential units and $49.2 million in backbone and supplemental improvements. Exhibit 1 illustratively depicts the 2014 Plan. Residential development and facility improvements are clustered in three locations which will serve as "bookends" for future infill development. Additional private development projects and facility investments are currently being evaluated for potential inclusion in the 2014 Plan or later plans.

After the 2014 Plan is implemented, the Bridge District is expected to have capacity for approximately 8.3 million square feet of remaining development and require $86 million in remaining backbone investments.

BRIDGE DISTRICT IMPLEMENTATION STRATEGY 2
Attachment 3
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Exhibit 1: The 2014 Plan
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Five Year Capital Improvement Program (2009 through 2014) Table 2 summarizes, and Exhibit 1 depicts, the five year capital improvement program (CIP) to implement the 2014 Plan. This CIP focuses on constructing certain public backbone infrastructure and amenities necessary to support the 2014 Plan. Improvements include construction of streets, municipal utilities (i.e., water, sewer, and drainage), parks, and other associated infrastructure and amenities. These investments are intended to serve the sites adjacent to the improvements and to catalyze redevelopment of remaining areas in the Bridge District.

BRIDGE DISTRICT IMPLEMENTATION STRATEGY 3
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,.able 2: 2014 Plan
Improvement Prop. 1C Prop. 50
e[Qpo ilio □ :I C C1~ ~dm1alMgrnt $650,000 $0
IramRC:datioo aod C1rwlatioa
Roadways and Si de walks $12,035,000 $0
Trais,t and Other Circulation $0 $0
Total Transportation & Circulation $12,035,000 $0
MuniciDa lJlihties
Water $860,000 $0
Sanitary Sewer $3,957,000 $0
Storm Drainage $1,895,200 $0
Joint Trench $252,500 $0
Total Municipal Utilities $6,965,500 $0
ea1:ks aad Qtbec eubli" Sr:2aces
Riverfrort Promenade $0 $1,727,741
Neighborhood Parks $1,500,000 $0
Total Partcs and Public Spaces $1,500,000 $1,727,741
TOTAL BACKBONE FACILITIES $21, 150,500 $1,727,741
Parking and Density Incentives $1,260,000 $0
BACKBONE+SUPPLEMENTAL $22,410,500 $1,727,741
Maximum Prop 1C $23,081,000
(1) Source Is Trafftc Impact Fee Fund: to be advanced by tax increment. {2) Advanced by Water Enterprise Fund, to be repaid by CFO 27 (3) Source Is Park Impact Fee Fund
Tax lncremen1 CFO 23
$0 $0
$2,212, 000 $285,000
$0 $0
$2,212,000 $285,000
$75,000 $21 5,200
$0 $357,000
$1 00,000 $373,800
$0 $252,500
$175,000 $1,198,500
$3,330,951 $0
$0 $0
$3,330,951 $0
$5,717,951 $1,483,500
$0 $0
$5,717,951 $1 ,483,500
Sources of Funds
CFD27 Other TOTAL Water Fund lmoact Fees t<lnder Moroi.n $0 $0 $0 $0 $650,000
$5,253,021 $0 $2,633,200 (1) $250,000 $22,668,221
$700,000 $0 $0 $0 $700,000
$5,953,021 $0 $2,633,200 $250,000 $23,368,221
$0 $5,000,000 (2) $0 $0 $6,151,000
$0 $0 $0 $0 $4,314,000
$2,000,000 $0 $C $0 $4,369,000
$0 $0 $0 $0 $505,000
$2,000,000 $5,000,000 $0 $0 $15,339,000
$2,940,828 $0 $C $0, $7,999,5201
$0 $0 $500,000 (3) $0 $2,000,000
$2,940,828 $0 $500,000 $0 $9,999,520
$10,893,849 $5,000,000 $3,133,200 $250,000 $49,356,741
$0 $0 $0 $0 $1,260,000
$10,893,849 $5,000,000 $3,133,200 $250,000 $50,616,741
The Five Year CIP is driven by a $23.1 million grant awarded to the Bridge District as part of the state of California Qroposition 1C funding program. This grant was secured by the commitment of 731 residential units (198 affordable) .nd approximately $28 million in local government and private infrastructure investments.

Action Plan Summary
The Implementation Strategy requires the city and property owners to perform a number of additional actions subsequent to the approval of the Specific Plan. These include, but are not limited to the following:
• Develop and adopt architectural guidelines and sustainability measures and seek appropriate LEED designations.
• Complete comprehensive parking ordinances and implementation of the structured parking financing program including in-lieu fees.
• Implement financing mechanisms including adoption of the street car financing, parking enterprise fund, community financing district and community services district. • Complete ROW and park acquisitions and dedications, deed covenants and easements. • Determine timing of west side rail relocation or creation of at-grade crossing for infrastructure improvements west of Fifth Street.
• Implement "urban" fees and standards including: 1) General Plan amendments for noise, light, residential density, heights and levels of service; 2) "density bank" processes; 3) design guidelines for Tower Bridge Gateway.
• Develop Bridge District Transportation Demand Management (TDM) plan BRIDGE DISTRICT IMPLEMENTATION STRATEGY 4
Attachment 3
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2.0 BRIDGE DISTRICT DEVELOPMENT

PROGRAM
This section documents key Bridge District planning concepts, objectives, and assumptions critical to preparing this Implementation Strategy. These elements define the development program that will be supported by the public infrastructure and amenities described in following sections. Additional detail on this section is found in Appendix A:

Development Program Technical Materials.

2.1 Key Planning Concepts
This section summarizes key over-arching Specific Plan concepts. These concepts are summarized in the vision to "develop a place of civic significance for West Sacramento which establishes it as a river city". Additional detail on these planning concepts and objectives is found in Volume 1.

2.1.1 Developing a Place of Civic Significance
The Specific Plan envisions the 188 acre Bridge District as the "urban core" and "focus of West Sacramento". Central to this vision is the development of facilities that provide public benefit and civic identity. These facilities are shown in Exhibit 2 and are incorporated in the Implementation Strategy as follows:

River Walk Promenade and Plaza: This open space, pedestrian, and bikeway corridor will provide public access along the length of the Sacramento riverfront as well as an array of recreational and civic facilities. These facilities are described in Section 5.1. The promenade paths lead to the diamond shaped plaza located at the east end of Grand, a regional day and night destination.

Grand Street Corridor: This corridor connects the City of West Sacramento civic center area with the River Walk Promenade. This corridor includes "green" unique botanical landscape treatments (see Volume 2), civic design features (see Volume 2), and public amenities (see Section 6) along its length.

Ballpark Drive Corridor: This corridor connects the interior of the Bridge District with the River Walk Promenade. This corridor includes civic streetscape treatments (see Volume 2) and public amenities (Sections 5.2 and 6) while preserving views of Tower Bridge.

Tower Bridge Gateway Corridor: This corridor is a front door arterial which connects the Bridge District (and the City of West Sacramento in general) with the City of Sacramento urban core. This corridor will include special civic streetscape design features and monuments marking entry into the city and sub-areas that are served by it. This corridor is intended to serve as a grand entry to the city and design treatments and landscaping will reinforce its linkages with the Bridge District, Washington and West Capitol Corridor neighborhoods. Tower Bridge Gateway is not fully within the Bridge or Washington Specific Plans or West Capitol Corridor Area. Specific design guidelines for Tower Bridge Gateway will be developed by the city and adjacent property owners in the future and amended into the Bridge District Volume 2 upon adoption.

BRIDGE DISTRICT IMPLEMENTATION STRATEGY 5
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Exhibit 2: Developing a Place of Civic Significance
*
- R1vertront Promenade
- RiverfrontAccessConidor
Streets of Civie Significance
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2.1.2 Developing a "River City"
The Specific Plan envisions the Bridge District as a vibrant urban district that is connected to the Sacramento River.

This concept is incorporated in the Implementation Strategy as follows:

Urban Neighborhoods: The Bridge District is subdivided into four distinct but integrated neighborhoods of differing urban character and development intensity (see Exhibit 3). Buildout assumptions for these neighborhoods are described in Section 2.2 and are supported by the infrastructure, amenity, and financing plans described in the 1bsequent sections.

BRIDGE DISTRICT IMPLEMENTATION STRATEGY 6
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Urban Grid: The Bridge District street grid creates pedestrian friendly blocks that support high density development and maximize the number of multi-modal routes from one destination to another. Volume 2 includes urban street hierarchy regulations governing the relationship of the buildings to the street in order to create a unified and cohesive public realm. The grid provides for a mix of vehicular, transit, bikeway, and pedestrian facilities that connect neighborhoods within the Bridge District and connect the Bridge District with the region. Transportation facilities are described in Section 3.

River Form: The Bridge District grid, neighborhoods, parks, and other facilities have strong connections to the form of the river. This form is reflected in the complimentary alignment of the street grid (Section 3), design of public amenities (Sections 5 and 6), and streetscape and building design standards (Volume 2). The primary physical elements for making the connection between the riverfront and internal District areas are at least seven eastjwest access streets between Riverfront and the River Walk Promenade.

BRIDGE DISTRICT IMPLEMENTATION STRATEGY 7
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Exhibit 3: Bridge District Neighborhoods
- Tower
Pioneer
- Waterfront
'BridgeOistrict'Specitic Plan: Neighborhoods r \ fl1.,\ 1\hl11!1-1Lk • l'J!.~ • ~ ll)/(l/Wi"•\l~! lfl\~J)Jlt • \ '/"'1:.dfJ lo. ]1)1'1\ a::
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2.2 Buildout Assumptions
A total of 12.5 million square feet of occupied building is programmed for the Bridge District. Of the total occupied building area, 12 million square feet is allocated on a neighborhood basis by type of use (i.e. commercial vs. residential) pursuant to the regulations identified in Appendix A. The remaining 0.5 million square feet is banked as a density incentive accessed through the Density Bank mechanisms (see Section 2.2.2 and Appendix A). , he neighborhood boundaries are depicted in Exhibit 3 and neighborhood allocations of the 12 million buildout are shown in Table 3. The 1993 Specific Plan described a formula for entitlement allocation based on 1) a gross FAR BRIDGE DISTRICT IMPLEMENTATION STRATEGY 8
Attachment 3
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number (see below "Maximum Development Capacity exhibit"), which depicts the ratio of maximum allowable building area to the gross block area, and 2) the maximum and mix of land uses on a neighborhood basis. The maximum land uses on a neighborhood basis ratio are also described in "Development Entitlements by Specific Plan Neighborhood" table in Volume 1 XXXX. This formula is based on allocating a pro-rata share of entitlements at the neighborhood level. The formulas and additional detail, including the establishment of the density bank is further described in Volume 3, Appendix A.
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B1'idg_e Distr!cf$1.i"ec1rtc Plan: Maximum Dclvel:opmerit Capacity 'i.lit, .\t:•l'r:,.11 • I• , 4 L L, " ' \",," ~•, \lt'!,",I , \\'•111< 1 l,\rdt!i•1~ The 1993 EIR for the Triangle Specific Plan studied a build out scenario consistent with the "Development Entitlements by Specific Plan Neighborhood" table in Volume 1. Since that time, two changes to the neighborhoods have been approved: 1) the park blocks neighborhood has been merged into the two adjacent neighborhoods; and 2) the District boundaries have been expanded to include a parcel to the south of the freeway known as the CEMEX parcel which was merged into the Waterfront Neighborhood.

BRIDGE DISTRICT IMPLEMENTATION STRATEGY 9
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The transportation, circulation, and municipal utilities studies analyzed a build out program that differed from the "Development Entitlements by Specific Plan Neighborhood" table in Volume 1, favoring a more even split of uses and a total build out scenario in excess of 12 million square feet of development. The Buildout Assumptions section of this Volume and its Appendices contain additional information about the studies and the sizing of the infrastructure. The 2009 Bridge District supplemental EIR (SEIR) analyzed a target build out development scenario equal to approximately 75% of the entitlement allocation scenario studied in the transportation, circulation, and municipal studies.

Development in excess of the allocation that was studied in the SEIR may require additional review and/or additional mitigation measures pursuant to CEQA regulations.

Projects that enter into development agreements with the City may be eligible to develop at the capacity identified in Chapter 2.2 of this Volume. Additional development density may be secured through the density bank mechanism, up to the maximum prescribed in Appendix A of this Volume, provided compliance with the General Plan density ranges can be demonstrated. Given the urban nature of the plan, compliance with the General Plan density ranges shall be determined on a gross block average basis rather than parcel basis, provided the block is owned by a single property owner at the time of development.

This section summarizes the Bridge District buildout assumptions used to prepare the infrastructure, amenity, and financing plans included in this Implementation Strategy. Additional detail on buildout assumptions is found in Appendix A.

BRIDGE DISTRICT IMPLEMENTATION STRATEGY 10
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2.2.1 Public Areas and Net Buildable Areas
Exhibit 4 depicts the location and character of public and quasi-public areas within the Bridge District as well as net buildable areas ("development blocks"). As redevelopment progresses, additional public and quasi-public areas not depicted in Exhibit 3, especially in areas west of 5th Street, may be identified and included in subsequent updates of this report. Public and quasi-public areas are described as follows:

Public Rights-of-Way: This area includes approximately 18.6 acres of roadways, bikeways, walkways, and associated areas that will be part of the public right of way. These facilities are described in Section 3 and in Volume 2.

River Walk Promenade: This area includes approximately 18.3 acres of an 0.8 mile length regional park corridor. The Promenade is described in Section 5.1.

Neighborhood Parks: Three neighborhood parks will provide approximately 3 acres of urban park space to serve most of the local needs of District residents and workers. These facilities are described in Section 5.2.

Distributed Neighborhood Recreation Features: These features are intended to provide the recreational service equivalent of a 1.5-acre neighborhood park, yet will be integrated with private development throughout the District.

These facilities are described in Section 5.3.
"No Build" Areas: These areas include public, quasi-public and quasi-private properties that are restricted from building development. No build areas include property located within flood easements, view corridors, mandated universal streets, required building setbacks, and other restricted development areas. These areas are described in Volume 2.

BRIDGE DISTRICT IMPLEMENTATION STRATEGY 11
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Exhibit 4: Bridge District Public Areas and Development Blocks Non-Build able Area
(Privately held/public access easements)
- Sidewalks

2.2.2 Buildout Assumptions
The infrastructure, amenity, and financing plans included in this Implementation Strategy were prepared utilizing the following buildout assumptions:

Maximum Bulldout: This scenario assumes that the Bridge District is developed at the maximum intensity permitted by 1 olume 1 of this Specific Plan (Table 3). Th is scenario assumes 12.5 million square feet of residential and commercial development that would support 9,378 residents and 20,828 jobs.

BRIDGE DISTRICT IMPLEMENTATION STRATEGY 12
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Table 3: Maximum and Expected Buildout Assumptions
Maximum 100% Expected 77% Development
Development lntensitv Development Program Proi~m
Net Land Total Land
Buildable Area Average Floor Building Area Commercial Residential Commercial Residential Nei,ghborhood (sqft) to Area Ratio (sqft) (sqft) (units) (sqft) (units) Core 860,933 2.82 2,427,295 1,645,295 782 1,316,236 626 Pioneer 970,547 2.73 2,650,000 1,900,000 750 1,520,002 598 Tower 2,175,043 1.37 2,972,705 954,705 2,018 763,764 1,616 Waterfront 927,074 4.26 3,950,000 2,500,000 1,450 1,999,987 1,160 Densitv Bank 500 000 290000 210
Total 4,933,597 2.53 12,500,000 7,290,000 5,210 5,599,989 4,000 Expected Buildout: This scenario assumes that the Bridge District is developed at 77 percent of the Maximum Buildout scenario. This scenario assumes approximately 9.6 million square feet of residential and commercial development that would support 9,378 residents and 16,000 jobs. Both maximum and expected buildout scenarios assume an average residential unit size of 1,000 square feet.

These scenarios represent "best guess" projections on how Bridge District buildings will be developed from a land use and intensity perspective based on:
• the planning direction provided by Volumes I and II;
• the potential developmental constraints and opportunities of specific Bridge District development blocks; and • proposed Bridge District development plans submitted to the City of West Sacramento as of October 2008 Additional detail is included in Appendix A.

Density Bank: The city will establish a "Density Bank" or entitlement bank to provide additional capacity for denser, urban-scale projects and to manage the transfer and exchange of entitlements by use. The Density Bank is a mechanism for ensuring that unused development capacity is not stranded on under-developed parcels, and left unavailable to remaining developable parcels. The Density Bank reserves or banks the difference between the Expected Buildout scenario and the Maximum Buildout scenario while providing certainty to property owners about available baseline entitlements. The city may allocate entitlements from the Density Bank to support very urban dense development and use it to monitor the mix of residential to commercial uses to ensure that infrastructure capacity/thresholds are not exceeded.

The Density Bank mechanism provides that baseline entitlements are allocated to the property for the anticipated or Expected Buildout of 9.6 million square feet or approximately 80 percent of the maximum (see Table 3). The city reserves discretion over approximately 20 percent or 2.4 million square feet which it can transfer or grant to a parcel provided that the project is consistent with the Specific Plan and does not erode or negatively impact neighborhood character as defined in Volume 1. When a block has been developed, the "left over" or excess entitlements will automatically "deposit" to the Density Bank, and be managed by the city and made available under the Bank guidelines. Owners may also exchange one type of entitlement for another (commercial or residential) by depositing and withdrawing from the Density Bank. The zoning administrator of the city may approve withdrawal from the Bank or BRIDGE DISTRICT IMPLEMENTATION STRATEGY 13
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transfer of entitlements within and between neighborhoods and will not condition reasonable use of it. Property owners ,ay only transfer entitlements among parcels within their ownership and within the same neighborhood. Owners may , 1ot transfer entitlements onto a parcel in excess of the 100% or maximum capacity of that parcel. The capacity of a parcel is its pro-rata share of the Maximum Buildout scenario. Conditions for participating in the Density Bank and the character of each neighborhood are covered in Volume 1 Section 3.3 and Appendix A of Volume 3.

BRIDGE DISTRICT IMPLEMENTATION STRATEGY 14
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3.0 TRANSPORTATION PLANS
This section describes how backbone transportation facilities will be developed in the Bridge District based on the Development Program described in Section 2. Facilities have been engineered to support the Maximum Buildout scenario and have been calibrated for the Expected Buildout scenario. Development above the Expected Buildout scenario may require some additional improvements, predominantly within the existing right of way.

Transportation facilities include roadways, walkways, bikeways, transit, parking and other infrastructure. These facilities are described collectively and individually in the following sections but will function as one integrated transportation system. Additional detail on transportation plans is found in Appendix B: Transportation Plan Technical Materials.

3.1 Integrated Transportation System
The Bridge District transportation system described in this section has been engineered as an integrated, multi-modal transportation system. It is fundamentally based on creating a pedestrian friendly environment. Other travel modes have been designed to provide pedestrians with safe and efficient choices for travel within the Bridge District and through the District.

This integrated approach incorporates Transportation Demand Management (TOM) strategies to achieve this objective.

The city Transportation System Plan Ordinance and Advisory Handbook will apply to this project. A Bridge District TDM Plan will be developed by the property owners and approved by the city by 2014. The Bridge District TDM Plan will incorporate strategies that emphasize efficient use of transportation infrastructure, reduced reliance on the automobile, and increased use of walking, bicycling, and transit for transportation consistent with the City Transportation Systems Management ordinance and guidelines. Additionally, alternative mode share goals will be incorporated into development agreements for owners within the project area.

The transportation system is based on a backbone street grid that is engineered for multi-modal travel. There are two types of public streets that are part of the Bridge District street grid:

Through Streets are the backbone of the Bridge District street grid. They provide multi-modal access to and through the District. These streets have been designed to accommodate public vehicle, bicycle, and pedestrian traffic. Certain streets have also been designed to accommodate streetcar lines and other public transit (see Section 3.5) BRIDGE DISTRICT IMPLEMENTATION STRATEGY 15
Attachment 3
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Attachment 3
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Exhibit 6: Access Streets

3.2 Walkways and Pedestrian Circulation
Walkways are areas which exclusively serve pedestrian travel. The most common types of walkways are sidewalks and pedestrian paths. Sidewalks are adjacent to the street and are located between the street and fronting properties.

Pedestrian paths are not adjacent to the street, and provide access through or between properties and amenities. Safe, convenient, and accessible walkways encourage and promote pedestrian travel and are crucial in the establishment of pedestrian-friendly developments.

Providing attractive and effective pedestrian facilities encourages walking as an attractive mode of transportation.

Walkways enhance the physical safety, comfort, and convenience of the pedestrian enviri aesthetic character and quality of the pedestrian experience.

Bridge District public walkways include pedestrian activity areas associated with through and access streets as well as the River Walk Promenade. As redevelopment progresses, additional facilities may be identified and included in subsequent updates of this report. Walkway cross-sections and standards for these facilities are described in Volume

2. Volume 2 identifies street sections where required ground floor retail uses must include awnings to provide shade and rain protection. Encroachment permits will not be required for awnings prescribed within Volume 2.

Sidewalks are divided into three distinct zones: the clear zone, furnishing zone, and building frontage zone. Each zone serves different functions and has different design requirements. The primary function of the clear zone is to accommodate pedestrian circulation. The furnishing zone accommodates public facilities and street furnishings, and the building frontage zone provides access to building frontages and serves as a transition area. The furnishing zone will be constructed with permeable materials that serve to manage Bridge District storm water. The prominence and intensity of each of these zones may vary from street to street. When distributing sidewalk width, priority is given to the three zones in the following order: clear zone, furnishing zone, frontage zone (see Volume 2 for additional detail on these zones and design standards).

Within the Core and Waterfront neighborhoods, internal universal streets, referred to also as access streets (depicted in Exhibit 6), are prescribed to provide more connectivity. These private streets mix vehicles, bicycles and pedestrians within the same travel zone. The universal streets within the Waterfront Neighborhood are required to be partially constructed with permeable materials to address Bridge District storm water requirements (See Section 4.3).

Sidewalk widths - Sidewalks are primarily intended for pedestrian use. They also function as the interface between buildings and the street, providing both connections and buffers. The design of the sidewalk and the appurtenances within are critical to its effectiveness, function, and safety. The width of sidewalks must be consistent with demand and function and at the same time, be safe and comfortable. In areas of high pedestrian activity or focused retail activity, sidewalk widths are 20 feet. The minimum sidewalk width is 10 feet.

Curb Extensions - To minimize the length of pedestrian crossings and provide adequate sidewalk width where pedestrians are likely to congregate, curb extensions will be constructed at intersections and at connections between mid-block pedestrian paths.

BRIDGE DISTRICT IMPLEMENTATION STRATEGY 17
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Furnishings - The furnishing zone includes public furnishings that enhance the pedestrian experience and serve the 'lear zone such as street trees, landscaping, street lights, transit stops, parking meters, fire hydrants, benches, bike racks, news racks, and other amenities. Seating will be provided, particularly in those areas where pedestrians are encouraged to participate or observe outdoor activities.

Pedestrian Comfort - Providing a positive pedestrian experience encourages pedestrian travel. A positive experience requires making pedestrians feel safe and comfortable. This starts with assuring that the clear zone is kept clear and free of obstructions and that transitions to other zones are smooth. The width of the clear zone is least 50% of the sidewalk width and never less than 6 feet, whichever is greater. A vertical clearance of at least 8 feet will be maintained from overhanging tree limbs, awnings, signs, or other obstructions. )
BRIDGE DISTRICT IMPLEMENTATION STRATEGY 18
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motorized transport (bicycle circulation is described in Section 3.6). Key vehicular circulation strategies are ·Jmmarized below for each roadway:

US 50: Regional traffic accesses the Bridge District via existing US 50 onramps and off-ramps at 5th Street. US 50 is a Caltrans facility. Through traffic to and from US 50 will be directed along 5th Street. 5th Street: This roadway will include two travel lanes in each direction, dedicated turn lanes and is intended to be the primary north-south arterial through the Bridge District. Free flow speeds are assumed to be 30 miles per hour.

Riverfront Road: Along most of its length, this roadway will include one travel lane in each direction and is intended to be a secondary north-south facility (i.e. for local vehicle traffic). The segment between Ballpark Drive and Tower Bridge Gateway will include two travel lanes in each direction as a transition to the existing roadway north of Tower Bridge Gateway. Free flow speeds are assumed to be 20 miles per hour. To encourage lower speeds, Riverfront Road will include various traffic calming measures such as textured pavement treatments, raised crosswalks, and curb extensions.

Market Street: This roadway will include one travel lane in each direction and is intended to be a primary east-west connector between 5th Street and Riverfront Road. Free flow speeds are assumed to be 25 miles per hour.

MIii Street: This will include one travel lane in each direction and is intended as a secondary east-west facility between 5th Street and Riverfront Road. Free flow speeds are assumed to be 25 miles per hour. arden Street: This roadway will include one travel lane in each direction and is intended as a secondary east-west 1acility between 5th Street and Riverfront Road. Free flow speeds are assumed to be 25 miles per hour.

Grand Street: West of 5th Street, this roadway will include two travel lanes in each direction and is intended as a primary east-west arterial that connects West Capitol Avenue and Tower Bridge Gateway with 5th Street. Free flow speeds are assumed to be 35 miles per hour. East of 5th Street, this roadway wi ll include one travel lane in each direction and is intended as a secondary east-west facility between 5th Street and Riverfront Road. Free flow speeds are assumed to be 25 miles per hour.

Bridge Street: Traffic from the US 50 westbound off-ramp will enter the Bridge District at the intersection of Bridge Street and 5th Street. Bridge Street will be an east-west facility and have two travel lanes in each direction between 5th Street and Riverfront Road. Free flow speeds on Bridge Street will be 35 miles per hour.

Automobiles will be the primary vehicles using Bridge District roadways. Table 4 summarizes automobile trip generation rates assumptions. These assumptions were used to analyze, size, and design the roadways depicted in Exhibit 5. Additional detail on these assumptions and associated traffic analyses are included in Appendix B.

BRIDGE DISTRICT IMPLEMENTATION STRATEGY 20
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Table 4: Peak Hour Automobile Trip Generation Rate Assumptions Mornino Peak Hour Evening Peak Hour
Land Use Trip Rate Percent In Percent Out Trip Rate Percent In Percent Out Residential 0.30 25% 75% 0.35 61% 39%
Office 1.55 88% 12% 1.49 17% 83%
Retail 1.03 61% 39% 3.75 48% 52%
1) "Trip Rate": Institute of Transportation Engineers (ITE) trip generation rate for respective peak hour period (i.e., A.M. peak hour, P.M. peak hour)
2) "Percent In" and "Percent Out" represents the percentage of trips arriving and departing during the respective peak periods.

The automobile trip generation rates depicted in Table 4 are based on Institute of Transportation Engineers data that have been adjusted to reflect the specifics of Bridge District development. These adjustments include:

A 25 percent discount in automobile trip generation rates based on the 1) availability of alternative travel modes provided by transit, pedestrian facilities, and bicycle facilities, and 2) a mixed-use urban environment where housing, jobs, retail, and amenities are located in close proximity to each other.

An additional 15 percent discount for properties located within ¼ mile of propos~d streetcar stops. This proximity of, and the higher level of service provided by, this type of transit provides additional incentives for non-automobile trips.

A 25 percent discount in automobile trip generation rates for retail pass-by trips. This discount is appl ied to reflect automobile trips where retail is an intermediate destination of a primary trip (e.g., commute). This discount does not apply for automobile trips where retail is the primary destination.

Streetcar or alternate transit service is an integral component of the circulation plan. The level of service required is described in Section 3.5. The financing of transit is defined within Section 7.1 as a required "Backbone" transportation improvement in order for the roadways to support the expected development program capacity described in Section

2.2. 3.4 Parking
A key aspect of vehicular circulation will be the provision and management of parking facilities. Parking will be accommodated in the Bridge District via on-street parking (see Exhibit 8), shared parking areas, and exclusive use parking areas. Additional detail on parking facilities and strategies is included in Appendix 84. This section addresses demand projections, demand management, supply, and financing of parking for the commercial properties in the Bridge District. Residential parking is not addressed as a public resource or policy matter as it is assumed to be largely exclusive to residential developments.

Parking is an integral component of the overall transportation program for the Bridge District. It is influenced by surrounding land uses and is a major land use element itself. The parking strategy must support the overall vision for the Bridge District of providing a compact, urban, mixed use, walkable, transit-oriented environment. The primary challenge is to provide enough early structured parking to prevent spillover parking effects in residential areas and neighborhoods and meet demand for commercial uses without oversupplying parking such that it counteracts the land use, transportation, and urban design objectives. A further challenge is economic and financial: to provide enough parking to assure market acceptance and marketability of the commercial and residential properties, without overburdening the public and private financial resources available to develop and operate the parking.

BRIDGE DISTRICT IMPLEMENTATION STRATEGY 21
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·,s development takes place, it is likely that some residential parking will be integrated with structures that also serve commercial uses; the management arrangements will be worked out on a case by case basis.

Existing Conditions
Raley Field is presently the only real generator of demand for parking in the Bridge District. The bulk of parking for events and baseball games is accommodated in temporary surface parking lots that have limited improvements (gravel surfaces, chain link fencing, mobile lighting). In its Local Baseball Agreement, the city agrees to make future parking facility spaces developed within three quarters of a mile of the stadium, and to which the city has rights, publicly available for event parking if such parking or redevelopment causes a loss of stadium parking spaces.

In spite of its proximity and the ease of access for pedestrians over the improved Tower Bridge, the Bridge District does not serve as commuter parking for downtown and Old Sacramento workers. Time limitations on on-street parking and effective enforcement appear to be working to prevent commuter parking. There is an interest, on both sides of the river, that parking resources in the Bridge District be used to benefit the Bridge District and not draw commuters from the Sacramento side. As the Bridge District develops, management policies, parking pricing, and enforcement will be adapted to achieve this objective.

Parking Demand Projections
Future parking demand in the Bridge District is based on development projections using generation rates that account for a number of factors present or planned for the Bridge District:
• Shared use of parking; multiple properties using the same parking resource • Captive market effect from mixed uses
• Availability of convenient, cost effective, frequent transit service • A relatively high rate of pedestrian and bicycle commuting • Accommodations for carpooling
• An active Transportation Demand Management (TOM) program The parking demand rates were also adapted according to the phase of development. Parking demand is assumed to be highest in the first phase of development, before 40% of the area is built out, due to the more sparse development pattern, a narrower range of uses and services available, and more limited transit service. As the project evolves into a more mature urban environment with a full mix of uses, the captive market effect becomes more pronounced, transit service can improve, and parking becomes more expensive. These will have the effect of reducing demand for parking.

With later stages of development having much lower demand rates, this means that most of the parking supply must be provided earlier. Later developments will "buy in" to an existing parking supply without significantly adding to the amount required or supplied.

BRIDGE DISTRICT IMPLEMENTATION STRATEGY 22
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Exhibit 8: On-street Parking
. . '
·-~
<
• ...:..,;.;.,---=--...-,,
- Parking pc-rmitted
- Noparking
I
I
r ·'l . 1/' ·. ~ #,;>
frontPIH
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w
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0 ,_
,.~ Bridge DisttictSpcciflc Pian: On-street P.arkin_g . 'i( IIA,\t~ ,r'l;t l\ • l ll{.S . ; c 11, u.1W~ :-i pt.11.11 •:•nt(' • Wt•O,,! Ho,lirr:,; Parking Management Policies
Management of the parking resource will be critical to success of the parking plan. The key elements of the management program consists of a group of policies and practices including • A minimum shared parking and maximum parking requirement • An emphasis on shared parking, by creating a pooled parking supply that is managed for the benefit of multiple properties, thereby reducing the overall amount of parking needed; • Using public financing to assist in development of the shared parking resource; • Placing limits on surface parking, allowing it only under the freeway and on an interim basis; and BRIDGE DISTRICT IMPLEMENTATION STRATEGY 23
Attachment 3
1177
• Creating a parking authority or management entity to oversee finance and management of the parking program.

A variety of policies and practices will need to be implemented in the Bridge District, including enhanced transit service, pricing strategies, information provision, demand management techniques, enforcement practices, and frequent monitoring. They are outlined here in this segment.

Shared Parking
The basic premise of the implementation strategy is that a core or basic amount of parking will be publically financed and operated on a shared basis, so that all properties and users within the Bridge District can take advantage of it.

Rather than requiring each new development project to provide parking facilities on its site, the shared parking concept will provide a single parking structure that can be used by multiple properties and users. A minimum requirement for private development of one stall per thousand square feet of office space, and comparable rates for restaurant and retail uses, will be used for this first increment of parking. Only shared parking structures will be eligible for public investment.

Not every property will be able to contribute land or a structure, have a feasible garage site available, or generate enough parking demand to make improvement of a parking lot or structure feasible. An in-lieu fee option must be available for these circumstances. The amount of the fee should be proportional to the private sector share of the cost of constructing the required number of stalls in a parking structure.

Beyond this minimum, additional parking supply may be provided to meet the projected or perceived demand. This 1dditional parking supply would not be required to be shared or contributed to the pooled supply, though it could be included in the shared resource. Developers can provide this additional parking in temporary surface lots or in structures, but no public financing would be available to assist in paying for this additional increment of parking.

Minimum and maximum parking standards are established in Volume 1 (see Volume 1 page 25). However, if the parking supply is provided as surface parking, it will require a conditional use permit, and the use permit would be subject to frequent review (on two to five year intervals), with no guarantee of renewal. Exceptions to the surface parking limitations would be available for short-term (less than 90 minutes) and handicapped accessible stalls, and for surface lots on property not otherwise developable (e.g., under the Pioneer Bridge approach).

TDM Measures
Transportation Demand Management (TDM) includes all policies and design features that contribute to more efficient use of transportation infrastructure, reduced reliance on the automobile, and increased use of bicycling, walking and transit for transportation. Parking management is one category within TDM and includes a variety of strategies to encourage more efficient use of parking facilities:
• Pricing. On-street parking must be priced such that commuters will use garages and parking lots, and the most convenient on-street spaces will be avai lable for short term visitors. Rates for parking in garages must be high enough to make alternative modes competitive, yet not so high as to push parking on to local and nearby streets.
• Unbundled parking. Most of the parking in the Bridge District will be provided in a separate location. Paying for parking as a separate transaction presents the opportunity to offer cash out programs, giving a rent discount or offering cash to employees if they don't drive and park.

BRIDGE DISTRICT IMPLEMENTATION STRATEGY 24
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• Wayfinding and parking information systems. In a shared parking environment, wayfinding signage that directs drivers to parking garages is critical. Information systems that inform drivers of the number and location of empty stalls that are available within a structure can also ensure more efficient use of a structure, and allow occupancy rates to approach maximum without adding time delays or congestion to the parking experience.
• Transport;;:ition_M.anagement Plans. New developments may be required to join a Transportation Management Association (TMA), provide an employee transportation coordinator, offer employees subsidies for transit passes, accommodate carpools and provide incentives, contribute to the cost of providing transit service to the worksite, and include provisions for walk and bike access. • Transit. walk. bike. and urban design. Provision of high quality, convenient, frequent transit at competitive cost is a key component of a TDM effort, and critical to reducing demand for parking. Similarly, providing a walk and bike friendly environment, based on appropriate urban design principles, will reduce the need to drive and demand for parking.

Monitoring and Enforcement.

The vision for the Bridge District will require both metered on-street parking and regular enforcement to effectively manage supply and demand for parking. Monitoring will have the further benefit of providing data about parking demand and use, identifying where more parking is needed or excess supply is available, and will also contribute to safety and security of remote parking areas.

Parking Design Guidelines
Design guidelines that provide parameters for locating entrances and requiring ground floor treatment are provided in Volume 2 page 75 "Allowable Building Frontages".

Parking Supply
Future parking supply in the Bridge District was examined at three stages of development. As the Bridge District develops, parking supply will evolve and ultimately nearly all the parking will be accommodated in parking structures.

At later stages, new development will generate less demand for additional parking due to the density and variety of land uses and quality of transit service that will be available.

The following table outlines projected total parking demand at each phase.

Table 5: Parking Supply
Parking Supply Structure Surface Curb Total
(stalls)
Phase 1 1,750 3,200 150 5,100
Phase 2 3,350 2,950 260 6,560
Phase3 4.450 350 260 5,060
The potential location of parking garages and surface lots, and the capacity of each at each stage of development, is included in the full Parking Program (Appendix B4 excerpts Urban Parking Plan).

Parking Financing
Public investment in structured parking is critical to achieving the development density necessary to support street car and transit circulation elements. The Financing Plan for the Bridge District (Section 7 .2 Table 11) indentifies the funding sources and assumptions about the public investment in shared parking structures based on per space BRIDGE DISTRICT IMPLEMENTATION STRATEGY 25
Attachment 3
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construction costs and anticipated buildout of commercial space (see Section 2.2.2 Table 3). It assigns a 50% share of 1st for the required shared space per 1000 square feet of commercial to both the city and the developer. The Bridge uistrict financing plan does not include a cost estimate for public investment in shared parking as it will be driven by future commercial development. However, public investment in shared parking is a density incentive primarily financed with tax increment and as such the Redevelopment Agency must manage tax increment revenues accordingly. The financing projections assumed that for the surface parking lots, the developers would be responsible for the total cost.

The additional cost of the ground-level commercial space for parking structures was not included in the financing plan.

Although an in-lieu fee option needs to be available, financing the required parking cannot rely solely on a fee program and tax increment investment. When development is slow, small scale or sporadic, the fee fund will likely not grow enough to undertake new construction. The city will need to consider creation of a parking authority and development fund utilizing additional sources of public and private revenue.

3.5 Transit
The integrated transportation system discussed in Section 3.1 and the vehicle trip generation assumptions discussed in Section 3.3 depend on providing a high level of transit service. This section outlines the desired transit level of service in the Bridge District and how it will be provided.

Rather than describing specific modes (streetcar or other rail versus bus or shuttle service), transit is described in terms of level of service. The desired level of transit service in Bridge District is to have service available within 3 blocks (approximately one quarter-mile) of any location (meeting operational ridership requirements), with a frequency · no less than every 15 minutes during peak hours on weekdays. The service should provide connections to the regional transportation network as well as to important local destinations. Peak hour and workday service should be augmented by baseline service during evenings and on weekends, with frequency of no less than once per hour, and by event-related service to handle crowds visiting Raley Field and other major attractions.

Streetcar and other transit service will serve the Bridge District. The Bridge District roadway grid has been engineered to accommodate potential streetcar service on the following streets: Tower Bridge Gateway, Riverfront Road, Grand Street and 5th Street. However, the desired level of service will likely be achieved with a combination of buses, van shuttles, and rail.

BRIDGE DISTRICT IMPLEMENTATION STRATEGY 26
Attachment 3
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Transit is also supported by design of buildings and pedestrian areas, convenient and comfortable bus stops and ·ansit waiting and boarding areas. Access to transit and incentives to use it will also be integral to the TDM program employed in the Bridge.

Some background level of service is already planned for the Bridge District. Several bus lines operate along West Capitol Avenue, within easy reach of the northern portions of the Bridge. Future service plans outlined in the enhanced service scenario in the 2006 Short Range Transit Plan (SRTP) prepared by Yolo County Transportation District include two bus lines along Riverfront Road, connecting to downtown Sacramento yia the Tower Bridge. Both of these routes would operate in peak periods only, and serve primarily as commute lines for the eastern portion of the Southport area.

All of the first phase development projects designated within the Bridge District Development Area are located within

0.5 mile walking distance of the planned streetcar stop at Tower Bridge Gateway and Third Street/Riverfront Road.

This planned stop is part of the 2.5 mile initial leg of a streetcar line that links West Sacramento's City Hall and transit center with downtown and midtown Sacramento, the Capitol building, and the Sacramento Convention Center.

The Downtown/Riverfront streetcar project is currently in the preliminary design and environmental review stage. The current work phase is paid for by federal statewide transportation improvement (STIP) allocated funds, and the project is also included in the recently approved Metropolitan Transportation Plan (MTP). A financing plan for the final design and construction phases has been outlined and approved by the policy body overseeing the streetcar project, comprised of elected officials from each of the four agencies cooperating on the project). The required Bridge financing associated with streetcar project is included within the Bridge financing plan provided in Section 7 . . 6 Bikeway Facilities
The Bridge District will accommodate bicyclist travel by on- and off-street facilities. The location and configuration of bicyclist facilities are intended to minimize trip distance, seamlessly connect with other bicyclist facilities at the District boundaries, accommodate different trip types and traveler skill levels, assist wayfinding and minimize conflicts with other travel modes and adjacent land uses.

Bridge District bicycle facilities are shown in Exhibit 10. The configuration of these facilities follows the trip orientation and mode mix of the street network. Bicycle lanes will be striped on streets intended for through-District trips (e.g., 5th, Grand west of 5th), as illustrated in the roadway cross-sections in Volume 2. The east-west streets that connect the District interior to the riverfront will be designated as bicycle routes (e.g., Grand east of 5th, Market, Garden). Bicyclists will have open access to the seven east-west connections between Riverfront and the River Walk Promenade, where the low level of vehicle traffic in these corridors makes specific bicycle designation unnecessary. Streets that are oriented to local neighborhood traffic, such as Garden, will operate at slow vehicle speeds and can accommodate bicyclists without specific designation. The River Walk Promenade will provide an off-street pathway shared by pedestrians for bicyclists travelling to this community destination.

BRIDGE DISTRICT IMPLEMENTATION STRATEGY 28
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Wye Rall Spur: This rail spur connects the Weyerhauser parcel with the Union Pacific main line. Weyerhauser industrial '0erations were relocated from the Bridge District and the rail spur has been removed.

Union Pacific Main Line and Rail Yard: The remaining Union Pacific main line and Rail Yard are obstacles to completing the circulation improvements as designed (see Exhibits 5 and 9) and achieving the level of development anticipated in the financing plan (See Table 3). The existing rail infrastructure within the Bridge District is one element of a rail system serving the region which poses transportation, redevelopment and public safety challenges for the cities of Woodland, Davis, West Sacramento and Yolo County. These jurisdictions began partnering in 2009 to develop a phased relocation strategy for rail infrastructure including efforts to secure a $75 million congressional authorization in 2009 as the first step towards seeking federal financial assistance for the project.

The full project includes relocating the existing Yolo Shortline rail route to the west side of the Yolo Bypass through Conaway Ranch to the Union Pacific Railroad (UPRR) main line that is located on the north side of Highway 80 with a connection point just east of Davis. This will allow for removal of the trestle that crosses the Yolo Bypass at 1-5 and will lessen the existing rail interchange traffic with UPRR in West Sacramento. Improvements planned for the interchange yard just east of the City of Davis will eliminate the need for the UPRR-SNR Westgate interchange track in West Sacramento Bridge District. The project, when completed will eliminate major rail freight traffic through the residentialjcommercial areas of Davis and the Bridge District. In the interim the city could seek Public Utilities Commission approval for additional at-grade crossings on Casey and Grand given the elimination of at grade crossings associated with previous rail removal. The relocation of the UPRR main line track and rail yard is not included within the scope of the Bridge District financing plan.

BRIDGE DISTRICT IMPLEMENTATION STRATEGY 30
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Exhibit 11: Bridge District Rail Facilities to be Removed BRIDGE DISTRICT IMPLEMENTATION STRATEGY 31
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4.0 MUNICIPAL UTILITY PLANS
This section describes how backbone water, sewer, and drainage facilities will be developed for the Bridge District based on the Development Program described in Section 2. Underground facilities have been engineered and sized to support the Maximum Buildout scenario (see Section 2.2: Table 3). Phasing of construction will consider the Expected Buildout scenario where possible. In general, improvements constructed underground and those which are not readily retrofitted in the future will be constructed to accommodate the Maximum Buildout scenario. Improvements such as water storage tanks, lift stations, and storm water detention facilities may be phased.

Additional detail on municipal utility plans can be found in Appendix C: Municipal Utility Plan Technical Materials.

4.1 Backbone Water Distribution System

4.1.1 Water Demand Assumptions
The backbone underground water distribution system is sized to serve domestic and fire service demands based on the Maximum Buildout scenario. It is intended that every development block in the Bridge District be served by a looped distribution system.

This system has been engineered to support the Maximum Buildout scenario based on urban demand factors. A construction phasing plan will be analyzed at the time of final design which considers the Expected Buildout scenario.

Pipelines, pumps, and tanks have been sized to accommodate water demands from urban product types (e.g., stacked "lats, towers, mixed-use), and limited irrigated landscaping. Table 6 summarizes daily water demand assumptions.

Table 6: Water Demand Assumptions
Land Use
Residential - Less Dense
Residential
Office and Retail
Restaurants
Daily Water Demand
290 gpd/du
225 gpd/du

0.075 galjsf

1.00 galjsf
These assumptions yield an Average Daily Demand (ADD) of 1.95 million gallons based on the Maximum Development scenario.

Other design assumptions used to size backbone water infrastructure includes the following:
)
• Persons per household= 1.8*
• All buildings will be sprinkled (as necessary)
• Maximum Daily Demand (MOD)= 2 x ADD= 3.9 MG
• Storage Criteria:

Operational Storage= 0.25 x MOD = 0.970 MG
Emergency Storage= 0.50 x MOD = 1.95 MG
Fire Storage = Fire Demand x Duration = 4000 gpm x 5 hours = 1.20 MGD Total Storage Requirement= 4.12 MGD
BRIDGE DISTRICT IMPLEMENTATION STRATEGY 32
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)
*Waterfront Mixed Use Zoning: 2.2 persons per household (1.8 persons is urban standard and applies only in the Bridge District)

4.1.2 Backbone Water Distribution System
Exhibit 12 depicts backbone water pipelines, pump stations, and storage facilities that are part of the Bridge District Water Distribution System Master Plan (see Appendix C). Studies of the Maximum Buildout scenario have not identified any additional off-site improvements to citywide water distribution systems. As redevelopment progresses, additional backbone water facilities not shown on Exhibit 12 may be identified and included in subsequent updates of the Master Plan.

BRIDGE DISTRICT IMPLEMENTATION STRATEGY 33
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Exhibit 12: Backbone Water Distribution System
- 12" - ProfX)sedV\eterMain
-a.,c:11:bon& pipe/mas depicted only, dons notdaf)ICV
lateral servioo lines.
'Cer1am now pipetnas depicted will also saNe araas
oulskfe the Bridge District
Jedevelopment
•Acfditonat new
progresses.
pipelines maybe idenl,fiEd as
~
~
'Pipe sizes will be detam1iner1 during design,
raview Md approval by the City of Wast Sacramento.
600 feet
The water pipelines depicted in Exhibit 12 are sized to accommodate maximum buildout of the Bridge District. The Bridge District water distribution system will ultimately include two new water storage tanks and pump stations. The principle purpose of storage is to provide a reserve supply of water for operational equalization, emergency needs, and fire events. One 3 million gallon storage tank and pump station will be immediately constructed in order to accommodate initial phases of development. The location of this facility is depicted in Exhibit 12. This storage facil ity would support approximately 9 million square feet of new development assuming; 1) this program is approximately 50 percent residential and 50 percent office, and; 2) the water demand factors described in the previous section.

BRIDGE DISTRICT IMPLEMENTATION STRATEGY 34
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The second tank and pump station will be sized and constructed as necessary to support additional development, up to the Maximum Buildout scenario. The location of this storage facility has not been determined at this time. The financing plan (Section 7) does not include the cost of a second water tank. It is presumed that it will be part of a shared facility which also provides storage for areas located outside the Bridge District.

4.2 Backbone Sewer Collection System

4.2.1 Sewer Flow Assumptions
The backbone sewer collection system is sized to serve domestic sewer demands based on the Maximum Buildout scenario. It is intended that every development block in the Bridge District will be served by at least one sewer collector.

This system has been engineered to support the Maximum Buildout scenario based on urban demand factors. The city will explore opportunities to phase construction of the new sewer lift station in recognition of the differential between the Expected and the Maximum Buildout scenarios. Pipelines and pumps have been sized to accommodate sewer collection demands from urban product types (e.g., stacked flats, towers, mixed-use) based on 90% of the water demand factors summarized in Table 6. Design criteria used to calculate sewer flow rates are as follows:

Table 7: Sewer Design Assumptions
Unit Flow Rates
Land Use Type
Residential
Office/Commercial/High Rise
Retail/Restaurants
Average Flow (mgd)
<0.75

0.75-1.20

1.20-1.75

1.75-2.50

2.50-3.75
>3.75
Average Daily Flow (90% of Water
Demand)
Peaking Factors
202.5 gpd/du

0.0675 gpd/sf

0.0675 gpd/sf
Peaking Factor

3.0 2.9

2.8 2.7

2.6 2.5
• Peak Wet Weather Flows (PWWF) = Peaking Factor x ADWF • PWWF includes Infiltration and Inflow (l&I)
These assumptions yield a peak wet weather sewer flow of approximately 3.2 million gallons per day at the proposed sewer lift station based on the Maximum Development scenario.

BRIDGE DISTRICT IMPLEMENTATION STRATEGY 35
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4.2.2 Backbone Sewer Collection System
ne water backbone sewer pipelines depicted in Exhibit 13 are sized to accommodate maximum buildout of the Bridge District. Exhibit 13 depicts the backbone sewer collection system that is part of the Bridge District Sewer Collection System Master Plan (see Appendix C). Studies of the Maximum Buildout scenario have not identified any required additional off-site improvements to citywide sewer collection systems. As redevelopment progresses, additional backbone sewer collection facilities not shown on this exhibit may be identified and included in subsequent updates of the Master Plan.

Exhibit 13: Backbone Sewer Collection System
- r> - Existing~toRerraln
- ,·, - Proposed Sev,er ~
"'Ba ckbone pip~ines depided only; doesnctde:J•cvd- tateral seMce lines. -Cert am new ptpetnes depicted 'MN also setve areas
outside the Bridge District
redev
•Additonal
efopment
new
progresses.
pips/ioos may be ldent1fiBd as 1/ _/ ~
"Pipe saes will be delermined durlng design,
review and approval by the Qty of West Sacramento.
~\ ~ 0 I TCWM Bridge GalllWIIY
it"' ~"'
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600 feet
'Bridge' Distr1 cfSt-lecr(fo. Pi.an :~·aadi:'bo~-fei S~Wer 10\stributiot{Sys'iem··! 7 -~,1 1- 'SF R.1..\c,r?f'1tP~'l~ 1, uR~ ) 1"'•~-r'\f1J1.i,-::d ),:,r=-rr;:1::mt' , ; :,,~fKIIR'~ ll!,.t,; __ · ::- _ _ ~. · -_ • ' _.~ ...... -~-~- I 1e backbone collection system includes a system of sewer trunk lines which gravity flow to a new sewer lift station.

The flow is then pumped to an existing 18" sewer force main which originates at the Jefferson Pump Station and BRIDGE DISTRICT IMPLEMENTATION STRATEGY 36
Attachment 3
1190
)
ultimately ties into the Lower North West Interceptor. The initial phase of the new sewer lift station will need to be constructed prior to the next phase of private development in the Bridge District and is included in the Five Year Bridge District Capital Improvement Program 2009-2014.

4.3 Backbone Storm Drainage Collection System

4.3.1 Drainage Collection Assumptions
The backbone drainage collection system is sized to serve drainage demands and provide water quality treatment based on the Maximum Buildout scenario and the following assumptions:
• All drainage infrastructure will be sized in accordance with the City of West Sacramento Standard Specifications.
• Storage facilities will be sized to accommodate the 100 year storm event and maintain post development flows at pre-development levels.
• The design shall incorporate Best Management Practices to prevent pollutants from storm runoff from entering the downstream conveyance system, meeting all regulatory limitations.

4.3.2 Backbone Storm Drainage Collection System
Exhibit 14 depicts the proposed alternative for providing a backbone drainage system as part of the Bridge District Drainage Master Plan (see Appendix C). The drainage system consists of a pipel ine collection system, and measures for providing water quality treatment and attenuation of pre-project versus post-project flows to the existing downstream system. Design criteria will be dependent upon the outfall location(s) and attenuation plan. Flows are to be directed to the west, as they currently flow, therefore peak flows wi ll be attenuated to pre-development levels so that downstream infrastructure is not adversely affected.

4.3.3 Peak Flow Attenuation
Peak flow attenuation shall be accommodated through either detention and/or infiltration means. Due to the unique characteristics of the existing soils in the Bridge District, porous concrete and aggregate infiltration facilities (infiltration system) appear to be a viable alternative to reduce storm drainage flows from the Bridge District to the existing downstream facilities.

Current options include a) use of the infiltration system within the entire roadway right of way, b) use of infiltration system within the sidewalk and furnishing zone areas only, and c) detention. These options may be combined depending on feasibility, cost and maintenance considerations. The final Master Drainage Study will detail the proposed drainage system. The community services district will provide funding for routine maintenance of infiltration systems if incorporated into the Bridge District.

If required, a suitable site for the proposed storm detention basin will be determined. This alternative would provide peak flow attenuation and water quality treatment all in one facility. However, because of land requirements a detention basin may not represent the most cost effective means of attenuation. Peak flow attenuation shall be accommodated through either detention and/or infiltration means.

4.3.4 Parcel Requirements
Site development shall be required to retain a portion of its drainage flows through infiltration or other method acceptable to the city. Each parcel shall be required to detain the greater of (a) 10% of their drainage or (b) the portion BRIDGE DISTRICT IMPLEMENTATION STRATEGY 37
Attachment 3
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of the drainage that cannot be accommodated by the infiltration system in the street area fronting the parcel and to •hich the parcel drains.

The drainage system for the Bridge District will require that parcel owners attenuate on-site flows to a minimum 10 percent value per acre as part of on-site development. Infiltration systems represent a viable alternative and will be required and/or incorporated in universal streets (access streets) and other on-site areas including surface parking, driveways, patios, sidewalks and other applicable locations. In areas of the Bridge District where elevations and existing soils may not be suitable for infiltration systems, storm drainage may be detained by other means, treated and discharged directly to the conveyance system.

The above measures are incorporated into the storm drainage master plan. This reflects a partial transfer of responsibility for attenuation and water qual ity treatment to the individual property owners. The individual property owners shall incorporate these measures in the site design of their properties. Parcel requirements for on-site flows include property owner responsibility for mitigation of storm water leaving their site and meeting regulatory restrictions on water quality, prior to the runoff entering the public system.

BRIDGE DISTRICT IMPLEMENTATION STRAfEGY 38
Attachment 3
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Exhibit 14: Bridge District Backbone Drainage System
_ ,.., - A'oposed Sloon Drain
"Badi.bone pipelines depicted only; does not dapfc'
lateral service Imes.
-Certain new pJpd·nes depicted will elso se1Ve areas
outside the Bndga District
"Additoflal new pipelines may bo identified as _........,.., _....,/1 tedevebpment progresses / "Pipe siws will bs de/ermined during design,
review and approval by the City of West Sacramento

BRIDGE DISTRICT IMPLEMENTATION STRATEGY
wer Bridge Galow
I
a::

IJ.J
.::>
600 feet
39 Attachment 3
1193

5.0 PARKS AND OTHER RECREATIONAL

ELEMENTS
This section describes how parks and other recreational amenities will be developed in the Bridge District based on the

9.6 million-square-foot Development Program described in Section 2. Development of the Park amenities in the Bridge District, the River Walk Promenade, three neighborhood parks, and distributed neighborhood recreational features, will be phased to correspond to development levels. Additional detail can be found in Appendix D: Parks and Other Recreational Amenities Technical Materials. Development in excess of 9.6 million square feet will trigger re-evaluation of recreation facility and service needs, an update of the development program and adjustment of funding and project delivery schedules.

5.1 River Walk Promenade
The defining feature of the Bridge District is its 0.8-mile frontage along the Sacramento River, from the Tower Bridge to just south of the Pioneer Bridge. The principal public recreational amenity in the Bridge District will be the River Walk Promenade which will extend along the length of the riverfront (Exhibit 15).

The River Walk Promenade is part of a larger complex of existing and planned community-scale recreational facilities, that line both sides of the Sacramento River. The Promenade will be an extension of the existing River Walk Park, 1ocated north of the Tower Bridge.

The River Walk Promenade will provide access to the river's edge, a trail connection into/out of the Bridge District, and a place for passive recreation and special events. Key features are described as follows and shown in Exhibit 15.

Additional detail is included in Appendix D.

BRIDGE DISTRICT IMPLEMENTATION STRATEGY 40
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Exhibit 15: Bridge District Park Plan
Nei9truombod PaFb ,nd Open Space
-lron-sParl.
a:
w
>
Q::
0 ffi
- - - - - -
Bridge District S-peci'f1c Plan: Park Developnwnt Prograrn · ~ .J\ i\r.:h ·eiu , • LP,t:i • ,. t,~.:'t :~'-½1S.m-;-it1\&!n1,.9 • ',•,·10ufl01.:Jf2t~~ . - -
Promenade: A 20-foot-wide (minimum) pedestrian and bicyclist pathway will parallel the river frontage. The decorative pathway and appurtenant furnishings/fixtures and integrated public art will be the primary feature for passive recreational activities and non-vehicular travel. Other enhancement features will be built as funds are available, including river viewing piers and overlooks, shade structures and decorative lighting, access ways to the river's edge, on-water gangway(s) with floating structures (e.g., pool barge, boat docks, etc.), cultural/environmental interpretation sites, decorative/native gardens, and other public amenities. Where consistent with the intended functions of the Promenade, recreational elements described in Section 5.3 may be installed within or adjacent to the Promenade. In addition to trail connections from the north and south, the Promenade will be linked to Riverfront Street and the interior of the Bridge District by at least 7 public access or universal streets (see Exhibit 6).

BRIDGE DISTRICT IMPLEMENTATION STRATEGY 41
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The Plaza: This 2.15 acre plaza (.23 private/1.92 public) will be a regional day and night destination within the Bridge 1 istrict. This feature extends from the east end of Grand Street ("panhandle") into the diamond-shaped plaza shown in ~xhibit 16 and Technical Appendices D. The Plaza will include iconic art, fountain walls and illumination, public restrooms, shade structures and seating, special event infrastructure (e.g., lighting, power, water, etc.), and may include a public pavilion, fountain, kiosk or other multi-use structure within the plaza "panhandle". The buildings adjacent to and fronting the Plaza are intended to have retail uses which spill out onto the Plaza. The entire Plaza area is intended to appear as one visual space including the 15 feet of private property abutting the publicly owned area. A cross section of the Plaza is included in Volume 2 (see page 44). The Plaza is to be jointly constructed in that 1) the restroom facilities will be provided within adjacent private development; and 2) construction of Plaza public area improvements will be timed to coincide with development of the abutting retail or commercial uses. The mechanisms for implementing the public and private "fair share" financing, and completing the improvements may include in-lieu fees, dedications, easements, covenants, permits and other agreements.

Public-Private Integration and Requirements
Exhibit 16: Plaza
~ - - -
- -
-
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1-"' 5•~==0· ,!-c= _ 36'~-~ ~ 1-5' -
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--- -
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0 LEGEND

D PRIVATELY BUILT
D ClTY BUILT IMPROVEMENTS

SETBACK LINE
*RESTROOMS TO BE CONSTRUCTED BY

OWNERS IN THE BUILDING RESTROOMS
TO BE PUBLICALLY ACCESSIBLE.

West Sacramento Riverwalk Ex ansion Pro·ect
Covenants: The property owners abutting the Plaza will execute covenants to ensure private construction and availability of public restroom facilities.

Design of City-Constructed Structures: City-constructed structures on the Plaza shall conform to the same design guidelines which govern the other structures on the Plaza.

Public Restroom Requirement: At the city's discretion, the owners of properties abutting the plaza shall be required to ')nstruct public restrooms on their property of sufficient capacity to meet the proportionate day-to-day needs of the ,-1ublic Plaza users, including weekends and holidays, but not special events. The design, capacity and construction of the restrooms shall be to the satisfaction of the City Facility Development and Maintenance Division Manager and BRIDGE DISTRICT IMPLEMENTATION STRATEGY 42
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Director of Parks and Recreation, in conformance with the specifications in Appendix D. The restrooms will be maintained and operated by the city following construction.

Plaza Edge Areas: The entire Plaza hardscape, including the approximately 15-foot privately owned Plaza edge on the parcels abutting the Plaza, is to appear as one visual space which will require public private coordination of design and materials at the time the first private uses or public area is designed. Either the city or property owners may assume responsibility to deliver the entire Plaza hardscape improvements. Appropriate mechanisms will be established to provide reimbursement to the constructing party from the non-constructing party. If the city constructs the improvements, abutting owners will purchase such edge area improvements from the city prior to merging edge areas into their parcels. Additionally, the abutting owners shall provide public utility easements for the edge areas to the satisfaction of the City Engineer. Alternatively, the city may require proportionate reimbursement for its costs of construction of the edge areas and the grant of access and public utility easements as a condition of approval of a subdivision map or any other land use or building permit approval.

Utility Trenching Polley: Where digging, trenching or cutting is necessary for public utility purposes for the benefit of abutting owners, the city will not be required to allow this work on city property in the Plaza area.

Exhibit 16.2: Plaza
Plaza Ownership

5.2 Neighborhood Parks
LEGEND

D PRIVATELY BUILT

D ACOUISTION DEVELOPABLE

ACQUISTION NON--OEVELOPABLE

SETBACK LINE
West Sacramento Riverwalk Expansion Project
There are three public neighborhood parks planned within the Bridge District {Exhibit 15). These urban parks are intended to serve the needs of District residents and workers. Appendix D provides a detai led description of the program for designing these facilities.

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Ironworks Park: This one acre park will be located in the Tower neighborhood on Ballpark around the new municipal ·,ater tank and pump facility. The park will include features intended to meet the active and passive needs of residents ... nd workers within walking distance of the site.
"Core" Park: This one-acre-minimum park will be located in the Core neighborhood (tentatively planned for a cityowned site). This park will provide year-round, small-scale active recreation features for a broad range of ages and capabilities.

Garden Park: This 0.6 acre residentially-oriented park will be located in the Pioneer neighborhood within the Garden roadway couplet. This park will emphasize social interaction, small-scale gatherings and passive recreation in an artful neighborhood setting.

5.3 Distributed Neighborhood Recreational Elements
In addition to the River Walk Promenade and the neighborhood parks described previously, the Bridge District will include recreational amenities integrated with non-recreational development. These features may be located on public or private property, but must be accessible to the public every day from dawn to dusk (at minimum). These distributed features, in aggregate, are intended to provide the recreational equivalent of a 1.5-acre neighborhood park. The distributed elements, in combination with the three District neighborhood parks (Section 5.2) are designed to meet the minimum level of neighborhood recreation service to accommodate needs generated by 9.6 million square feet of new urban development.

The del ivery of distributed recreation features will coincide with surrounding development projects, subject to city ·ogram and design collaboration, review and approval. This approach is intended to provide flexibility in design and ,ocation, and optimize integration with private development. Appendix D describes these features in detail. )
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6.0 CIVIC CORRIDOR AMENITIES
This section describes how public amenities will be incorporated in the Grand Street and Ballpark Drive civic corridors.

Volume 1 defines the intent and purpose of these corridors, and Volume 2 established corridor streetscape standards and design guidelines. Additional detail on the amenity plans for these corridors can be found in Volume 2, page 60 and detail on street furnishings can be found in Appendix E: Civic Corridor Amenities.

6.1. Grand Street Corridor
The Grand Street corridor connects the City of West Sacramento civic center area with the River Walk Promenade. This corridor is intended to include special botanical and water features. Volume 2 defines "green" streetscape treatments and public amenities consistent with this intent.

Amenities along Grand Street will emphasize distributed neighborhood recreational elements Section 5.3), street furniture, and other facilities that:
• Provide spaces for public seating and socialization (e.g., benches, chess tables, etc.); • Provide green spaces (e.g., native/decorative gardens); • Incorporate water features (e.g., fountains);
• Promote civic identity (e.g., public art, interpretive exhibits, etc.) In general the delivery of Grand Street corridor amenities will occur through public/private dialogue and coincident with private development projects. This approach is intended to provide flexibility in the design, location, and integration of amenities with private development.

Additional information on Grand Street amenities is found in Volume 2 and Appendix E: Civic Corridor Amenities.

6.2 Ballpark Drive Corridor
The Ballpark Drive corridor connects the interior of the Bridge District with the River Walk Promenade while preserving views of Tower Bridge. Ironworks Park and Raley Field are located along this corridor. Volume 2 defines special civic streetscape treatments and special building design standards consistent with this intent.

Amenities along Ballpark Drive will emphasize distributed neighborhood recreational elements Section 5.3), street furniture, and other facilities that:
• Provide passive and active recreation (e.g., tot lots, picnic areas, etc.) • Provide pedestrian/visitor support (e.g., restrooms, seating, etc.); • Provide green spaces (e.g., native/decorative gardens); • Incorporate water features (e.g., fountains);
• Promote civic identity (e.g., public art, monuments, etc.) BRIDGE DISTRICT IMPLEMENTATION STRATEGY 45
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In general the delivery of Ballpark Drive corridor amenities will occur through public/private dialogue and coincident •1ith private development projects. This approach is intended to provide flexibility in the design, location, and .ntegration of amenities with private development.

Additional information on Grand Street amenities is found in Volume 2 and Appendix E.

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7 .O FINANCING PLAN
Overview
This section describes how infrastructure and amenity improvements described previously in this Implementation Strategy will be financed. Those improvements are broadly grouped into two categories, "backbone" and "supplemental" as described below. The described improvements are facilities that either are public or have a public benefit component. Detail on facility master plans, cost estimates/allocations, and other assumptions can be found in:
• Appendix B: Transportation and Circulation Technical Materials • Appendix C: Municipal Utilities Technical Materials
• Appendix D: Parks and Other Recreational Elements Technical Materials • Appendix E: Civic Corridor Amenities Technical Materials Appendix F includes technical materials associated with the financing plan described in this section. These materials and this Finance Plan will be regularly updated by city departments to reflect current development conditions, cost estimates, public policy priorities, and other related factors, provided that updates are not substantive changes or policy deviations.
7 .1 Summary Costs and Allocations

7.1.1 Backbone Improvements
Redevelopment of the Bridge District is part of a larger effort to develop a West Sacramento "urban core", improve regional infrastructure and create additional regional amenities. These citywide objectives have been incorporated in the Specific Plan vision (Volume 1), the Bridge District improvement program, and this financing plan. The city and district property owners jointly developed this financing plan. The primary funding sources for Bridge District improvements will be 1) special taxes from a community facilities district (CFO) to be paid by Bridge District property owners and 2) tax increment generated within the Bridge District. Table 8 on the following page summarizes the costs of developing backbone infrastructure and amenity improvements described in the previous section. "Backbone" facilities are critical, well defined improvements necessary to support the Expected Buildout scenario (see Section 2.2) and realize the Specific Plan vision (see Volume 1). Cost estimates include design, engineering, and other related pre-construction costs. Land acquisition costs are only included for "regional" facilities and neighborhood parks. Financing and carry costs are not included. These costs have been allocated to the primary beneficiaries of improvements as follows (see Appendix Ffor additional detail):

Regional ($46 mllllon): Costs allocated to this category represent backbone improvements that are predominately of citywide or regional benefit and will occur concurrently with Bridge District development. The Bridge District includes significant regional facilities such as the River Walk Promenade and roadway arterials. These improvements represent approximately 34 percent of backbone costs.

Bridge District ($70 mllllon): Costs allocated to this category represent backbone improvements that are predominately of benefit to the Bridge District in whole or substantive part (e.g., neighborhood parks). These BRIDGE DISTRICT IMPLEMENTATION STRATEGY 47
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improvements include utilities, neighborhood parks, collector roads, and related improvements that represent 1pproximately 52 percent of backbone costs.

Parcel ($14 mllllon): Costs allocated to this category represent backbone improvements that are predominately of benefit to a specific parcel or small set of parcels. These improvements include sidewalks, universal streets and other parcel level infrastructure and represent approximately 10 percent of backbone costs.

Other ($6 mllllon): Costs allocated to this category represent backbone improvements that are predominately of benefit to a parcel or set of parcels outside of the Bridge District. Improvements include certain roadway and utility improvements that will/may occur concurrently with Bridge District backbone improvements. These improvements represent approximately 4 percent of backbone costs.

Table 8: Backbone Improvement Costs and Allocations
Cost Allocation
TOTAL Regional Bridge Parcel Other
Improvement COST Allocation % of total Allocation % of total Allocation % of total Allocation 'lo of total Trs!!JlHJQ(!ation am:! Qiri;;ulation
Roadways and Sidewalks $65,249,369 $36,052,969 55% $11 ,570,000 18% $13,640,200 21 % $3,986,200 6% Transit and Other Circulation $11,600,000 $0 0% $11 ,600,000 100% $0 0% $0 0% Total Transportation & Circulation $76,849,369 $36,052,969 47% $23,170,000 30% $13,640,200 18% $3,986,200 5% Municipal Utilities
Water $6,757,000 $0 0% $6,632,000 98% $0 0% $125,000 2% Sanitary Sewer $5,160,000 $0 0% $5,160,000 100% $0 0% $0 0% Storm Drainage $8,666,400 $0 0% $7,373,920 85% $0 0% $ 1,292,480 15% Joint Trench $1,510,000 $0 0% $1 ,310,000 87% $0 0% $200,000 13% Total Municipal Utilities $22,093,400 $0 0% $20,475,920 93% $0 0% $1,617,480 7% Ps!rls!ii !;!nd Oth~c Eublic SpaQ~!ii
Riverfront Promenade $19,681,520 $9,840,760 50% $9,840,760 50% $0 0% $0 0% Neighborhood Parks $16,734,416 $0 0% $16,734,416 100% $0 0% $0 0% Total Parks and Public Spaces $36,415,936 $9,840,760 27% $26,575,176 73% $0 0% $0 0% TOTAL BACKBONE FACILITIES $135,358,705 $45,893,729 34% $70,221,096 52% $13,640,200 10% $5,603,680 4%

7.1.2 Supplemental Improvements
In addition to backbone improvements, the Financing Plan also incorporates supplemental improvements.

Supplemental improvements are improvements that 1) represent longer term investments to augment backbone facilities, 2) are undefined because they are project specific, and/or 3) are specific to the provision of affordable housing. The financing strategy assumes substantial financing from grants for these improvements and therefore tax increment will be the primary source for required local match funds. These improvements are described as follows:

Density Incentives and Implementation Plan Gap Financing: These public investments are intended to promote high qual ity, urban development in the Bridge District consistent with the planning intent defined in Volume 1 and the Expected Buildout scenario defined in Section 2.2. These investments include structured parking, civic amenities, and extraordinary costs that may constrain development (e.g., demolition, land assembly, etc.). Supplemental projects will be considered by the city on a case by case basis and will depend on the availability of funds. As such the full ,nagnitude of these investments cannot be estimated at this time. The Five Year Capital Improvement Program (see ,ection 7.4) includes density incentive and supplemental investments for committed private development projects.

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Public investment will especially be critical for initial projects since these projects will be pioneering, higher risk, and will sell/rent at discounted prices relative to comparable projects in the City of Sacramento's downtown, midtown, and Rail Yard neighborhoods (its primary market competitors). Investments may include shared parking improvements (see Section 3.6), other parcel improvements that have public benefit, and/or other facilities that meet certain public policy objectives (e.g., catalyzing redevelopment, promoting density, etc.).

Supplemental Infrastructure and Amenities: These improvements include additional facilities, beyond those included in the backbone improvement program, that 1) represent longer term public investments in regional amenities and 2) represent additional infrastructure/amenity improvements required to support development beyond that assumed in the Expected Buildout scenario. Some of these improvements are well defined while others depend on how the Bridge District will ultimately be developed. Defined supplemental investments include:
• $69 million for the West Side Rail Removal and Relocation Project (see Appendix B) • $38.9 million in additional Riverwalk Promenade improvements (see Appendix D) • $5.0 million for civic corridor improvements (see Section 6 and Appendix E) Undefined supplemental improvements may include additional infrastructure and amenity improvements (e.g., another water storage tank) if the Expected Buildout scenario is exceeded or if actual development substantively differs from the assumptions included in this scenario or the technical studies utilized to engineer/design backbone facilities.

Table 9: Supplemental Improvement Costs and Allocations Cost Allocation
TOTAL Regional Bridae Parcel Other
lmorovement COST Allocation % cltotal Allocation % of total Allocation ¾of total Allocation % of total D!;lfined lmQrQvements
Rail Removal $69,004,070 $9,004,070 13% $0 0% $0 0% $60,000,000 87% Supplemental Promenade Facilities $38,920,000 $19,460,000 50% $19,460,000 50% $0 0% $0 0% Civic Corridor Improvements $5,000,000 $5,000,000 100% $0 0% $0 0% $0 0% Prop. 1 C Parking Podium (affordable untts) $1,260,000 $0 0% $0 0% $1,260,000 100% $0 0% Total Defined improvements $114,184,070 $33,464,070 29% $19,460,000 17% $1,260,000 1% $60,000,000 53% !,Jndefined lmi;irov!lments
Shared Parking Structures (public) to be determined as redevelopment progresses; planning estimate of $59,000 ,000 based on Expected Buildout Implementation Scope Contingencies project dependent; to be determined as redevelopment progresses; considered on a case by case basis Other Supplemental Infrastructure project dependent; to be determined as redevelopment progresses Other Supplemental Amenities additional neighborhood parks/other amenities required if Expected Buildout is exceeded Affordable Housing: In August 2008, the City Council adopted the lnclusionary Housing Credit Program for Urban Infill Areas (IHCP). The entire Bridge District Specific Plan area is covered by the IHCP, which is an implementation program of the city's lnclusionary Housing Ordinance. Residential and mixed-use projects developed within the Bridge shall comply with the IHCP. The IHCP may be obtained from the city's Housing and Community Investment Division.

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7 .2 Financing Challenges, Considerations, and Approach "7.2.1 Challenges
Realizing the Specific Plan vision involves addressing two fundamental challenges:

Financing Extraordinary Costs: Redevelopment of the Bridge District involves an array of costs that are extraordinary with respect to typical infill development. These extraordinary costs primarily reflect investments necessary to: 1) deindustrialize the Bridge District (e.g., rail removal, demolition of obsolete facilities, etc.), 2) re-construct certain Regional facilities (e.g., 5th Street, Riverfront Road, etc.), and 3) accommodate affordable housing in higher density (and higher cost) building products. Financing these extraordinary costs, especially critical initial improvements, is challenging.

West Sacramento City CouncilJanuary 17, 2024

West Sacramento City Council
January 17, 2024