Woodland City Council
September 5, 2023

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11. A majority of ground floor storefronts
should be transparent and provide
opportunity for storefront display area
and/or patron seating/dining. Avoid blank
walls greater than 12 feet in length.

12. Buildings located at prominent street
corners shall include enhanced
architectural features at the corner such as
towers or variations in building height as
well as design primary covered, entrances
near or facing the corner.

13. Building windows should be located on
both sides of the corner, and architectural
features shall be wrapped around all sides
of the building where visible to the public.

Vertical Mixed Use

14. Upper level residential uses should be compatible with ground floor retail space and may include studio or smaller one- or two-bedroom units. Large three- and four-bedroom apartment units are generally not appropriate.

Windows

15. Windows should be inset or recessed
from the wall plane for visual interest and
shadow line.

16. Proper glazing should enhance
visibility and connection between indoor
and outdoor spaces, particularly at the
pedestrian/ground level.

17. Tinted glazing is not permitted.

Rooflines and Cornices

18. Rooflines should be considered in the overall building design and should provide an attractive termination of the building through the use of a decorative cornice or parapet, continuous banding or trim, decorative gables or other architectural features that help clearly define the building edge.

19. A simple rectangular roof line is preferred. Shed or sloping roof lines may be used as accents. A simple gable roof may be considered with appropriate pitch and use of materials that reflect a contemporary or farm style architecture.

20. If used, decorative parapets should be extended around the side of a building and contain necessary depth to appear as an integral part of the building design and form.

Enhanced architectural treatment shall be provided
at prominent street corners, particularly at the
Road B and Marston intersection.

Proper window
glazing should
allow for
visibility and
connection
between
indoor uses
and the
pedestrian
right of way.

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Lighting

21. Building and on-site lighting shall reinforce
the architectural style of the development
and enhance the overall ambience.

22. Where appropriate and complementary, uplighting or rooftop lighting is encouraged to accentuate major architectural details,
building form and/or landscape elements at
night, however, excessive light and glare
shall be avoided.

23. Minimum required illumination shall meet Uniform Security Code requirements as set forth in Title 15 of the Woodland Municipal Code.

C. Sustainability
Projects shall comply with the Sustainability Guidelines outlined in Section 3.5.12.B.

D. Screening, Walls and Fencing
Outdoor Storage

1. Outdoor storage of goods and materials shall be located away from Road B and Marston and shall be screened from public view by way of decorative fencing/trellising, landscaping and/or masonry walls with vines. All requiring screening shall be architecturally compatible and complementary to the overall project.

Mechanical Equipment

2. All utility and mechanical equipment and service areas shall be screened and located away from Road B and Marston Street. Where feasible, mechanical equipment shall be located on top of the building and screened from view with parapet walls.

3. Backflow prevention devices shall not be located within the public right of way or along primary pedestrian streets and be screened with landscaping or low fencing/walls.

Limited Use of Walls and Fencing

4. Low decorative walls or
fencing may be used in limited
capacity to delineate shared or
private open space and outdoor
dining/patio areas; but should not
exceed 36 inches in height within the
front setback area or adjacent to
public right-of-way.

5. Fencing located outside of
the front setback for screening and/or
security purposes shall not exceed eight feet in height. All fences over six feet in height require a building permit.)
Low decorative fencing and walls may be used in limited capacity to delineate shared open spaces and outdoor dining areas.

Lighting shall
reinforce the
architectural
style of the
building.

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6. Standard chain link fencing as well as barbed/concertina wire or similar boundary security materials are prohibited within the Village Center District.

E. Trash and Recycling
Enclosures

1. Trash and recycling enclosures shall consist of the same or similar design and materials as the overall project and shall adhere to City trash and recycle enclosure specifications.

2. Enclosures shall be located to the side or rear of the building, away from public view and should be separated from adjacent parking stalls by a minimum 3-foot-wide landscaped planter where applicable.

3. Trellis structures and vines are encouraged as a means of screening the sides and rear of trash enclosures.

4. The area around trash enclosures shall be kept free of trash and debris.

F. Commercial and Residential Compatibility
Commercial / Residential Interface

1. Where commercial and residential uses are located on the same block or combined as part of a mixed-use project, efforts should be taken to minimize potential conflicts between the two uses including locating commercial uses that may generate loud noise, fumes, light, etc., along the street frontage, and residential uses on upper floors away from more intense commercial activity. Rooftops should be considered for commercial exhaust vents and generators.

2. A buffer of lower intensity commercial uses such as office or storage space located between residential units and more intense commercial uses can help minimize potential conflicts between the two.

G. Driveways, Parking and Service Aisles
Driveway Location

1. Driveway placement shall avoid disrupting the streetwall and pedestrian environment and shall be located behind or to the side of buildings. On-site parking, when necessary, shall be accessed from the rear of the property.

2. Minimize the number of driveways to avoid loss of on-street parking spaces.

Driveway Design

3. Driveways should incorporate material changes to alert pedestrians of potential conflict and shall provide good visibility of pedestrians from adjacent roadways and exit points.

Required Parking

4. On-site parking lots/areas shall be located behind buildings, away from Road B and Marston Drive.

5. A common shared parking area is encouraged for employee and customer use for businesses within the Village Center. Undeveloped lots within or adjacent to the Village Center may be used as temporary parking areas in the early phases of the project build

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out prior to development and service to the Mobility Hub.

6. The maximum number of off-street parking spaces shall not exceed the following amounts, unless otherwise approved by the Community Development Director:

Commercial, Retail, Service: 1 space per 500 gross square feet Office, Flex, Research and Development: 1 space per 500 gross square feet Daycare: 1 space per 1,000 gross square feet
Restaurants, cafes, micro-brewery: 1 space per 4 seats
Residential: 1 space per studio/1 bedroom unit. 2 spaces per 2 bedroom units or greater.

7. On-site parking, if provided, shall be located behind the building. “Tuck under” parking is encouraged as an alternative to surface parking.

Electric Vehicle Charging

8. All commercial parking lots and/or structures shall provide electric vehicle charging pursuant to the California Green Building Standards Code, Tier 1 requirements.

Parking Lot Landscaping and Shading

9. Proper tree variety and placement shall be designed to result in 50 percent parking lot shading within 15 years of installation. Primary entrance roads and driveways not used as back-up areas are exempt from this requirement.

10. Solar and shade covers are permissible, but should not significantly reduce the number of trees otherwise required to provide 50 percent lot shading.

11. Surface parking lots visible from the public right-of-way shall incorporate landscape screening, trellising, low walls/fences at least 36 inches in height to continue a “green wall” and minimize interruption to the streetwall.

12. At least 6 feet of landscaping should separate surface parking from any adjacent sidewalk or public right-of-way.

13. Shaded sidewalks or other pedestrian walkways shall be clearly delineated by way of landscaping and enhanced paving or design and should connect parking areas directly to building entries.

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Bike Parking Facilities

14. Bicycle racks shall be placed near building
entrances, in safe, well-lit locations, and
permanently anchored to a hard, dust free
surface, preferably asphalt or concrete
slab, and installed in a manner which
allows adequate space for access to the
bicycle and locking device, and avoid
pedestrian conflict.

15. Covered and secured bike parking shall
be incorporated into each project for use
by residents and employees. The use of
bike lockers is encouraged where feasible.

Lighting Standards

16. Minimum required illumination shall meet Uniform Security Code requirements as set forth in Title 15 of the Woodland Municipal Code.

H. Signage
Projects within the Village Center
District shall comply with the
Signage and Wayfinding
Guidelines outlined in Section

3.5.3.G (General DS/DG for
Research and Technology Park
Zones), Additional guidance for
the VCMU zone is provided below.

A-Frame Signs

1. In addition to the Signage and Wayfinding guidelines provided for in Section 3.5.3.G, high quality and attractive A-frame signs (4 feet tall by 2 feet wide max) may be located in the public right-of-way in front of small retail, restaurant and café uses when properly weighted or secured to prevent tipping or moving.

2. A-frame signs and similar pedestrian oriented temporary signs may not inhibit accessible travel within the right-of-way and must be brought inside after business hours.

Prohibited Signs

3. Traditional, internally illuminated pan-channel letters and cabinet signs are prohibited with the Village Center. Signage within the Village Center shall be of high quality and custom design and shall contribute to the urban, energized environment envisioned for the District.

Innovative or
artistic bike
racks are
encouraged
within the
Village Center
provided they
remain
functional and
secure for the
user.

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I. Public Art
Obligation

1. Public art shall be incorporated within new development projects, including private projects, consistent with the Woodland Municipal Code (WMC), Public Art Ordinance (WMC Section 17.104.200).

Installation

2. The placement and installation of Public Art consistent with the Woodland Public Art Ordinance is encouraged within shared open space areas such as outdoor patios, plazas and courtyards and within view of a large number of people such as along sidewalks, at intersections, within roundabouts and medians, within the VCOS zone (The Yard) and at primary Plan Area gateway locations along CR 25A and Road B.

Artwork

3. Public Art should be unique and of high quality design; however, it is encouraged that artwork located within the public realm be of a unified theme reflective of the Research and Technology Park’s focus on agricultural and technological innovation.

3.5.10 DS/DG for Village Center Open Space (VCOS) Zone
A. Site Design

1. The Yard is intended to serve
as a both passive and active
recreational linear park designed with
formal and informal spaces that
provide the flexibility to accommodate
various activities and user groups.

2. Public plazas within the park
shall be designed to accommodate
social and employee gatherings,
special events, farmers markets, food
trucks, mobile retail vendors and other
pop-up uses, should consider design
features such as an elevated stage for
musical/theatrical performances.

Park frontage along Road B shall
consider efficient means to
accommodate food trucks and other
appropriate pop-up uses so as not to
obstruct traffic or pedestrian walkways along the western edge of the park.

The Yard will
serve as a
central
gathering
place for Plan
Area
employees,
visitors and
residents.

Formal and
informal
spaces within
the park will
allow for a
variety of
uses and
activities.

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3. Certain areas of the park should remain open and unobstructed by trees and/or berms to allow for informal pick-up games of soccer, volleyball, disk golf or similar uses. Shade trees should be provided at the periphery of open space areas.

B. Commercial/Retail Use

1. One and a half (1-1/2) acres of commercial/retail
development is permitted within The Yard
consistent with a master park design plan.

2. Architectural design and site development
guidelines/standards outlined in Section 3.5.9 A and
B shall generally be applied to commercial/retail
buildings or structures within the park, as
applicable. Appropriate uses within the park
generally include coffee shops/kiosks, farmers
market, container style micro-brewery/beer garden,
restaurants with patio dining, artist studio, fitness
studios, small retail shops (e.g. small nursery, florist, or clothing boutique) willing to showcase goods
outdoors.

3. Both hard and soft-scape courtyards, plazas and
patios are encouraged as connections to and
transitional space between commercial/retail uses
and recreational open space in the park.

4. A centrally located, covered plaza is encouraged
within close proximity to the Village Center commercial area, which may accommodate bike parking as well as open-air kiosks or seasonal market stands.

C. Amenities

1. The Yard should include furniture,
both fixed and movable, for picnics, rest
areas and social gatherings. Both built
and natural elements should provide
sufficient shade during summer months.

2. Pedestrian and bike pathways shall
be provided throughout the park,
including soft surfaces such as
decomposed granite for jogging, and shall
connect to off-site bike and pedestrian
networks.

3. Public restroom shall be provided.

4. Bike and scooter parking shall be
provided throughout the park in safe and
highly visible locations, near activity nodes for the use and convenience of cyclists.

Covered seating areas including fixed and movable furniture is encouraged within The Yard.

A covered pavilion within The Yard will
allow for year round open air activities
including farmer’s markets and craft
fairs, as well as covered bike parking.

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D. Lighting

1. Park lighting shall be provided to ensure safety and security and to allow for continued park use and activity after dark. All pedestrian/bike pathways shall be illuminated by way of pedestrian scale overhead lighting or lower level bollard style lighting.

2. Minimum required illumination shall meet Uniform Security Code requirements as set forth in Title 15 of the Woodland Municipal Code.

E. Landscape

3. Landscaping within The Yard shall feature native ground covers and trees, including Valley Oaks, and pollinator friendly plant species.

3.5.11 DS/DG for Village Center Low and Medium Density Residential Zones (VCLDR, VCMDR)
Projects within the VCLDR and VCMDR zones shall comply with the General Residential District Guidelines outlined in Section 3.5.12, found in Part 3 of this document. The guidelines in this section supplement the general residential guidelines provided in Section 3.5.12 in order to enhance the more urban-like character of the Village Center District, while providing a seamless transition to the adjacent residential neighborhoods in the Villages District and to ensure appropriate and positive transitions.

A. Neighborhood Design
Building Orientation, Setbacks and Park Interface

1. Primary entrances to those residential units located along the eastern boundary of and immediately adjacent to The Yard shall be designed to front or appear to front on the park.

2. Primary doorways, stoops, patios/porches and similar design features shall be included to emphasize a strong relationship to the park. Units may include double frontages or provide secondary access from a rear alley.

3. Residential units fronting the park shall be a minimum of two stories in height and shall be setback a minimum of 10 feet, but not more than 20 feet from the Promenade on eastern boundary/right-of-way. Setback areas may include a low fence (36” if solid or 42” if open) or a decorative low wall to delineate private residential property.

4. Public access to The Yard from the VCLDR and VCMDR neighborhoods shall be provided by mid-block paseos, a minimum of 20 feet wide with a minimum 8-foot-wide accessible sidewalk or pathway, every approximately 300 feet between residential units fronting the park.

B. Architecture and Massing
Building Form and Massing

1. Residential units fronting The Yard are encouraged to incorporate design elements such as balconies and roof-top patios/gardens to further activate the park, to allow units to take advantage of park views and to enhance visibility and “eyes on the park” for safety.

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2. VCMDR multi-family units fronting The
Yard shall convey, through modulation
or offset planes, individual residential
units. Urban-style row- or townhouses
with walk up front stoops that help
elevate the units above the ground level
are encouraged.

3. Vertical articulation at the front elevation
is encouraged to minimize dominant
unbroken exterior wall planes.

4. Small lot and higher density residential
units shall provide distinguishable and
articulated entryways including recessed
doorways, overhead
projection/awnings, elevated stoops
and/or unique paving to differentiate private space from the public sidewalk/pathway.

5. Where live-work or mixed-use retail/residential projects are located adjacent to the park, the ground floor retail/commercial use shall be visually separated and identifiable from upper residential units by way of differentiated façade treatment, articulated wall plane, awnings or other design elements.

Medium- to Low-Density Residential Transition

6. The design and massing of mediumand low-density residential development within the Village Center District should
contribute to a unique and unified urban
district.

7. Transitional areas should be seamless
between the two residential zones through
appropriate transition of scale and massing.

The height differential between any two
adjacent parcels shall be no more than two
stories or 25 feet, whichever is less, within 25
feet of the parcel line.

8. Innovative “outdoor rooms” which
foster social and neighborhood interaction and include a mix of hard and soft-scape for outdoor seating, fire rings, and patios rather than traditional front yards are encouraged within the district.

Articulated and/or elevated entryways provide a clear
and distinct differentiation of public and private
space.

Proper scale and massing will allow for a seamless
transition between residential zones of varying densities.

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Design

9. Medium- and low-density residential
units within the Village Center District
shall incorporate contemporary and/or
modern design elements such as flat
parapets, metal awnings and clean lines.

Traditional suburban architecture and
building forms should be avoided.

10. Appropriate building materials include,
but are not limited to, wood, glass, brick,
metal, cement board siding, stucco or
tile. Finishes shall be smooth or near
smooth.

Garages and Driveways

11. Garages and driveways are not permitted along The Yard frontage. Garages, driveways and parking for those residential units with park frontage shall be located behind the unit away from the park.

12. Alley-load and non-traditional subdivision
layouts that minimize automobile prominence
and create a more urban and active environment
are encouraged within the Village Center Lowand Medium Density residential zones.

13. Deviations from setback requirements will be
considered on a case-by-case basis to allow for
innovative subdivision layout that meet these
objectives based on a finding that adequate unit
separation for light, air and ventilation and private
open space is still maintained as determined by
the Community Development Director. Where
projects are located adjacent to existing
residential development, setback standards shall
be maintained except as provided for in Chapter
7, Section 7.4.1.2, Minor/Administrative
Modifications.

Modern design elements are encouraged within the
Village Center Residential Zones including flat
parapets, smooth finish stucco and metal awnings.

Alley-load design is encouraged within the Village
Center Residential Zones to minimize vehicle
prominence and enhance the pedestrian realm.

Alley design should include landscaping and
decorative fencing, taking into account waste bins
and other elements that may require screening or
storage.

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PART 3: DESIGN STANDARDS AND DESIGN GUIDELINES FOR THE

VILLAGES DISTRICT
The following guidelines provide site planning and design direction for all land use zones within The Villages District.

These zones include LDR, MDR, HDR and HCR/CCO.

Section 3.5.11 provides standards and guidelines that
apply broadly to all residential zones, In addition, 3
sections of Special Character Guidelines are provided for zones of HDR, HDR/CCO, for MDR and LDR sites located in East Villages and for LDR sites located in the North Village.

The “Special Character” guidelines are intended to
enhance or in some cases supersede the broader
Residential District guidelines. If conflicts arise between the General Guidelines and the Special Character Guidelines, the Special Character Guidelines shall take precedence.

3.5.12 General DS/DG for all Residential
District Zones (LDR, MDR, HDR, HDR/CCO)
A. Neighborhood/Site Design
Building Orientation and Setbacks

1. Homes, including multifamily projects, shall
be oriented to the street, open space, or
common areas. All street-facing dwelling units
must have the primary entrance facing or within
30 degrees of a public street or internal
walkway.

2. Within Medium and High Density Residential
zones, buildings should be located at or near
the required minimum setback to enhance the
streetwall and activate the public realm.

3. Front yard setbacks along a street may vary
by up to 25 percent, subject to the setback
requirements for residential uses, to create an
interesting and attractive street edge and
support visual continuity on the block.

4. Active living spaces including community spaces, recreation rooms and gyms should be oriented to the front of the home/unit and at the ground level in multifamily projects.

Subdivisions designed around and fronting shared
open space are encouraged within the Village District.

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5. Enhanced entryway features such as porches, stoops, balconies, decorative landscaping/paving at entryways,
windows, and other architectural
elements shall be incorporated to
enhance the pedestrian-scale and
character of the street.

6. For multifamily housing
development, the minimum
building separation shall be
maintained to provide sufficient
privacy between units, private
outdoor open space and
balconies. Windows, balconies,
patios, and courtyards should be
oriented to protect the privacy of
users and reduce unwanted noise
between units.

Lot and Building Variations

7. For detached single family lots in MDR and LDR zones, building elevations shall be varied to create interest along the street and include:
• A mix of single, two and three-story units along a block, where appropriate; • Variation in the homes along the same street with different building heights, setbacks, massing, and roof shapes;
• Avoidance of repetition of identical floor plans or elevations in homes next to each other;
• Street corners suited for architectural treatments that engage the street, such as windows, wrap around porches, and other ground floor building articulation.

8. For multifamily housing in MDR
and HDR zones, building design
shall incorporate varied wall
planes, scale and massing.

9. No building façade may extend n
a continuous plane for more than
15 feet without a window or
projection, offset, or recess of the
building wall at least one foot in
depth.

10. All street-facing facades shall
have at least one horizontal or
vertical projection or recess at last
two feet in depth, for every 25 horizontal feet of wall. Building entrances and front porches may count toward meeting this requirement.

Elevated front stoops help distinguish between the public and private realm.

Varied wall planes, scale and massing should be used to break up and add interest to multi-unit residential buildings.

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11. Where adjacent to single family or lower-density residential development, building scale and massing should be compatible with the character, rhythm, height, and massing of adjoining single family or lower density development. The height differential between any two adjacent parcels shall be no more than two stories or 25 feet, whichever is less, within 25 feet of the parcel line.

12. In order to achieve architectural diversity within low density (LDR), residential subdivisions, the following minimum range of different floors plans and building elevation shall be provided:

Number of Units Required Number of Floor
Plans
Minimum Required
Number of Elevations (per
plan)
<25 units 2 plans 4 elevations (2 per plan)
25-50 3 plans 9 elevations (3 per plan)
51-75 3 plans 9 elevations (3 per plan)
76-120 4 plans 12 elevations (3 per plan)
>120 5 plans 15 elevations (3 per plan)
Common and Private Open Space within Multifamily Residential Developments

11. Arrange multi-family residential
buildings to provide functional public and
private outdoor space for residents.

12. A minimum of 48 square feet of open
space shall be provided per unit in high
and medium density residential zones
where multifamily projects are proposed.

Required open space may be private or
common or a combination.

13. Common open space areas and
facilities should be conveniently and
centrally located to serve the majority of
units. Amenities such as pools, club
houses, or other recreation areas,
common patios or greens, seating, picnic
spots, tot lots, community garden boxes,
and walking paths should be
incorporated, where appropriate, to serve different age groups and/or the anticipated Multifamily residential units should be designed around common open space incorporating walking paths, garden
boxes and seating areas for resident enjoyment.

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residents of the development.

14. Private open space, such as front yard area patios, stoops, porches, backyards, and balconies (for upper story units) is encouraged, contiguous to the units it serves.

15. Private open space, where provided, shall be a minimum of 48 square feet per unit and provide functional and comfortable outdoor living, including appropriate depths to accommodate chairs and small tables. Personal storage spaces can be designed as an extension of the private open space, but shall not count toward meeting private open space requirements for each dwelling unit.

16. Private open space should be integrated into the design of building and designed and located to take advantage of the winter sun and/or shade and breezes in the summer months, to the extent possible.

Connectivity

17. For multifamily development projects, an
on-site pedestrian circulation system shall
connect residents internally within the
development to parking areas and open
space, as well as to neighborhood
sidewalks, paths and transit stops.

18. Adjacent commercial and retail uses shall
be easily accessible by way of internal
and/or mid-block paseos and pathways
that connect residents to such amenities
without requiring residents to walk to the
perimeter of the block.

19. Where residential block sizes exceed 600
feet in length, a mid-block paseo, a minimum of 20 feet wide with a minimum 8-foot-wide accessible sidewalk or pathway, shall be provided to facilitate better internal connection for area residents.

20. Along pedestrian paths and paseos, provide pedestrian amenities, such as shade trees, seating, lighting, and landscaping, to extend the open space area and support safe pedestrian use.

Pedestrian walkways should connect residents to
adjacent common areas, parks, parking areas, or
other amenities.

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B. Architecture and Massing
Building Materials

1. Building materials, textures, colors and
treatments should be varied to avoid a dull
monotonous façade, but should correspond
to variations in mass and wall plane.

2. Materials should appear substantial and
integral to the structure. Materials shall be
durable to withstand weathering with age.

Exterior finish materials shall have an
expected lifespan of no less than 30 years.

Non-durable materials, such as plastic, tin,
and vinyl shall be avoided, as well as highly
reflective materials. Exterior timber shall be
protected from decay by stain and sealant.

3. When applicable, masonry must be applied authentically. Masonry shall wrap corners and terminate at inside corners. Other material changes shall occur at an inside corners or other appropriate transition elements, such as a fence line.

4. Stucco finishes shall be smooth or very light sand finish. Stucco foam trim, where used, shall be smooth finish or shall incorporate a natural woodgrain texture where appropriate.

5. Heavy knock down or “lace” stucco is not appropriate.

Building Form and Architectural Style

6. Where the distance between multi-family
buildings is 15 feet or greater, all elevations shall
be articulated with windows, frames, shutters,
and/or other architectural treatments consistent
with the primary elevation. At corner lots, side
yard facades shall maintain the same level of
architectural detail as the front/primary façade.

7. Multi-family buildings shall convey, through
modulation or offset planes, individual residential
uses. Porches, stoops and balconies may be used
to orient the building and residential units toward
the street.

8. Long multifamily buildings should appear as
distinct and articulated smaller buildings that
complement the scale and massing of surrounding housing.

Create variations in building facades through use of varied massing, shape, materials, and roof forms.

9. Building heights shall transition between larger-scale (medium- and high-density) and smaller-scale (low- and medium-density) projects on adjoining lots or across a shared street. The height differential between any two adjacent parcels shall be no more than Exterior building materials should be high
quality and correspond to changes in massing
and wall plane.

Multifamily buildings can convey
individual residential uses through
variation in wall plane, massing, materials
and design elements such as elevated
front entryways.

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two stories or 25 feet, whichever is less, within 25 feet of the parcel line.

10. Shade/shadow impacts shall be minimized by stepping back upper floors above three stories.

11. Windows shall be located in a manner that avoids direct views into adjacent single family yards to respect and maintain privacy to the extent possible.

12. Contemporary cottage, urban farmhouse or similar and/or complementary styles are encouraged within the lower density zones. A mix of modern and traditional architectural styles are appropriate for higher density residential development.

Porches, Entries and Courts

13. Entryways should be appropriately sized to the scale and massing of the home or building and should provide roof cover.

14. Porches, verandas, and other architectural elements such as a sidelight window panel should provide a clear sense of entry and design interest to a home.

15. Porches, patios, and forecourts shall have a minimum depth of 6 feet to accommodate circulation and chairs.

16. A pathway separated from the driveway leading from the sidewalk to the entry should be provided.

Doors and Windows

17. Doors and windows should be designed to add visual interest to the building elevation, while complementing the style and architectural features of the home.

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18. Windows on street facing units should
orient substantially toward the street.

Windows should be inset from the
wall and designed with high quality
trim and details.

19. Exterior doors shall include raised
panels, glass, transom windows, or
other forms of architectural detail and
articulation and should be inset a
minimum of 3 inches from the
building façade.

Roofline

20. Variety in roof forms, ridge heights, massing,
and overhangs will give individual character to
homes and also provide an interesting rhythm and
continuity along the street.

21. Where consistent with the architectural style
of the home, the roof form should be articulated
through use of dormers, bays, porch roofs,
clerestories, cross gables, and hip forms that break
up the roof and provide interest along the street.

22. Wide overhangs are encouraged, to provide
shadow and depth to building elevations.

23. Rooftop gardens, decks or patios are
encouraged, in multi- family developments but
should take into account sun, and/or shade and
breezes in the summer months.

Garages and Driveways

24. Garages in residential neighborhoods should be designed to be subordinate to the main living area, yet consistent in design.

25. Homes with garages facing the street are encouraged to have the garage door offset behind the front façade of the living area and covered porch, where provided. Alternative designs may be appropriate where sufficient and enhanced landscape design creates a usable outdoor living room and minimizes the prominence of a garage forward design.

26. Garage doors shall include patterns complementary to the architectural character of the house. Windows should be considered to allow for natural light. Frosted/opaque windows may be used to enhance security. Garage doors shall be recessed a minimum of six inches from the garage door frame.

27. Three car garages must separate and offset the third car garage elevation from the others Doors and
windows
should provide
high quality
detailing and
trim that
complement
the overall
architectural
style of the
home.

Varied rooflines add interest to a neighborhood
and streetscape.

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by at least two feet in width and depth.

28. Detached garages and carports shall be designed to include a minimum of one of the following from the main building: materials, detailing, roof materials, and colors.

29. Use of alternative pavement surfaces, such as concrete pavers, brick, or stone and alternative driveway treatments, such as ribbon driveways are encouraged. Ribbon driveways are made up of two parallel strips of paving, with a strip of grass or pervious pavers between the paving strip, to minimize the impervious driveway surfaces to the area where the vehicle will be driving or parking.

C. Small Lot Development
Entryways

1. Small lot and higher density subdivisions
should provide distinguishable and
articulated entryways including recessed
doorways, overhead projection/awnings,
elevated stoops and/or unique paving to
differentiate private space from the public
sidewalk/pathway.

2. A separation of at least 8 feet shall be
provided between the entryway of one unit
and the nearest adjacent building wall to
allow for sufficient light and ventilation
between units. A minimum of 7 feet of the
separated distance should be clear to the sky.

3. Address and unit identification as well as
decorative low-level lighting shall be
provided at the primary entrance.

Private Outdoor Space

4. Small lot developments
should maximize access
to private outdoor space,
light and air through the
use of roof decks and
private balconies/patios.

Small lot residential development should
provide distinguishable entryways through
small patio spaces, elevated stoops or
alternative paving.

Private courtyards
can be incorporated
into small lot
development through
low walls, appropriate
vegetation or other
design appropriate
space delineators.

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D. Sustainable Design
Energy Conservation

1. Energy conservation strategies,
including window shading devices,
selection of colors to reduce heat
gain, energy efficient case
windows, cool roofs, high-quality
insulation and radiant barriers,
solar panels, and other features are
encouraged to reduce energy
consumption associated with
heating and air conditioning
during winter and summer months,
while also contributing to a local
community vernacular.

2. All housing units shall be pre-wired for electric vehicle and solar PV systems.

3. Energy-Star rated residential appliances should be incorporated where appropriate.

4. Home and building design and placement should take advantage of passive solar opportunities.

5. Builders are encouraged to use advanced house framing or optimum value engineering to reduce lumber use and waste and improve energy efficiency in a wood framed house.

Water Conservation

6. Water reduction strategies including the use of
high efficiency, low-flow fixtures and tankless water
heaters shall be incorporated.

7. Residential projects shall control and treat storm
water runoff onsite to the extent feasible through green roof design, onsite bioswales and biofiltration systems or other measures.

8. Recovery of graywater for on-site uses including
landscaping is encouraged

9. Residential projects shall connect to the City’s
reclaimed water system for landscape irrigation.

10. Install climate sensitive irrigation systems and
other water-efficient bubblers and drip irrigation systems.

Architectural detailing
such as window awnings
or overhangs can
minimize direct sunlight
intrusion in summer
months and reduce the
need for artificial cooling.

Bioswales can serve as natural
stormwater filtration and attractive
landscaping within a project.

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Sustainable Materials and Construction Practices

11. Sustainable, local and renewable building materials should be used and verified whenever feasible.

12. Projects shall strive to reduce or eliminate waste during design, construction, operation and end of life in order to conserve natural resources.

13. The use of low-carbon cement is encouraged whenever feasible and/or the use of alternative materials.

14. Consider prefabricated building/structural components when feasible.

15. Leftover material stock should be recycled, donated or returned for alternative use at the completion of construction.

Electrification

16. All new residential housing units shall be all-electric ready, including providing for sufficient capacity in the installed utility service, dedicated wiring, reserved electrical breaker space, and a space large enough for future electric appliances or equipment.

When feasible, all new buildings shall be all-electric. All new development shall meet California Green Building Code requirements.

Low Water Landscape

17. Landscaping should consist of climate-appropriate
plantings, including drought-tolerant and native species suited to the Woodland community.

E. Landscaping
Residential Landscaping

1. Native plant species should be used whenever possible.

2. A variety of shrubs and groundcover species as well as a balance of hardscape and paving shall be used within
common open space areas and courtyards within
multifamily projects and along pedestrian pathways and
paseos.

3. Lawns and highly ornamental landscaping that require frequent pruning and maintenance should be used
sparingly.

4. The design and location of trees and landscaping for homes shall consider opportunities for solar access and solar panels, as well as, shading and ventilation on hot summer months.

5. Trees shall be a minimum of 15-gallon size and shrubs a minimum of 5-gallon size at the time of planting.

6. Soil amendments shall be applied to support plant health and longevity.

Native and drought tolerant
landscaping is encouraged
throughout the Plan Area.

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Landscaping Adjacent to SR 113

7. Landscaping along SR 113 shall consist of a mix of trees, low groundcover and vine training on all sound walls or highway adjacent perimeter fencing.

F. Walls and Fencing
Height requirements

1. Interior and Corner Lots. Only fences or walls at or under three feet, six inches (3’-6”) in height may be placed along the front yard property line or within the front yard setback area.

2. Interior Lots. Fences or walls at or under seven feet (7’-0”) in height may be placed within the rear yard or interior side yard setback areas.

3. Corner lots. Fences and walls greater than three feet, six inches (3’-6”) in height up to a maximum of seven feet (7’-0”) in height shall maintain a minimum setback of five feet from the street side property line. Only fences and walls three feet, six inches (3’-6”) in height or less may be located within five feet of the street side property line of corner lots.

General

4. All fences over six feet in height require a building permit.

5. For swimming pool fencing, refer to WMC Section

17.104.100(E)

6. Solid masonry or block walls in the community
will be limited to those areas requiring sound
attenuation to achieve noise standards and
screening from unsightly elements, such as trash
areas. Sound walls are not expected to be
required within the Plan Area, except where
necessary along SR 113 where adjacent to
residential development.

7. The preferred edge treatment along CR 25A
adjacent to residential uses is an open style fence softened with landscaping to provide security and privacy to residences.

8. Where long expanses of wall or fences are determined to be unavoidable, based on a noise analysis, articulation of the wall with offsets or landscaping shall be implemented.

9. Vines shall be planted and trained on all masonry walls.

10. Walls or fences along CR 25A should not exceed a maximum unbroken length of 400 feet, without an opening for pedestrian access.

11. Allowable materials for walls include:
• Stamped or embossed concrete or concrete block with patterns and colors that reflect Woodland’s local context, such as agriculture, agricultural technology, native trees and grasses, and/or historic themes;
• Natural or cultured stone; and
Vines and landscaping help soften
retaining walls and masonry walls
required for sound attenuation.

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• Brick or similar materials with colors that are compatible with building color themes within the RTP zones.

12. Chain link fences and wrought iron or steel fencing with points or spears are prohibited in all residential areas.

13. All wood fencing shall be protected with a colored, semi-transparent water sealant stain.

14. Wood fencing in residential areas shall include a decorative cap where visible from the public right of way (i.e. not dog eared).

G. Street Lighting

1. Pedestrian-scaled ornamental street lights should be located along public streets and internal walkways between housing units to provide adequate illumination for safety and navigation. Alternatively, bollard lights may also be provided along internal walkways subject to City approval.

2. Lighting shall be directed and shielded to avoid unintended spill over onto adjacent properties. A minimum of 1-foot candle of lighting shall be provided within parking areas, along pedestrian pathways and at building entrances. “Hot spots” of 10-foot candles or more shall be avoided.

3. Required illumination shall at minimum meet Uniform Security Code requirements as set forth in the Woodland Municipal Code.

H. Signage
General

1. Design Review approval is required for all signage.

2. Signage within residential zoning designations is permitted only where commercial uses are also allowed and for multi-family/apartment developments.

Setback, Height and Area Requirements

3. Sign setback, height and area requirements are subject to the Table 3.5:

Table 3.5 Residential Signage Standards
Max Sign Height
Min
Setback
from
Property
Line
Total Sign
Area Per
Business
Total Sign Area
Per Business
Cannot Exceed
Zone
Wall
Mounted
Signs
Ground
Mounted
Signs
Ground
Mounted
Signs
All
Permanent
Signs
All Permanent
Signs

LDR, MDR,
VCLDR,
VCMDR
12ft 4ft 3ft - 20ft
HDR,

HDR/CCO
20ft 12ft 5ft The length of
building
frontage x 1.5
175sf

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Location

4. Signs should be considered during building design and properly scaled and located so as not to dominate or interfere with architectural detailing and overall building façade.

5. Signs should consider pedestrian readability and should help identify the location of primary entrances to the building or community.

6. Permanent rental or real-estate signs are not permitted.

7. Cabinet, box-signs and internally illuminated pan-channel letters are prohibited in residential zones and on residential projects. Signage should be of high quality design and materials.

8. Multi-tenant signage within the HDR/CCO zone should be coordinated and cohesive in appearance including consistent sizing and lighting requirements.

9. Customized projecting, blade signs or under canopy signs are encouraged within the HDR/CCO zone. Blades signs must provide at least 8 feet of vertical clearance as measured from the sidewalk to the base of the sign.

10. Signs and structural features shall be subject to cross visibility requirements as outlined in the Woodland Municipal Code and subject to review and approval by the City Traffic Engineer.

Text

11. Signs may only contain the name and logo or symbol of the business/residence and its street address. Trade slogans and commercial advertisements are not permitted.

12. Logos shall not exceed 4 square feet in size except if it is determined by City Planning staff that building scale or other factors, such as enhanced design and quality, warrant increased logo square footage.

Materials and Design

13. Signs shall be constructed using durable, fade and weather resistant materials such as stone, tile, cast concrete, or other similarly durable masonry, metal or wood materials consistent with the architectural design and style of the building.

14. Unique and creative sign design is encouraged to enhance the unique identity of the Plan Area and residential zone.

15. Faded or damaged signs shall be replaced or repaired in a timely manner.

16. Cabinet or box signs, roof mounted signs, window signs above the second floor and pole mounted signs are not permitted.

17. Feather signs, flags, banners and other attention getting signs or devices are prohibited except in the HDR/CCO zone during grand openings, in which case they must be removed within 30 days.

Illumination

18. Signs shall be spot illuminated from the front or consist of letters, numbers, or graphics that are halo backlit. Internally illuminated pan channels letters are not appropriate except within the Community Commercial and Highway Commercial zones. Neon is permitted

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when integrated into custom designs.

19. Flashing, traveling, animated, or intermittent illumination is prohibited.

20. Exposed conduit, tubing and raceways are prohibited. Transformers and other equipment shall be fully screened/concealed.

I. Trash, Recycling and Enclosures
Mechanical Equipment and Trash Enclosures

1. All mechanical equipment, service areas and trash enclosures shall be located away from or adequately screened from public view by solid fencing, decorative landscaped walls, and/or landscaping. Backflow prevention devices shall not be located within the public right of way or along primary pedestrian streets.

Enclosures - Multifamily

2. Trash and recycling enclosures within multifamily development projects shall consist of the same or similar design and materials as the
overall project and shall adhere to City trash
and recycle enclosure specifications.

3. Enclosures shall be located to the side or rear
of the building, away from public view and
should be separated from adjacent parking
stalls by a minimum 3-foot-wide landscaped
planter where applicable.

4. Trellis structures and vines are encouraged as
a means of screening the sides and rear of
trash enclosures.

5. The area around trash enclosures shall be kept
free of trash and debris.

Trash receptacles – Single Family

6. A minimum 3’x10’ concreate pad shall be provided behind the fence line and away from public view for single family trash toters and storage containers. A clear/unobstructed path of travel from the pad to the street shall be provided for ease of disposal.

Trash and recycle enclosures should be
designed with similar or complimentary
materials as the overall project.

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J. Circulation and Parking
Circulation and Parking

1. Whenever possible, separate access for pedestrians
from vehicles and high-use pedestrian walkways and
crosswalks with color or special paving treatments. Pedestrian access should be prioritized over vehicular access.

2. Street facing driveways should be limited to 20 feet in width or less.

3. The number of driveways should be minimized to
avoid loss of on-street parking spaces.

4. Within multi-family housing projects, pedestrian
paths should be clear, understandable and easy to navigate, with emphasis on connecting to common open space and
adjacent public streets, sidewalks, and local destinations and to amenities such as commercial services, transit facilities, and the open space greenbelt.

5. Minimize the visual prominence of vehicles from the street front by siting parking areas to the side or rear of the property and providing smaller parking areas, rather than one large parking lot.

6. Parking areas including pedestrian walkways shall be illuminated for safety and security.

Electric Vehicle Charging

7. All multifamily residential parking lots and/or structures shall provide electric vehicle charging pursuant to the California Green Building Standards Code, Tier 1 requirements.

8. All single family, townhomes and duplexes must be EV capable.

Parking Lot Landscape and Shading

9. On-site parking in medium- and high-density residential developments should be located internal to the site and away from public roadways. Surface parking lots should be avoided in favor of “tuck under” parking were feasible.

10. Proper tree variety and placement shall be designed to result in 50 percent parking lot shading within 15 years of installation. Primary entrance roads and driveways not used as back-up areas are exempt from this requirement.

11. Solar and shade covers are permissible in medium- and high density developments, but should not significantly reduce the number of trees otherwise required to provide 50 percent lot shading.

12. Surface parking lots visible from the public right-of-way shall incorporate landscape screening, trellising, low walls/fences at least 36 inches in height to continue a “green wall” and minimize interruption to the streetwall.

13. At least 6 feet of landscaping should separate surface parking from any adjacent sidewalk or public right-of-way.

Pedestrian paths should provide ease
of access to common space, parking
areas or other amenities within or
adjacent to the project.

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14. Shaded sidewalks or other pedestrian walkways shall be clearly delineated by way of landscaping and enhanced paving or design and
should connect parking areas directly to building
entries.

Bicycle Parking

15. Bike racks and lockers shall be provided and located within 30 feet of multifamily and mixed-use building
entrances, in a safe, well-lit area, and permanently
anchored to a hard, dust free surface, preferably
asphalt or concrete slab, and installed in a manner
which allows adequate space for access to the bicycle
and locking device, and avoid pedestrian conflict.

Alley Access

16. Rear loaded garages with alley access is encouraged where feasible.

17. The use of pavers or stamped/colored concrete shall be provided within alleys to provide a durable and
attractive passageway and help define a shared pedestrian experience.

18. Alleys shall include a minimum of 1-foot candle of lighting for safety and security. Address signs shall be illuminated.

3.5.13 Special Character Guidelines for High Density Residential Zones (HDR,

HDR/CCO)
A. Site Design
Well Defined Streetwall

1. Building placement along Road B should provide clearly defined edges to the public realm and activate the street.

2. For parcels with frontage along Road B within the HDR/CCO Zone, 60 percent (60%) of the property shall be developed at the minimum setback line (development may be phased over time). Exceptions may be granted to allow for well-designed outdoor space that includes vertical and horizontal elements that simulate and maintain the appearance of a streetwall.

3. Within the HDR/CCO zone, a minimum of 60 percent (60%) of the Road B frontage ground floor uses shall consist of commercial/retail uses. This minimum requirement may be reduced or waived by the Community Development Director for an affordable housing project.

4. Buildings over three stories should stepback or provide a varied wall plane on street facing upper floors (above the third floor) to maintain a human scale streetwall.

5. The number of limited access (right-in/right-out) driveways shall be limited to one from Road B between CR 25A and Road C unless otherwise approved by the city, to minimize Bike parking facilities should be
located in a visible and well-lit area
and permanently anchored to a dust
free surface.

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disruption to the pedestrian environment.

6. On-site parking is not permitted along the Road B frontage.

7. Landscaped and illuminated pedestrian connections shall be provided between the HDR zone and the North Campus Research and Technology Park.

B. Architecture and Massing
Gateway (Primary)

1. Buildings located at or the near the corner of CR 25A and Road B should be designed in a manner which provides a sense of arrival and should reflect the distinctive character of the Plan area as an agricultural and technological center for innovation.

2. Enhanced landscaping shall be provided along CR 25A between Road B and Road D with an emphasis at the intersection of CR 25A and Road B to accentuate this location as the primary Plan Area entryway.

Road B Frontage

3. Residential and/or mixed-use residential projects with frontage along Road B in the North or South Urban Village shall be designed in a manner so as to not “back-on” to Road B.

Windows, entryways, patios and/or other design features shall be located along the Road B frontage to give the appearance of a primary building frontage.

4. Utility doors and other back-of-house items shall be avoided along Road B and CR 25A or shall be screened from public view by decorative trellising landscaping.

Ground Floor Articulation and Activity

5. The ground floor of all buildings,
particularly those façades facing the public
right-of-way, should support activity on the
street and bring the life of the building into
the public realm through the use of frequent
and well defined building entryways, façade
transparency at the street level, and through
architectural detailing such as awnings,
canopies, recesses, and enhanced materials
and surface changes that provide an
interesting and pleasant public experience.

6. Active uses should be located on the
ground floor along the building frontage,
visible to the public realm/public right-ofway and may include, but are not limited to retail storefronts, cafes/restaurants, community rooms and kitchens, employee support areas, recreational facilities, exhibition space, and lobbies.

7. Articulated wall planes at the ground floor along the public right-of-way or where substantially visible to the public should be offset by at least 2 to 4 feet and may be combined with color or material changes to provide substantial shadow lines and visual The ground floor of mixed use buildings along Road B
shall include retail and commercial uses to bring activity to the public realm.

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interest and allow for enhanced landscaping along the base of the building.

C. Driveways, Parking and Service Aisles
Driveway Location

1. Driveway placement should avoid disrupting the streetwall and pedestrian environment and should be shared, located behind or to the side of buildings whenever possible.

Parking

2. On-site parking shall be located behind buildings and away from CR 25A and Road B.

D. Commercial and Residential Compatibility
Mixed Use Projects

1. Where mixed-use projects include residential units in the HDR/CCO zone, special consideration should be given to the location of noise or odor generating or visually unappealing equipment, including vents/fans, refrigeration units and trash enclosures.

2. Proper screening, odor reduction and sound attenuation shall be provided to reduce impacts and screen such equipment from residential units/view.

3. Commercial uses along Road B should locate at the ground floor and residential units locate above the ground floor to minimize noise impacts to the residential units and to maintain an active gateway area streetscape.

4. If residential units are located along Road B, a landscape buffer of at least 10 feet shall be provided from back of walk.

3.5.14 Special Character Guidelines for Low Density Residential (LDR-East Village) and Medium Density Residential (MDR) Zones
A. Neighborhood Design
Building Orientation and Setbacks

1. Alley-load and non-traditional subdivision
layouts that create a more urban and
active environment are encouraged within
the East Village Low and Medium Density
residential zones.

2. Deviations from setback requirements will
be considered on a case-by-case basis to
allow for innovative subdivision layout
that meet these objectives based on a
finding that adequate unit separation for
light, air and ventilation and private open
space is still maintained as determined by
the Community Development Director.

Where projects are located adjacent to
Non-traditional residential design may include alley
load and cluster style development. Where
appropriate, deviation from traditional setback
standards will be considered to support such
development.

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existing residential development, setback standards shall be maintained except as provided for in Chapter 7, Section 7.4.1.2, Minor/Administrative Modification.

Adjacency to Harry Lorenzo Greenbelt

3. Residential units within the East Village are encouraged to front onto the Harry Lorenzo greenbelt or are designed in such a manner as to actively engage with the trail system through open style fencing, patio orientation or through the incorporation of accessory dwelling units that front on to the trail.

4. Residential units shall not back on to a greenbelt trail or pedestrian path/paseo and garages/driveways shall not be located adjacent to (or front on to) greenbelt trails/pedestrian paths.

5. Subdivisions between Parkland Avenue and CR 25A within the East Village shall incorporate pedestrian connections via paseos or local roads from the Harry Lorenzo greenbelt to the Village Center District at least every 300 feet.

Adjacency to Marston Road and Parkland Avenue

6. Low density, detached single-family units are discouraged from fronting on to Marston Road or Parkland Avenue.

7. Rowhouse/townhouse style residential design is encouraged in the Medium Density Residential zone where adjacent to Marston Road. (See Chapter 6, Section 6.5.3, RDZ Density Requirements)

8. Units are encouraged to front Marston Road creating an active, urban streetscape, but may include a secondary alley load entrance away from Marston.

9. No driveways or on-site vehicle parking is permitted along the Marston Road frontage.

10. Walk up stoops or other elements providing a vertical separation between residential units and Marston Road is encouraged.

11. The number of access driveways between Road B and the Harry Lorenzo greenbelt should be limited to avoid disrupting the pedestrian environment.

3.5.15 Special Character Guidelines for Low Density Residential (LDR-North Village) Zone
A. Neighborhood Design
Innovative circulation/infrastructure solutions

1. Innovative neighborhood design concepts are encouraged throughout the Specific Plan’s residential districts. In particular, innovative and non-traditional pedestrian paths, landscaping and natural storm drain/water filtration systems that create a distinct, more rural neighborhood character should be considered in the North Village.

2. Curving (non-grid) streets are permitted in the North Village as a means of creating an organic neighborhood design. However, pedestrian connectivity should still be provided throughout the neighborhood and to the Harry Lorenzo greenbelt and to Parkland Avenue.

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Adjacency to Hwy 113

3. Residential units that back up to Hwy 113 shall maintain a minimum 30 foot setback from the soundwall/Hwy 113.

4. Single story homes are encouraged where adjacent to Hwy 113.

Adjacency to Harry Lorenzo Greenbelt

5. It is encouraged that residential
units within the North Village
front onto the Harry Lorenzo
greenbelt or are designed in
such a manner as to actively
engage with the trail system
through open style fencing, patio
orientation or through the
incorporation of accessory
dwelling units that front on to
the trail.

6. Residential units shall not back
on to a greenbelt trail or
pedestrian path/paseo and
garages/driveways shall not be
located adjacent to (or front on to) greenbelt trails/pedestrian paths.

Adjacency to Parkland Avenue

7. Low density, detached single-family units are discouraged from fronting on to Parkland Avenue.

B. Architecture
Design
Architectural styles within the North Village should help create a distinct neighborhood identity and should generally consist of Urban/Modern Farmhouse, Contemporary Cottage or French Country building forms and elevations.

Accessory
Dwelling
Units are
encouraged
along the
Harry
Lorenzo Ave
greenbelt to
actively
engage the
trail system.

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4.0 | MOBILITY AND CIRCULATION

woodland research & technology park

Chapter 4 | Mobility and Circulation
woodland research and technology park | 4-1

4.1 |OVERVIEW
The mobility and circulation framework for the Plan Area is a modified grid, complete street system that accommodates all modes of travel in a walkable, urban environment. A seamless network of dedicated bike/pedestrian facilities promotes convenient access between commercial centers, residential neighborhoods, and open spaces, and allows employees, residents and patrons to choose from a range of transportation options. The shared mobility hub creates a central point of connection, integrating a range of transportation choices to accommodate emerging technologies.

A hierarchy of street types ensures proper performance for vehicle and alternative modes while encouraging shared mobility options. Streetscape design standards establish the Plan Area as a distinctive place, creating an attractive and engaging public realm.

This chapter describes the transportation modes, circulation networks and standards for Plan Area roadways, public transit, bicycle and pedestrian facilities. Roadways have been designed to balance the circulation and flow of vehicular traffic with the provision of safe and accessible facilities for walking, biking and public transit. A modified grid street network provides circulation and access within the Plan Area, to Spring Lake and adjacent areas of the city and distributes Plan Area traffic to support a walkable and bike friendly community. Plan Area roadways provide circulation and connectivity and incorporate landscape elements which provide aesthetics, shade and stormwater management. Specific guidance for bike paths, sidewalk improvements, medians and parkways, landscaping and other streetscape elements are defined in this chapter.

A seamless network of dedicated
bike/pedestrian facilities promotes
convenient access between
commercial centers, residential
neighborhoods, and open spaces,
and allows employees, residents
and patrons to choose from a range
of transportation options.

Chapter 4 | Mobility and Circulation
woodland research and technology park | 4-2

4.2 | NEXT GENERATION MOBILITY
The digital revolution is opening up new technologies
and transforming the way goods are purchased and
delivered and how people chose to get from place to
place. For the past 75 years, the design of communities has been driven primarily from the perspective of the
automobile user. The emergence of the shared
economy and advent of autonomous vehicles are
disrupting the traditional way of thinking about
personalized transportation. How cities adapt to and
plan for future transportation innovations is a topic of much discussion.

The Plan Area is designed to accommodate current systems while anticipating emerging technologies that will offer an increasing range of transportation options for both personal and commercial use. The Village Center will serve as a social and functional hub of the Plan Area where all modes intentionally intersect at a “shared mobility hub”. Supported by the compact and mixeduse nature of the plan, active transportation modes are prioritized throughout the project to promote biking
and walking as a preferred mode of choice. Streets and
path facilities are designed to provide efficient
movement while creating a stronger sense of place,
rather than compromising the human experience.

Facilities and programs will be implemented to support
a shift away from individual vehicle use and toward
active and shared mobility options in order to achieve
the General Plan goal of 10% reduction in vehicle miles traveled (VMT).

This section summarizes the planned facilities, systems and programs that are contemplated in the Plan Area and will be the focus of the transportation demand management (TDM) program, described in Section 4.2.7. Funding sources and mechanisms for the mobility amenities, programs and services described in the following sections are addressed in the Finance Plan and Development Agreement.

4.2.1 Active Transportation
Supported by a fine grain network of pedestrian / bicycle facilities, the WRTP promotes active and more individualized forms of transportation such as biking, boarding, scootering, and walking. The Plan Area mix of residential, employment, services, recreational uses proximate to each other and The Plan Area road network is designed to
accommodate alternative modes of
transportation and as well as future technologies.

Chapter 4 | Mobility and Circulation
woodland research and technology park | 4-3
transit services make it convenient to choose
alternative transportation choices throughout the day.

Active transportation facilities or amenities at the
beginning and end of the trip destination are
incorporated throughout the Plan Area to further
encourage active transportation as a primary means of
getting around.

4.2.2 Shared Mobility Hub
Located at the Village Center, a shared mobility hub, The Union, will at project build out, serve as the nucleus of the alternative transportation system providing integrated access to intra-city as well as inter-city transit service. The Plan Area’s seamless network of roads, bike paths, and sidewalks combined with a variety of transportation services will offer multiple choices to support “last mile” connectivity. The Union, in conjunction with the broader Village Center, will be designed to accommodate a range of potential alternative transportation choices such as:

1. Fixed route bus and micro-transit

2. Car/vanpool/parking

3. Designated car share spaces

4. Electric vehicle charging stations

5. Ride hailing services

6. Bike/scooter share docking stations
The Union will include design features such as
architecturally enhanced covered waiting areas,
including distinctive seating areas/benches;
scooter/bike share facilities and designated
parking areas; covered and uncovered bike parking
and where feasible, long term/rentable storage
lockers; bike repair station; hydration station/water fountain; wayfinding kiosk; ticketing kiosk as appropriate; enhanced landscaping, shade trees, and landscape features (i.e. rock, decorative fencing, public art) and textured/stamped concrete walkways; and overhead pedestrian scale lighting and bollard lights where appropriate. Services and amenities at the Village Center such as designated car-share/vanpool spaces and EV charging in the parking areas, cafés, a market and co-working spaces will create opportunities to further reduce vehicle miles traveled and GHG emissions, and enhance The Union as a place of connection.

Development of The Union will occur in phases to correspond with service demand generated as the Plan Area builds out. Meanwhile, an increasing number of UC Davis faculty, staff, and students at UC The Plan Area road network is designed to
accommodate alternative modes of transportation
and as well as future technologies.

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Davis are choosing to live in Woodland. Campus planners are seeking new ways to promote transit and carpool options for campus-bound commuters and have engaged with the City to explore effective alternatives to single-occupant driving. The Plan Area’s strategic location along Highway 113 at the southern-most side of the community, creates a unique opportunity to establish a convenient point of connection for van/carpool and transit services.

Early phases of the Plan Area’s shared mobility hub will include park and ride facilities to promote carpooling. An illustrative layout and concept site plan of the shared mobility hub are provided below. As demand grows with the employment and housing development, the full set of transit and shared mobility services will be added at The Union.

Elevated Perspective of the mobility hub “The Union,” and Village Center – Artist Rendering

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4.2.3 Fixed Route Transit Service
Development of The Union will be planned and coordinated with local and regional transit service providers including YCTD and UC Davis Transportation and Parking Services/Unitrans. The shared mobility hub will be the primary point of connection for any fixed route bus service with YCTD’s YoloBus service. Additionally, a new shuttle/vanpool connection providing frequent connection to and from UC Davis and the Davis Amtrak Depot is planned. This service will link into regional transit services connecting into high employment areas such as downtown Sacramento/UC Davis Med Center and the Bay Area. This service will be evaluated as part of the TDM program.

4.2.4 Micro-Transit Service
On-demand shuttle services are supplementing, and in some cases replacing, intra-city fixed route transit service in communities across the country. Woodland and YCTD will be piloting a microtransit service in 2023 which will inform the future application and expansion of this transportation amenity in the community. The Plan Area is planned and designed to anticipate this service which will not only offer an additional option for “last mile” connection to the shared mobility hub but also provide residents and employees with the flexibility to choose alternative transportation options for primary commute trips and utilize on-demand services for ancillary trips throughout the day.

EXHIBIT 4-1: CONCEPT SITE PLAN OF THE MOBILITY HUB “THE UNION.”

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4.2.5 Vanpool/Ride Share
To supplement transit services, particularly in the earlier phases of the Plan Area build out when ridership numbers have not reached critical service demand levels, park and ride lots will be utilized to support vanpools and ride sharing. Additionally, dedicated parking spaces for car/vanpool and ridesharing will be required for large employment uses. Supplemental funding may be needed initially to subsidize these services and build ridership demand.

Funding from UC Davis and the Plan Area’s transportation demand management (TDM) program could be key sources of funding to support these services.

4.2.6 Vehicular Travel
The Plan Area accommodates automobiles yet, is intentionally designed to reduce their use through a combination of a modified grid street network and alternative transportation services/amenities that promote alternate mode choices. To further reduce impacts of automobile use, the plan integrates infrastructure and development standards that support zero emission vehicles and car share programs that will reduce reliance on individual vehicle ownership.

The following examples of current, and/or future, innovative transportation solutions will be deployed to help reduce vehicular use and GHG emissions.

1. Electric Vehicles. Every parking lot and garage within the Plan Area will be EV ready for the addition of charging facilities. Dedicated EV parking stalls will be placed near primary entrances, key points of destination, and at park and ride/transit stops.

2. Car Sharing Services. On and off-street parking spaces in key locations will be dedicated to car sharing, or similar services, in cooperation with existing and future successful private car sharing vendors such as ZipCar, GIG Car and City CarShare.

3. Ride Hailing Services – Designated curbside zones for ride hailing (i.e. Uber/Lyft) will be strategically located at the Union and other locations within the Plan Area.

4. Smart Parking – Use of intelligent parking management technologies, such as Woodlandbased JAPA, may be employed in high demand parking areas to monitor utilization, inform drivers of available parking spaces, and offer adaptive time limit and permitting options.

To reduce impacts of
automobile use, the plan
integrates infrastructure
and development
standards that support
zero emission vehicles
and car share programs
that will reduce reliance
on individual vehicle
ownership.

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4.2.7 Transportation Demand Management
Reduction of personal vehicle use and an overall vehicle miles reduction travelled by 10% will be achieved through a variety of project features and services such as the ones described in this Chapter.

A Transportation Demand Management (TDM) program for the project will be adopted prior to the first tentative map to guide the build out of the Plan Area and the phased implementation of enhanced mobility facilities and programs.

4.3 | MOBILITY AND CIRCULATION NETWORK OVERVIEW
Proposed land uses, densities and the individual district character described in Chapters 2 and 3 have a close connection to streetscape design standards described in this chapter. Together, land use patterns and streetscape contribute to a sense of place by ensuring that local streets are not overor under-designed to accommodate both local and through traffic, and parking demand generated by development. Further, streetscape design, including greenbelts and pedestrian paseos, help create a cohesive community identity, enhanced with landscaping, street furniture and lighting, entryways and public art.

The street and path networks for the Plan Area have been carefully designed to support the distribution and function of various uses within the land use districts while also serving as a primary place making feature. Each district is associated with unique types of travel demand which is served by a highly connected hierarchy of streets and pedestrian / bicycle paths. The envisioned circulation networks and street hierarchy is shown on Exhibit 4-3, followed by the street cross section designs.

As the Plan Area develops, specific street sections may require modifications in response to unique or unforeseen circumstances. Modifications to the street sections included in Section 4.5 shall be subject to review and approval by the Community Development Director in consultation with the City Traffic Engineer. Providing all modes of mobility equal consideration while emphasizing active and alternative transportation options is a primary goal of the Specific Plan and the 2035 General Plan. Figure 14-16: Table 3-2 from the 2035 General Plan, summarizes the mode priority.

The overall Mobility and Circulation Network and streetscape program consists of the Active Transportation Network and the Roadway Network. The Active Transportation Network includes descriptions of the facilities such as multi use trails, paths, on street bike lanes, shared use marking and pedestrian promenades and sidewalks. The Roadway Networks describes the street hierarchy of Principal Arterial Streets, Minor Arterial Streets, Collector Streets, Local Streets, Alleys as well as Roundabouts / Enhanced Intersections and Streetscape Design Features.

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4.4 ACTIVE TRANSPORTATION NETWORK
The Plan Area’s active transportation network is
comprised of dedicated on-street and off-street facilities that provide both transportation and recreational
benefits, as depicted in Exhibit 4-2, Active Transportation Network. The Plan Area’s interconnected system of
sidewalks, bike lanes and multi-use trails/paths are
intentionally designed to link seamlessly throughout the Plan Area and to the shared mobility hub promoting
more active and healthier transportation choices.

Enhanced crossing features and roundabouts will be
used where the active transportation network intersects with the primary roadway network.

The backbone of the network is the 4.9 miles of Class 1 facilities distributed throughout the Plan Area, creating a system of greenbelt trails and more formal multi-use paths. A primary feature of the network is the north-south greenbelt spine that serves as a key connector of existing and planned trail networks. Abandoned portions of Harry Lorenzo Avenue will be converted to greenbelt and integrated into a linear greenway connecting existing trails that extend east-west along CR 25A, Marston Ave, Parkland Avenue, and Farmer’s Central Road.

The planned bike and pedestrian overcrossing at the north boundary of the Plan Area will offer safe and convenient access across HWY 113 and connection to the west side of the community via the Woodland Parkway. The future Parkland Avenue
overcrossing will provide an additional Class 1 path creating connection between future development of the Specific Plan 1 Area on the west side of HWY 113. The Plan Area is also a key point of connection to the future Woodland-Davis Bikeway / Alternative Transportation Corridor that is envisioned to provide an off-street path between the two cities.

Dedicated on- and off-street bike facilities will
allow both transportation and recreational
benefits for Plan Area residents and
employees.

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EXHIBIT 4-2: ACTIVE TRANSPORTATION NETWORK

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4.4.1 Active Transportation Facility Design
The design of the Plan Area’s active
transportation facilities have been carefully
considered to relate to the street and land use
context, reinforcing biking, walking, and other
alternative transportation choices as an integral
feature of the Plan. The following design
standards and section details describe the
characteristics of the network’s hierarchy of trails,
paths, lanes and shared lane markings.

1. MULTI-USE TRAILS
The Plan Area’s greenbelt and linear greenway
network consists of 3.1 miles of class 1 Multi-Use
Trails. These facilities are more informal in nature
with a 10-foot wide shared use path that gently
meanders through landscaped open spaces. The overall width of the greenbelts and greenways shall vary to reinforce the more informal nature of these spaces. The larger greenbelts are at least 50-feet in width and shall be no less than 24-feet at neighborhood connectors or where located along the street right-of-way. The Multi-Use trails include a 2-foot gravel shoulder or low landscape edge with bi-level motion sensing LED path lighting. Trails will be well shaded with trees and have amenities such as exercise stations, benches, drinking fountains and occasional open turf areas to encourage passive and active recreational use.

The Plan Area’s active transportation network includes

3.1 miles of multi-use trails and greenbelts, allowing
residents and employees the ability to travel
throughout the plan area comfortably on a bike,
walking, or by way of other non-vehicular modes of
transportation.

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2. MULTI-USE PATHS
The Plan Area’s greenbelt and linear
greenway network transitions to a
more formal path facility within the
more active urban areas of the plan.

The 1.8 miles of Multi-Use Paths are
a linear 10-foot wide shared use
path that anticipates a higher
utilization by all modes including
bikes, scooters, pedestrians, and
other forms of active transportation.

A 2-foot clear recovery zone shall be
maintained on both sides of the
path. Where adjacent to private use,
the recovery zone may be
incorporated within the front setback and may consist of a clear pedestrian zone, free of street furniture or other fixtures, or low landscaping. Lighting will be integrated with the street lighting system and supplemented with pathway or bollard lighting where needed. Bike parking, scooter docs, and transit shelters will be strategically located along the Paths to support utilization of alternative transportation modes.

A more formal and linear network of multi-use paths through the Plan Area’s active urban areas anticipate higher utilization by bikes, scooters and pedestrians.

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3. THE PROMENADE
The 20-foot wide, tree-lined Multi-Use Path that runs along the east edge of The Yard is called The Promenade. This Path will serve as a connection for bikes and pedestrians between Road E and Marston Drive and as a drivable path for emergency vehicles if needed. Medium and low density residential units in the Village Center will have front entries facing across The Promenade into The Yard to help create an active and more urban open space. The Promenade will have textured concrete pavement, lower level pathway or bollard lighting, and more frequent placement of benches.

4. BIKE LANES
The Active Transportation Network contains 3.5 miles of class II on-street bike lanes. The minimum width of the lanes is 6-feet for designated bike lanes on collector streets. On arterial streets such as Road B, Parkland, and CR 25A where traffic speeds and volumes are higher, bike lanes are 8-feet wide and have a 2-foot buffer on the vehicle lane side. Green lane markings will be used along CR 25A and Road B to further identify the on-street bike facilities.

5. SHARED LANE MARKINGS
Shared lane markings such as
sharrows will be used to accentuate
the shared nature of these streets.

On collector and local streets within
the lower density residential
neighborhoods that serve as key
bike corridors, shared lane
markings consistent with the best
practices and standards articulated
within the MUTCD will be used.

Class II and III bike facilities will be delineated by street markings using best practices from MUTCD.

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4.5 ROADWAY NETWORK AND STREET HIERARCHY
The Plan Area’s roadway network is a hierarchy of Principal Arterial, Minor Arterial, Collector, and Local Streets that provide seamless connection into and out of the Plan Area. Roadways are planned to accommodate the specific travel modes prioritized relative to the land uses they serve. Each roadway is also uniquely designed to reinforce the character of each District and support the creation of a distinctive sense of place. The primary roadway network is shown in Exhibit 4-3.

Street Typology | Street typologies expand upon the functional classification and take into account street context, land use context, and travel mode prioritization. This typology ensures that the application of street standards consider a street’s relation to surrounding land uses, appropriate travel speeds, and the need to accommodate multiple travel modes and user abilities.

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EXHIBIT 4-3: ROAD CIRCULATION DIAGRAM

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4.5.1 Principal Arterial Streets
A Principal Arterial Street provides mobility for higher vehicular traffic volumes while maintaining a comfortable bike and pedestrian experience.

EXHIBIT 4-4: PRINCIPAL ARTERIAL STREETS KEY MAP

1. PARKLAND AVENUE
Parkland Avenue, depicted on the key map above, is the only principal arterial street within the Plan Area. This street segment is the primary connector into and out of the Plan Area from the north, intersects with Pioneer Avenue and Heritage Parkway at the Spring Lake Village Center, the hub of the arterial network in the Southeast Area.

The roadway network will extend Parkland Avenue from Harry Lorenzo Avenue (HLA) to Road B where it will ultimately extend west over Highway 113 (HWY 113). It is anticipated that the segment from Road B to East Street, including the Hwy 113 overpass, will be completed with the build out of General Plan Specific Plan Area 1B, and the necessary right-of-way within the Plan Area will be dedicated as part of the Project infrastructure requirements. Parkland Avenue will continue west from HLA as a 4-lane Principal Arterial with a landscape median, buffered on-street bike lanes, Class 1 bike/pedestrian paths and landscape strips on either side of the paths as illustrated in Section A-A.

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From Road B to HWY 113, Parkland will transition to an overpass, narrowing to two lanes with onstreet bike lanes, planting strips and a 10-foot multi-use Class 1 bike/pedestrian path on the south side of the street. This transition is illustrated from east to west via Street Sections D-D and B-B. The western extent of Parkland Avenue and adjacent right-of-way, is designed in anticipation of future extension across HWY 113 to East Street.

Parkland Avenue will serve a primary connector between
the existing Spring Lake neighborhood to the east and
the Plan Area.

The Parkland Avenue extension will continue with onstreet and Class I bike facilities between Harry Lorenzo and the future pedestrian overcrossing.

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The intersection of HLA and Parkland Avenue will be improved with signalized controls and enhanced bike and pedestrian facilities to provide greater safety and comfort to users of the adjacent northsouth greenbelt. The signalized intersection at Road B and Parkland Avenue will be similarly improved with features to enhance safety and comfort for bicycles and pedestrians.

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4.5.2 Minor Arterial Streets
EXHIBIT 4-5: MINOR ARTERIAL STREETS KEY MAP
Minor Arterial Streets CR 25A and Road B, as depicted on key map below, provide mobility for higher traffic volumes than local roads, but lower traffic volumes and speeds than Principal Arterial roads.

These roadways will serve as critical components of the Alternative Transportation Network, serving as key entryways and placemaking streets as well as the primary transit connections. Access from parcels onto these roadways is limited to reduce points of conflict, smooth the flow of traffic, and enhance urban design.

1. COUNTY ROAD 25A
County Road 25A (CR25A) serves a prominent role as the primary entryway into the Research and Technology Park as well as the southernmost gateway to Woodland. As depicted on Exhibit 4-3, Circulation Diagram, roundabouts are proposed on both the east and west sides of the HWY 113 / CR25A interchange to smooth the flow of traffic and create a more distinctive visual entry experience.

A Class 1 Multi-Use Trail will be built on the north side of the roadway extending the existing trail in Spring Lake to the embankment approach to the HWY 113 overpass.

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The transition from the interchange to CR25A itself will consist of four lanes of traffic with a 16’ wide median as illustrated by Section N-N. Right-of-way for this transition segment is designed to add future pedestrian walkways buffered from the roadway via a tree-lined landscape strip. Between this transition and Road B, CR25A will have four lanes of traffic, turn pockets, buffered on-street bike lanes and a 16’ center median island, illustrated by Sections O-O, P-P, and Q-Q. The signalized intersection of Road B and CR 25A is the main entryway into the Plan Area and will included enhanced pavement and monument features to accentuate its role as a prominent entryway.

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East of Road B, CR 25A will taper to a two-lane road with roundabout intersection control at Road D, where it will continue east and extend to Parkland Avenue. The two-lane segment within the limits of the Plan Area are illustrated in relation to various adjacent storm water collection facilities, as illustrated by Sections R-R, S-S, and T-T below. The Plan Area infrastructure financing plan will include the completion of CR 25A from Hwy 113 to CR 102.

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2. ROAD B
Road B is a Minor Arterial street that functions as the main spine through the Plan Area linking employment, commercial, residential, and recreational uses. As the most prominent street in the Plan Area, the design and overall experience of Road B for all users is to be distinctive and reinforce, rather than detract from, the sense of place.

All intersections along this roadway are signalized to ensure efficient flow of traffic but also support safe and convenient travel of alternate modes. Enhanced pavement, landscape and aesthetic features will be provided at each of the intersections.

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CR 25A to Road C. Beginning at the intersection of CR 25A, the primary entryway to the Plan Area, Road B’s character is that of a shared use roadway with two vehicle lanes in each direction, buffered on-street bike lanes, and off-street Class 1 Multi Use Paths. A generous 14-foot wide tree lined median extends the length of Road B complemented by 8-foot wide tree lined landscape parkways on both sides of the street separating the roadway from the multi-use path. Driveway access is limited to no more than one right-in and right-out driveways on each side of the road within the block. Left turn access is not allowed between street intersections. See Section E-E.

Road C to Marston Drive. The character of Road B between Road C and Marston is similar to the segment to the south but transitions to a more urban character on the east side adjacent to the Village Center. See Section E-E. The shared mobility hub, The Union, is integrated into the 8’ wide planter strip zone and provides accommodations for bus transit and ride hailing services. The multiuse path changes in pavement design and is signed to slow bicycle speeds as it passes through The Union The path merges with the on-street bike lane north of The Union where the sidewalk zone transitions to a pedestrian only zone with outdoor dining and other enhanced streetscape features.

The intersection of Road B and Marston Drive is the heart of the Plan Area plan where the Village Center, The Yard, and the North Campus District meet. Special emphasis on the design of this intersection will be made and will include enhanced pavement treatments to highlight the bike and pedestrian crossings, lighting, landscaping, and architectural/public art features. Driveway access along Road B, from Road C to Marston Drive, is limited to a single right-in and right-out driveway in the
southbound direction and no driveways are allowed in the northbound direction.

Marston Drive to Road E. This segment of Road B spans
the entire west edge of The Yard and the park facing
frontage of the North Campus District. The character of this segment of Road B is significant as it functions as a visual extension of The Yard while maintaining its role as the primary north-south road through the Plan Area. The roadway consists of two vehicle lanes in each direction, buffered on-street bike lanes, and on street parking on the east side. An off-street Class 1 Multi Use Path along the frontage of the North Campus District offers
convenient bike and pedestrian access for employees. A
5’6” sidewalk provides pedestrian access along the west side of The Yard which is buffered by 24 feet of bike lane, An enhanced intersection and mid-block
crossings along Road B will offer safer
pedestrian access to and from The Yard,
Village Center and Tech Park campus.

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parking and planter strip. Further enhancing the corridor and visually extending the park is a generous 14-foot wide tree lined median. See Section G-G.

An enhanced intersection is planned midway along this segment of Road B to provide access to the North Campus District and offer controlled access across the roadway for bikes and pedestrians.

Additional pedestrian and bike only crossings will be integrated between Marston and Road E to offer safe and convenient access between the North Campus District and The Yard. Driveway access for the Plan Area uses adjacent to this segment of Road B are discouraged and shall be consolidated where needed and restricted to right-in and right-out movements only.

Road E to Parkland Avenue. The segment of Road B from Road E to Parkland Avenue will serve as the primary vehicular access point into the Plan Area from the north. The intersection of Road B and Parkland will be enhanced with pavement markings and gateway features to enhance bike/ pedestrian safety and highlight this location as a point of entry to the Plan Area. To minimize conflicts, no driveways are allowed on this road segment.

The roadway consists of a 4-lane road with on-street buffered bike lanes, similar to Road B between CR25A and Marston (See Section E-E on page 4-22). A Class I Multi-Use Trail connects the trails on Parkland Avenue to Class I facilities that provide access to heavily used destinations of the North

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Campus District and The Yard. The design of the roadway is enhanced with a 14-foot wide tree lined median complimented by 8-foot wide tree lined landscape parkways on both sides of the street.

CR 25 A to Road G. South of CR 25A, Road B transitions to a Collector Street with two travel lanes and buffered on-street bike lanes. The initial 250 (+/-) feet south of CR25A will include a 4’ wide median and 12’ northbound turn pocket at the entry. This segment of Road B serves as the primary entry into the South Campus District where it provides access to Highway commercial and lower intensity research park flex uses. See Section H-H.

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4.5.3 Collector Streets
EXHIBIT 4-6: COLLECTOR STREETS KEY MAP
Collector Streets (Marston Drive and Roads A, C, D, E, F, G and B south of CR 25A) provide for relatively short distance travel between and within neighborhoods, and have lower speeds and traffic volumes than arterials. Driveway access to collectors is limited less than on arterials but may still be discouraged on certain segments to limit circulation conflicts. Street design and character of each of the Collector Streets in the Plan Area are described in more detail below.

1. MARSTON DRIVE
Marston Drive connects the Village Center of the Plan Area to Spring Lake neighborhoods and provides convenient access for residents of both areas to employment, retail, services, parks and open spaces. Marston Drive transitions in character from that of a residential street in Spring Lake to an urban mixed-use street at the core of the Plan Area. The segment of Marston Drive from Harry Lorenzo Avenue to Road B includes two travel lanes, parking lanes on each side of the roadway, planting strips, a 10-foot Class 1 Multi-Use trail on the south side and a 5½-foot sidewalk on the

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north (Section C1-C1). A roundabout at the intersection of Road D and other traffic calming measures will be utilized to keep speeds low while allowing smooth circulation. Enhanced paving and pedestrian safety features will be installed at the greenbelt crossing at the east edge of the Specific Plan to slow traffic and provide for ease of bike and pedestrian connection across Marston Drive. Driveways for single family will not be permitted and all other driveway access points shall be consolidated to minimize ingress and egress conflicts.

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Marston Drive at Road B. The intersection of Marston Drive and Road B is the central intersection of the Plan Area and is the primary point of access to the core of the North Campus District. Careful attention to the design of this intersection will be taken to ensure it enhances and does not detract from the sense of place of the Village Center. (See description of intersection features in Minor Arterial - Road B section above)

4.5.4 Local Streets
EXHIBIT 4-7: LOCAL STREETS KEY MAP

1. ROAD A
Road A is a local road providing access to the interchange adjacent to portions of the North and South Campus Districts of the Technology Park. North of CR 25A, Road A is designed as a 2-lane street with buffered bike lanes, planting strips, and widened sidewalks (Section H-H on page 4-25).

A roundabout is proposed at the intersection of Road C and access is restricted to right-in and rightout turning movements where Road A connects with CR 25A.

2. ROAD C

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Road C is a local street that parallels Marston Drive and CR 25A and provides an alternate east-west access between the higher density residential and the Plan Area uses. Between Roads D and B, Road C is designed as a narrower two lane street with on-street parking, bike lanes, planting strips, and 6’- 0” wide sidewalks. Multiple driveway access points will be allowed to serve the mixed commercial and residential uses to minimize the need for driveways on the surrounding arterial roadways.

The segment of Road C between Roads A and B provides connection to Plan Area uses in the southern area of the North Campus District. The roadway consists of three travel lanes, two westbound and one eastbound. Due to a center median at CR25A and Road A, prohibiting left turns onto Road A from CR25A, the majority of inbound trips will access the North Campus Plan Area via Road B to westbound Road C; hence the two lane westbound Road C design. See Section J-J below.

Full access driveways are permitted but restricted to the mid-section of this segment of Road C to avoid intersections conflicts. Planting strips provide street tree canopy and separation for the Class 1 multi-use paths on both sides of the street. A roundabout is proposed at the intersection of Road A to smooth the flow of traffic.

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3. ROAD D
Road D parallels Road B through the majority of the Plan Area and is a collector road serving the Village Center District and East Village Districts south of Parkland Avenue. Between CR25A and Marston Drive, Road D is designed as a two lane street with on-street parking, bike lanes, planting strips, and 5’-6” wide sidewalks (Section C2-C2). Multiple driveway access points will be allowed to serve the higher density residential uses and minimize the need for driveways on the surrounding arterial roadways.

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North of the roundabout at Marston Drive, Road D narrows as it transitions into the lower density residential neighborhoods of the Village Center and East Village Districts. The roadway has two travel lanes with on-street parking and detached 4’-6” wide sidewalks. A 6’-6” wide planting strip will provide for a tree lined street that offers generous shade canopy. See Section K1-K1. Traffic calming measures will be integrated into the roadway to keep speeds lower and shared lane markings will be installed to accentuate the shared use nature of the road. Enhanced pavement design and pedestrian safety features will be integrated at the north end of Road D where the multi-use trail crosses. Singlefamily home driveways accessing Road D are discouraged.

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4. ROAD E
Road E runs east-west along the north end of The Yard and connects the Village Center Residential neighborhoods to Road B. Between Road D and Road B, the street consists of a two lane street with on-street parking. A planter strip separates a 4’-6” wide sidewalk on the north and a 10’ multi-use trail on the south side of the roadway. Single-family home driveways are prohibited on the south side of the road. Access to the medium density residential uses and/or school site on the north side shall be consolidated to reduce the driveways or roadways connecting into this segment of Road E (Section K2-K2).

West of Road B, Road E transitions to a more urban mixed character street that serves both high density residential and Plan Area uses. The roadway has two travel lanes with on-street parking and 10 foot wide multi-use paths on both sides of the roadway. A 6’-6” foot wide planting strip will provide for a tree lined street that offers generous shade canopy. See Section L-L. A roundabout at the end of Road E provides access to both the residential and Plan Area uses.

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5. ROAD F
Road F is the primary access for the residential neighborhood at the north end of the Plan Area with connections to both Parkland Avenue and Harry Lorenzo Avenue. Road F consists of a two lane street with on-street parking. A planter strip separates a 4’-6” wide sidewalk on both sides of the street (Section M-M). Single-family home driveways are discouraged. On street parking may be replaced with on-street bike lanes if lotting patterns result in no driveway access directly onto Road F. An oversized roundabout with a large specimen tree and native plantings provides a focal point of the neighborhood.

An oversized and landscaped roundabout will serve as a
focal feature within the North Village similar to the
roundabout located in Woodland’s historic Beamer Park
neighborhood shown here.

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6. ROAD G
Road G is an east-west road connecting the south ends of Road A and Road B providing access to the southern most areas of the Plan Area. Road G consists of a two lane street with Class II on-street bike lanes. A planter strip separates an 8’ wide sidewalk on both sides of the street (see Section HH on page 4-25). A roundabout at the west end of Road G provides access to both the Highway Commercial and Plan Area uses and provides a character defining focal point for the South Campus District.

4.5.5 Other Local Streets
Local Streets in the Village Center
residential (VCLDR and VCMDR) and
all HDR residential neighborhoods will
be traditional in design, have more
linear geometry and include 4’6”
minimum wide sidewalks separated by
a 6’ minimum width street tree
planted parkway strip. On street
parking is required on both sides of
the street.

Local Streets within the East Village
and North Village LDR neighborhoods
may be less uniform in character
reflecting the nature and density of the subdivision within they are located. Where utilized in these neighborhoods, sidewalks shall be a minimum of 4’6” in width;. Parkway strips shall be a minimum of 6’ in width. With the goal of reducing paved widths, flexibility shall be provided at Tentative Map implementation in regards to on-street parking, use of sidewalks, and the use of drainage swales and alternative parking surfacing in lieu of traditional curbs and gutters, so long as the City is not left with an increased maintenance burden compared to traditional development standards. Right of way cross section design is subject to review and approval by the Community Development Director.

Local Street sections in all neighborhoods shall be developed to support the character of the neighborhoods and consider the proposed house setbacks, lot widths and sizes, and overall density.

All local streets shall contribute to a well landscaped, tree shaded pedestrian friendly environment.

Travel lane width should be 10 feet and parking lane width shall be 7 feet for a standard curb to curb width of 34 feet. Additional width may be considered for bike lanes if deemed necessary by the City Traffic Engineer.

Local streets in the East and North Villages will include on-street parking, shared bike lanes, attractive landscaping and street trees that provide sidewalk share during summer months.

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Local Street sections are subject to the review and approval of the Community Development Director and shall be publicly maintained.

Alternative
pavement and
drainage design
is encouraged
in the North
Village to
achieve a
unique and
rural character.

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4.5.6 Alleys
Alleys or “rear lanes” serve as accessible rights-of-ways for public and private vehicles, bikes, and pedestrians. In commercial areas, alleys are primarily used for access to parking lots and service areas for businesses but may also incorporate outdoor seating and landscaping where appropriate.

Alleys in both commercial and residential areas should be at least 20 feet wide and clear of obstruction between structures to allow for emergency vehicles as well as utility and waste collection vehicles. Design details of the alleys in residential neighborhoods will be defined at the time of Tentative Maps and approved by the city’s Fire Department.

Landscaping shall be integrated to visually soften the alleys and provide stormwater runoff collection.

Windows and balconies on residential units should be oriented toward the alley to help add interest and eyes on the alley.

Well designed alleys are
encouraged within the
residential zones and in
the Village Center as a
means of reducing
driveways and parking
lots along street
frontages.

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4.5.7 Roundabouts and Enhanced Intersections
Roundabouts and enhanced intersection treatments are planned at key intersections throughout the Plan Area to improve intersection operation and reduce vehicle speeds. Five roundabouts are proposed in the Specific Plan in addition to three along the CR 25A corridor at Road D and the offramps of HWY 113. Landscaping and public art will be integrated into the roundabouts to enhance community aesthetics and strengthen sense of place.

Enhanced intersection treatments are proposed at each of the controlled intersections along Road B. Additionally, where the north-south greenbelt crosses Marston Drive and Parkland Avenue, enhanced paving and pedestrian safety features will be installed to slow traffic and provide for ease of bike and pedestrian crossing.

4.5.8 On-street Parking
To maximize utilization of land, the Plan Area development standards require limited amounts of offstreet parking, increasing the likely demand for on-street parking. Street designs anticipate the need for on-street parking to support adjacent uses and reinforce the urban character of the project.

Managing publicly accessible parking, particularly in the Village Center and commercial areas of the plan, will be important to ensure availability for parking for customers and transit users. Utilization of smart parking management tools such as Woodland based JAPA Parking will be a central part of a Parking Management Plan required to be prepared as part of the Plan Area Transportation Demand Management Plan.

Roundabouts at key intersections reduce traffic speeds
while improving circulation. Roundabouts in the plan
area will include attractive landscaping and/or public art.

Crosswalks along Marston Drive, Road B and
other key intersections will include textured
paving, flashing lights and/or other features to
enhance pedestrian visibility.

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4.5.9 Streetscape Amenities
Streetscape amenities are an essential element to creating a strong a sense of place and are a fundamental feature of the Plan Area streetscape design. The development of a Master Design Manual is required prior to approval of the first Final Map and shall incorporate design standards and construction details for the following features:

1. Gateway / Entry Features
An architectural feature(s) identifying the
entryway into the Plan Area on CR 25A and/or at
the intersection of Road B, as well as entry
features indicating entry points into the North
Campus and South Campus Districts shall be
integrated into the streetscape design.

2. Public Art
Public art in the form of sculptures or other
durable forms of art celebrating creativity,
ingenuity, and agricultural heritage. Public art
shall be integrated throughout the Plan Area
streetscape in center medians, roundabouts,
and/or other prominent locations as a way to
strengthen community identity and a unique
sense of place.

3. Street Trees and Landscape Palette
Street trees and plant palette for all landscape
installed within the public right-of-way and
greenbelt open spaces. Plants shall be
appropriately specified to the climatic and soil
conditions of the area. Particularly, use of a
variety of native oak tree species as well as waterwise and pollinator friendly plants shall be detailed.

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4. Stormwater Management
Streetscape design details identifying the use
of bio swales and rain gardens along roadways
and greenbelts to aid in the treatment and
absorption of rain water. Materials and plant
species appropriate to the effective
functionality and long-term maintenance of
these stormwater management features shall
be specified.

5. Walls and Fences
The location and design of various walls and
fences facing the public right-of-way. Use of
walls and fences should be limited to locations
where needed for sound attenuation and/or
privacy. The type and style of walls/fencing shall
be carefully considered to ensure visually
cohesive and/or complementary streetscapes.

Where walls or fences are to be maintained by the
city, durable masonry materials shall be used.

Landscaping shall be used to soften the visual
presence of walls and fences throughout the
project.

6. Street Furniture and Lighting
A design guide specifying the style, material,
color, and finish for all furniture including
benches, bike racks, trash receptacles, and
street signs installed in public right-of-way and
greenbelt spaces shall be provided. In limited
application, styles of street furniture may vary
and correspond to the District where they are
specified to reinforce a particular
neighborhood character. Similarly, street and
pathway lighting shall be uniform throughout
the project. Limited variation in style may be
proposed to relate to the particular character
of the District/neighborhood.

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7. LDR and VCLDR Local Street Section
Template
Examples of local street design within the LDR
and VCLDR zones shall be provided including
alternative storm drain design, particularly where
traditional sidewalk design is modified. Further,
recommendations shall be provided for sidewalk
placement in relation to subdivision design and
residential setbacks.

woodland research & technology park

5.0 | PUBLIC UTILITIES AND SERVICES

woodland research & technology park

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5.1 |OVERVIEW
The goal of the Public Utilities and Services chapter is to identify the necessary public utilities and public services required to serve the Plan Area. The first part of this Chapter addresses the required public utilities of water, recycled water, wastewater, drainage/flood control as well as dry utilities of electric, gas and communications. This Chapter identifies the backbone infrastructure necessary to serve the Plan Area. Utility infrastructure will be constructed to ensure compliance with all applicable service and improvement standards, and state and federal laws and regulations.

The coordinated delivery of public services is essential to ensure a complete community, one that provides public safety, recreational, educational and library services for the residents. The Public Services Element of the General Plan provides information and policy guidance to ensure that services are sufficient to support new development in the Plan Area. Infrastructure extension and financing obligations relating to public utilities services are outlined in the Project EIR and Mitigation Monitoring Plan, development agreements and/or in Implementation Chapter 6 of the Specific Plan. Table 5.1, Utility and Service Providers, lists the entities that will serve the Plan Area.

Table 5.1: Utility and Service Providers
Utility Provider Service Provider
Water City of Woodland Fire Protection City of Woodland Recycled Water City of Woodland Law Enforcement City of Woodland Wastewater City of Woodland Parks and Recreation City of Woodland Drainage and Flood
Control
City of Woodland K-12 Schools Woodland Joint Unified
School District
Electric Service PG & E Post Secondary
Schools
Woodland Community
College
Natural Gas PG & E Library City of Woodland
Communications AT&T, WAVE Other Services City of Woodland

5.2 |WATER SUPPLY
The City of Woodland Public Works Department currently provides municipal water to the boundary of the WRTP. Treated Sacramento River water supplied by the Woodland-Davis Clean Water Agency’s Regional Water Treatment Facility (RWTF) is the primary source of potable water.

The City operates three aquifer storage & recovery wells, which store treated surface water in winter months to supplement RWTF supplied water in summer months. Groundwater is a backup

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to the surface water supply and will supplement surface water during times of high demand or reduced surface water availability. The City maintains an Urban Water Management Plan (UWMP) that is updated every five years and describes the current and future water uses, sources of supply and its reliability, and existing and planned conservation measures. The 2020 UWMP was adopted by City Council in June 2021. The City also has a Groundwater Management Plan, adopted in 2010, to manage groundwater resources.

5.2.1 Existing Water Distribution System
The municipal water supply distribution system consists of 260 miles of transmission and distribution lines, a 3-million-gallon ground level storage tank, and a 400,000-gallon elevated storage tank, which is generally sufficient for peak demands and to regulate The Woodland-Davis Clean Water Agency (WDCWA) Intake Facility at the Sacramento River. Woodland has a dedicated capacity of 18-million gallons per day (mgd) of supply from the water treatment plant.

Aquifer Storage & Recovery (ASR) wells are also intended to store large quantities of treated surface water to meet peak summer demands and to prepare for future drought conditions. Three ASR wells are operational and can supply over 8 mgd of water with quality equal to WDCWA supplied water.

Currently there are six agricultural wells in use within the Plan Area: four of them are north of CR 25A and two of them are to the south. The two wells along SR 113, north of CR 25A, are to be preserved until no longer needed for irrigation of the surrounding agricultural land, including fields west of Highway 113 and south of CR 25A. These facilities will be secured and adequate setbacks will be provided. An access road will be maintained along the west boundary of the Plan Area, parallel to SR 113, allowing for routine maintenance of the wells by the owner. As development progresses, the well owner(s) shall reserve access rights to the well through the developed portion of the RTP.. The remaining wells shall remain in use to irrigate the surrounding agricultural land until development within SP-1A precludes their use or otherwise incorporated into the SP-1A layout for continued irrigation use within or outside the limits of the Plan Area.

Existing facilities in the general vicinity of the Plan Area include the following:
▪ 30” east-to-west water transmission main in Farmers Central Road corridor, from RWTF to Ashley Avenue.
▪ 12” east-to-west water distribution main in Farmers Central Road corridor, connecting to above- referenced 30” transmission pipe.
▪ 12” north-to-south water main in Harry Lorenzo Avenue, connecting to the above-referenced 12” pipe, from Farmers Central Road to ±500’ to the south

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▪ 12” east-to-west water main in Parkland Avenue, assumed to be extended to boundary of WRTP prior to development
▪ 12” east-to-west water main in Marston Drive
▪ 8” south-to-north water main in Harry Lorenzo Avenue, connecting to the above-referenced 12” pipe, from Marston Drive to ±1300’ to the north
▪ 8” east-to-west water main in CR 25A, stubbed at Harry Lorenzo Ave., assumed to be constructed prior to development.

5.2.2 Proposed Water Distribution System
Potable water will be distributed throughout the WRTP via a pressure system and routed to serve all areas within the plan area, including for irrigation. Once recycled, water from the City Water Pollution Control Facility (WPCF) (See Section 5.2 below) is connected to the WRTP recycled water pipe network, the potable water will be isolated from portions of the plan with public irrigation demands, such as parks, greenbelts, and street medians. Table 5.2 contains an estimate of water demand for the WRTP.

Proposed Water Distribution System, Exhibit 5-1, depicts the backbone infrastructure designed to connect to the existing transmission mains and distribute domestic water throughout the WRTP.

The proposed points-of-connection for the system are along the existing 12” main in Harry Lorenzo Avenue: at Fowler Way, Parkland Avenue and Marston Drive. In addition, there will be a connection at the intersection of CR 25A and the former extension of Harry Lorenzo Avenue (removed in favor of a future greenbelt).

The network leading from these connections was designed in accordance with the City of Woodland Engineering Standards (COWES) to provide looping of the system, and minimum spacing of 12-inch lines at approximate one-half (1/2) mile intervals.

The public water supply pipelines are all located within the right-of-way of public streets or roads, with pipelines larger than 8 inches located in collectors and arterials. Additional pipelines were shown connecting the portion south of CR 25A back to the main network to ensure looping in this branch of the system.

Confirmation of adequate flow and pressure within the WRTP will be determined by the City of Woodland with each Tentative Map submittal. Further details on water supply are contained in the WRTP Water Distribution Memo, prepared 1/7/20.

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Table 5.2 Average Day, Maximum Day and Peak Hour Demands Land Use
Designation Acres
Water
Demand
Coefficient
(gpd/acre)
Addt’l
R&D
Water Use
Demand
Factor
(gpd/acre)4
Average
Day
Demand
(gpm)
Peaking
Factor
(Average
Day to
Max
Day)
Maximum
Day
Demand
(gpm)
Peaking
Factor
(Max
Day to
Peak
Hr)
Peak
Hour
Demand
(gpm)
LDR 74.8 3,168 0 165 2.2 362 3.5 576
MDR 35.5 6,480 0 160 2.2 351 3.5 559
1HDR 9.7 12,960 0 87 2.2 192 3.5 305
RTP-TO 69.6 1,440 0 70 2.2 153 3.5 243
5RTP -RFO 35.9 2,448 490 61 2.2 135 3.5 215
2RTP -CCO 6.8 1,728 144 8 2.2 18 3.5 29
VCMU 3.5 2,880 0 7 2.2 15 3.5 25
VCMDR 16.7 6,480 0 75 2.2 165 3.5 263
VCLDR 13.1 3,168 0 29 2.2 64 3.5 101
3HDR-CCO 15.9 7,448 0 83 2.2 182 3.5 289
HC 8.2 2,016 0 11 2.2 25 3.5 40
PP 0.8 2,160 0 1 2.2 3 3.5 4
OS 10.2 2,160 0 15 2.2 34 3.5 54
VCOS 10.8 2,160 0 16 2.2 36 3.5 57
Total 311.4 788 1734 2759
1 Demand assumed to be double that of Medium Density Residential. 2 Land use assumed to be 50% Research and Technology Park and 50% Community Commercial. 3 Land use assumed to be 50% High Density Residential and 50% Community Commercial. 4 20% increase in demand for agricultural research and development tenants in Research Park/Community Commercial and Research Park/Research Flex.
5 Land use assumed to be 100% Industrial/Agricultural.

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EXHIBIT 5-1: PROPOSED WATER DISTRIBUTION SYSTEM

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5.3 | RECYCLED WATER DISTRIBUTION
Recycled water refers to wastewater treatment plant effluent which has received a level of treatment such that it meets the State requirements for direct non-potable use. Recycled water use is regulated by the State Water Resources Control Board which applies stringent water quality, treatment, and disinfection standards. Recycled water in Woodland meets the Title 22 requirements for tertiary level treatment with disinfection.

5.3.1 Existing Recycled Water System
The City of Woodland Public Works Department does not currently provide a continuous recycled water main connection from the Water Pollution Control Facility (WPCF) to the boundary of the WRTP. The recycled water utility currently serves parks and the north industrial area. The recycled water utility is planned to be expanded into the Spring Lake and WRTP areas to serve primarily commercial uses and landscape irrigation. This expansion project is currently planned for construction in 2024.

Additional connections to the recycled water system have been deemed infeasible.

5.3.2 Proposed Recycled Water Distribution System
Recycled water will be conveyed to the WRTP via a pressure system and routed to serve areas with commercial and public irrigation demands.

Tables 5.3 and 5.4 contain estimates of recycled water demand for the WRTP. Further details are contained in the WRTP Recycled Water Distribution Memo, prepared 3/31/20.

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Table 5.3 – Recycled Water Demand Coefficients by Land Use Classification Land Use Code Land Use Classification GPM/Gross-Acre
OS Open Space 1.5
Table 5.4 – Average Day, Max Day and Peak Hour Demands
Land
Use
Acres
Average
Day
Demand
Factor
(gpd/acre)
Average
Day
Demand
(gpd)
Average
Day
Demand
(gpm)
Peaking
Factor
(Average
Day to
Max Day)
Max
Day
Demand
(gpm)
Peaking
Factor
(Max Day
to Peak
Hr)
Peak
Hour
Demand
(gpm)
Park (OS) 10.8 2,160 23,263 16.2 2.2 35.5 3.5 56.5
Greenway
(OS)

6.0 2,160 12,982 9.0 2.2 19.8 3.5 31.6
Median (OS) 1.6 2,160 3,456 2.4 2.2 5.3 3.5 8.4
Total 18.4 39,701 27.6 60.7 96.5
The recycled water network within the project is designed to provide service to areas with commercial and public irrigation demands such as medians, parks, and greenways. Due to the nature of this development, a main is planned to be stubbed south of CR 25A to provide service for potential future demands of the agricultural research that is anticipated to be conducted in the Research Flex Overlay land use. The public recycled water supply pipelines are all planned to be located within the right-of-way of public streets and greenways.

The preliminary recycled water layout in Exhibit 5-2 depicts the backbone infrastructure designed to connect to the existing transmission mains and to distribute recycled water throughout the WRTP. The proposed point-of-connection for the system is at the existing 8-inch main south of Osborn Drive and Farmers Central Road.

The main will then be routed south down the greenway along the west side of Harry Lorenzo Avenue, terminating at Marston Drive where it will connect to existing recycled pipelines within the Spring Lake Specific Plan area. From Harry Lorenzo, the WRTP network will extend along Parkland Avenue Marston Drive, and Road B. Refer to the Water Distribution technical memorandum for more details.

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EXHIBIT 5-2: PROPOSED RECYCLED WATER DISTRIBUTION SYSTEM

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5.4 | WASTEWATER
The City of Woodland provides wastewater collection and treatment throughout the City limits.

The City constructed the current WPCF in 1989. Since that time, the City has upgraded the facility three times—once in 1999 and a second time in 2006, when the City expanded and upgraded the treatment plant’s hydraulic capacity from 7.8-mgd to 10.4-mgd. The City expanded the plant a third time in 2016 to increase solids handling capacity among other upgrades. In recent years, hydraulic inflows to WPCF have gone down due to water conservation and the City’s efforts to reduce infiltration and inflow, through sewer collection system rehab projects.

5.4.2 Existing Wastewater System
The City of Woodland’s Public Works Department is the community’s wastewater service provider.

Woodland’s wastewater collection system conveys wastewater by gravity pipelines to the WPCF located east of the city along CR 103, where it is treated and then discharged to a large unimproved channel. Treated wastewater eventually drains to the Tule Canal on the east side of the Yolo Bypass. Woodland’s wastewater collection system consists of 270 miles of sewer main and 80 miles of service line. Projected future flows to the WPCF are about 9.2-mgd for average wastewaterflows, which could serve up to 105,000 residents.

Downstream existing facilities in the general vicinity of the Plan Area include the following:
▪ 2 x 12” force mains, from the SLSP Pump station at Farmers Central Road and Miekle Avenue, west-to-east on Farmers Central Road, south-to-north on CR 102 and west-toeast on Gibson Road to the WPCF ▪ 15” to 21” west-to-east sewer main in Farmer’s Central Road corridor, from SR 113 to the SLSP Pump Station at Miekle Avenue
▪ 15” west-to-east main in Heritage Parkway. This will need to be extended from the terminus of Heritage Parkway to the east edge of the WRTP. It is essential that an easement be reserved for the proposed 15” sanitary sewer pipe extending from Heritage Parkway. ▪ 10” west-to-east main in Marston Drive.

The Spring Lake Specific Plan (SLSP) Pump Station was constructed at the intersection of Farmers Central Road and Miekle Avenue in order to get the wastewater from Spring Lake to the WPCF, a regional pumping station. The facility is designed to run at maximum design capacity of 6.1- million gallons per day (mgd). There are currently no wastewater mains or services located within the Plan Area.

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5.4.3 Proposed Wastewater System
A combination of gravity and pressure sewers will be required to convey new wastewater flows to the WPCF. Upgrades made to the WPCF since 1989 will allow the facility to accept the project flows. The SLSP Pump Station has the capacity for the wastewater flows at buildout of the WRTP; however, there are portions of SP-1A and SP-1B that will require a lift/pump station in order to convey wastewater runoff to the existing gravity main in SLSP.

The Proposed Wastewater System, Exhibit 5-3, shows the components of the proposed backbone infrastructure locations and sizing to convey the wastewater produced by the WRTP to the WPCF depicting the sizing and locations of major onsite wastewater collection facilities.

The proposed points-of-connection for the system are at the existing 8” main in Harry Lorenzo Avenue at Fowler Way (future), the proposed 15” main extending from Heritage Parkway, and the existing 10” main in Marston Drive. It is essential that an easement is reserved for the proposed 15” main extending from the future Heritage Parkway in the event that the pipeline is not constructed prior to initiating development of the WRTP.

The WRTP site is relatively flat, (elevation drop of about 10 feet west-to east and negligible elevation change north-to-south). With these general grades driving the proposed gravity sewer network design, the proposed points-of-connection are located along the eastern boundary of the WRTP. Preserving the existing drainage patterns of the site, the overall shed has been divided into three main lines: Line J (North Shed, north of Parkland Avenue), Line I (Central Shed, between Parkland Avenue and Marston Drive) and Line U (Southern Shed, south of Marston Drive). Line designations have been selected to coincide with the 2004 SLSP Infrastructure Study Report.

Because of the flat topographywithin the Site, it is expected that gradingplans and street profiles will generally be undular, with alternating shallow crests and sags. It is essential that sufficient cover is provided for the wastewater pipes at the roadway sags.

The SLSP Pump Station, located at Farmers Central Road and Miekle Avenue, has the capacity for

6.1- mgd of wastewater at buildout utilizing two 90 horsepower (HP) pumps with an additional pump for redundancy. The facility was not originally designed for the updated Urban Limit Line (ULL). An analysis of projected flows from the SLSP, SP-1A (including the updated ULL), the Community Center, and the Prudler Subdivision, prepared by the Project Applicant’s engineer (Cunningham Engineering Company) indicated that upon buildout of these areas the cumulative peak wastewater flow would be 5.45-mgd. The limits of the properties that account for the projected 5.45 mgd of wastewater flows are depicted below in Exhibit 5.4. Based on that analysis, it was concluded that the SLSP pump station, as it is currently designed, would have adequate capacity for the SLSP and SP-1A.

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Subsequent peer review by City wastewater consultant (Water Works Engineers), identified that the City Design Standards methodology used by the Project Applicant’s engineer to calculated anticipated water infiltration and inflow (I&I) was not applicable to existing development within the Spring Lake Specific Plan development. Rather, the City’s current methodology for determining I&I for existing development is to use the rain derived inflow and infiltration (RDII) via the “RTK” hydrological analysis using 5yr return 24hr duration design storm conditions. In using the 5yr/24hr RTK RDII methodology for existing development (approx. 680 acres) it was determined that projected build‐out flows of Spring Lake Specific Plan and WRTP (SP‐1A) would be approximately 7.4 mgd, which exceeds the current capacity of the SLSP Pump Station.

The existing pump station is currently operating with 2 aging 90 HP pumps, which have always been anticipated to be replaced at the end of their useful life of approximately 20 years. Installed in 2004, they will require replacement in the next 3 to 5 years.

Water Works Engineers prepared a Spring Lake Pump Station Capacity Enhancement Assessment Technical Memorandum wherein they identified alternatives to for increasing the capacity of the pump station through pump replacement, pump upsizing, and electrical upgrades. The report included the following conclusions:
• Existing flows from Spring Lake are nearing the capacity of the existing pumps operating one at a time; hence, without the installation of a planned third pump, the pump station will no longer have redundancy.
• Replacing the existing 2 pumps with modern 90 HP, efficient pumps will increase the capacity to approximately 3.7 mgd with redundancy for the current measured flows. • New rain gauges have been installed that will provide updated information for future analysis.
• Adding a 3rd new 90 HP pump will increase the pump station capacity to approximately

7.5 mgd with the 3rd pump providing redundancy.

The timing of pump replacements and additions will be determined by the City based on the recommendations presented by Water Works Engineers; however, addition of a 3rd pump for backup redundancy will be required to develop SP-1A. Additional pump station upgrades will need to be analyzed in the future, or an alternative solution provided for subsequent SP-1B and/or SP-1C developments.

The discussion above focuses on the capacity of the SLSP Pump Station. An analysis was also conducted to determine if future wastewater generated from properties located within the ULL update area, specifically the portion of the Plan Area south of CR 25A could be conveyed via gravity flow. , The area hatched in the southwest corner of the ProposedWastewater System (Exhibit 5.3)

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(approximately 7.3 acres) will require either a lift station or several feet of fill soil to convey wastewater runoff to the existing gravity main in SLSP. The pump size for a lift station option has not yet been determined and would need to be based on wastewater flow rate generated by the land use at the time of site design. The cost for this improvement has not been included in the WRTP CIP. The capital and maintenance costs will need to be shared by the property owners that require the pump station for the development of their property.

The area in SP-1B that cannot be serviced via gravity in SP-1A is shown in Exhibit 5-4. A pump station along 25A and 3,000 LF of force main will be required to connect SP-1B development to the WPCF. Further details on the wastewater system are contained in the WRTP Wastewater Collection System Memo, prepared 3/31/20.

5.5 | STORMWATER MANAGEMENT
The proposed onsite drainage system will consist of collection and conveyance facilities that will carry stormwater via gravity generally from west to east through the SLSP area. Wherever feasible, storm drain pipes have been designed to flow full under gravity in the 10-year storm. Based on peak flow in major storm drain pipes during a 10-year storm, the existing downstream conveyance system has adequate capacity to accept the stormwater generated from the WRTP.

5.5.1 Existing Conditions and Stormwater Management System The WRTP is relatively flat, with an elevation drop of about 10 feet west-to-east and a negligible elevation change north-to-south. West-to-east ground slopes range from 0.2% to 0.4%.

There are no natural streams or waterways on the WRTP, nor is there currently a developed onsite drainage system capable of managing future flows from development of the WRTP. Minor roadside ditches accept runoff from county roadways, and agricultural ditches and culverts currently manage local agricultural runoff within the Plan Area.

Under developed conditions, the drainage from the project site can be divided into six main sheds, as shown in the WRTP Stormwater Management Memo (7/12/23). The limit lines of the six proposed sheds are generally consistent with the shed limits originally identified in the 2004 Spring Lake Specific Plan (SLSP) Infrastructure Study Report (ISR) and reflected in subsequent updates to the City’s South Urban Growth Area SDFMP.

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EXHIBIT 5-3: PROPOSED WASTEWATER SYSTEM

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Along the east boundary of the Plan Area, an existing north-to-south channel runs along the west side of Harry Lorenzo Avenue (HLA) from Diggs Street to Marston Drive. This channel was constructed to intercept and convey agricultural runoff around the Solara Ranch development.

The channel terminates in a culvert, outflowing to a channel on the western boundary of the Oyang South development, and eventually connecting to the unlined channel along the CR 25A corridor.

The South Urban Growth Area Storm Drain Facilities Master Plan (SDFMP) identifies two offsite sheds located west of SR 113 that drain to the WRTP site; ‘HW20’ (north of CR25A) and Shed ‘SB1C1’ (south of CR25A). The highway embankment of SR 113 forms a north-south barrier to agricultural drainage runoff originating from the west. As development of the WRTP proceeds, existing agricultural flows from west of SR 113 will, in general, continue to be routed around the south side of the WRTP along CR25A. As upstream existing agricultural areas are gradually replaced by development, agricultural drainage will diminish. As WRTP development adjacent to EXHIBIT 5-4: WASTEWATER CONTRIBUTING PROPERTIES

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the eastern green belt is constructed, development phasing plans will need to account for the relocation of agriculture storm drainage conveyances that are currently located in the Harry Lorenzo Avenue corridor.

The Federal Emergency Management Agency (FEMA) delineates the boundaries of the FEMA 100- year floodplain on the basis of hydrology, topography, and modeling of flows during specified design rainstorms. The maps indicate that the WRTP is located in Zone X, which depicts areas determined to be outside the 0.2% chance annual floodplain. There are no special development considerations or insurance requirements affecting the site.

According to the Natural Resources Conservation Service (NRCS) Soils Survey, the site area contains soils classified as Hydrologic Soil Group (HSG) ‘B’ (56% of site area) and HSG ‘C’ (41%), together with a small pocket of HSG ‘A” (3%). North of Parkland Avenue, virtually all the site area is mapped as having HSG ‘B’ soils. South of Parkland, HSG ‘B’ predominates on the western portion of the site; HSG ‘C’ on the easterly portion.

5.5.2 Adjacent/Downstream Drainage Facilities
Downstream existing drainage facilities in the general vicinity of the WRTP include the following:
▪ 60” to 72” west-to-east storm drain pipe in Farmers Central Road corridor, from SR 113 to the head of the Farmers Central Channel (FCC) near PioneerAvenue. ▪ 30” to 48” south-to-north storm drain pipe in Harry Lorenzo Avenue (HLA), draining to the above- referenced 72” pipe.
▪ 60” to 66” south-to-north storm drain in Pioneer Avenue, draining to FCC (with an upstream 54” to 60” pipe proposed between HLA and Pioneer).
▪ 48” to 2-66” west-to-east storm drain pipe in Heritage Parkway, plus a 30” west-to-east storm drain pipe extension which may be installed prior to initial construction of the WRTP. If it is not constructed by others prior to SP-1A, then an easement will need to be reserved for a proposed 30” storm drain pipe extending from Heritage Parkway. ▪ 42” north-to-south storm drain within the existing right-of-way of HLA extending from the south side of CR25A approximately 40 north of the northern 25A right-of-way. Said pipe outfalls into an unlined channel located along the south side of CR 25A (see next item below). ▪ West-to-east unlined channel along the south side of the CR 25A corridor, beginning east of HLA and continuing east.

5.5.3 Proposed Stormwater Management System
The proposed onsite drainage system will consist of a system of collection and conveyance facilities, which will carry stormwater via gravity generally from west to east towards HLA. From there, existing offsite facilities will convey runoff to the east through the SLSP area.

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Major constraints affecting storm drainage for the WRTP include limited fall for gravity drainage, (particularly in a north/south direction), and a significant upstream area discharging agricultural runoff through the development area.

1. PROPOSED CONVEYANCE SYSTEM
The major parameters to be used in the design of storm drainage facilities for the WRTP will include the computed peak flow rates and runoff volumes for selected design. For the onsite conveyances, the key parameter is the peak runoff rate (10-year for pipes, 100-year for channels and overland release). For offsite conveyances (such as those originating from SP-1B), the key parameter is the 100-year peak runoff rate. For regional detention facilities, key sizing parameters are the 100-year peak flow and runoff volume.
10-Year Storm Routing. Developed on-site flows will be conveyed generally from west to east through new storm drainage pipes. Pipes will usually be located in public streets or in proposed storm drain easements. Storm drain pipes will be designed to flow full under gravity in the 10- year storm. In general, the 10-year hydraulic grade line (HGL) is typically contained within the pipe wherever feasible. If the 10-year HGL rises above the pipe soffit, designs will seek to maintain the HGL at least 1 foot below finish grade.
100-Year Storm Routing and Release Point. The downstream (east) edge of the overall WRTP shed lies along the HLA corridor, and 100-year release points from the overall shed are in general expected to be along HLA between CR 25A and the FCC.

Within the Plan Area, on-site flows in excess of pipe capacities (i.e. in excess of the 10-year flows) will be conveyed overland via collector and arterial streets, and in greenbelt corridors. Release points for the 100-year storm will be provided for all onsite developed drainage sub-areas. It is expected that the overland flow patterns will generally follow the direction of piped (10-year) flows.

In general, local street profiles are expected to be designed such that low points overflow when the water depth reaches a maximum of 1 foot. Overflows should be able to “cascade” over successive local street high- points to an outlet downstream. Individual development sites (such as single-family subdivisions, multifamily apartment sites, or portions of the research park/business park element) should typically be designed such that their 100-year release points discharge to an abutting collector or arterial street,
Such streets will have an overland flow path to the downstream end of the WRTP. Overland release may also be to an abutting channel, sized for the 100- year/24-hour peak flow with one foot of freeboard. Alternatively, overland flow may be conveyed in greenbelts provided that (a) the

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greenbelt connects directly to a downstream channel or arterial street, (b) the greenbelt can be shown to have sufficient hydraulic capacity to carry the 100-year flow from its ultimate developed contributing area, and (c) frequent flows will not compromise the primary function of the greenbelt as an amenity.

Runoff from offsite shed HW20, located west of SR 113 and north of CR 25A, will be intercepted by a proposed onsite interceptor/conveyance channel to run along the east side of SR 113 and then for about 500 LF along the north side of CR25A. It will be sized for the estimated 100-year peak discharge from the existing (undeveloped) HW20 shed.

Allowance will be made on one side of the channel for a 12- foot maintenance/access road. The downstream segment of the swale along CR 25A will discharge to a proposed 54” to 60” storm drain pipe just west of the proposed intersection of CR25A with WRTP Road ‘A’. The pipe, to be sized for the 100-year peak flow from HW20 plus contributing areas in the WRTP, will cross onto the south side of CR 25A and continue east to the proposed South Regional Pond (SRP).

The SRP will be located east of SR113, just south of CR25A. Adequate storage should be provided to manage development from a portion of the sheds located east of SR113. The sizing of the pond is currently shown on Figure 5-5 as approximately 4.5 acres. This sizing is preliminary and will be refined in conjunction with the design of backbone infrastructure for the southern portion of the WRTP.

Outfall from the SRP will be via a drainage channel (approximate size is shown on Section T included in Chapter 4) that will connect to the existing channel located along the southern boundary of Spring Lake. There is an existing 8” gas main in a north-south alignment along the west side of the gravel extension of Harry Lorenzo Ave which the channel will need to cross to connect to the existing channel. To connect the channels together and avoid vertical relocation of the gas main, one 4’ high by 6’ wide box culvert will be required.

2. STORMWATER QUALITY, LOW IMPACT DEVELOPMENT (LID) AND

HYDROMODIFICATION CONSIDERATIONS
Based on the requirements of the State Water Resources Control Board (SWRCB) NPDES General Permit, water quality (WQ) treatment design for the WRTP will be addressed by implementing LID measures, standard Treatment Control BMPs, and ‘end-of-pipe’ WQ storage within existing and proposed detention basins and upland LID-style runoff-reduction measures and end-of-pipe detention storage within existing and/or proposed detention basins. Key LID elements will include:

At-source drainage management. This entails integration of small-scale distributed drainage management features such as shallow, decentralized surface detention areas and/or infiltration

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areas that are consciously designed into streetscapes and individual site landscapes throughout the project area. An at-source drainage management approach encourages the use of drainage as a design element, rather than solely as a functional requirement. Landscape and engineering designs for proposed developments within the project site should be developed collaboratively from the outset.

Reduction of new impervious areas. This can be accomplished with compact building footprints, alternative driveway layouts and/or materials, narrower roadway cross-sections (as appropriate), pervious pavement and efficient parking layouts. For all parking lots, the following elements can help reduce impervious areas:
▪ Efficient layouts that seek to minimize the overall area of the lot on a per-parking-space basis.
▪ Examination of parking minima/maxima, with the intention of not ‘overparking’ site designs.
▪ Construction of parking areas from pervious materials. ▪ Exploration of shared parking opportunities for adjacent non-concurrent uses. ▪ Use of tree canopies for runoff interception.

Disconnection of new impervious areas. This can be accomplished through judicious site design that places pervious areas (landscaping and/or pavement) downstream of a site’s impervious surfaces (roofs and conventional pavement), with site grading/landscaping designs that provide for sheetflow from those impervious surfaces onto pervious surface areas. This would include avoidance of direct connection of roof downspouts to the receiving storm drain pipe system and landscaped areas immediately upstream of DI’s receiving runoff from new pavement areas.

Treatment Control BMP’s will typically include:
▪ Vegetated swales. Swales can be readily integrated into most site developments provided they are planned for at an early stage of the site design. The key is in integrated planning and design collaboration between all members of the site design team. ▪ Stormwater planters/rain gardens. Similarly, integrated design of site improvements can allow for the incorporation of rain gardens into planned low points in the site landscape areas.
▪ Pervious pavements. These can be well-suited to parking lots and access drives. They may consist of pervious asphalt, pervious concrete or pavers. ▪ End-of-Pipe Water Quality Storage. Proposed detention basins serving the Site will include a water quality component, typically a shallow (roughly 1’ to 3’ deep) water-quality retention pool below the detention storage pool.

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5.5.4 Phasing of Drainage Facilities
Phasing of drainage facilities within the Plan Area will be mostly guided by development phasing.

However, installation of major facilities to serve the Plan Area is expected to proceed from downstream to upstream (i.e. east-to-west from HLA towards SR113).

The SDFMP estimates that 30 cfs of pumping and construction of the North Regional Pond will accommodate the buildout of the SLSP plus approximately 80 additional acres of currently unbuilt residential development, flowing to the existing Farmers Central Channel, in addition to the SLSP.

These improvements have recently been constructed. Since these improvements benefit other properties, the WRTP will be required to contribute a pro rata financial share toward the construction of these regional facilities. It is assumed that non-residential development could alternatively be accommodated, as long as the development acreage is hydrologically equivalent to 80 acres of residential use. Development of more than the equivalent of 80 acres within the WRTP will trigger further improvements to the new pump station, the East Main Channel and the Yolo Bypass Outfall.1
As a result of modeling being performed for the City’s North Area, by the City’s drainage consultant (Wood Rodgers) it has been determined that a greater allowable flow over the downstream High Line Ditch than previously modeled is likely. With the recently installed downstream infrastructure upgrades described above and an assumed higher allowable spill over the High Line Ditch, it is anticipated that more development in the Plan Area can occur before triggering additional Plan Area or downstream improvements.

Revised baseline conditions modeling and detailed information defining the operational capacity of the recently installed infrastructure will need to be determined prior to allowing development beyond 80 residential equivalent acres to proceed.

5.5.5 Land Acquisition for Drainage Easements
Land acquisition or easement requirements for regional drainage facilities will consist of:
▪ An easement on the Beeman property south of CR25A for the proposed SRP. ▪ Easement for a north-to-south interceptor/conveyance and gravel access road along the east side of SR 113 (north of CR25A), and a west-to east conveyance and gravel access road along CR25A to convey runoff from SDFMP subshed ‘HW20’ to the SRP. ▪ Easement for a south-to-north conveyance east of SR113 (south of CR25A) to convey runoff from SDFMP subshed ‘SB101’ to the SRP.

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Exhibit 5-5 depicts the proposed backbone infrastructure for drainage and stormwater management. More detailed information is contained in the WRTP Stormwater Management Memo (7/12/23).

EXHIBIT 5-5: PROPOSED DRAINAGE AND STORMWATER SYSTEM

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5.6 | ELECTRIC POWER

5.6.1 Existing Conditions
Pacific Gas and Electric (PG&E) provides electricity and gas to the City. In June 2018 Valley Clean Energy began providing electricity in Woodland as “cleaner energy” alternative; however, distribution of said electricity remains the responsibility of PG&E.

PG&E operates and maintains a 60 kV electric transmission line, along with corresponding distribution facilities, adjacent or within the project site boundaries. Land uses are restricted along the transmission facilities.

The 60kV electric transmission line is located immediately north of the WRTP within the Farmers Central utility corridor. Generally, it is considered infeasible to underground high voltage electric transmission lines; however, the poles are located along the northern portion of the Farmers Central utility corridor and are not anticipated to be an impact to developing the project.

A 12kV overhead electric distribution line currently exists along the east boundary of the WRTP along Harry Lorenzo Avenue from Farmer’s Central Road to and continuing south of CR 25A. The poles are located along the west side of Harry Lorenzo Avenue from Farmers Central Road and transition to the east side of the roadway approximately ½-mile to the south. A service pole line extends into the interior of the WRTP approximately 2,300 feet north of Harry Lorenzo Avenue to provide power to the agricultural buildings.

Similarly, there is another 12kV distribution line along the north side of CR25A which continues northwards within the WRTP adjacent to the Highway 113 northbound onramp, to a point approximately 1,000 feet north of 25A where it provides power to an irrigation well prior to crossing HWY 113 toward the west. A second irrigation well located approximate 3,100 feet north of 25A along HWY 113 receives power from a service line from the west side of the highway, terminating at the well.

5.6.2 Planned Improvements
Implementation of the Specific Plan will require expansion of electrical distribution and transmission lines and related facilities. In addition to adding new distribution feeders, the range of electric system improvements needed to accommodate new growth may also include upgrading existing substation and transmission line equipment, expanding existing substation(s) to their ultimate build-out capacity, building new substations, and interconnecting transmission lines. The new development will be responsible for the costs associated with the necessary expansion and upgrading of the systems. Any authorized provider may provide the service.

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More specifically, existing 12kV overhead electric distribution lines along Harry Lorenzo Avenue and/or CR25A may remain in place until adjacent property within the Plan Area is developed, at which time they shall either be placed underground or eliminated if the development is served from an alternative corridor. Similarly, as existing facilities within the Plan Area are taken offline overhead services to them shall be removed and new underground service in a joint trench shall be provided for the WRTP facilities.

5.7 | NATURAL GAS

5.7.1 Existing Conditions
PG&E operates and maintains an 8-inch gas transmission line, within and extending south of the project site along the west side of Harry Lorenzo Avenue.

Implementation of the Specific Plan will require the expansion of distribution and gas transmission lines, and related facilities to serve the WRTP. The new development will be responsible for the costs associated with the necessary expansion and upgrading of these systems. Any authorized provider may provide the service.

5.7.2 Planned Improvements
Initial gas service will likely be extended from gas distribution mains installed for the Spring Lake Specific Plan. Tying into the existing 8-inch gas transmission line would likely require the installation of a regulation station. The service provider will determine the desired distribution system.

Preliminary information regarding the depth of the 8-inch main indicates that to accommodate the proposed outfall conveyance channel from the South Regional Detention Pond a 4’ x 6’ box culvert will be required to be installed below the main to connect to the existing downstream channel. See Section 5.5.3 of this chapter for additional information regarding the box culvert.

5.8 |TELECOMMUNICATIONS

5.8.1 Existing Conditions
AT&T provides telephone service to existing land uses within the WRTP boundaries.

Implementation of the Specific Plan will require the expansion of telephone system to serve the WRTP Area. The new development will be responsible for the costs associated with the necessary expansion and upgrading of any authorized system. Initial service will likely be extended into the WRTP along Harry Lorenzo Avenue.

Wave Broadband provides television cable and broadband to the Plan Area.

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5.9 | FIRE PROTECTION
The project site is within the jurisdiction of the Woodland Fire Department which provides fire protection services and emergency medical services within the City and to unincorporated areas in the vicinity. The City of Woodland serves its community with three permanent fire stations, each of which is staffed by firefighters 24 hours a day, 7 days a week.

The closest station to the Plan Area is Station Three located at 1550 Springlake Court, on the east side of SR 113, approximately 2 miles north of the Plan Area. The Departments’ current Insurance Services Office (ISO) rating is three, with one indicating excellent service and ten indicating minimal or no protection. ISO ratings reflect firefighting personnel, equipment, and response times. The City has a maximum "first response" standard of four minutes.

The City plans to relocate Fire Station Three to the former Willow Spring Elementary school site, which is located at the northwest corner of Bourn Drive and Gibson Road., as shown on Exhibit 5- 6, Public Services Proximity. The future Fire Station Three, located approximately one-half mile north of the Plan Area, will provide service to the Plan Area.

5.10 | LAW ENFORCEMENT
The Woodland Police Department will provide law enforcement services in the Plan Area. The Department currently services the community through a four police beat deployment model. With the geographic expansion of the city as the General Plan Growth areas build out, a fifth police beat is planned to be added; however, it is not anticipated to be located within the Plan Area. The existing Police Station and Administration building at Lincoln Avenue and 6th Street is sufficiently sized to provide Police service levels through build out of the Plan Area. The Police Department also provides parking enforcement services for the community. With the mixed use and denser nature of the project, the need for permit parking and time parking zones is likely. In the event this occurs, use of new technologies will be utilized to reduce resources needed for enforcement and monitoring.

5.11 | PARKS, RECREATION FACILITIES, AND PROGRAMS
Parks and recreational facilities and programs are provided by the City’s Community Services Department. The Community Services Department also provides recreation programs to City residents and visitors. Examples of programs include youth sports, adult sports, youth and adult aquatics classes, senior services, youth and adult enrichment programs and various other leisure and recreation opportunities.

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The City of Woodland proudly provides more than 394 acres of parks and recreation facilities, including 149 acres of developed parkland and 24 acres of other facilities, including mini neighborhood and community parks, a community sports park, a 50-meter aquatics complex, and six recreational facilities, including the 13-acre Woodland Community & Senior Center. Park sites within proximity to the Plan Area are shown on Exhibit 5-6.

The City’s General Plan establishes a goal of providing 6.0 acres of parks for every 1,000 residents and encourages the distribution of parks such that every residence is within a one-quarter mile of a neighborhood park. Based on average person per household factor, the Specific Plan would result in a build-out population of 4,386 which equates to providing approximately of 26.3 acres of parks, as shown in Table 5.5.

EXHIBIT 5-6: PUBLIC SERVICES FACILITIES PROXIMITY

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5.11.1 Proposed Park and Recreation Facilities
The parks and open space system is a key feature required in order to meet the health, wellness and support of community values envisioned for the Plan Area. The interconnected open space, active and passive recreation facilities will provide ample places for physical activity and provide places for residents to meet, socialize and play. Together, the park and open space amenities provide a full range of active and passive recreation opportunities to help form a unifying element of the community. The land use plan allocates 11.6 acres of park and 6.0 acres of greenbelts. Park and open space acreage calculations are shown in Table 5.6.

Table 5.5 Estimated Park Land Requirements
Land Use Estimated
D.U.

PPH
Factor
Population Plan Area Park Acres
6 acres*/1000
Low Density 500 3.01 1,505
Medium Density 600 3.01 1,806
High Density 500 2.15 1,075
Total units 1,600 4,386 26.316 acres
Source for Population per household factors is WMC Section 16.48.020.

Parks and open space provided in the Plan Area are shown on Exhibit 5-7 and include the following park classifications:

1. MINI/POCKET PARKS AND PLAZAS
Privately maintained mini/pocket parks, plazas, courtyards and common areas, typically range from 0.1 to 1.0 acres, and serve as amenities within the multi-family developments and within the RTP and commercial zones. A 0.5-acre pocket park, located east of Road E along the HLA greenbelt, will function as a neighborhood amenity, a trailhead and provide a connector between the Plan Area and the adjacent Spring Lake Community Park.

2. NEIGHBORHOOD PARKS
Neighborhood parks provide mostly passive recreation uses, serving neighborhoods within a range of about one-half mile (or a 10-minute walking distance). The 10.8 acre park, named The Yard, is designated as the neighborhood park to serve the Plan Area.

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EXHIBIT 5-7: PROPOSED PARKS/GREENBELTS

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3. GREENBELTS AND MULTI-USE TRAILS/PATHS
Greenbelts are envisioned as landscaped, open space areas to be used for recreation and nonmotorized transportation. Greenbelts may be designed to include playgrounds, open turf or planted areas, shade trees, plazas, picnic areas, and are connected by bike/walking paths.

Greenways for the WRTP also provide stormwater management, including drainage and connections to open space areas used for stormwater detention/retention. The Land Plan allocates a total of 6.0 acres of open space for green belts, as shown in Exhibit 5-7. Additionally, the Plan includes 5 miles of multi-use trails and paths that along with the greenbelts and parks, create a network of off-street biking and walking paths.

The greenbelts provide vital pedestrian and non-motorized connectivity within the Plan Area and to the adjacent land uses. The primary greenbelt facilities in the Plan Area are located along Harry Lorenzo Avenue, along the extension of Farmer’s Central Road and as a connection from the proposed Spring Lake Central Park to the Plan Area’s Central Green.

The greenbelt extending from the Road E/Road D intersection to the Eastern Greenway Connector will be 40 feet wide and have a 10 foot wide shared use path.

Eastern Greenway Connector – Harry Lorenzo Multi-Use Trail A greenway along the eastern edge of the Plan Area will serve as a central spine, connecting the Plan Area to the existing Spring Lake development to the east. Located along the western edge of Harry Lorenzo Avenue, the greenway will extend the entire length of the Plan Area between CR 25A and Farmers Central Road. South of Marston Drive, the existing pavement in Harry Lorenzo Ave will be removed and the existing right-of-way will be utilized for the greenway. This facility will be more informal in nature with a 10-foot wide shared use path that gently meanders through landscaped open spaces. Multiple trail connections to Plan Area subdivisions will be provided to connect pedestrian and bicycle traffic to the linear greenway and to/from the adjacent Spring Lake community. Intersections with Marston, Parkland, and Road F will be designed with a distinctive treatment to clearly delineate each crossing.

PG&E maintains and operates an existing high-pressure gas transmission main within the corridor.

Landscaping within the vicinity of the transmission main shall conform with PG&E planting zone guidelines. The planting zones are identified as the Pipe Safety Zone, the Border Zone, and the Outer Zone. Generally allowable groundcovers, shrubs, and tree sizes for each zone are defined below:

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Pipe Safety Zone: Lawns, flowers, low=profile grasses and low-growing herbaceous plants.

Border Zone: Small to medium shrubs with a trunk or main branch less than 8” in diameter at full maturity, measured at 4.5 feet from the ground.

Outer Zone: Large shrubs and small trees with a trunk less than 36” at full maturity measured at

4.5 feet from the ground.

The relationship of the path location relative to the gas main and the corresponding landscape zones are depicted on the following Sections U-U through Y-Y. The path and greenbelt amenities shall be designed in accordance with the Multi-Use Trail section in Chapter 4.

EXHIBIT 5-8: EASTERN GREENWAY CONNECTOR

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Table 5.6 Park/Open Space Provided
Parks Zone Acres
Neighborhood Park- The Yard VCOS 10.8
The Promenade* VCOS 0.8
SUBTOTAL 11.6
Greenbelts Zone Acres
Greenbelts OS 6.0
SUBTOTAL 6.0
TOTAL PARKS/GREEN BELT ACRES PROVIDED 17.6
*Designated as Pedestrian Promenade on the Land Use Plan Layout to denote specific location of hardscape. Designated herein as VCOS because it is part of The Yard.

The Specific Plan will meet its remaining park obligation through the payment of project impact fees.

5.12 | SCHOOLS
The Woodland Joint Unified School District (WJUSD) provides public education from kindergarten through 12th grade within Woodland, as well as nearby unincorporated areas of Knight’s Landing, Yolo, and Zamora. The District includes 11 elementary schools, one charter elementary school, two middle schools, two comprehensive senior high schools for grades 9-12, and one continuation high school. Additionally, there are three alternative education programs, six pre-schools, three infant-toddler programs, and an adult education center.

The Plan Area is located in close proximity to the Woodland Community College, at 2300 East Gibson Road, within the Spring Lake Specific Plan Area. The Community College has been at this location since 1990. The Community College offers associate degrees and continuing education certificates in Agriculture and Agricultural Engineering/Technologies; Advanced Technology, Manufacturing, Clean Economy, Food Production clusters, Business Administration logistics, Culinary Arts, Elementary Education and Health Care.

Table 5.7 shows the estimated number of students to be generated from the Plan Area. The WJUSD will evaluate the attendance boundaries of existing and planned schools in the Plan Area to determine the school locations for Plan Area students. Existing schools in the Plan Area vicinity are Pioneer High School and Spring Lake Elementary School.

WJUSD owns a 20-acre Future School Site located directly south of Pioneer High School, approximately one-half mile from the Plan Area. WJUSD has requested that the Specific Plan identify an alternative site for an elementary school, should it be needed. Up to a 12-acre portion

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of the MDR parcel located at the northeast corner of Road B and Road E will be reserved for a potential school site, in accordance with the terms of the development agreement. The primary vehicular access to the school will be on Road E. No vehicular access to the school will be allowed on Parkland Avenue.

Table 5.7 Estimated Student Generation/School Site Demands Land Use Estimated
D.U.

K-6
Factor
Total
K-6
7-8
Factor
Total
7-8
9-12
Factor
Total
9-12
Singe Family 1,100 0.2233 246 0.0619 68 0.1413 155
Multi Family 500 0.2596 130 0.0711 36 0.1342 67
Total units 1,600
Total students 376 104 222
Source: Residential and Commercial/Industrial Development School Fee Justification Study for the Woodland Joint Unified School District, by Cooperative Strategies, April 6, 2020

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EXHIBIT 5-9: POSSIBLE SCHOOL SITE

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5.13 | LIBRARY SERVICES
Library services are provided to the City of Woodland through the Yolo County Library System.

The Woodland Public library is in central Woodland at 250 First Street. This facility will provide library access, including expanded virtual programming, youth activities, and e-book check out for Plan Area residents.

5.14 | OTHER GOVERNMENT SERVICES
City governmental services (e.g. planning department, building inspection, public works administration, city manager and city council, etc.) are provided primarily at City Hall at 300 First Street in downtown Woodland. As population increases so do the demands on these general government services. These services are paid for primarily from discretionary funds in the City's general fund and user fees for development related services.

5.15 | SOLID WASTE
Solid waste and yard waste collection and disposal and curbside recycling in Woodland are provided by a franchise agreement with Waste Management, with disposal and material processing at Yolo County Central Landfill. The General Plan policies ensure a consistent, citywide level of service for refuse collection, neighborhood cleanup, sanitization enforcement, and recycling programs. Existing waste disposal facilities are adequate to maintain a sufficient level of service for Specific Plan build out.

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6.0 | IMPLEMENTATION

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6.1| OVERVIEW
California Government Code Section 65451 requires that Specific Plans include programs of implementation strategies related to regulatory changes, programs, financing strategies and public works projects needed to carry out the proposed land use, infrastructure and development standards outlined in the Specific Plan.

This chapter provides a summary of the methods by which the Specific Plan will be implemented and provides discussion on the sequencing and financing programs that demonstrate compliance with General Plan policies and the vision, goals and policies of the Specific Plan.

The goal of this chapter is to describe how infrastructure and public facilities will be constructed and how public services will be delivered in a timely manner. The purpose of the implementation procedures is to ensure orderly development of the Plan Area over a multi-year time frame in coordination with the provision of the necessary infrastructure and services and with sufficient flexibility to respond to fluctuations in the economy, market demand, and evolving innovation in transportation opportunities. To achieve this intent, the Specific Plan includes a conceptual program for development sequencing and financing of infrastructure to support development in logical increments. Implementation of the Specific Plan will occur in accordance with the terms and conditions of several related planning and program documents, including the Development Agreement, Environmental Impact Report and associated Mitigation Monitoring Program, Financing Plan, Nexus Study, Public Infrastructure Reimbursement Rules and the Woodland General Plan.

6.2| IMPLEMENTATION AND PROGRAMMATIC STEPS
The Specific Plan provides for a comprehensively planned infrastructure system with the coordinated extension of infrastructure and the construction of facilities. In order to achieve the vision and goals of the Specific Plan, a number of Technical Memorandums were prepared in conjunction with or prior to adoption of the Specific Plan, and others shall be prepared and adopted subsequent to Specific Plan adoption.

6.2.1 Background on Pre-Specific Plan Actions
The City of Woodland adopted its General Plan on May 16, 2017, which identified the Plan Area as New Growth Area, SP-1A. The Plan Area is specifically envisioned within the General Plan as a natural extension of the city, ideally located and positioned for jobs and housing development.

Subsequently, as part of the implementation program for the General Plan, the City petitioned to and LAFCo has amended Woodland’s Sphere of Influence (SOI) to include all land within the Urban Limit Line (which includes the Plan Area) and negotiated a tax sharing agreement with Yolo County

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that addresses anticipated annexation of various lands including SP-1A, now known as the Woodland Research and Technology Park (WRTP). The City has also updated its Major Projects Financing Plan, adopted an interim zoning ordinance, revised the Affordable Housing Ordinance, approved the Agricultural Mitigation Ordinance, and joined the Yolo Habitat Conservation Plan/Natural Community Conservation Plan. These actions provide the foundation for implementation of the Specific Plan.

The Plan Area is located directly adjacent to the Spring Lake Specific Plan, abutting along the entire eastern edge. In anticipation of future development of the WRTP Plan Area, connection points for all municipal utilities, streets and bicycle and pedestrian connections were provided as part of the overall development for the neighboring Spring Lake Specific Plan. These connection points are stubbed at the east and north boundaries of the Plan Area.

6.2.2 Plan Area Infrastructure Planning
The coordinated delivery of public services is essential to ensure a complete community, one that provides public safety, recreational, educational and library services for the residents. The proposed public utility and public service providers are identified in Chapter 5, Public Utilities and Services. Technical Memorandums, listed below, provide the additional detail for the identified infrastructure improvements to support Plan Area development. Chapter 4, Mobility and Circulation, describes the comprehensive transportation network featuring a hierarchy of complete streets and off street bike paths. These studies may need to be updated or future studies may be prepared to inform the successful buildout of the Specific Plan, as required.

Specifically, timing for certain off-site infrastructure components will need to be monitored to ensure timely completion of those facilities/improvements and adequate capacity at all stages of development.

The WRTP Infrastructure Technical Memorandums include:
▪ Water Technical Memorandum dated January 7, 2020.
▪ Reclaimed Water Distribution Technical Memorandum dated March 31 2020. ▪ Wastewater Collection System Technical Memorandum dated March 31, 2020. ▪ Stormwater Management Technical Memorandum dated January 31, 2020. ▪ Traffic Impact Analysis completed for the DEIR dated April 2021.

A Public Facilities Financing Plan (Appendix A-1), which presents a strategy to finance backbone infrastructure and other public facilities required to serve the proposed land uses in the Plan Area was prepared by Economic & Planning Systems, Inc. (EPS). The financing plan demonstrates how the infrastructure requirements and the associated costs are reasonably balanced throughout

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each segment of development and that the provision of services, as well as the operations and maintenance costs, are in sync as development progresses. The Public Facilities Financing Plan is described in Section 6.4.

6.2.3 Subsequent Implementation Documents/Analysis
The following supplemental plans must be prepared either prior to approval of the first development application or residential tentative map or as otherwise required by the conditions of approval and/or Environmental Impact Report and associated Mitigation Monitoring Program, or by the Community Development Director, as appropriate:
• Master Plan for The Yard to guide phased park improvements, and ensure pedestrian and bike paths internal to the park connect to the external network trail and greenbelt system.

Master Plan for The Yard to include, at minimum: farmer’s market pavilion including electrical power; hardscape plaza/bandshell for entertainment/events including electrical power; opportunities for placement of public art; emphasis on pollinator and native landscaping, consideration of native/pollinator learning garden; consideration of Native Valley Oak tree planting; multipurpose court(s); tot lot and older children playground; covered/shaded seating areas throughout; restroom facility(ies); trails (DG and concrete) throughout; pedestrian overhead lighting throughout (bollard lights where appropriate); bike racks; bike repair station. Development application for a Business Incubator or affordable (income restricted) high-density residential project associated with land dedication sites, per Development Agreement stipulations, are exempt from this requirement.
▪ Comprehensive planting and street tree palette shall be developed for each District to guide both private and public landscaping improvements. Street Furnishings and Lighting Palettes, and the design of enhanced crossings, roundabouts/traffic circles and Gateway monuments/enhanced landscape design shall be included as part of this effort. Gateways shall be located at CR25A and Road B, and Road B and Marston Drive and shall include enhanced landscaping, entryway illuminated signage/monument, public art and/or other decorative element(s) that reflect the agricultural and/or life science focus of the Research and Technology Park and create an identifiable “gateway” to both the north and south RTP campus. Corner gateway features shall at minimum be 3,500 square feet unless otherwise approved by Community Development Director. Development application for a Business Incubator or affordable (income restricted) high-density residential project associated with land dedication sites, per Development Agreement stipulations, are exempt from this requirement.

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▪ Comprehensive Transportation Demand Management/Vehicle Miles Traveled Reduction Program (“TDM/VMT Program”). The Master TDM/VMT Program shall: 1) establish transportation strategies, programs, facilities or services for the purpose of VMT reduction that are financed by and consistent with the strategies and requirements of the Development Agreement; 1and 2) provide project specific VMT reduction strategies that all property owners/tenants shall be required to implement through individual Projectlevel TDM Plans consistent with the Master TDM Program. These measures shall in combination achieve a 10 percent reduction in Plan Area VMT per capita compared to baseline conditions by 2035. The Master TDM/VMT Program will include a monitoring plan for collecting VMT data in the interim years to 2035, every five years as input to citywide GHG monitoring, so that the effectiveness of the VMT reduction strategies can be confirmed and any required strategy adjustments made to reach project VMT reduction targets. Monitoring reports shall be reviewed by the City who may make adjustments to reach project VMT reduction targets, as necessary. Development application for a Business Incubator or affordable (income restricted) high-density residential project associated with land dedication sites, per Development Agreement stipulations, are exempt from the Master TDM/VMT Program development obligations as set forth in this paragraph, but are not exempt from the 10 percent VMT reduction obligations at the project level if the Master Program has yet to be established.
▪ Coordination with the Yolo County Transportation District, Yolobus and UC Davis with policies of the Specific Plan to insure timely provision of transit service and appropriate funding mechanisms in place.
▪ Enhanced Climate Action Plan Checklist, to achieve WRTP energy efficiency and sustainable design goals and to achieve consistency with citywide and 2035 General Plan Greenhouse Gas Reduction targets.

6.3 | INFRASTRUCTURE SEQUENCING
The City of Woodland General Plan has a strong focus on economic development for the future of Woodland, in order to achieve sustainable development through continued jobs/housing balance in the community. The Woodland Research and Technology Park is a key component in providing the means and opportunity to achieve this goal. Facilitation of early or “first-in” 1 / In order to specify the manner in which the necessary infrastructure, public facilities, and other programs or services as provided in this Specific Plan will be constructed and/or operated and financed, among other matters, the City and the project applicant intend to enter a development agreement. The terms and conditions of the development agreement will be consistent with the goals and policies of this Specific Plan and shall set forth and require financing strategies, sources, and mechanisms to ensure short-term and long-term funding for implementation and monitoring of the TDM/VMT measures.

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development of the Research and Technology Park (RTP) parcels is a key strategy of the Plan Area implementation, as described in the Financing Plan and the Development Agreement.

This section describes, rather than dictates, how connections to existing circulation and infrastructure improvements can physically be provided to serve the various areas of the Specific Plan. Actual extension of infrastructure and development within the Specific Plan will be determined by factors such as market demand, financial feasibility, infrastructure constraints, project Development Agreement terms, and City policy relating to jobs-housing goals. In general, development sequencing strategy is structured to advance the backbone infrastructure improvements needed to support associated development, in compliance with City policies and standards, and to ensure that the development area can support the costs of the required improvements.

6.3.1 Sequencing Approach
The overarching approach to development of the Plan Area is measured flexibility. From a physical standpoint, the Plan Area can begin development in any geographic area of the Plan Area and areas can be developed simultaneously. Development may move forward independently provided that parcels can meet the public services requirements, the guiding policies and development standards outlined in the Specific Plan, the development agreement and are to the satisfaction of the City of Woodland Community Development Department. All public utilities were stubbed in multiple connection points along the eastern Plan Area boundary with the adjacent Spring Lake development and were sized with capacity to accommodate the Plan Area utility demands. The Plan Area has the ability to develop in sequential increments yet provides some flexibility for individual development areas to progress independently.

In addition to the planned infrastructure connection points, there are additional offsite infrastructure components which require ongoing monitoring and evaluation to determine triggers for the timing of improvements. Timing for these off-site infrastructure components will need to be monitored to ensure that adequate capacity is available. These include wastewater and stormwater improvements, described in Sections 5.4.3 and 5.5.3 respectively, and the future improvements to the Hwy 113/25A interchange.

Traffic Impact Analysis prepared for the Project indicates State Route 113 and Road 25A interchange will ultimately require improvements prior to full build-out of the Plan Area.

Subsequent development projects within the Plan Area shall be required to prepare a project specific traffic analysis to determine the exact timing for construction of the interchange to the satisfaction of the Community Development Director or City Engineer, in consultation with the State of California Transportation Department.

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6.3.2 Sequencing Principles and Policies
Infrastructure requirements for each phase of development include on-site backbone infrastructure and off-site facilities necessary for each phase to proceed. Each improved area shall include roadway, sanitary sewer, water, recycled water, storm drainage, dry utilities, other facilities and improvements. All in-tract sewer, storm drain, water and dry utilities will be installed as part of individual project improvements. The listing and specific details relating to the on- site and off-site improvements required to serve the Plan Area are included in the infrastructure technical memorandums for traffic, water, reclaimed water, wastewater and drainage and in the Specific Plan development agreement(s).

In some instances, selected off-site infrastructure items, roads, and/or advancement of public services may be needed to serve a project area, while some items may be deferred to a later project area to develop. The general sequencing policies are as follows:
• At a minimum, two points of vehicular access are required for each project area. One of the accesses may be temporary emergency vehicle access subject to the approval of the Community Development Director.
• A looped water system is required for each project area. • All roadways, pedestrian facilities, and bicycle routes shall be constructed in logical segments to provide safe and adequate access with each project area. • Improvements constructed along the boundary of a project area shall include utility stubs to the adjacent phase for subsequent connection by the future area(s). • Development of a non-contiguous project area will require the construction of backbone utility infrastructure not contained within defined area in order to connect to existing “downstream” infrastructure per the routing shown in the infrastructure technical memorandums. These improvements will be subject to reimbursements and fair share costs as outlined in the Financing Plan, Development Agreements and Public Infrastructure Reimbursement Rules.
• A requirement to grant easements and receive reimbursement for on-site roadway and utility infrastructure required for a non-contiguous area shall be included in the Financing Plan, Public Infrastructure Reimbursement Rules and Development Agreements for the Specific Plan.

6.4 | FINANCING AND MAINTENANCE OF PUBLIC FACILITIES
The construction of public facility improvements to serve the Plan Area will be funded by a variety of mechanisms. Specific financing requirements, improvement obligations, fees, reimbursements, land and easement dedications and conveyances, maintenance, and other financing and

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improvement related obligations are detailed in the development agreements, Public Infrastructure Reimbursement Rules, Financing Plan and Nexus Study.

Funding of public improvements necessary to implement the Specific Plan will include a variety of mechanisms including city and school impact fees, Specific Plan Infrastructure Fee and other potential methods. A separate Financing Plan has been prepared for the Woodland Research and Technology Park that details the costs for construction and operation of backbone infrastructure, public facilities, and operational costs necessary for development anticipated under the Specific Plan. New development within the Plan Area shall be fiscally and financially neutral, both in terms of capital costs (financing of infrastructure) and ongoing costs (generation of sufficient general fund revenue to support ongoing maintenance and operational costs) to the greatest extent feasible.

The Financing Plan will serve as a framework to guide and support the objectives of the Specific Plan. As development progresses, the timing and mix of cost and funding sources may change.

The assumptions and results are estimates at this time. Regardless of the extent to which certain financing mechanisms are used or funding sources are available, the overall cost burden has been calculated for the purpose of determining the most appropriate and feasible financing strategies and mechanisms to proceed with development under the Specific Plan. Specifically, the Financing Plan, along with the Development Agreements, Public Infrastructure Reimbursement Rules and Nexus Study, will:
▪ Describe the project and sequencing of needed infrastructure. ▪ Provide a summary of the infrastructure and public facility requirements to serve future development within the Plan Area.
▪ Include infrastructure cost estimates by land use and by development phase per acre, and the estimated infrastructure cost at build-out of the Plan Area. ▪ Include summarized costs for infrastructure and public facilities needed to serve the Specific Plan, including costs needed to serve the Plan Area at buildout. ▪ Review and include existing fees, taxes and assessments which may be applicable to the Specific Plan.
▪ Present cost estimates for operating and maintaining the required infrastructure and for ongoing municipal services.
▪ Identify potential funding sources for both the construction of infrastructure and provision of municipal services,
▪ Present the overall cost burden by land use and by development area on a per acre basis. ▪ Provide recommended action steps for implementation of the infrastructure financing.

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6.5 | DENSITY TRANSFER
To ensure project consistency with Specific Plan environmental analysis, General Plan development assumptions and with project financing objectives, the following Density Transfer provisions shall apply to residential area buildout. The following Density Transfer provisions ensure diversity of housing types and densities while maintaining consistency with the abovementioned objectives including the anticipated development of 1,600 residential units and a minimum average gross residential density of eight dwelling units per acre (8 du/ac).

6.5.1 Assumptions
The following assumptions underlie the Density Transfer provisions:
• 1,600± residential units are anticipated at plan area buildout and assumed for CEQA environmental analysis purposes, unless modified by subsequent CEQA analysis • At buildout, the residential component of the plan area shall provide a minimum average density of 8 du/ac.
• Twelve acres reserved for a possible future school site are not allocated residential units; those units are reallocated throughout the remaining residential zone(s). • If it is determined that a school site is not needed within the Specific Plan area, a point in time analysis shall be conducted to reallocate units to the twelve-acre reservation site.

Under this condition, the developer may be required to perform additional environmental analysis.
• No residential units shall be assigned to the Village Center Mixed Use zone or Community Commercial Overlay zone. Development of residential units in the VCMU and/or CCO zones may not have to pay Specific Plan fees if they meet the requirements of the development agreements (when residential units are constructed above ground floor retail and financial obligations of the Residential Development Zone, described below, are met).

6.5.2 Density Transfer Provisions
The following provisions guide unit yield assumptions within Residential Development Zones (“RDZ”) and the process by which residential densities are established and, if permitted by the Community Development Director, transferred to other RDZ’s. • Residential unit yields within each of six RDZs shall be those established by the following Exhibit 6-1 and Table 6.1. (RDZ boundaries generally follow property lines as existed at the time of plan development.)

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• When any portion or all of an RDZ is mapped/subdivided (large or small lot), unit yields/densities shall be determined and allocated across the entire RDZ effected, and shall meet the Density Requirements outlined in Section 6.5.3 below. • Owner/Builder may develop up to the assigned number of units within the RDZ at densities permitted by the Specific Plan for the underlying zoning (LDR, MDR, HDR). • Owner/Builder may request an increase in units up to 10 percent above the assigned units within the RDZ, subject to CEQA consistency review. • If an RDZ is developed under the assigned number of units, a Specific Plan fee make up shall be required, unless at time of tentative map, an alternate RDZ picks up the unit deficit, subject to City approval and provided that the owner of the property located outside the RDZ enters into a written agreement to the satisfaction of the City that it shall adjust the density of its property to ensure consistency with the overall residential yields for the Specific Plan Area. • If an RDZ is developed over assigned units, overage units must be removed from an alternate RDZ at tentative map, subject to City approval and provided that the owner of the property located outside the RDZ enters into a written agreement to the satisfaction of the City that it shall adjust the density of its property to ensure consistency with the overall residential yields for the Specific Plan Area. • Except for the provisions stated above, the City has sole authority to approve the reallocation of units or to add units within each RDZ. • If a future applicant/developer proposes land use changes or an increase in the number of units, then the City will reallocate units or add units within each RDZ and fees shall be updated with a nexus study and if necessary updates to the Public Facilities Financing Plan and the CIP.

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EXHIBIT 6-1: RESIDENTIAL DEVELOPMENT ZONES

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Table 6.1 Density Transfer
RDZ Acreage Total Unit Yield LDR Unit Yield MDR Unit Yield HDR Unit Yield 1 52.29 366 366
2 25.07 140 71 69
3 42.19 398 161 237
4 19.44 248 30 218
5 9.67 232 232
6 11.91 286 286

6.5.3 RDZ Density Requirements
The following Density Requirements guide development density within each RDZ:
• Within RDZ 3, Village District East, MDR Zone, units fronting Marston Drive shall be developed at or above 15 du/ac, consistent with a townhome or row house product type. • Within RDZ 4, Village Center, VCMDR Zone, units fronting The Yard and fronting Marston Drive shall be developed at or above 15 du/ac, consistent with a townhome or row house product type
• Within each RDZ 5 and 6, Urban Village North and South, a minimum of 60 units (120 units total) shall be built at a minimum density of 30du/ac (exclusive of 2.5 acre land dedication sites in each area). This provision may be modified by City if land dedication sites build out at densities greater than 30 du/ac and City Housing Element objectives for the Plan Area are reached.

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7.0 | ADMINISTRATION

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7.1 | OVERVIEW
This chapter outlines the Specific Plan process and its relationship to the subsequent entitlement processes that are necessary to allow construction of individual projects. This chapter also describes the administrative procedures that will occur to implement, amend, interpret and enforce the Specific Plan.

7.2 | SPECIFIC PLAN PROCESS AND RELATED ENTITLEMENTS
This section describes the project entitlements, the relationship between the concurrent approvals which occurred with the adoption of the Specific Plan and the subsequent entitlement process to occur after the WRTP Specific Plan adoption.

7.2.1 Specific Plan and Concurrent Approvals/Actions
Approval of the Specific Plan took place concurrent with the following entitlements and related actions:

1. Final Environmental Impact Report (FEIR)

2. Adoption of the Specific Plan

3. Approval of a General Plan Amendment and Pre Zoning

4. LAFCo Approval and Annexation

5. Approval of Development Agreements by and between the City and the landowners.

6. Approval of a Public Facilities Financing Plan and Nexus Study for the Specific Plan that describes a Capital Improvement Program and a funding and financing strategy for planned improvements.

7. Approval of Public Infrastructure Reimbursement Rules by and between the City and the landowners.

7.2.2 Subsequent Entitlements/Actions
Individual development projects are subject to review and approval of subsequent permits and entitlements by the City of Woodland and other agencies. Once the actions described in Section

7.2.1 have occurred, and all pre-development obligations as outlined in the Development Agreement or the Specific Plan have been satisfied unless otherwise permitted by the Community Development Director, landowners may submit and process applications for subsequent entitlements, as required, to implement the Specific Plan. Future approvals may include, but are not limited to:

1. Tentative Subdivision Maps

2. Tentative Parcel Maps

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3. Lot Line Adjustments

4. Site Plan Review/Design Review

5. Use Permits

6. Variances

7.2.3 Environmental Clearance
An Environmental Impact Report (EIR) was prepared for this Specific Plan and was certified concurrent with the approval of the Specific Plan. The EIR serves as the base environmental document for subsequent entitlement approvals within the Plan Areas. Section 65457(a) of the California Government Code and Regulations Section 15182 and 15183 of Title 14 of the California Code of Regulations (pertaining to the California Environmental Quality Act (“CEQA”)) provide that no EIR or negative declaration is required for any residential project undertaken in conformity with an adopted Specific Plan for which an EIR has been certified. Moreover, no additional environmental review is required for projects that are consistent with the zoning for which an EIR was certified, except as might be necessary to examine whether there are project-specific effects that are peculiar to the project or its site. The EIR certified for this project has been written to qualify all future residential projects for these exemptions, assuming they are consistent with the adopted Specific Plan and fulfill all conditions and CEQA mitigation measures outlined in the EIR.

Non-residential projects may also rely upon the EIR assuming they are consistent with the adopted Specific Plan and fulfill all conditions and CEQA mitigation measures.

The City will assess consistency of each development application within the Specific Plan area with the Environmental Review and determine whether additional review is required under CEQA Section 15183 and 15182(a), or whether no further review is required.

Additional CEQA review may be required in the following instances: substantial changes to the Specific Plan are proposed, substantial changes occur to the circumstances under which the project is being undertaken, or new information becomes available that could not have been known upon certification of the Environmental Review. A supplemental review or an addendum may be required if any of these circumstances ensue.

The Specific Plan allows for a range of densities and intensities of development consistent with the goals and policies of the 2035 General Plan. However, it is anticipated that the Specific Plan area at build out will realize approximately 1,600 residential units and 2.2 million square feet of non-residential uses including business park, light industrial, retail and hospitality related commercial uses. Similarly, the EIR for the WRTP Specific Plan anticipates and analyzed these yields for purposes of environmental impacts. Should development within the Specific Plan exceed the anticipated residential or commercial development yields as analyzed within the EIR, discretionary review of such project(s) shall be required. The project proponent may be required

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to submit documentation substantiating said development is in conformance with the Specific Plan, EIR, its mitigation monitoring program, the General Plan, and Municipal Code, or a subsequent EIR may be required.

A mitigation monitoring program (Appendix A-2) has been adopted with the EIR in accordance with Public Resources Code 21081.6 to ensure implementation of EIR mitigation measures.

7.2.4 Specific Plan Findings
Approval of all land division, planning entitlements and building permits shall be contingent upon a determination of substantial compliance with the provisions of this Specific Plan, the City of Woodland General Plan and with applicable provisions of the Zoning and Subdivision Ordinances.

All proposed development projects or subdivision applications shall demonstrate the following:

1. Consistency with the goals and policies of the Specific Plan and all applicable laws and regulations.

2. Consistency with the overall intensity of land uses as provided for in the Specific Plan

3. Consistency with the Specific Plan implementation strategy and availability of infrastructure to serve the development.

4. The project will not degrade services and/or facilities beyond the capacities approved by the Specific Plan.

5. Consistency with the project scope and impacts addressed in the Specific Plan EIR or that environmental impacts of the project are addressed in subsequent environment impact studies that may be required under the California Environmental Quality Act (CEQA).

7.3 | SUBSEQUENT ENTITLEMENTS
Following adoption of the Specific Plan, subsequent development and/or proposed land use, including tentative map applications, within the Plan Area will be reviewed for consistency and compliance with the Specific Plan and any other City regulations in effect at the time of development. Application and processing requirements shall be in accordance with the City’s Zoning Ordinance and other regulations, unless otherwise modified by this Specific Plan. In acting to approve a project or permit, the City may impose conditions as are reasonably necessary to ensure that the project is in substantial compliance with the Specific Plan and all applicable plans and regulations.

7.4 | SPECIFIC PLAN ADMINISTRATION
The Specific Plan serves as an implementing tool of the Woodland 2035 General Plan, which provides the foundational elements, vision and direction for the Specific Plan. As an implementing

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tool, the Specific Plan establishes zoning, land use and development standards for projects within the Plan Area boundary.

Upon adoption of the Specific Plan, all land use regulations, development standards, and design guidelines of this Specific Plan shall supersede those of the Zoning Ordinance and Community Design Standards. Where direction is not provided in this Specific Plan, the standards of the City’s Zoning Ordinance shall apply including use permit, variance, public notice and hearing and appeals provisions.

The City’s Subdivision Ordinance will regulate individual requests for land divisions within the Specific Plan Area, unless otherwise addressed herein. To the extent that a component or regulation of the Specific Plan differs from a requirement of the Ordinance, the Specific Plan will take precedence. Where the Specific Plan is silent or vague, the Subdivision Ordinance will be used for the purpose of interpretation, and/or directly applied as appropriate.

Unless otherwise approved as part of the Specific Plan, off-site improvements under the control of the City shall be subject to City of Woodland regulations and requirements in effect at the time the improvement plans are submitted. Improvements not under the control of the City (e.g. improvements to State highways) shall be subject to the regulations and requirements of the responsible agency.

7.4.1 Major Specific Plan Amendments, Minor/Administrative Modifications During the long-term build out of the Plan Area, amendments to the adopted Specific Plan may be necessary because of changed circumstances. Additionally, because of unforeseen circumstances, some design guidelines or development standards may not be feasible on a particular parcel or may hinder innovative design concepts. In these situations, the procedures listed below will be followed to amend the adopted Specific Plan or allow for minor/administrative modification from development or design standards.

1. MAJOR SPECIFIC PLAN AMENDMENTS
Any changes proposed to the Specific Plan that could significantly increase environmental impacts or result in any of the following substantive changes shall require a Specific Plan amendment:

1. Substantively change the boundaries of the Specific Plan.

2. Substantively change the text, figures, or table of the Specific Plan.

3. Substantially change the location of planning districts, zones or key elements of the Plan including the linear park. (See Minor/Administrative Modifications below for zone boundary adjustments.)

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4. Substantively change any element of the Plan or implementing documents (infrastructure plans, design guidelines, capital improvement plan, nexus study, development agreements, public infrastructure reimbursement rules and financing plan) such that they would be inconsistent with Specific Plan policy, text or land use.

The Specific Plan may be amended by the same procedure as the Plan was adopted and shall require a recommendation of approval by the Planning Commission and approval by the City Council. An amendment may be initiated by the City Council, the Community Development Director (Director), property owner or any authorized agent of the property owner. Any amendment requested by a property owner or project applicant may be subject to the fee schedule adopted by City Council. Any amendment to the Specific Plan must be consistent with the City’s General Plan.

2. MINOR/ADMINISTRATIVE MODIFICATIONS
Modification(s) to the standards as proposed by a developer/builder during site development and design review of individual Planning Areas and/or Tentative Maps, may be considered subject to the following provisions. A minor/administrative modification to Specific Plan design and/or development standards may be considered and approved or conditionally approved by the Community Development Director if it is determined by the Director that the revision is in substantial conformance with all of the applicable criteria:

The Director determines that the modification does not have a significant impact on the character of the Plan.

1. The proposed modification to the development standards or design guidelines are offset by the merits of the design and do not significantly change the anticipated physical characteristics of the development.

2. The proposed modification to the development standards further the goals of the Specific Plan and enhance the appearance or functionality of the project, while remaining compatible with and not detrimental to adjacent properties or uses.

3. The proposed modification does not modify or exceed the original standard by more than 10 percent (e.g. 10% deviation from setback standard, lot coverage, building height or similar. Does not apply to density which must remain in conformance with General Plan guidelines).

4. The proposed modification would not be detrimental to the health, safety and general welfare of the public or injurious to the property or improvements in the vicinity or the zone in which the subject property is located or the modification proposed.

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5. Proposed changes to the alignment of streets, street segments or street sections, which if adopted, would not substantially alter the overall land use and will continue to support the circulation concepts set forth in this Specific Plan.

6. Proposed changes to Specific Plan zone boundaries that result in less than 1 acre or 10 percent acreage difference, that remain compatible with and not detrimental to adjacent properties or uses; residential densities proposed along the Harry Lorenzo/linear greenbelt do not change; overall development densities remain consistent with development concepts set forth in this Specific Plan; zone boundary adjustments take place prior to or at the time of tentative map approval (See Specific Plan Amendments above for planning district amendments.)

7. Adverse environmental impacts are not significantly increased, as defined by the CEQA Guidelines Sections 15162, 15182 and 15183, as a result of the proposed variance.

In granting a Minor / Administrative Modification, the Community Development Director may impose conditions to safeguard public health and safety and to ensure development remains consistent with the objectives and intent of the Specific Plan.

At the discretion of the Community Development Director, any proposed minor/administrative modification may be referred to the Planning Commission and/or City Council for action. An administrative modification may be appealed to the Planning Commission or City Council, as applicable, consistent with the provisions of the Woodland Municipal Code for Zoning Administrator Appeals.

7.5 | INTERPRETATIONS
The Director shall have the responsibility to interpret the provisions of this Specific Plan. If an issue or situation arises that is not sufficiently provided for or is not clearly understandable, those General Plan policies and/or regulations of the Zoning Ordinance that are most applicable and relevant may be used as a guide for resolving the issue.

In determining land use where a specific use is not listed, the Director shall have the authority to make an interpretation as to whether the use is similar to other allowed uses in a particular zoning district, or whether such use should not be permitted based on the guiding principles and vision for a particular development district within the Plan Area. The Director may refer any matter for interpretation to the Planning Commission for their consideration or the Director’s interpretation may be appealed to the Planning Commission. The Planning Commission’s decision, when applicable, may be appealed to the City Council. The City shall keep records of the official determinations on file for future reference and to ensure consistency of interpretations over time.

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7.6 |SEVERABILITY AND ENFORCEMENT
If any regulation, condition, program or portion of the Specific Plan is held invalid by a California or Federal Court of competent jurisdiction, such portions shall be deemed separate, distinct, and independent provisions, and the invalidity of such provisions shall not affect the validity of the remaining provisions thereof.

Any person who violates a requirement of this Specific Plan or fails to obey an order issued by the City or comply with a condition of approval of any permit or entitlement issued under this Specific Plan shall be subject to the penalty provisions as provided in the City of Woodland Municipal Code.

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A | APPENDICES

woodland research & technology park

Final Report
Woodland Research and
Technology Park Public
Facilities Financing Plan
Prepared for:

City of Woodland
Prepared by:

Economic & Planning Systems, Inc. (EPS)
July 2023
EPS #162061
Appendix - A-1

Table of Contents
Introduction and Executive Summary .............................................. 1 Project Description and Proposed Land Uses ........................................... 1 Backbone Infrastructure and Public Facilities ........................................... 3 Financing Strategy Summary ................................................................ 4 Supporting Documents ........................................................................ 5 Organization of Report ......................................................................... 5 WRTP Land Uses and Phasing ......................................................... 6 Land Use Summary ............................................................................. 6 Population Summary ........................................................................... 6 Development Phasing .......................................................................... 6 Policy and Financing Framework .................................................... 11 Overview ......................................................................................... 11 Financing Plan Requirements .............................................................. 11 Financing Plan Goals ......................................................................... 12 Backbone Infrastructure and Public Facilities .................................... 13 Backbone Infrastructure .................................................................... 13 Public Facilities ................................................................................. 22 Financing Strategy and Funding Sources ......................................... 28 Overview ......................................................................................... 28 Woodland Research and Technology Park Plan-Area Fee Program ....... 38 RTIF Program Overview ..................................................................... 38 RTIF Program Implementation and Administration ................................. 41 Feasibility of the Financing Plan ..................................................... 42 Description of Static Feasibility Analyses .............................................. 42 Total Backbone Infrastructure and Public Facilities Cost Burden ............... 42 Total Taxes and Assessments as a Percentage of Sales Price ................... 44 Financing Plan Implementation ...................................................... 48

Appendices
Appendix A: Summary of WRTP Capital Improvement Program Appendix B: Development Impact Fee Analysis
Appendix C: Infrastructure Cost Burden Comparison
List of Maps
Map 1-1. Plan Area Location ................................................................... 2 Map 2-1. Land Use Plan ......................................................................... 9 Map 4-1. Road Circulation Diagram ....................................................... 15 Map 4-2. Proposed Drainage and Stormwater System .............................. 18 Map 4-3. Proposed Water Distribution System ........................................ 19 Map 4-4. Proposed Recycled Water Distribution System ........................... 20 Map 4-5. Proposed Wastewater System ................................................. 21 Map 4-6. Proposed Parks/Open Space Sites ............................................ 23 Map 4-7. Possible School Site ............................................................... 24

List of Tables
Table 2-1. Land Use Summary ................................................................. 7 Table 2-2. Land Use Detail ....................................................................... 8 Table 2-3. Estimated Population at Buildout by Land Use Category .............. 10 Table 4-1. Estimated Backbone Infrastructure and
Public Facilities Costs ............................................................. 14 Table 5-1. Estimated Sources and Uses of Funding .................................... 29 Table 5-2. Estimated Bond Sizing ........................................................... 34 Table 5-3. Estimated Bond Proceeds ....................................................... 35 Table 5-4. Project Buildout Value-to-Lien Ratio ......................................... 36 Table 6-1. RTIF Program Fee Summary ................................................... 40 Table 7-1. Summary of Infrastructure Burden per Unit or Building Square Foot.............................................................. 45 Table 7-2. Test of 2% Sales Price—Residential Market-Rate Units ................ 46

Woodland Research and Technology Park Public Facilities Financing Plan July 2023
Economic & Planning Systems, Inc. (EPS) 1
Introduction and Executive Summary
This Public Facilities Financing Plan (Financing Plan) presents a strategy to finance backbone infrastructure and other public facilities required to serve the proposed land uses in the Woodland Research and Technology Park Specific Plan Area (WRTP). The financing strategy is designed to be flexible enough to accommodate the development plans of different WRTP property owners while assuring the City of Woodland (City) that the required facilities are constructed when necessary.

The Financing Plan includes the use of the following funding mechanisms: existing development impact fee programs, a new Woodland Research and Technology Infrastructure Fee Program (RTIF Program), land-secured debt financing, developer funding, City funding, and funding from other plan areas.

Project Description and Proposed Land
Uses
The WRTP is located on approximately 350 acres just south of the City and borders the Spring Lake Specific Plan Area (SLSP), which is located to the east and north of the WRTP. Map 1-1 shows the WRTP location in relation to the City of Woodland. The WRTP is included in the City’s 2035 General Plan as a natural extension of the City and is planned for annexation into the City. As stated in the Public Review Draft WRTP Specific Plan, the WRTP is planned to be a “selfsustaining, enterprising mixed-use community anchored by a technology and innovation campus, with vibrant retail and supporting uses, integrated residential neighborhoods, recreation, open space and public uses.” The planned uses in the WRTP at buildout include 1,670 residential dwelling units and approximately

2.3 million square feet of nonresidential retail and office development. Chapter 2 further details the land use plan.

Map 1-1. Plan Area Location

Woodland Research and Technology Park Public Facilities Financing Plan July 2023
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Backbone Infrastruc ture and Public
Facilities
Definitions of Backbone Infrastructure and Public Facilities This Financing Plan will use the following definitions to more precisely define backbone infrastructure and public facilities:
 Backbone Infrastructure: This term includes most of the essential public service-based items that are underground or on the surface. These items include storm drainage, water, reclaimed water, sewer, and major roads.

Backbone infrastructure is sized to serve numerous individual development projects in the WRTP and in some cases serves the broader region’s development areas.
 Public Facilities: This group of items provides amenities to the WRTP (e.g., park facilities and libraries) or houses employees providing services to the area (e.g., fire facilities). In this Financing Plan, this term includes the following public facilities:
‒ Parks and Open Space
‒ Schools
‒ Libraries
‒ Fire Stations and Equipment
‒ Police Facilities
‒ City and County General Government Facilities
‒ Public Transit
‒ Agricultural and Habitat Mitigation Land
‒ Affordable Housing
 Public Improvements: This term is used generically in the Financing Plan to include a combination of backbone infrastructure and public facilities when a precise breakdown is not required.

Total Public Improvements Cost Estimates
This Financing Plan includes approximately $255.5 million in public improvement requirements associated with WRTP Buildout. The public improvements consist of the improvements specifically required to serve the WRTP that are included in the WRTP Capital Improvement Program prepared by Cunningham Engineering Corporation, as well as additional City, County, and school district public improvements toward which the WRTP must contribute. The public improvement costs are detailed in Chapter 4.

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Financing Strategy Summary
The purpose of this Financing Plan is to propose a financing strategy to fund the necessary public improvements required to serve the WRTP. The financing strategy is flexible enough to ensure the required improvements are constructed when necessary. The financing mechanisms used will depend on the types and timing of the needed facilities and are guided by objectives and policies established by the Specific Plan.

A combination of funding sources will be used to fund the costs of the public improvements, as summarized below:
 The proposed new WRTP development impact fee program, the RTIF Program (defined earlier in this chapter), will help fund those backbone infrastructure and public facilities costs that are not funded by existing fee programs or other funding sources identified below. Facilities included in the RTIF Program include those facilities with plan-wide benefits (i.e., serve multiple individual subdivisions), the costs of which should be distributed among RTIF land uses and ownership interests.
 Existing City, Yolo County (County), and school district development impact fee programs fund public improvements that benefit the WRTP as well as other developments. The WRTP will contribute to the construction of these public improvements through participation in the existing fee programs.

Examples of these fee programs are the City Major Projects Financing Plan Fee Program and the Woodland Joint Unified School District Impact Fee Program.  Other plan areas will participate in funding facilities for which they have a shared benefit with the WRTP.
 The WRTP developers will be responsible for privately funding a portion of the streets, storm drainage, water, and sewer costs.
 The City will contribute to the funding of several projects with Citywide benefit.
 One or more Mello-Roos Community Facility Districts (CFDs) or other public financing mechanisms will fund infrastructure improvements needed during the development of the WRTP before the collection of sufficient fees or other sources of revenue for reimbursement. The bonds will be repaid through special taxes levied on property through the CFDs. One or more CFDs also will be formed to fund annual maintenance and services costs.  Developers will be conditioned through development agreements (DAs) to construct and fund certain public improvements needed in the initial phases of the WRTP before the collection of sufficient fees or other funds to construct the improvements. Fee credits and reimbursements for advance-funded facilities included in the RTIF Program will be available to the developers.

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Supporting Documents
This Financing Plan relied on the following documents that have been prepared by or for the City or are being prepared in conjunction with this analysis:
 WRTP Specific Plan
 Development Agreements between the City and WRTP Property Owners  Master Reimbursement Agreement between the City and WRTP Property Owners
 WRTP Development Impact Fee Nexus Study
 WRTP Capital Improvement Program
Organization of Report
This Financing Plan is organized into the following chapters:
 Chapter 1 included an introduction and executive summary of the Financing Plan.
 Chapter 2 details the WRTP land uses and population estimates.  Chapter 3 details the policy and financing framework for the Financing Plan established in the WRTP Specific Plan.
 Chapter 4 details the required backbone infrastructure and public facility requirements and associated costs.
 Chapter 5 describes the overall financing strategy and funding sources.  Chapter 6 summarizes the proposed RTIF Program.
 Chapter 7 examines the feasibility of the WRTP Financing Plan.

In addition, the Financing Plan contains the following appendices:
 Appendix A: Summary of WRTP Capital Improvement Program  Appendix B: Development Impact Fee Analysis
 Appendix C: Infrastructure Cost Burden Comparison

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WRTP Land Uses and Phasing
Land Use Summary
The WRTP is located on approximately 350 gross acres, with an estimated 150 acres planned for residential development and 130 acres planned for nonresidential retail and office development. The remaining WRTP areas are planned for public uses, including parks, trails, greenbelts, other open space, roads, and a school. Table 2-1 summarizes the planned acres, dwelling units, and nonresidential building square feet by land use. It also includes the average square feet per unit for each residential category. These average square feet were estimated based on building permit data provided by the City, as detailed in the WRTP Nexus Study (Nexus Study). Table 2-2 further details the planned acres, dwelling units, and nonresidential building square feet by the specific plan land uses. A total of 1,670 dwelling units and approximately 2.3 million square feet of nonresidential building space are planned in the WRTP. Map 2-1 depicts the WRTP land use plan.

Population Summary
Table 2-3 summarizes the estimated population at buildout of the WRTP. For each land use, the population is estimated as the number of dwelling units multiplied by the estimated persons per household (PPH). It is estimated that the WRTP will have a population of approximately 4,300 people at buildout. The methodology for estimating the PPH factors is detailed in the Nexus Study.

Development Phasin g
A WRTP development phasing plan has not been developed, but it is anticipated that low density and medium density residential units generally will develop concurrently with or just ahead of commercial development and before highdensity residential units. Development phasing will be driven by market demand.

Each developer will be required to submit a Phasing Plan for each development phase prior to approval of a tentative subdivision map for the property in the development phase. The Phasing Plan will be consistent with the infrastructure phasing rules detailed in the DA between the City and the developer and will include the required infrastructure to be constructed by the developer. Phasing of infrastructure will be guided by development phasing. The required infrastructure that the developer must construct could include both onsite and offsite infrastructure and will be determined in consultation with the City Engineer.

Table 2-1
Woodland Research and Technology Park Financing Plan
Land Use Summary
Land Use Density Acres
Dwelling
Units
Building
Square Feet
Source: Table 2-2 Table 2-2 Table 2-2
Residential units per acre avg per unit
Low Density [1] 7.1 2,300 87.9 628
Medium Density [2] 12.7 1,850 41.1 524
High Density [3] 24.0 990 21.6 518
Total Residential 150.6 1,670
Nonresidential FAR per acre
Village Center/Community Commercial [4] 0.43 18,930 16.4 310,948 Business Park [5] 0.40 17,424 113.6 1,980,115
Total Nonresidential 130.1 2,291,063
Public
Open Space 20.3
Right of Way 37.9
School 10.0
Total Public 68.2
Total 348.8 1,670 2,291,063
Source: Woodland Research and Technology Park Specific Plan; City of Woodland [1] Includes Low Density and Village Center Low Density. [2] Includes Medium Density and Village Center Medium Density. [3] Includes High Density and High Density/Community Commercial (residential part). [4] Includes Community Commercial, High Density/Community Commercial (commercial part), Village Center Mixed Use, and Village Center Commercial.
[5] Includes Research and Technology Park, Highway Commercial, and Research Flex.

Building Buildout
Square Feet
per Unit
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Table 2-2
Woodland Research and Technology Park Financing Plan
Land Use Detail
Land Use Density Acres
Dwelling
Units
Building
Square Feet
Residential units per acre
Single Family
Low Density 7.3 74.8 549
Village Center Low Density 6.0 13.1 79
Medium Density 13.2 25.5 337
Village Center Medium Density 12.0 15.6 187
Subtotal Single Family 129.0 1,152
Multifamily
High Density 24.0 9.7 232
High Density/Community Commercial (75%/25%) 24.0 11.9 286 Subtotal Multifamily 21.6 518
Total Residential 11.1 150.6 1,670
Retail/Commercial FAR
Village Center/Community Commercial
Community Commercial 0.40 6.8 118,065
High Density/Community Commercial (75%/25%) 0.40 4.0 69,173 Village Center Mixed Use [1] 0.50 4.2 91,040
Village Center Commercial 0.50 1.5 32,670
Business Park
Research and Technology Park 0.40 69.6 1,212,170
Highway Commercial 0.40 8.2 142,981
Research Flex (Light Industrial) 0.40 35.9 624,964
Total Retail/Commercial 130.1 2,291,063
Parks and Open Space
Open Space 11.0
Village Center Open Space (net of Commercial) 9.3
Subtotal 20.3
School 10.0
Right of Way 37.9
Total 348.8 1,670 2,291,063
Source: Woodland Research and Technology Park Specific Plan; City of Woodland [1] Assumes parcel C-VCMDR3 (0.702 acres) develops as village commercial mixed use.

Buildout
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Map 2-1. Land Use Plan

Table 2-3
Woodland Research and Technology Park Financing Plan
Estimated Population at Buildout by Land Use Category
Land Use
Dwelling
Units PPH Population
Single Family
Low Density 549 3.09 1,696
Village Center Low Density 79 3.09 244
Medium Density 337 2.39 806
Village Center Medium Density 187 2.39 447
Subtotal Single Family 1,152 3,193
Multifamily
High Density 232 2.15 499
High Density/Community Commercial (75%/25%) 286 2.15 615 Subtotal Multifamily 518 1,114
Total Residential 1,670 4,307
Source: City of Woodland; EPS; U.S. Census Bureau PUMS data; Solano County Assessor Prepared by EPS 5/5/2023 Z:\Shared\projects\SAC\162000\162061 Woodland specific Plan Area 1A\Models\162061 FP 5.3.23.xlsx 10

Woodland Research and Technology Park Public Facilities Financing Plan July 2023
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Policy and Financing Framework
Overview
This chapter provides an overview of the WRTP policy framework related to the Financing Plan. The Financing Plan must be prepared in accordance with the requirements of the WRTP Specific Plan document (Specific Plan), the DAs, and the Master Reimbursement Agreement. The purpose of each of these documents is described briefly below:
 Specific Plan. The Specific Plan establishes the land use plan and zoning regulations for development within the WRTP. The Specific Plan governs the development of the WRTP and requires completion of this Financing Plan to describe the financing strategy and mechanisms to fund the backbone infrastructure and public facilities needed for the WRTP development.  DAs. Each property owner is entering into a DA with the City that allows the property owner vested rights to develop their property in accordance with the terms and conditions of the Specific Plan. The DAs detail the specific requirements for the property owners to be allowed to develop, including requirements for the construction of certain backbone infrastructure and public facilities.
 Master Reimbursement Agreement. The Master Reimbursement Agreement is an agreement between all of the developers and the City that details the procedures and requirements for the developers to receive RTIF Program credits and reimbursements for the dedication of land and construction of backbone infrastructure and public facilities.

Financing Plan Requirements
As stated in the Specific Plan, “the Financing Plan will serve as a framework to guide and support the objectives of the Specific Plan.” This Financing Plan provides the estimated costs to construct identified public improvements needed to implement the Specific Plan and describes the proposed funding mechanisms to fund those costs.

The overall costs and funding sources in the Financing Plan have been estimated for the purpose of providing feasible financing strategies and mechanisms to construct the backbone infrastructure and public facilities required for WRTP development. The development, costs, and funding sources in this Financing Plan are based on the best information available at this time and may need to be updated as development progresses.

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The Specific Plan includes the following requirements for the Financing Plan:
 Describe the project and sequencing of needed infrastructure.  Provide a summary of the infrastructure and public facility requirements to serve future development within the Plan Area.
 Include infrastructure cost estimates by land use and by development phase per acre, and the estimated infrastructure cost at build-out of the Plan Area.  Include summarized costs for infrastructure and public facilities needed to serve the Specific Plan, including costs needed to serve the Plan Area at buildout.
 Review and include existing fees, taxes and assessments which may be applicable to new development in the Specific Plan.
 Present cost estimates for operating and maintaining the required infrastructure and for ongoing municipal services.
 Identify potential funding sources for both the construction of infrastructure and provision of municipal services.
 Present the overall cost burden by land use and by development area on a per acre basis.
 Provide recommended action steps for implementation of the infrastructure financing.

Financing Plan Goals
The elements of the Financing Plan must work together to provide the optimal balance of fees, private, and other financing to not overly burden undeveloped land, while assuring that necessary facilities are constructed when needed. The goals of the Financing Plan are summarized below:

1. Fully fund all facility and infrastructure improvements when the improvements are needed to serve the Project.

2. Use existing fee programs to the extent possible.

3. Identify new fee programs or increases in existing fee programs to the extent required.

4. Make use of “pay-as-you-go” mechanisms, while allowing for timely construction of public improvements.

5. Make appropriate use of private financing, existing fee programs, new fee programs, and credit/reimbursement agreements to fund improvements when needed.

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Backbone Infrastructure and Public
Facilities
This chapter summarizes the WRTP backbone infrastructure and public facilities (public improvements) that are required to serve the WRTP. The backbone infrastructure and public facilities consist of the improvements specifically required to serve the WRTP that are included in the WRTP Capital Improvement Program (CIP) prepared by Cunningham Engineering Corporation, as well as additional City, County, and school district public improvements toward which the WRTP must contribute. Table 4-1 summarizes public improvements and the WRTP estimated cost obligation for these improvements.

Appendix A contains a summary of the CIP. The additional public improvements not included in the CIP, such as citywide road improvements, schools, and libraries are generally located off-site and funded through existing development impact fee programs.

Backbone Infrastructure
As shown in Table 4-1, the WRTP has a backbone infrastructure cost obligation of approximately $156.9 million. The CIP contains an estimated $100.6 million of improvements. The WRTP will have an additional $56.2 million obligation for other Citywide backbone infrastructure. All costs are expressed in 2023 dollars. The following types of backbone infrastructure are included:
 Streets
 Storm Drainage
 Water
 Sewer
Streets
Map 4-1 displays the road circulation plan for the WRTP. The CIP includes an estimated $71.0 million in land acquisition, right of way and utilities, agricultural mitigation and habitat conservation plan (HCP), and construction costs for transportation improvements required to serve the WRTP. An additional $29.7 million in Citywide transportation improvements will be payable through the City Major Projects Financing Plan (MPFP) Fee Program.

Table 4-1
Woodland Research and Technology Park Financing Plan
Estimated Backbone Infrastructure and Public Facilities Costs (2023$) Item Total
WRTP
CIP
Other
Improvements
Backbone Infrastructure
Streets $100,727,322 $71,046,000 $29,681,322
Storm Drainage $20,841,000 $20,841,000 $0
Water $15,792,537 $5,228,000 $10,564,537
Sewer $19,547,446 $3,549,000 $15,998,446
Subtotal Backbone Infrastructure $156,908,304 $100,664,000 $56,244,304 Public Facilities
Parks and Open Space $44,413,170 $30,119,000 $14,294,170 Schools $13,452,711 $0 $13,452,711
Libraries $967,434 $0 $967,434
Fire $9,856,258 $0 $9,856,258
Police $2,720,698 $0 $2,720,698
General Government $3,329,707 $0 $3,329,707
Public Transit $471,196 $0 $471,196
Affordable Housing $7,782,340 $0 $7,782,340
Agricultural Mitigation $4,499,785 $0 $4,499,785
County Facilities $6,263,783 $0 $6,263,783
Habitat Conservation Plan $4,860,368 $0 $4,860,368
Total Public Facilities $98,617,450 $30,119,000 $68,498,450 Total $255,525,754 $130,783,000 $124,742,754
Source: Cunningham Engineering; City of Woodland; EPS.
[1] WRTP CIP Streets costs differ from costs on Table A-1 because this table includes a $1.45 million interchange contingency that is not included in the CIP costs shown in Table A-1.

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Map 4-1. Road Circulation Diagram

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The street improvements below are included in the CIP and described in the remainder of this section:
 County Road 25A
 Parkland Avenue
 Parkland Avenue Overcrossing
 Main Internal Roadways
 Road B
 Highway 113 and County Road 25A Interchange
County Road 25A
County Road 25A (CR 25A) will be the primary entryway to the WRTP. The RTIF Program includes construction of the section of CR 25A from Highway 113 on the west to Harry Lorenzo Avenue on the east. There will be a signalized intersection at Road B and CR 25A that will serve as the main entryway to the WRTP.

Parkland Avenue Overcrossing
The parkland avenue overcrossing over Highway 113 will connect the west side of Highway 113 to the future Parkland Avenue in the WRTP. It will provide access from the WRTP to other future City plan areas west of Highway 113.

Parkland Avenue
Parkland Avenue is the principal arterial street within the WRTP. The CIP includes funding for the extension of Parkland Avenue from Harry Lorenzo Avenue on the east side of the WRTP to the future Parkland Avenue Overcrossing on the west side of the WRTP.

Main Internal Roads
The CIP includes construction of the main internal streets. These streets are designed to connect different parts of the WRTP and provide access into and out of the project.

Road B
Road B is a minor arterial street that serves as the main north to south road linking different areas of the WRTP. All intersections on Road B will be signalized and include enhanced pavement, landscaping, and aesthetic features. Road B includes a mobility hub that will serve as a point of arrival or departure for employees and residents traveling to, from, and within the WRTP by different transportation modes.

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Harry Lorenzo Avenue – Half Section North
The CIP includes construction of the western half section of Harry Lorenzo Avenue from the northern WRTP boundary at Farmer’s Central Road to Parkland Avenue.

This improvement has been completed and included grading and erosion control, street work and concrete, and streetlights.

Highway 113 and County Road 25A Interchange (Double Roundabout Option) Interchange improvements at Highway 113 and CR 25A include ramp improvements and the construction of roundabouts on both the east and west sides of the interchange.

Storm Drainage
Map 4-2 displays the planned storm drainage system plan for the WRTP. The CIP includes a total of $20.8 million in land acquisition, agricultural mitigation and HCP, and construction costs for on-site and off-site storm drainage improvements.

On-site improvements consist of a system of collection and conveyance facilities located in and adjacent to collector and arterial streets and in greenbelt corridors.

Off-site improvements consist of upgrades to the recently constructed South Regional Pump Station.

The WRTP does not have an obligation for any additional storm drainage improvements outside of those in the CIP.

Water
Map 4-3 displays the proposed water distribution system for the WRTP, and Map 4-4 shows the proposed recycled water distribution system. The CIP includes a total of $5.2 million in construction costs for water improvements, including recycled water improvements. Water facilities consist of the pipelines needed to connect to existing transmission mains and distribute water throughout the WRTP. The water pipelines will be located within the right-of-way of public streets, and the recycled water pipelines will be located within the right-of-way of public streets and greenways.

An additional $10.6 million in Citywide water improvements will be payable through the City MPFP Fee Program.

Sewer
Map 4-5 displays the proposed wastewater system for the WRTP. The CIP includes a total of $3.5 million in construction costs for on-site and off-site sewer improvements. On-site improvements consist of a system of collection and conveyance facilities located in and adjacent to internal streets. Off-site improvements include upgrades to the existing SLSP pump station.

Map 4-2. Proposed Drainage and Stormwater System

Map 4-3. Proposed Water Distribution System

Map 4-4. Proposed Recycled Water
Distribution System

Map 4-5. Proposed Wastewater System

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An additional $16.0 million in Citywide sewer improvements will be payable through the City MPFP Fee Program.

Public Facilities
As shown in Table 4-1, the WRTP has a public facilities cost obligation of approximately $98.6 million. The WRTP CIP contains an estimated $30.1 million of parks and open space. The WRTP will have an additional $68.5 million obligation for other City, County, and school district improvements. All costs are expressed in 2023 dollars. The following types of public facilities will be required to serve the WRTP:
 Parks and Open Space
 Schools
 Libraries
 Fire
 Police
 General Government
 Public Transit
 Affordable Housing
 Agricultural Mitigation
 County Facilities
 Habitat
Parks and Open Space
Map 4-6 shows the proposed parks and open space sites in the WRTP. The CIP includes a total of $30.1 million in land acquisition, agricultural mitigation and HCP, and construction costs for parks and open space. The planned parks and open space system includes parks, open space, and green belts throughout the WRTP. The land use plan includes an 11.6-acre neighborhood park to serve the WRTP and 6 acres of open space and greenbelts.

An additional $14.3 million in Citywide parks and recreation improvements will be payable through the City MPFP Fee Program.

Schools
Map 4-7 shows a possible WRTP school site. It is currently undecided if a school will be constructed in the WRTP. However, land has been zoned and reserved for a 12-acre school campus if the Woodland Joint Unified School District (WJUSD) determines that there is a need for a school in the plan area. Public school students from the WRTP may be served by existing or new schools in neighboring areas of Woodland. The CIP does not contain any school costs, as schools will be constructed by the WJUSD.

Map 4-6. Proposed Parks/Open Space Sites

Map 4-7. Possible School Site

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The WRTP is anticipated to contribute an estimated $13.5 million to school construction costs through the payment of WJUSD school development fees.

Libraries
New or expanded library facilities may be needed to serve the residents of the WRTP, but a library is not planned in the WRTP. The residents of the WRTP will be served by the existing public library in the City or by potential new facilities. The CIP does not contain any library costs, as required new library facilities will be constructed by the City. The WRTP will contribute an estimated $1.0 million to library improvement costs through the payment of City MPFP fees.

Fire
Fire facilities will be needed to serve the residents of the WRTP, but a fire station is not planned in the WRTP. The City plans to relocate the existing Fire Station Three from its current location two miles north of the WRTP to a site one-half mile north of the WRTP, so that this station can provide service with the required response times to the WRTP. The CIP does not contain fire facility costs, as required new fire facilities will be constructed by the City. The WRTP will contribute an estimated $9.9 million to fire facilities and equipment costs through the payment of City MPFP fees.

Police
Expanded police facilities and equipment will be needed to provide adequate law enforcement services to the residents of the WRTP, but a police station is not planned in the WRTP. The Woodland Police Department plans to add additional police officers to serve the new City residents, resulting in the need for additional equipment and vehicles. However, the City has determined that its existing police station is sufficiently sized to provide required police service levels through buildout of the WRTP. The CIP does not include police improvement costs, as the City will acquire the required new equipment and vehicles and make any facility improvements. The WRTP will contribute an estimated $2.7 million to police improvement costs through the payment of City MPFP fees.

General Government Facilities
Improvements to general government facilities, such as City Hall and other City buildings may be needed to serve the new residents and employees of the WRTP.

The CIP does not include general government facilities costs, as any required improvements will be constructed by the City. The WRTP will contribute an estimated $3.3 million to general government facilities costs through the payment of City MPFP fees.

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Public Transit
A public transit system will be needed to serve the new residents and employees of the WRTP. Transit improvement costs for the mobility hub are included with the Streets costs (see prior discussion in Road B section). The City may require additional start-up capital investment for vehicles and operations and maintenance costs. The City has established a Public Transit fee to fund these additional costs. The WRTP will contribute an estimated $471,000 to transit improvements through the payment of the City Public Transit Fee.

Affordable Housing
As stated in the WRTP Affordable Housing Plan, ten percent of all units developed in the WRTP shall be made available to low income residents, as defined in the City’s Affordable Housing Ordinance. The developers may pay in-lieu fees established for WRTP market rate residential development to satisfy the affordable housing obligation. In addition, five acres of land shall be dedicated in the plan area for the construction of at least 160 low-income housing units. The WRTP will contribute to the construction of affordable housing through a combination of affordable housing in-lieu fees and land dedication.

Agricultural Mitigation
Development of the WRTP will result in the loss of agricultural land. The City of Woodland and Yolo County have implemented agricultural land conservation policies and mitigation programs to permanently protect agricultural land in Yolo County. The adopted conservation and mitigation programs allow for the recordation of agricultural conservation easements and/or payment of an in-lieu mitigation fee at a ratio of 1 to 3 acres of agricultural land for each acre of development (i.e. loss of prime agricultural land). The WRTP will contribute toward establishing agricultural conversation easements in Yolo County through payment of City and County agricultural land mitigation fees and/or the recordation of easements.

County Facilities
New or expanded County facilities will be needed to provide services to the residents and employees of the WRTP. The County has a County Facilities and Services Authorization development impact fee program to fund the construction of County facilities. The WRTP is estimated to contribute an estimated $6.3 million toward County facilities construction through the payment of the County FSA fees.

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Habitat
Development of the WRTP will result in the loss of plant and wildlife habitats. The WRTP is within the Yolo Habitat Conservation Plan/Natural Community Conservation Plan (HCP/NCCP) coverage area, which encompasses the whole of Yolo County. The HCP/NCCP was adopted in 2018 to mitigate the impacts of development on habitats within Yolo County. A fee program is established under the HCP/NCCP to mitigate for the loss of land cover types, covered species habitat, and other biological values on a per acre basis. The WRTP is estimated to contribute $4.9 million in development-based fees to fund mitigation that will offset those losses listed above.

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Financing Strategy and Funding
Sources
Overview
The backbone infrastructure and public facilities required to serve development in the WRTP will be funded using a combination of public and private funding sources. Table 5-1 summarizes the estimated costs and anticipated funding sources for the WRTP backbone infrastructure and public facilities. The funding sources and amounts are shown separately for improvements included in the WRTP CIP and other improvements funded through existing development impact fee programs. The funding for each of these types of improvements is discussed in the remainder of this chapter.

WRTP CIP Improvements
Developers will construct and privately finance the construction costs for most of the WRTP backbone infrastructure and public facilities included in the WRTP CIP.

Specific requirements for developer construction of backbone infrastructure and public facilities will be identified in tentative map conditions and DA requirements.

The developers will be required to submit an Infrastructure Phasing Plan to the City with the submission of the first tentative map for the property to be developed. The Infrastructure Phasing Plan will include the required infrastructure that the developer must construct.

For developer constructed improvements that are included in the proposed WRTP Infrastructure Fee Program (RTIF Program) the developer may receive credits or reimbursements from the proposed RTIF Program, subject to the credit and reimbursement requirements in the DA and the Master Reimbursement Agreement.

Some of the CIP improvements are not included in the RTIF Program and either will be constructed and privately funded by developers or will be constructed by the City. The Spring Lake Specific Plan area (SLSP) and future specific plan areas 1B and 1C (SP-1B and SP-1C) will contribute to the funding of some of the street improvements.

Additionally, the financing strategy includes formation of one or more landsecured bond financing districts (e.g., Mello-Roos CFD or Assessment District), which may be used to fund a portion of the total backbone infrastructure and public facilities needed at the outset of development.

Table 5-1
Woodland Research and Technology Park Financing PlanEstimated Sources and Uses of Funding (2023$)Item Total RTIF
Program Developer City SP-1B/1C SLSP Other Subtotal
City
MPFP Fees
Other
City Fees WJUSD County Subtotal
Backbone Infrastructure
Streets [1] $100,727,322 $48,702,000 $9,377,000 $3,428,000 $6,524,000 $3,015,000 - $71,046,000 $29,681,322 - - - $29,681,322 Storm Drainage $20,841,000 $11,338,000 $2,012,000 - - - $7,491,000 $20,841,000 - - - - - Water $15,792,537 $4,343,000 $375,000 $510,000 - - - $5,228,000 $10,564,537 - - - $10,564,537 Sewer $19,547,446 $1,879,000 $1,131,000 $539,000 - - - $3,549,000 $15,998,446 - - - $15,998,446 Subtotal Backbone Infrastructure $156,908,304 $66,262,000 $12,895,000 $4,477,000 $6,524,000 $3,015,000 $7,491,000 $100,664,000 $56,244,304 - - - $56,244,304 Public Facilities
Parks and Open Space $44,413,170 $28,946,000 - - - $1,173,000 - $30,119,000 $14,294,170 - $14,294,170 Schools $13,452,711 - - - - - - - - - $13,452,711 $13,452,711Libraries $967,434 - - - - - - - $967,434 - - - $967,434 Fire $9,856,258 - - - - - - - $9,856,258 - - - $9,856,258Police $2,720,698 - - - - - - - $2,720,698 - - - $2,720,698 General Government $3,329,707 - - - - - - - $3,329,707 - - - $3,329,707 Public Transit $471,196 - - - - - - - - $471,196 - - $471,196Affordable Housing $7,782,340 - - - - - - - - $7,782,340 - - $7,782,340Agricultural Mitigation $4,499,785 - - - - - - - - $4,499,785 - - $4,499,785County Facilities $6,263,783 - - - - - - - - - - $6,263,783 $6,263,783 Habitat Conservation Plan $4,860,368 - - - - - - - - - - $4,860,368 $4,860,368 Total Public Facilities $98,617,450 $28,946,000 - - - $1,173,000 - $30,119,000 $31,168,267 $12,753,321 $13,452,711 $11,124,150 $68,498,450 Total $255,525,754 $95,208,000 $12,895,000 $4,477,000 $6,524,000 $4,188,000 $7,491,000 $130,783,000 $87,412,572 $12,753,321 $13,452,711 $11,124,150 $124,742,754 Source: Cunningham Engineering; City of Woodland; EPS.[1] WRTP CIP Streets costs differ from costs on Table A-1 because this table includes a $1.45 million interchange contingency that is not included in the CIP costs shown in Table A-1.

WRTP CIP Existing Fee Programs
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Existing Fee Programs
The WRTP will have an obligation to contribute to construction of other backbone infrastructure and public facilities not included in the CIP. For these public improvements, the developers will pay applicable City, County and WJUSD development impact fees.

Detailed Sources of Funding
The following sections detail the currently available sources identified to fund WRTP Facilities:
 RTIF Program
 Existing City and Other Agency Fee Programs
 Other Funding Sources
As shown in Table 5-1, approximately $95.2 million will be funded through the proposed RTIF Program, approximately $124.7 million will be funded by the existing fee programs, and approximately $35.6 million will be funded from other funding sources.

RTIF Program
Detailed further in Chapter 6, the proposed RTIF Program will help fund those backbone infrastructure and public facilities costs that are not funded by existing fee programs or other funding sources identified in the sections to follow.

Facilities included in the RTIF Program include those facilities with plan-wide benefits (i.e., serve multiple individual subdivisions), the costs of which should be distributed among RTIF land uses and ownership interests.

The RTIF Program will be a City-implemented, plan area-specific development fee program applicable only to new RTIF development. The RTIF Program will fund the following types of improvements:
 Streets
 Storm Drainage
 Water
 Sewer
 Parks and Open Space
The estimated buildout fee revenue generated by the RTIF Program is detailed in Appendix B.

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Existing City and Other Agency Fee Programs
The WRTP will be subject to all applicable City and other agency development impact fees in place at the time of acceptance of the building permit application.

The WRTP will contribute to the construction of City, County, and regional backbone infrastructure and public facilities through payment of existing development impact fees. The existing fee programs in which the WRTP will participate are summarized below and were further detailed in the previous chapter:
 City MPFP Fee Program (Streets, Water, Sewer, Parks, Fire, Police, General Government)
 City Transit Fee Program
 City Affordable Housing Fee Program
 City Agricultural Mitigation Fee Program
 Yolo County Facilities and Services Authorization Fee Program The estimated WRTP buildout fee revenue generated by these fee programs is summarized in Table 5-1 and detailed in Appendix B.

Other Funding Sources
Other funding sources anticipated to fund a portion of required backbone infrastructure and public facilities are summarized below.

Other Development Projects
Other plan areas will participate in funding facilities for which they have a shared benefit with the WRTP. Specifically, future plan areas SP-1B and SP-1C will have a funding share for construction of the Parkland Avenue overcrossing, and the SLSP will have a funding share for the Highway 113/County Road 25A interchange.

Private Developers
Certain facilities will be the responsibility of individual project developers to fund.

The WRTP developers will be responsible for funding a portion of the streets, storm drainage, water, and sewer costs associated with the main internal roads and Road B.

City
The City will contribute to the funding of several projects. Specifically, the City will help fund the Highway 113/County Road 25A interchange with MPFP funding and the existing sewer lift station upgrades with sewer enterprise funding and will fully fund the water system for the parks and open space.

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Other
Offsite storm drainage improvements will benefit the WRTP and other areas of the City. The RTIF Program includes some funding for these improvements, but the source of the remaining required funding (approximately $7.5 million) has not been decided. It is anticipated that a portion of the funding will come from citywide development fees.

Land-Secured Financin g
This Financing Plan includes the potential use of land-secured financing for a portion of the backbone infrastructure and public facilities costs. Although this Financing Plan identifies sources of funding for all the included backbone infrastructure and public facilities, major facility oversizing and substantial upfront capital outlays may be required for certain projects. Land-secured financing, in the form of either a Mello-Roos CFD or an Assessment District, may be used to provide debt financing for some of these oversized Facilities:
 Mello-Roos CFD. The Mello-Roos Community Facilities Act of 1982 enables public agencies to form CFDs and levy a special tax on property owners in those CFDs. These special taxes may be used to pay debt service on CFD bonds or to finance public improvements directly on a pay-as-you-go (PAYGO) basis.
 Assessment Districts. California statutes give local governments the authority to levy several special assessments for specific public improvements such as streets, storm drains, sewers, streetlights, curbs, gutters, and sidewalks. The agency creates a special Assessment District that defines both the area to benefit from the improvements and the properties that will pay for the improvements.

A CFD is the most likely form of land-secured financing to be used to mitigate upfront costs of construction or acquisition of backbone infrastructure and public facilities in the Project, and it is anticipated that Project developers may request that the City form a CFD on all or a portion of the Project.

The proceeds from a CFD bond sale can be used for direct funding of improvements, to acquire facilities constructed by the developer, to reimburse developers for advance-funding improvements, or to pay certain development fees. The annual special tax can be used toward bond debt service or to build or reimburse for infrastructure as needed. The proceeds of the Mello-Roos special tax can be used for direct funding of facilities or to service bond debt.

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Tables 5-2 and 5-3 show a preliminary estimate of the Mello-Roos CFD bonding capacity of the Project, based on assumptions regarding tax rates, reserve fund requirements, and interest rates. Based on current assumptions, which are estimates for purposes of example in this document, the Project is estimated to have capacity to bond for approximately $86.4 million, of which $71.4 million could be available to fund Project infrastructure costs. Actual tax rates and related bond capacity will be established at the time of formation of the CFD. Table 5-4 shows an overall estimated value to lien ratio of 20:1 at buildout.

CFD Boundaries and Improvement Areas
The City anticipates one or more property owners may wish to use land-secured financing to help fund a portion of WRTP infrastructure and public facility costs. In anticipation of these requests, this Financing Plan sets forth City preferences regarding future infrastructure CFD formations in the WRTP. A current trend for land-secured infrastructure financing for larger master-planned projects is to include phases of development (or even sub-phases) as Improvement Areas either on a stand-alone basis or within one “project-wide CFD.” The City has indicated a preference for one project-wide CFD that could accommodate a number of separate Improvement Areas within that project-wide CFD. The way this structure is anticipated for WRTP is that an initial phase of the Project will be included in the formation of the projectwide CFD, as Improvement Area No. 1, with remaining phases identified in the formation documents and CFD boundary maps as a “future annexation area.”
Under the Mello-Roos Act, each Improvement Area is its own geographical area which can be stand-alone or more typically within the framework of a larger, project-wide CFD that will serve as the umbrella CFD for the Project. What this means is that special taxes imposed within each Improvement Area will be the sole source of repayment for debt service for CFD Bonds issued under the authorization for that Improvement Area. Parcels and landowners in other Improvement Areas of the CFD will not be obligated to bond repayment obligations of other Improvement Areas. This CFD bond structure is favored by bond underwriters and investors and is commonly used throughout the state.

Under the proposed structure, Improvement Area No. 1 would be the initial Improvement Area under a projectwide WRTP CFD. Future areas desiring to use land secured financing may elect to annex into the existing Improvement Area No. 1 or may elect to form a new Improvement Area No. 2. The City retains discretion regarding whether to permit annexations into prior Improvement Areas.

One important consideration for City policymakers is whether the proposed annexation might lengthen the duration of the special tax levy for the initial property owners within the initial Improvement Area.

Table 5-2
Woodland Research and Technology Park Financing Plan
Estimated Bond Sizing (2023$)
Estimated
Item Assumption Bond Sizing
Maximum Special Taxes Available for Debt Service
Estimated Annual Maximum Special Taxes [1] $6,337,090
Less Estimated Administration Costs 4.00% ($254,000)
Less Delinquency Coverage 10.00% ($634,000)
Adjustment for Rounding $910
Estimated Gross Debt Service (Rounded) $5,450,000
Total Bond Size
Total Bond Size without Tax Escalation $75,019,000
Adjustment for Rounding $81,000
Total Bond Size (Rounded) $75,100,000
Increase for Annual Escalation [2] 15% $11,265,000
Total Bond Size (Rounded) $86,365,000
Estimated Bond Proceeds
Total Bond Size (Rounded) $86,365,000
Less Capitalized Interest 12 months ($5,182,000)
Less Bond Reserve Fund 1-yr. debt service ($5,450,000)
Less Issuance Cost 5.00% ($4,318,000)
Estimated Bond Proceeds $71,415,000
Assumptions [3]
Interest Rate 6.00%
Term 30 years
Annual Escalation 2%
Source: City of Woodland; EPS.
[1] See Table 5-3.
bond size by approximately 15% to 20%. This estimate uses 15% to be conservative. [3] Estimated bond sizing based on conservative assumptions. The interest rate will be determined at the time of the bond sale. This analysis is based on an assumed bond term of 30 years.
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Table 5-3
Woodland Research and Technology Park Financing PlanEstimated Bond Proceeds (2023$) Prelim.

Units/ Max. Special
Item Acres Tax Rate Amount % of Total Amount Per Unit/Acre Amount Per Unit/Acre Formula A B C = A *B D = C / Total E= D x total bond F = E / A G = D x bond H = G / A Max Tax proceeds
Residential units per unit per unit per unit
Low Density 628 $3,700 $2,323,600 37% $31,667,171 $50,425 $26,185,504 $41,697Medium Density 524 $3,200 $1,676,800 26% $22,852,261 $43,611 $18,896,476 $36,062High Density 518 $2,000 $1,036,000 16% $14,119,121 $27,257 $11,675,065 $22,539Subtotal Residential Land Uses 1,670 $5,036,400 79% $68,638,553 $56,757,046 Nonresidential per acre per acre
Village Center/Community Commercial 16.43 $10,000 $164,260 3% $2,238,617 $136,285 $1,851,106 $112,694Business Park 113.64 $10,000 $1,136,430 18% $15,487,831 $136,285 $12,806,848 $112,694Subtotal Nonresidential 130.07 $1,300,690 21% $17,726,447 $14,657,954 $112,694 Total [2] $6,337,090 100.00% $86,365,000 $71,415,000Source: City of Woodland; EPS.[1] Assumes special taxes are escalated 2.0% annually for 30 years, which increases total Bond Size by approximately 20%. [2] See Table 5-2 for total bond size and total bond proceeds.

Maximum Special Tax Bond Size [1] Bond Proceeds
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Table 5-4
Woodland Research and Technology Park Financing PlanProject Buildout Value-to-Lien Ratio (2023$)Item Low
Density
Medium
Density
High
Density
Village Center/
Com. Commercial
Business
Park Total
Estimated Project Buildout Value
Dwelling Units / Building Square Feet 628 524 518 310,948 1,980,115Sales Price per Unit/Square Foot $675,000 $550,000 $375,000 $350 $350Total Project Buildout Value $423,900,000 $288,200,000 $194,250,000 $108,831,800 $693,040,250 $1,708,222,050 Estimated Bond Size $86,365,000Estimated Buildout Value-to-Lien Ratio 20:1Source: City of Woodland; EPS.

Residential Commercial
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Finally, although this Financing Plan includes placeholder special tax estimates for nonresidential land uses, for purposes of stimulating economic development and encouraging nonresidential development in the Project, the City may wish to exclude nonresidential development from the CFD or not have nonresidential development annex into the CFD. This Financing Plan is identifying this City preference and does not preclude inclusion or exclusion of nonresidential property from the proposed infrastructure CFD.

Phasing and the Financing Strategy
Phasing of public facility construction is an important component of the overall financing strategy. The ability to sequence public facilities will depend on the type of facility and the pace of new development. When possible, construction of public facilities will be sequenced over time as needed to serve new development. The sequencing of public facility costs will help ensure that adequate monies are available from the various financing sources to fund the public facility improvements.

Completion of backbone infrastructure and other public facilities will be phased to serve logical increments of development, based on the demand for such facilities as the WRTP builds out. The timing and amount of development in each increment will depend on many factors, such as market demand. In the normal course of the development approval process, the City will condition the WRTP’s tentative maps with backbone infrastructure and other public facility requirements.

The Financing Plan is designed to be flexible enough to accommodate faster or slower growth of WRTP development in response to the market for housing and nonresidential development.

The developers of the WRTP will be responsible for advance funding and constructing all of the backbone infrastructure and public facilities needed to serve the WRTP, unless the City and WRTP proponents agree otherwise to City construction of specific improvements. Subject to the City’s fee credit and reimbursement policies and the terms of the Master Reimbursement Agreement entered into by the City and all landowners/developers, some or all of this private funding will be reimbursed to the landowners/developers over time as the City is able to issue public debt through the CFD, issue credits due for landowner/developer proportionate share of fees and collect fees from other developers that will provide reimbursements. The timeframe for reimbursement is unknown and could be a considerable period of time depending on market conditions and the actual absorption of the development projects. There is no guarantee the initial developers will be fully reimbursed for the costs to oversize facilities for later development projects.

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Woodland Research and Technology
Park Plan-Area Fee Program
This Financing Plan proposes adoption of a new plan area development impact fee program, the Woodland Research and Technology Park Infrastructure Fee Program (RTIF Program), that will fund the backbone infrastructure and public facilities needed to serve the WRTP. The proposed RTIF Program is designed to fund construction of backbone infrastructure and public facilities necessary to accommodate new residents and employees generated by WRTP development after taking into consideration a variety of other funding sources for the improvements. The costs to be funded through the RTIF Program were detailed in Chapter 4.

The Draft WRTP Nexus Study was prepared to establish the RTIF Program and the legally required nexus findings for the City to implement the RTIF Program and to set the initial development impact fees (RTIF or fees). The Nexus Study also details key components of the implementation and administration of the proposed RTIF Program. The RTIF Program may be updated periodically to reflect changes in land uses, facilities requirements, improvement costs, and other fee program information over time.

The key features of the RTIF program are summarized in this chapter.

RTIF Program Overview
The RTIF Program will be a City-implemented plan-area-specific development impact fee program applicable only to WRTP land uses. It will be used as a mechanism to fund backbone infrastructure and public facilities needed to serve the projected new residents and employees that are not funded by other sources.

The RTIF Program will contain the following fee components:
 Streets
 Parks
 Storm Drainage
 Water
 Sewer
 Administration

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Table 6-1 summarizes the proposed RTIF by residential and commercial land use for each of the fee components. For each land use, the administration component fee is calculated as four percent of the sum of all other fees and will fund administration of the RTIF Program. All RTIF components will be charged and collected per residential dwelling unit or commercial acre and are consistent with the requirements of California Assembly Bill (AB) 1600 legislation, as codified by the Mitigation Fee Act (California Government Code sections 66000 et. seq.).

While the commercial fee categories (Village Commercial/Community Commercial and Business Park) are the same for all RTIF components, there are different residential fee categories for different fee components to address provisions of California Assembly Bill 602 (AB 602), enacted in 2021. AB 602 modified the Mitigation Fee Act and stipulates that a jurisdiction must calculate residential fees proportionately to the square footage of the dwelling units, with the exception of water and sewer fees and any other fees for which specific findings can be made as to why the fees should not be enacted on a square foot basis.

In response to the provisions of AB 602, some of the RTIF components must have fees that differ by dwelling unit size while other components do not need to have different fees for different unit sizes. The proposed residential fee land uses for all fee components are summarized below:

Streets and Parks Residential Fee Components
 Single Family <1,000 sq. ft.
 Single Family 1,000 – 1,999 sq. ft.
 Single Family 2,000 – 2,999 sq. ft.
 Single Family >2,999 sq. ft.
 Multifamily <1,000 sq. ft.
 Multifamily ≥1,000 sq. ft.

Storm Drainage, Water, and Sewer Residential Fee Components  Low Density
 Medium Density
 High Density
The proposed fees are based on the best land use information, backbone infrastructure and public facilities costs estimates, funding source information, and administrative cost estimates available at this time. The land uses, cost estimates, and funding sources are detailed in prior chapters of this report and are also included in the Nexus Study.