HomeMy WebLinkAbout11A - 2ND READ ORD - HARBOR CORRIDORREQUEST FOR
COUNCIL ACTION
CITY COUNCIL MEETING DATE:
NOVEMER18, 2014
TITLE:
ORDINANCE SECOND READING: ZONING
ORDINANCE AMENDMENT NO. 2014 -01 &
AMENDMENT APPLICATION NO. 2014 -01
FOR THE HARBOR MIXED USE TRANSIT
CORRIDOR SPECIFIC PLAN - (STRATEGIC
PLAN NO 5, 1)
CITY MANAGER
RECOMMENDED ACTION
Place ordinances on second reading and adopt.
DISCUSSION
CLERK OF COUNCIL USE ONLY:
APPROVED
❑ As Recommended
❑ As Amended
• Ordinance on 1 s` Reading
• Ordinance on 2nd Reading
❑ Implementing Resolution
❑ Set Public Hearing For
CONTINUED TO
FILE NUMBER
On October 21, 2014, the City Council introduced first reading and authorized publication of titles
for the following Ordinances by a vote of 7 -0:
ORDINANCE NO. NS -2871 - AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF
SANTA ANA AMENDING SPECIFIC PLAN NO. 2 OF THE SANTA ANA MUNICIPAL CODE
(SP -2) AND ADOPTING THE HARBOR MIXED USE TRANSIT CORRIDOR SPECIFIC PLAN
(ZOA NO. 2014 -01)
ORDINANCE NO. NS -2872 - AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF
SANTA ANA ADDING CERTAIN PROPERTIES TO THE HARBOR MIXED USE TRANSIT
CORRIDOR SPECIFIC PLAN (SP -2) BOUNDARIES; AND, REMOVING CERTAIN
PROPERTIES FROM THE SP -2 ZONING DESIGNATION AND CHANGING THE ZONING
FOR THOSE REMOVED PROPERTIES (AA NO. 2014 -01)
STRATEGIC PLAN
Approval of this agreement allows the City to meet Goal #5. Community Health, Livability,
Engagement & Sustainability, Priority #1, Establish a comprehensive community engagement
initiative to expand access to information and create opportunities for stakeholders to play an
active role in discussing public policy and setting priorities.
11 A -1
ORDINANCE SECOND READING
November 18, 2014
Page 2
FISCAL IMPACT
There is no fiscal impact associated with this action.
Maria D. Huizar,
Clerk of the Council
ATTACHMENT: Ordinance No. NS -2871 and NS -2872
11 A -2
ROM - 10/21/14
ORDINANCE NO. NS -XXX
AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF
SANTA ANA AMENDING SPECIFIC PLAN NO. 2 OF THE
SANTA ANA MUNICIPAL CODE (SP -2) AND ADOPTING
THE HARBOR MIXED USE TRANSIT CORRIDOR SPECIFIC
PLAN (ZOA 2014 -01)
THE CITY COUNCIL OF THE CITY OF SANTA ANA DOES ORDAIN AS
FOLLOWS:
Section 1. The City Council of the City of Santa Ana hereby finds, determines
and declares as follows:
A. The changes to the zoning code are to facilitate the implementation of the
Harbor Mixed Use Transit Corridor Specific Plan through the amendment
of the existing North Harbor Boulevard Specific Plan (SP -2). The changes
include a revision to the existing SP -2 boundaries, and includes a Land
Use Plan, Development Standards, a Mobility Plan and Design
Guidelines.
B. On August 25, 2014, the Planning Commission held a duly noticed public
hearing and voted to recommend that the City Council:
1. Adopt a resolution certifying the Final Environmental Impact Report
No. 2014 -01, to approve the mitigation monitoring program, findings
of fact, and statement of overriding considerations for the Harbor
Mixed Use Transit Corridor Specific Plan.
2. Adopt a resolution approving General Plan Amendment No. 2014-
02.
1 Adopt an ordinance approving Zoning Ordinance Amendment No.
2014 -01.
4. Adopt an ordinance approving Amendment Application No. 2014-
01.
C. The Planning Commission also recommended that the design of bicycle and
pedestrian travelways be given additional consideration. Thus, the street
cross - section designs were removed from the Plan and replaced with
illustrative conceptual images, and text added that final design of the street
cross - section will be determined during the process of the Public Realm
Improvement Implementation Program. Other minor modifications to the
Plan included the clarification of definitions for housing types, required bike
parking, and the enhanced design of parking structures facing Harbor
Boulevard.
Ordinance No. NS -xxx
Page 1 of 5
11 A -3
D. The City Council of the City of Santa Ana held a duly noticed public hearing
on the above said actions for the Harbor Mixed Use Transit Corridor Specific
Plan (SP -2) on September 16, 2014. At that meeting, the City Council
continued the matter to October 7, 2014, so that the plan could be revised to
reflect the City Council's new policy decisions. The October 7, 2014 City
Council meeting was postponed, and all matters were continued to the next
meeting. On October 21, 2014, the City Council resumed the public hearing,
and at that time considered all testimony, written and oral.
E. Zoning Ordinance Amendment No. 2014 -01 has been filed with the City of
Santa Ana to adopt the Harbor Mixed Use Transit Corridor Specific Plan,
which allows for mixed -use development with an emphasis on residential
and commercial use that would allow development to occur per the following
zone designations: Transit Node (TN) District (North and South); Corridor
(CDR) District; Neighborhood Transitional (NT) District; and, Open Space
(OS) District. Other highlights of the Harbor Corridor Plan standards include
the concept of reduced onsite parking requirement near transit hubs, and
design features that promote pedestrian and bicycle friendly environments.
Finally, the code establishes detailed development standards for building
and parking location, building massing and open space, and regulates other
architectural standards, such as a building's connectivity to the street, that
translate into increased quality of life for the building occupants and the
community.
F. Approval of Zoning Ordinance Amendment No. 2014 -01 supports the City's
efforts to meet Goal #3 Economic Development, Objective #2 Create new
opportunities for business /job growth and encourage private development
through new General Plan and Zoning Ordinance policies), Goal #5
Community Health, Livability, Engagement and Sustainability, Objective 43
(Facilitate diverse housing opportunities and support efforts to preserve and
improve the livability of Santa Ana neighborhoods) and Objective #4
(Support neighborhood vitality and livability).
G. The City Council also adopts as findings all facts presented in the Request
for Council Action dated September 16, 2014, and the Request for Council
Action dated October 7, 2014, accompanying this matter.
H. For these reasons, and each of them, Zoning Ordinance Amendment No.
2014 -01 is hereby found and determined to be consistent with the General
Plan of the City of Santa Ana and otherwise justified by the public necessity,
convenience, and general welfare.
L At the duly noticed public hearing held on October 21, 2014, the City
Council, by resolution, certified that Final Environmental Impact Report No.
2014 -01, prepared for the proposed Harbor Mixed Use Transit Corridor
Specific Plan (SP -2), was completed in compliance with the California
Environmental Quality Act (CEQA) (Public Resources Code § 21000 et
seq.), was presented to the City Council for review and consideration, and
Ordinance No. NS -xxx
Page 2 of 5
11 A -4
reflects the City of Santa Ana's independent judgment and analysis; and,
approved the Mitigation Monitoring Program, CEQA Findings of Fact and
Statement of Overriding Considerations. At the October 21, 2014, meeting,
the City Council also adopted a resolution amending the City's general plan
(GPA No. 2014 -02), and adopted an ordinance approving amendments to
various zoning designations (AA No. 2014 -01). This ordinance incorporates
by reference, as though fully set forth herein, the ordinance, resolutions and
the Final Environmental Impact Report, Mitigation Monitoring Program,
CEQA Findings of Fact and Statement of Overriding Considerations, and all
of their respective findings and conclusions in support of this ordinance.
Section 2. Specific Plan No. 2 (SP -2) is hereby amended as set for in Exhibit "A"
attached hereto and incorporated as though fully set forth herein (ZOA 2014 -01).
Section 3. This Ordinance shall not be effective unless and until Resolution
No. 2014 -xxx, Resolution No. 2014 -xxx, and Ordinance No. 2014 -xxx become effective.
If said Resolutions and Ordinance are for any reason held to be invalid or
unconstitutional by the decision of any court of competent jurisdiction, or otherwise do
not go into effect for any reason, this is Ordinance shall be null and void and have no
further force and effect.
Section 4. If any section, subsection, sentence, clause, phrase or portion of
this ordinance is for any reason held to be invalid or unconstitutional by the decision of
any court of competent jurisdiction, such decision shall not affect the validity of the
remaining portions of this ordinance. The City Council of the City of Santa Ana hereby
declares that it would have adopted this ordinance and each section, subsection,
sentence, clause, phrase or portion thereof irrespective of the fact that any one or more
sections, subsections, sentences, clauses, phrases, or portions be declared invalid or
unconstitutional.
ADOPTED this day of 2014
APPROVED AS TO FORM:
Sonia P - grvaWio, City Attorney
City
Miguel A. Pulido
Mayor
11 A -5
Ordinance No. NS -xxx
Page 3 of 5
AYES: Councilmembers
NOES: Councilmembers
ABSTAIN: Councilmembers
NOT PRESENT: Councilmembers
CERTIFICATE OF ATTESTATION AND ORIGINALITY
I, MARIA D. HUIZAR, Clerk of the Council, do hereby attest to and certify that the
attached Ordinance No. NS -XXX to be the original ordinance adopted by the City
Council of the City of Santa Ana on , and that said ordinance was
published in accordance with the Charter of the City of Santa Ana.
Date:
Ordinance No. NS -xxx
Page 4 of 5
Clerk of the Council
City of Santa Ana
11 A -6
Exhibit "A"
Ordinance No. NS -xxx
Page 5 of 5
11 A -7
,�peciTic Tian
OCTOBER 2014
w?`
City of
Santa Ana
EXHIBIT A
11 A -8
11 A -9
Harbor Mixed Use Transit Corridor Plan
PREPARED FOR:
City of Santa Ana
20 Civic Center Plaza
Santa Ana, CA 92701 -4076
(714) 667 -2700
City Council
Miguel Pulido, Mayor
Sal Tnajero, Mayor Pro Tem
Angela Amezcua, Councilmember
David Benavides, Councilmember
Michele Martinez, Councilmember
Roman Reyna, Councilmember
Vincent Sanmento, Councilmember
City Staff
David Cavazos, City Manager
Karen Haluza, uce, Acting Executive Director, Planning & Building
Agency and Planning Manager
Sergio Klotz, Neer, Principal Planner
Melanie McCann, wce, Associate Planner
Special Thanks
City of Santa Ana Development Review Committee
October 2014
PREPARED BY:
PlaceWorks
3 MacArthur Place
Santa Ana, CA 92707
(714) 966 -9220
Contact: Colin Drukker, Project Manager
IBI Group
18401 Van Kansan Ave #110
Irvine, CA 92612 -8543
(949) 833 -5588
Contact: Bill Delo, Traffic and Infrastructure
COMPASS BLUEPRINT PROGRAM:
This is a pgect fn Me ON of Santa Ana with funding p aaa ed by the Southem
California Assaiagon W Covennnrerns' (SCAG) Comona &,.pint Program.
Compass Bluepint ass9h Southern Calilemat nNes and other argar@atims in
evaluating panning oplioas arM stimulating dam"rha It cmvstent with Me
region's goals. Compass BI.W t foals supwt msiorung eTaris, rash analyses,
economic and icy analyses, arM marketing arrd cammunicaaoo pog ams
The peparadon of Mis dcaument has been financed In part IMaugh gant(s)
ham the Federal Highway Administration (FHWA) and the Fokral Transit
AdMnistratian (ETA) through Me U.S. Dgrarbnerrt of Transportation (DOT) in
accardance with the p vmons under the Mehapsfltan Fanning "ram as set
bah in Section 104(0 of rtie 23 of the U.& Cade.
The contents of has documert reflect Me views tithe sump who is responsible
tar Me facts and accaracy of Me data pesented herein The contents do wt
necessarily reflect Me official views ar poficas of SCAG. DOT or Me State of
Caldonla.
11A -10
�!r
COMPASS
40Y[II�Yf \i3
BLUEPRINT
"" "r
PREPARED FOR:
City of Santa Ana
20 Civic Center Plaza
Santa Ana, CA 92701 -4076
(714) 667 -2700
City Council
Miguel Pulido, Mayor
Sal Tnajero, Mayor Pro Tem
Angela Amezcua, Councilmember
David Benavides, Councilmember
Michele Martinez, Councilmember
Roman Reyna, Councilmember
Vincent Sanmento, Councilmember
City Staff
David Cavazos, City Manager
Karen Haluza, uce, Acting Executive Director, Planning & Building
Agency and Planning Manager
Sergio Klotz, Neer, Principal Planner
Melanie McCann, wce, Associate Planner
Special Thanks
City of Santa Ana Development Review Committee
October 2014
PREPARED BY:
PlaceWorks
3 MacArthur Place
Santa Ana, CA 92707
(714) 966 -9220
Contact: Colin Drukker, Project Manager
IBI Group
18401 Van Kansan Ave #110
Irvine, CA 92612 -8543
(949) 833 -5588
Contact: Bill Delo, Traffic and Infrastructure
COMPASS BLUEPRINT PROGRAM:
This is a pgect fn Me ON of Santa Ana with funding p aaa ed by the Southem
California Assaiagon W Covennnrerns' (SCAG) Comona &,.pint Program.
Compass Bluepint ass9h Southern Calilemat nNes and other argar@atims in
evaluating panning oplioas arM stimulating dam"rha It cmvstent with Me
region's goals. Compass BI.W t foals supwt msiorung eTaris, rash analyses,
economic and icy analyses, arM marketing arrd cammunicaaoo pog ams
The peparadon of Mis dcaument has been financed In part IMaugh gant(s)
ham the Federal Highway Administration (FHWA) and the Fokral Transit
AdMnistratian (ETA) through Me U.S. Dgrarbnerrt of Transportation (DOT) in
accardance with the p vmons under the Mehapsfltan Fanning "ram as set
bah in Section 104(0 of rtie 23 of the U.& Cade.
The contents of has documert reflect Me views tithe sump who is responsible
tar Me facts and accaracy of Me data pesented herein The contents do wt
necessarily reflect Me official views ar poficas of SCAG. DOT or Me State of
Caldonla.
11A -10
Harbor Mixed Use Transit Corridor Plan
CONTENTS TABLES
Page Section Page Table Title
i Vision & Summary 1-2 1 -1. Summary of Existing and Projected Land Uses
1 -1 Vision: A Place for People 2 -4 2 -1. Summary of Existing Land Use
1 -2 Plan Summary 3 -1 3 -1. Summary of Potential by Land Use District
1 -3 Guiding Principles 3 -3 3 -2. Permitted Uses
3A 3 -3. Building Type and Form
2 Context 3 -6 3 -4. Minimum Fluor Height
2 -1 Regional and Local Context 3 -10 3 -5. Building Placement
2 -1 Current and Past Planning Efforts 3 -10 3 -6. Encroachments
2 -4 Frosting and Surrounding Land Uses 3 -11 3- 7.ON- Strait Parking Standards
24 Retail and Market Conditions 3 -12 3 -8. Bicycle Parking
2 -7 Public Outreach 3 -13 3 -9. Onsite Open Space Requirements
7 -9 7 -1. Public Realm Improvement Implementation Timetable
3 Land Use Plan and Development Standards
3 -1 Vision: A Place for People FIGURES
3 -1 Guiding Principles Page Figure Title
3 -1 Land Use Plan 2 -2 2 -1. Regional Canted and School District Boundaries
3 -3 Permitted Uses 2 -3 2 -2. Local Context
34 Development Standards 2 -4 2 -3. Distribution of Existing Land Uses (2012)
2 -5 24. Existing land Uses (2012)
4 Mobility Plan 2 -6 2 -5. Retail Market TradeAreas
4 -1 Mobility Plan Objectives 2 -8 2-6. Outreach Photos and Materials
4 -1 Mobility Context 3 -2 3 -1. Land Use Plan
4 -2 Streets and Parking 4 -2 4 -1. Existing Street Network
4 -2 Transit 4 -2 4 -2. Santa Ana Master Plan of Streets and Highways
4 -5 Bicycle 4 -3 43, Local Bus Service and Ridership (2011)
4 -5 Pedestrian 4 -3 4 -4. Existing and Proposed BHT and Fixed Guideway
4-5 Sheet Sections 4 -3 4 -5. Proposed OCTA BHT Routes
4 -4 4-6. Fixed Guideway Project Route Options
5 Infrastructure 4 -5 4 -7. Existing and Proposed Bicycle Network
5 -1 Water Plan 4 -5 4 -8. Intersection and Roadway Safety Changes
5 -1 Sewer Plan 4 -6 4 -9. Conceptual Rendering: Harbor Boulevard at Westminster Avenue
5 -1 Drainage Plan Looking South
4 -7 4 -10. Conceptual Renderings: Harbor Boulevard Looking North
6 Design Guidelines 5 -2 5 -1 Water System
6 -1 Administration 5 -3 5 -2. Sewer System
6 -1 Building Design 5 -4 5 -3. Storm Drainage System
6 -3 Facades and Streetwols 7 -1 7 -1. Permitting Process
64 Open Space 7 -7 7 -2. Parcels Suitable tar Resmanhal -Only Projects
6 -5 Circulabon and Parking
6-6 Landscaping
6 -6 Sgmage
6 -7 Public Art
6 -8 Utility, Trash, and Recycling Areas
6-8 Resource Conservation
6 -9 Transit Station Areas
6 -9 Healthy Design
7 Administration and Implementation
7 -1 General Administration`
V
7 -2 Definitions sa
7-6 Related Plans and gams I "" N
7 -7 Implementation and Finair i I
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1 VISION & SUMMARY
Vision: A Place for People
Harbor Mixed tise Transit Corridor Plan
Harbor Boulevard is a place for people. Life is abundant and flourishing
Harbor Boulevard is a gateway to Santa Ana, with marquee uses, buildings,
everywhere within the corridor. Families, couples, and individuals live here.
and street design that strengthen the community's sense of identity and the
People work at service and professional businesses along the wonder. Many
City's image as a center for arts and culture. Together, new designs, spaces,
residents and visitors stop along Harbor Boulevard to shop for items they need
and improvements make the Harbor Corridor a healthier, more successful, and
and want, eat at great restaurants, learn and enrich themselves in new cultural
more livable place.
spaces, worship in religious buildings, and relax and exercise in new open
spaces.
Guiding Principles
Harbor Boulevard connects people to places. The boulevard is redesigned into
• meet where people find it sale and enjoyable to walk, ride their bike, take
i. Expanded development opportunities that respond to transit
• bus, or drive their car. New rapid bus and streetcar service connect people
investments
with local and regional lob centers, downtown Santa Ana, and other shopping
and recreation destinations.
2. A variety of safe and efficient travel choices
3. Economic vitality and new opportunities for businesses and
Conceptual renderings of what Harbor Boulevard could look like in the future.
residents
+ - 4. A sense of place
5. Community health and wellness
/�2 K
1
Harbor Boulevard at Fiflh Street looking north
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October 2014 1 -1
11A -12
Ha -boi Mixed Use T21'r Go ndoi Plan
Plan Summary
A combination of vacant and underutilized land, bus rapid transit (BIRD
investments, future fixed guideway facilities, and desirable freeway and
regional access make Harbor Boulevard an ideal candidate for reinvestment
and new development opportunities. The City reevaluated zoning designations
along transit corridors throughout Santa Ana W expand land use options
and establish an urban fabric that takes advantage of these transportation
improvements.
The Harbor Mixed Use Transit Corridor Plan (Harbor Corridor Plan) lays the
foundation for a more livable and sustainable corridor by creating zaning to
allow for new housing and mixed -use development opportunities, providing
development flexibility to meet market demands, using a multimodal approach
to circulation, and creating a stronger Identify for the area.
The Harbor Corridor Plan could lead to the addition of new retail stores,
restaurants, office buildings, hotels, museums, and housing options in a more
walkable, safe, and attractive environment. ultimately, the Harbor Corridor
Plan creates a land use and development framework to support from 1,700
to 4,600 residential units and 2 million square feet of commercial and
employment space.
Table 1 -1. Summary of Existing and Projected Land Uses
Existing Conditions (2013) 1,954,000 739
Potential Change 14,000 L- 987 -3,884
Guiding Principles
1. Expanded development opportunities that respond to transit investments
The Harbor Corridor Plan creates the zoning necessary to take advantage of
the regional and local transit investments made along and around Harbor
Boulevard. The Plan upends development options to include residential
alongside or Integrated into a mix of nonresidential uses.
A variety of building types and frontages are envisioned for Me Specific Plan
area, with higher density uses supported at specific transit nodes and lower
densities serving as a transition to the existing residential neighborhoods
adjacent to the corcidor. Increasing residential and mixed -use development
opportunities along the corridor also creates new activity throughout the day
and adds eyes on the street, resulting in a more vibrant and safe atmosphere
for corridor users.
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2. A variety of safe and efficient travel choices
The Harbor Corridor Plan emphasizes a sustainable approach consistent with
the City's Go Local Transit Vision, which aims to link downtown, employment
centers, educational facilities, and expanded housing choices. The land use
plan is largely centered on the new bus rapid transit (BRIT) services that
augment local bus service along Harbor Boulevard and Westminster Avei
Street. The land use plan also anticipates future transit stops for the fixed
guideway system that will run along the Pacific Electric right-of-way and link to
Me Santa Ana Regional Transportation Center in downtown.
Improved pedestrian and bicycle facilities and linkages are another cornerstone
of robust transportation network. The Harbor Corridor Plan recognizes how
building form can affect the pedestrian and bicycle network and encourages a
variety of designs to create a comfortable environment for walking and biking.
New street layouts facilitate safe bicycle and pedestrian travel along Harbor
Boulevard and efficient connections to the regional bicycle network, including
the Santa Ana River Trail.
The Harbor Corridor Plan continues to recognize the important role Harbor
Boulevard plays in circulating vehicular traffic through the region by maintaining
Me number of traffic lanes and encouraging consolidated vehicular access
points along Me corridor.
3. Economic vitality and new opportunities for businesses and residents
The Harbor Corridor Plan seeks to build on the previous mission to create a
strong and viable commercial district supported by safe and well - maintained
adjacent neighborhoods. The Harbor Corridor Plan creates a flexible
development framework that expands commercial and employment options in
the Specific Plan area.
1 -2 11A-13 City, of Santa Ana
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2. A variety of safe and efficient travel choices
The Harbor Corridor Plan emphasizes a sustainable approach consistent with
the City's Go Local Transit Vision, which aims to link downtown, employment
centers, educational facilities, and expanded housing choices. The land use
plan is largely centered on the new bus rapid transit (BRIT) services that
augment local bus service along Harbor Boulevard and Westminster Avei
Street. The land use plan also anticipates future transit stops for the fixed
guideway system that will run along the Pacific Electric right-of-way and link to
Me Santa Ana Regional Transportation Center in downtown.
Improved pedestrian and bicycle facilities and linkages are another cornerstone
of robust transportation network. The Harbor Corridor Plan recognizes how
building form can affect the pedestrian and bicycle network and encourages a
variety of designs to create a comfortable environment for walking and biking.
New street layouts facilitate safe bicycle and pedestrian travel along Harbor
Boulevard and efficient connections to the regional bicycle network, including
the Santa Ana River Trail.
The Harbor Corridor Plan continues to recognize the important role Harbor
Boulevard plays in circulating vehicular traffic through the region by maintaining
Me number of traffic lanes and encouraging consolidated vehicular access
points along Me corridor.
3. Economic vitality and new opportunities for businesses and residents
The Harbor Corridor Plan seeks to build on the previous mission to create a
strong and viable commercial district supported by safe and well - maintained
adjacent neighborhoods. The Harbor Corridor Plan creates a flexible
development framework that expands commercial and employment options in
the Specific Plan area.
1 -2 11A-13 City, of Santa Ana
The Harbor Corridor Plan expands and broadens the range of permitted uses to
allow for new employment and other revenue- generafing uses to develop along
the corridor in response to changing market conditions. The plan also focuses
on concentrating commercial development at key intersections and allowing
for vertical mixed -use development in limited segment of the corridor where
the combination of commercial uses, employment centers, enhanced mobility,
and residential units create an environment where mixed -use development can
be successful.
4. A sense of place
In the 1950s, Santa Ana annexed hundreds of acres of land - -including the
Specific Plan area west of the Santa Ana River between the cities of Fountain
Valley and Garden Grove. Input from residents indicates that a strong identity
for the area has not yet emerged. The Harbor Corridor Plan includes land from
two Santa Ana Neighborhood Associations: Riverview West and Santa Anita.
The Harbor Corridor Plan brings together both sides of Harbor Boulevard
by creating a unifying streetsape, a safer and more active environment, an
integrated multmodal circulation network, and an attractive mix of buildings,
uses, and open spaces. Ultimately the vision is that the Harbor Corridor is a
place for people, celebrated for its diverse options for living, shopping, working,
learning, and transportation.
5. Community health and wellness
The Harbor Corridor Plan recognizes the role the physical environment plays
in our community's health and wellness. Street designs create a safer and
more attractive environment for families and other individuals to walk and bike
along the corridor. The enhanced public dght -of -way acts as an area of urban
open space and improves access to open space features within and around
the corridor.
New opportun ifies for mi xed- use and transitorier ted development can decrease
dependence on the automobile, allow transit to be a true alternative for those
living and/or working within the corridor, improve air quality, and lessen noise
impacts. Introducing new landscaping along the conidor, including canopy
trees, can reduce heat island effect and foster a healthier and more walkable
environment. Finally, new development can support the creation of new open
space suitable for individuals and families living along and around the comdor.
CHAPTER 1: Vision & Summary
October 2014
11A -14
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Harbor M,x Use flansO Cn¢itloi f1lan
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14 11A-15 City of Santa Ana
lira
2 CONTEXT
Regional and Local Context
The City of Santa Ana is in the heart of Orange County. Harbor Boulevardone
of the main thoroughfares in Santa Ana —spans the City and links key local
and regional commercial, employment, and residential districts.
Starting at the southern end of State Route (SR) 55, Harbor Boulevard travels
uninterrupted for 26 miles through numerous cities in Orange and Los Angeles
counties. Along its route, Harbor Boulevard serves as a critical link between
major regional attractions, including the Pacific Ocean, Triangle Square in
Costa Mesa, Disneyland, Downtown Anaheim, and California State University,
Fullerton. With its norm –south orientation and intersection with a half dozen
freeways, Harbor Boulevard carries over 40,000 cars and tucks every day and
serves as a bypass for drivers traveling along SR -55 and SR -57.
The Harbor Corridor Plan covers the 2.5 -mile segment of Harbor Boulevard
located on the west side of Same Ana. The approximately 305 -acre planning
area includes parcels adjacent to Harbor Boulevard between Westminster
Avenue and Lilac Avenue, as well as parcels along Westminster Avenue, tat
Street. and 5th Street.
Figures 2 -1 and 2 -2 show the location of the Specific Plan area within the
regional and local contexts of Orange County and the City of Santa Ana,
respectively.
Santa Ana Neighborhoods
Sane Ana has a rich mosaic of neighborhoods, each distinguished by its history,
architecture, housing types, and amenities. The City's neighborhoods are
more than simply collections of housing. Neighborhoods are the fundamental
building blocks of the community. Neighborhoods are where residents feel
safe, where friendships and social ties develop, and where people identify with
theircommunity.
More than 60 neighborhood associations have been formed to address
neighborhood issues. The Harbor Corridor Plan connects two Santa Ana
neighborhoods: Riverview West (west of Harbor Boulevard) and Santa Anita
(east of Harbor Boulevard).
School District
Most of Santa Ana is served by the Santa Ana Unified School District, but me
Harbor corridor is served by Garden Grove Unified School District (GGUSO).
GGUSD's enrollment boundary generally follows the Santa Ana River and
allows the district to serve students in many central and northern Orange
County communities.
Although residents in the Specific Plan area send their children d a different
school District and are somewhat physically separated from the rest of the City
by the Santa Ana River, people who live along Harbor Corridor still very much
identify as residents of Santa Ana. This sense of community is a testament
to the City's ongoing efforts to strengthen and support its neighborhoods and
ensure their integration into the larger vision for the City.
Current and Past Planning Efforts
North Harbor Speck Plan
In 1994, the City adopted the North Harbor Specific Plan (NHSP) to create
a strong and viable commercial district along Harbor Boulevard supported by
well - maintained neighborhoods. This plan addressed the same geographic
area as the Harbor Corridor Plan, as well as the Willowick Golf Course and
some adjacent residential neighborhoods. The NHSP established six goals:
To retain and upgrade the area's commercial character while improving
and expanding its role as a significant regional commercial District.
To enhance and support the residential neighborhoods surrounding
Harbor Boulevard.
To improve vehicular and pedestrian circulation in and around the
Harbor Boulevard area.
To achieve an aesthetic visual consistency throughout the Harbor
Boulevard area while improving and upgrading the visual image of
the adjacent areas.
To enhance the economic viability of the Harbour Boulevard area.
To create a secure atmosphere within which business and residential
communities can thrive.
The NHSP identified the opportunity to capitalize on its proximity to Disneyland
and other major commercial recreation and tourist attractions. As the NHSP
was being prepared in the early 1990s, The Walt Disney Company announced
plans to develop a new theme park named WeslGOT adjacent to Disneyland.
WestCOT was officially announced in 1991, and the NHSP identifies focus
Harbor Mixed Use Transit Corridor Plan
areas within the Specific Plan area that could capitalize on what the plan
considered m be the largest private development project in the United States.
Unfortunately, financial constraints led The Walt Disney Company to cancel
the development of WestOOT. In 2001, the site was developed as Disney's
California Adventure Park, but the cancellation and delay of the Disney
theme park negatively impacted the NHSP's ability to attract and incentivize
development. Very few uses along the corridor are currently fact into the
region's major commercial recreation and tourist activities.
The NHSP also recognized the exisfing Vietnamese community and proximity
to Lime Saigon in Garden Grove. When the NHSP was adopted in 1994,
the Vietnamese Catholic Church at Harbor Boulevard and Seventeenth Street
was already (and remains) a regional destination for Catholics in the Asian
Community. The NHSP supported the development of a new ethnic commercial
center adjacent W Catholic Church, but it never came to fruition.
Although the NHSP envisioned a revitalized corridor with quality commercial
uses compatible with neighborhoods, progress has been limited, and land
uses did not transition as planned. The dominant use along Harbor Boulevard
became auto sales and service.
City of Santa Are Housing Element
In its Housing Element, the City of Santa Ana identifies three key transportation
corridors, including Harbor Boulevard, that could support higher density
housing. The selected corridors are consistent with the City's Go Local vision
to promote sustainable multimodal transportation options. The Harbor Corridor
Plan supports the City's Housing Element by creating the zoning framework
to allow for new, compact, transit- supportive housing combined with
nonresidential uses along Harbor Boulevard.
Former Redevelopment Project Area
The Harbor Corridor Plan area was included in a former City of Santa Ana
Redevelopment Project area (adopted in 1982). The North Harbor Boulevard
Redevelopment Plan comprised approximately 428 acres, generally located
along Harbor Boulevard from Westminster Avenue to Kent Avenue; and along
Stir Street, 1st Street, and McFadden Avenue from Harbor Boulevard to the
Santa Ana River.
The Norm Harbor Boulevard Redevelopment Project area was substantially
developed and included a mix of older residential and strip commercial uses
fronting on Harbor Boulevard, with newer commercial uses developed near 1st
Street and 5th Street.
As part of California's 2011 Budget Act, the State Legislature approved the
dissolution of the state's 400 plus redevelopment agencies (RDAs). After a
period of litigation, RDAs were officially dissolved as of February 1, 2012.
Ocdber 2014
11A -16
Harbor V AEP! Use Tan &t C ,omit Plan
Figure 2 -1. Regional Context and School District Boundaries
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CHAPTER 2: Context
Figure 2 -2. Local Context
WESTMINSTER AVE W 17TH ST
_i
City of Santa Ana Boundary
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City of Santa Ana Boundary
0 ®�, Harbor Corridor
i El Plan Boundary
o aoo
- -. !City of Santa Ana
. EDINGER AVE i L „j boundary
October 2014 11A-18 23
Harter Mixed Use Transit Corridor flan
Existing and Surrounding land Uses
The Specific Plan area currently contains roughly two million square fast
of commercial uses distributed fairly evenly along the corridor. Existing
commercial uses occur both at midblock locations and at intersections and are
visually dominated by auto service and sales, but also include grocery stores,
service businesses, and restaurants. While the total Specific Plan area covers
305 acres, right -of -way comprises roughly 52 aces, leaving 253 acres of
parcelized land use.
As is we for many corridors throughout Southern California, land use along
Harbor Boulevard is primarily commercial in nature. Nearly 60% of all parcels
contain a commercial business, and 21% consist of auto sales and service
businesses. Light industrial and industrial uses, primarily concentrated north
of Hazard Avenue but also found elsewhere along the corridor, cover 14% of
the parcelized Specific Plan area.
The Specific Plan area contains 739 residential units that occupy approximately
16% of the Specific Plan area. Roughly two -thirds of the units are multi - family,
30% are mobile homes, and the balance is single - family units. Santa Anita
Park is the only formal public open space within the plan's boundaries.
The Specific Plan area also includes a limited amount of public, quasi - public,
and religious facilifies. Finally, approximately 5% of the Specific Plan area is
currently vacant. The breakdown of existing land distribution is illustrated in
Table 2 -1 and Figures 2 -3 and 24.
Like much of Santa Ana, the Specific Plan area and its surroundings are largely
built out and highly urbanized. Adjacent land is characterized by a mix of
single - family units, apartment complexes, and molbilehome communities.
The majority of these homes take access from streets perpendicular to Harbor
Boulevard (net from Harbor Boulevard itsel0.
Retail and Market Conditions
An assessment of the corridor's retail market was conducted in 2011 and
2012 to provide insight into the challenges and opportunities facing retail
development along Harbor Boulevard. As shown in Figure 2 -5, the assessment
considered three segments or trade areas along Harbor Boulevard, each
centered at a proposed Bravo BRT station: Westminster Avenue, 1st Street,
and McFadden Avenue. A trade area is the geographic area from which a retail
center or business will draw most of its customers.
The overall corridor is dominated by retail and auto - related uses. Nearly one
in five used auto dealers in Orange County can be found along this stretch
of Harbor Boulevard. When all retail space is considered (based simply on
numbers), the corridor appears to have more retail building space than is
necessary to serve the needs of the adjacent neighborhood"ins arily those
within one -half mile of Harbor Boulevard. However, thetype of retail businesses
is just as (if not more) important than the amount of retail buildings space.
Residents may All find that they cannot satisfy their regular shopping needs in
close proximity to where they live.
Even with excess retail building space, Santa Ana loses retail spending to
nearby communities and collects less money per person than other area in
Orange County.
Retail outside of existing shopping centers (which sit primarily at the
major intersections) experience challenging core itions—especially smaller
independent businesses that are most likely to serve the needs of neighborhood
residents. These conditions include:
• Small lots with little depth
• Older buildings that do not suit modern retail businesses
• Poor visibility
• Inconvenient or inefficient entry and exit points
• Fractured land use patt erns, with retail businesses interspersed among
non -nail uses
While the corridor does contain some retail businesses that draw from
beyond the immediate neighborhoods, additional consumer spending could
be attracted if one of the key intersections were reconfigured and improved
to support a shopping environment that can attract consumers from a larger
market area, located on adequately sized parcels.
The potermal future fixed guideway system and BRT transit investments are
potential catalysts that could spur the development and reconfigi mtion of one
or more key nodes along the corridor. Additional right -of-way improvements
along Harbor Boulevard could create a more dynamic public space and a
desirable shopping experience.
The Harbor Corridor Plan establishes the zoning City and property owners need
to respond to such transit and other public investments, establishing places
and businesses that boost local spending and attract more regional spending.
With or without such catalytic projects, many of the corridor's retail businesses
will continue 0 primarily serve the adjacent neighborhoods.
}< tyy
Table 2.1. Summary of Existing Land Use
Figure 2 -3. Distribution of Existing Land Uses (2012)
5%
•
Commercial (non -auk)
95
38%
Auto SelaAUta Service
54
21%
Residential
40
16%
arousal
36
14%
Polk
12
5%
vacant
12
5%
Opeaspace
4
2%
Land Use Suhtotsl
253
100%
Rightrof-Way
52
TOTAL
305
—
Figure 2 -3. Distribution of Existing Land Uses (2012)
5%
5%
2%
16%
14%
21%
38%
■ Commercial
s Public
t Auto Sale /Auto Service
❑ Vacant
Residential
■ Open Space
■ Industrial
2 -4 11A -19 City of Santa Ana
.14
ETieG 1 A A Q
CHAPTER 2: Context
Figure 2 -4. Existing Land Uses (2012)
I
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October 2014
11 A -20
2
Harbor Maad Use Transit Corritlm Plan
Figure 2 -5. Retail Market Trade Areas
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11 A -21 City of Santa Ana
nw �
r
Public Outreach
The City of Santa Ana conducted an extensive outreach program over the
course of roughly four years. The Citys motto, "Creating Community Together,"
carried through as an overarching theme for each event Events included an
open house, an idea fair with bus tour, attendance at neighborhood meetings,
a focus group of property and business owners, a coordinated workshop with
the Circulation Element Update, and a scoping meeting far the EIR.
Significant input was obtained from residents, property owners, local business
owners, community organizations, the local police and fire departments, the
county transportation authority, and local developers. Feedback was wllecled
through several methods, including individual conversations, group discussion,
question and answer sessions, comment cards, and visual preference surveys.
Overall thousands of people in western Santa Ana were contacted and
informed about the project. Regecting the current makeup of residents around
Harbor Boulevard, many materials were distributed in English, Spanish, and
Vietnamese, and translators were present at multiple meetings. Hundreds of
people participated directly in all three languages at the various meetings and
workshops.
Five topics emerged as having the greatest importance to the community:
safety, land use aesthetics, transportation, and development intensity.
Safety
Residents and businesses voiced safety concerns regarding crime and the
Interaction between pedestrians, cyclists, and motorist along the corridor.
During conversations at workshops between the City's Planning and Building
Agency, the Santa Ana Police Department, and members of the community,
partici pants suggested increasing lighting, improving crosswalks and sidewalks,
and creating safer pathways for bicyclists.
Land Use
The community expressed a desire for a broader range of uses that are less
focused on auto dependency. Nice restaurants and sidewalk cafes were
suggested to increase pedestrians on the street. Some people were excited
about the possibility of creating new job opportunities along the comdor.
Families in the area requested a day care facility.
Many residents emphasized the need to preserve existing open space and
to add more open space. The types of open spaces suggested included
community gardens, rooftop spaces, larger parkways, and large open areas.
Many residents and business owners agreed that new housing opportunities
should be made a priority. A number of residents were skeptical of workforce
housing but all agreed on the need to attract new, high quality development.
Some suggested that this portion of Harbor Boulevard could support museum
or hotel uses.
Aesthetics
Wide sidewalks, attractive landscaping, and a variety of building designs
ranked as the most desirable streetscapes in the visual preferences survey.
Improving the streelscape was also the topic of many discussions, comment
cards, and letters received throughout the City's outreach events. In addition to
improving the aesthetics of the street, enhanced landscaping and new building
facades were suggested as ways to make the corridor more pedestrian friendly
and to increase community pride. A local community group coined the phrase
"Clean and Green Harbor Boulevard" as their vision for the corridor.
Transportation
Harbor Boulevard is a major roadway connector through the City and the local
region. Residents and business owners understood the need to maintain a
good level of service for motor vehicles while improving conditions for other
forms of travel. None wanted to see Harbor Boulevard ever expanded from its
current six -lane configuration to an eight -lane configuration.
Many were excited and eager to see enhanced bus service came to the
area, which hosts some of the busiest bus routes in all of Orange County.
A bike sharing program and secure bike parking closer to businesses were
recommended to promote cycling as an alternative mode of transportation.
Finally, all agreed that improvements should be made to increase safety, for
adults and children who walk throughout the area and along Harbor Boulevard
every day.
Development Intensity
In general, outreach participants indicated that they envision Harbor Boulevard
as a trans t -oriented candor with an urban style of development. While some
preferred that the height of buildings remain limited to two stories, many
residents and participants agreed on the need for and desirability of intensifying
development. However, they all cautioned that it should complement the
existing adjacent residential neighborhoods.
Outreach Timeline
Community Open House at Union building
Dry Cddndl Study Session
CHAPTER 2: Context
Community Link Fomml Existing CMdluorls Analysis
Sank Pnllz N®@it,xi Meeting
October 2014 11 A -22 9_
Harbor Mixed Use Transit Corridor Flan
Figure 2 -6. Outreach Photos and Materials
Community Open House Macerator 2010)
Sandric Marcos Worlahop(Doeran r2011)
n
Harder Corritlur Plan and Circulation Element iscrl¢M1op indicter 2012)
uc cot Gouido! Idca Fair a a d Bus Tour Fe[od- Fer 20111
Focus Group or Roinatly and Business Ovmers (January 2013)
2 8 11 A -23 City of Santa Ana
IOIN US IN CREATING
.-- nuu�wv
tIfA MUNITY TOGETHER FOR
Harbor Boulevard
All IOam -Ipm.
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Sandric Marcos Worlahop(Doeran r2011)
n
Harder Corritlur Plan and Circulation Element iscrl¢M1op indicter 2012)
uc cot Gouido! Idca Fair a a d Bus Tour Fe[od- Fer 20111
Focus Group or Roinatly and Business Ovmers (January 2013)
2 8 11 A -23 City of Santa Ana
",
HarWi Mixed Use Transit Condor Pier
3 LAND USE PLAN AND
DEVELOPMENT STANDARDS
Vision: A Place for People
Harbor Boulevard is a place for people. Life is abundant and flourishing
everywhere within the condor. Families, couples, and individuals live here.
People work at service and professional businesses along the corridor. Many
residents and visitors stop along Harbor Boulevard to shop for items they need
and want, eat at great restaments, learn and enrich themselves in new cultural
spaces, worship in religious buildings, and relax and exercise in new open
spaces.
Harbor Boulevard connects people to places. The boulevard is redesigned into
• steel where people find it safe and enjoyable to walk, ride their bike, take
• bus, or drive their car. New mod bus and streetcar services connect people
with local and regional job centers, downtown Santa Ana, and other shopping
and recreation destinations.
Harbor Boulevard is a gateway to Santa Ana, with marquee uses, buildings,
and street design that strengthen the community's sense of identity and the
City's image as a center for arts and culture. Together, new designs, spaces,
and improvements make the Harbor Corridor a healthier, more successful, and
more livable place.
Guiding Principles
1. Expanded development opportunities that respond to transit investments
2. A variety of safe and efficient travel choices
3. Economic vitality and new opportunities for businesses and residents
4. A sense of place
S. Community health and wellness
The overall purpose of this Specific Plan is to generate momentum, expand
options, and provide comprehensive direction for the improvement and
development of the Harbor Corridor, as directed by an overall vision, guiding
principles, a land use plan, and development standards.
Land Use Plan
The land use plan regulates the Specific Plan area through the application of
four land use districts: Transit Nate, Corridor, Neighborhood Transitional, and
Open Space. Each district has its own development standards and preferred
building and frontage types.
Figure 3 -1 displays the land use plan and its relationship to the Bmvo! bus
rapid transit (BRT) slops. Table 3 -1 identifies the acreage for each district
alongside the maximum capacity for housing units and nonresidential building
square footage.
The maximum capacity reflects one possible scenario if the project builds out
to it full potential based on allowable development standards. In and of itself,
this plan is not a development project. It is expected that change would occur
incrementally according to the desire and ability of individual property owners
to develop their properties based on the new standards.
Based on trends and existing conditions, residential development is more likely
to build out at levels somewhere between current conditions and maximum
capacity (see Table 3 -1). However, for the purposes of conducting the required
environmental assessment, the City evalualed the maximum buildout capacity.
Table 3 -1. Summary of Potential by Land Use Districts
125 507 -2,029 1,836,000
• 108 1,130 -2,416 132,000
Neighbamcod 15 89 -178 -
4
Right -of -way 53 -
Total 305 1,726-4,623 1,968, 000
Existing (2013) - 739 1.954,000
Transit Node (TN)
The Transit Node district is intended to provide standards for high intensity,
transit- supportive mixed -use development with a focus on creating pedestrian
activity at the street level. This district offers the most significant opportunities
to respond to the regional and local transit investments, with direct access to
three exist. ng BRT stations and proximity to one or more future fixed guideway
am ons.
TheTransit Node districts are further broken down into the North K and South
(S) zones. The North Transit Node, comprised of the properties surrounding
the BRT station at Harbor Boulevard and Westminster Avenue, will provide
for the most intense development with minimum requirements of four -story
buildings and the ability to reach 10 stories. The North Transit Node will
have an emphasis on mixed -use development with ground -floor commercial,
entertainment, and hotel uses.
The South Transit Node, comprised of the properties surrounding the BRT
stations at Harbor Boulevard and list Sheet, and Harbor Boulevard and
McFadden Avenue, generally anticipates buildings between three and six
stories with an emphasis on mixed -use residential development. If market
demand warrants, however, the South Transit Node also allows the ability to
develop buildings at a height of 10 stories.
Corridor (CDR)
The Corridor district is applied to properties along Harbor Boulevard between
BRT stations and is Intended to provide housing options and neighborhood
serving uses within walking distance of a transit node. Building types include
lined block, stacked flats, courtyard housing, live -work, rowhouv_s, and
tuck -under units. Mixed use and non - residential projects are centered on key
intersections, and residential and public/quasi- public uses infill at mid-block
locations.
Neighborhood Transitional (Nn
The Neighborhood Transitional disbict provides standards for development that
am as a transition between the single - family neighborhoods to the north and
south of 1st and 5th Streets and the Corridor and Transit Node districts.
Designated for the lowest scale and the lowest intensity of uses in the Harbor
Corridor Plan, development in this district is limited to residential, live -work, or
neighborhood- serving commercial uses. These uses may combine commercial
on the ground floor with residential above or in freestanding single -use buildings
on the same site at between two and three stories in height.
Open Space IDS)
The Open Space district identifies areas reserved for community parks and
other open spaces. Allowable structures in this district are limited to those
necessary to support the specific open space and recreation purposes, such
as sport -court enclosures, multipurpose buildings, and trails. Additional open
space will be required as new development occurs and will be located within
or close to the Specific Plan area.
October 2014 11 A -24 3 -1
Harbor Mixed Use Transit Corridor Plan
Figure 3.1; Land Use Plan
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1ST STREET
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Harbor Mixed Use Transit
Russell Corridor Plan Boundary
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Transit Stop
l �Potential Fixed
7 O Guideway Stop
Land Use District
r qq� Transit Natle
Corridor
Neighborhood Transitional
Upon Space
I IN North Transit Stop
S South Transit Stop
3 -2 City of Santa Ana
1 1 A -25
Permitted Uses
CHAPTER 3: Land Use Plan and Development Standards
Table 3 -2 shall regulate land uses within the Harbor Corridor Plan area. The table provides uses by district. The uses are indicated by abbreviation: permitted
(P), not permitted (M, permitted by Conditional Use Permit (CUP), permitted by Land Use Certificate (WIC), and permitted through Site Plan Review (SPR). The
Transit Node District is divided into taro areas bast on their proximity to the transit stops.
Transit Node I North: Permitted uses shall apply to properties in the Transit Node District adjacent to the North Transit Stop as depicted in Figure 3 -1.
Transit Node I South: Permitted uses shall apply to properties in the Transit Node District adjacent to the South Transit Stops as depicted in Figure 3-1.
Table 3 -2. Permitted Uses
LAND USE TYPE
RESIDENTIAL
a .. t a . NEIGH TRANSMONILL
a®.
Joint living - working quarters
P(1)
P
P(2)
CUP
N
Care homes
-,.;.
'N. -
CUP
CUP
N
Single family dwelling
.� --
.,N_=
P
P
N
Multi - family dwellings
(in building types other than a House or Live-Ngrk)
RECREATION� EDUCATION, AND ASSENmU(
P(1)
P(1)
P
P
N
Community assembly or religious facility
P(1)
P(1)
P
CUP
N
Library, museum
P
P
P
P
SPR
Park or recreation facility (outdoor)
P
P
P
P
P
Commercial recreatioNhealllyfimess( indoor)
CUP
CUP
N
N
P
School
P(1)
P(1)
P
CUP
N
Studio
P(3)
P
P
CUP
N
Theater, cinema or performing arts
P
P
P
N
N
General retail
P(3)
P
P
P(2)
N
Grocery, food market
P (3)
P
P (3)
P (2)
N
Eating establishment
P(3)
P
P
P(2)
N
Auto or mover vehicle sales
N
N
CUP
N
N
SERVICE GENERAL
Auto or motor vehicle service
N
7-N-7-cup
N
N
Banquet facility/ catering - subject o 41.199.] of the SAMC
CUP (1)
CUP(1)
CUP(1)
N
N
Child day care- more than 9 and up to 14 children
P(1)
P
P
WC
N
Child day care center (15 or more children)
P(1)
P
P
CUP
N
Hotel, excluding transient residential hotel and long -term stay
P
P
Is
�' 4",
N
Personal services
P(3)
P
P
P(2)
N
Personal services restricted
SERVICE: BUSINESSgRINAINCIAUPROFESSIONAL
N
N
CUP
CUP
N
Bank, financial services
P (3)
P
P
N
N
Clinic, urgent cafe
„a
N, %
P
N
N
Coctoc demist, chiropractor office
P(ll
P
P
N
N
I'meessionamdminis[rntive/service office P(1) P
FRAFIFRUCTDRE
P
P
N
Parking facility- public or commercial
(stand -alone parking structures are prohibited) (4)
P
P
SPR
N
N
Transit station or terminal
P
P
P
N
SPR
Public utility structure, excluding wireless communication facilities
MISCELLANEOUSiOTHER
N
N
N
CUP
SPR
Any structure over three (3) stories in height
SPR
SPR SPR
SPR
SPR
Businesses operating between 12 am and J am
CUP
CUP CUP
CUP
N
Alcoholic beverage sales or consumption
CUP
CUP CUP
CUP
N
Adult business
N
N N
N
N
Ught or heavy industrial
N
N N
N
N.
(1) Use Permitted onlyon seroM or upperaoom, or fishing retail acesneeground fear use
(2) Remains use as part of a rental mixed use program, with upper hear osidengal
(3) fErmitlad only as part of a mixed use project with a commercial or o,denual component
(4) Pinking facihtles must comply wiM building frontage standards
October 2014
P Use is permitted subject to compliance wdi all applicable provisions of the Santa
Me Munidpal Cade
WC Use is number beer subject to Me approval of a lend Use Cerlillfare
CUP Use is permiW subject to Me samovar of a Goidi6onal Use Permit
SPR Use is permitlel subleq M the appoval of a Site Plan PeNew
N Use not permitted in district
11 A -26
3 -3
Harbor Mixed use Trannl Corridor Plan
Development Standards
The development standards translate the Specific Plan vision and principles
into prescriptive evaluation standards, ensuring that new development
projects activate the public realm, exhibit high standards of urban design and
landscaping, and maximize flexibility and development feasibility for public
and private projects.
This Specific Plan emphasizes the role that building form plays when
developing individual parcels and blacks to crel diverse and pedestrian -
oriented development.
Building Type and Form
A wide variety of building types are permitted throughout the corridor, with
more intense building forms found in the Transit Node district, and the least
intense building forms provided in the Neighborhood Transitional district.
In the Corridor and Transit Node districts, future development is required to be
at least two stories tall to reinforce the transit- and pedestrian- oriented vision
for the Specific Plan area Table 3 -3 identifies the building type and forth
standards by land use district. Images of various buildng types card be found
below.
i
w t x 11 1 d, -t_ k x
ft
Bungalow Court. Max Stones:3
NT
bn - Abs, . Max Stories: 3 ®NT
Table 3 -3.
1 co .Max Smrie 12I Tuckml.r.fd S....a]
and Form
House 512 70'min
2/3 -14 -plea 10-15 100 'min
Bungalow Court 10-15 130 1
Live -Work 12 -15 100 -200
Rowhause 7 -18 100 -200
Tuck Under 12 -18 75' min
Courtyard Housing 2050 130' -250
Flex Block 3040 130' drug
Shacked Dwellings 4050 130' min
Lined Blxk 4550 170 in
Notes The oce�space olsict Is exempummbulmng ryue 11
®NT Tuckllnder.Ma„517:3 NT
�— r♦ mnra:rrra,om�rrmm�.rra.•rmrs�+ .� : i:,. ,.
MIN MAx
t
25-1 aU.vae 2 3 1 2
50-1 V AI w. 4 2 3� - 2
t v x'
T__
100-180 a — ..._.._ -
t rru 2 3 3
75-125 4 i A c 3 3 i 2 3 2 3
75' -150' 3 1 3 2 3 2 3
96 260' � I 3 3 2 3 2 3
121'_2l3 2 4 4 5 2 4 2 3
75, 200' 4 10 4 10 - 2 4 -
125 200' ( 4 10 4 LO 2 4
-_ -- _ -._
125'-130' i 4 10 4 IO 2 4 'v
ruement.eoddln a —d mwill be subject veil of Sih Plan Feview. Oensi cusses type an ly range re typist, kowewer, actual
NT: Color indicates hat a Miming or Induce gM is nerminea in aland
use dimiu. In Nis example, a building ape is earmided! In all district
m his exzmme, a building or frontage type is only permitted in me
Neigbbomood Transigmul Bidder
3 -4 11 A -27 City of Santa Ana
as
The images below and on the preceding page show examples of building types
at various intensity and in a range of architectural styles. While the Specific
Plan does not prescribe a set of specific architectural styles, it does encourage
new projects to employ more contemporary and modern styles.
CHAPTER 3: Land Use Plan and Development Standards
Caunpta Housing. Max Stories: 3-5
h eoumem Hnu:ing. Ma„mne:: 3 -5
®-r
Hex aloes. Max;tonee: y -ra
®_'t.
Stacked Dwellings. Max Stonee: yao
= Stacked Dwellings. Max sWdn: y-ao
Lined aloes. Max Se nn:0 -+o ®y- un1031-1 . Max;.ori ..c -m
c
Kim
October 2014 11 A -28 3 -5
i Fbortvlixed Um iznsrt Candor Plan
Building Frontage Types and Floor Heights
The frontage types and floor height work in combinabon with the underlying
land use district to ensure that proposed development is consistent with the
City's goals for buildingform, character, and quality. Subjecttothe requirement
of the applicable land use district, a proposed building shall be designed
with one or more of the following frontage types: arcade, gallery, shopfront,
forecourt, stoop, and frontyard/porch.
Traditionally, commercial storefront are characterized by tall storefront
windows designed to display merchandise to pedestrian passersby and entice
them inside, while enhancing interior daylighting. New buildings in the Transit
Node and Corridor districts shall construct taller ground floors to maintain an
attractive and consistent space, while also maximizing flexibility for current
and future uses. Table 34 indicates minimum floor height for each district
Table 3.4. Frontage Floor Height Minimums and Districts
Arrade (A)
15 feet
9 feet
TN, C
Gallery (B)
Shop Front (C)
15 feet
15 feet
9 feet
9 feet
TN, C
TN, C
Forecourt 0
Stoop (E)
15 feet
10 feet
9 feet
TN, C
9 feet
TN S, C, NT
FrontyardrPorch (F)
10 feet 9 feet
TN S, C, NT
all Fla v height refers W livable sruw and esclubes space ne,ded far mechanical
maipment and other suni rauoirere.r.
a ego A�
O O
uor o..
��_�•eow� w�
)
.!P
Standards for All Frontage Types
1. A physical transition shall be provided between the glazing of the storefront
and the adjacent sidewalk unless the glazing itself terminates directly at the
grade. Where a bulkhead is applied to transition between the opening(s)
and the adjacent grade, the bulkhead shall be between 18 inches and 36
inches tall per frontage type (aluminum storefront or spandrel panel may
not substitute for a bulkhead).
2. All storefronts shall provide clear views of merchandise displays within the
shop space and/or maintained and lighted merchandise displays) within a
display zone of approximately four feet in depth from the glass.
3. Awnings, signs, balconies, and other architectural projections shall be
located at least 8 feet above the adjacent sidewalk and may project for the
Width of the sidewalk to a maximum encroachment within 8 feet of the
curb.
4. Awnings shall only cover storefront and openings so as to not cover the
entire facade.
& The tens "dear" means that the identified area is free of encroachments
other than signs and light that
6. Encroachment in the public right -of -way require the approval of the Public
Works Agency.
7. Parking garages are required to employ a frontage type that is the same or
complementary m the attached or adjacent buildings.
Atltlltional photographs, diagrams, and standards for building frontages are
provided in the following pages.
f9 O O O
r vT Intillian., u.w aveae
r Yl
.._..
POW J ROSY. f
S
Ip
3 . 11 A -29 City of Santa Ana
CHAPTER 3: Land Use Plan and Development Standards
Arcade Frontage Type
Arcades are facades with an attached colonnade that is covered by upper stories. This type is ideal for retail use, but only when the sidewalk is fully absorbed
within the arcade so that a pedestrian cannot bypass it. For Building Code considerations, this frontage type cannot cover the public right- of-way without a
permanent encroachment permit.
1. Configuration. A great variety of arcade designs are possible, but the foaming shall apply:
a. The height and the proportions of the arcade shall correspond to the facade consistent with the architectural style of the building.
It. A minimum of 12 feet clear in all directions, Satins, columnsAuches shall be treated consistent with the architecture of the building.
c. Along primary frontages, the arcade shall correspond to storefront openings and:
i. Spacing between openings along the right -of -way shall be 10 feet
ii. Storefront openings shall beat least 10 feet all and not have opaque or refeebve glazing.
iii. Storefronts shall be a minimum of 10 feet to a maximum of 16 feet tall.
d. A bulkhead shall transition between the opening(s) and the adjacent grade. The bulkhead shall be between 18 inches and 36 inches tall (aluminum
storefront or spandrel panel shall not substitute for a bulkhead).
e. A minimum of 8 feet from the curb and face of arcade. However, the Public Works Agency may approve an extension up to 2 feet of minimum clearance
from curb and face of arcade (except at curb extensions for intersections).
2. Elements
L Awnings and signs shall be located at least 8 feet above the sidewalk and may project for the width of the sidewalk at a rate of 6 inches per each foot
above 8 feet to a maximum encroachment of 3 feet.
Awrometnc [native: A,cete
Plan Dia®ar: A de
+7 t «c
}
Galleries are colonnades that are attached to storefronts projecting over the sidewalkhwalkway.
Section Dewar: Araae
1. Configuration. A great variety of gallery designs are possible, but the following shall apply:
a. The height and the proportions of the gallery shall correspond to Me facade consistent with the architectural style of the building.
b. A minimum of 12 feet clear in all directions. Soffits, columns/arches shall be treated consistent with the architecture of the building.
c. Along primary frontages, the gallery shall correspond to storefront openings and:
i. Spacing between openings along the right -of -way shall be 10 feet.
H. Storefront openings shall be at least 10 feet tall and not have opaque or reflective glazing.
iii. Storefronts shall be a minimum of 10 feet to a maximum of 16 feet tall.
d. A bulkhead shall transition between the opening(s) and the adjacent grade. The bulkhead shall be between 18 inches and 36 inches tall (aluminum
storefront or spandrel panel shall not substitute for a bulkhead).
e. A minimum of 8 feet from the curb and face of gallery. However, the Public Works Agency may approve an extension up in 2 feet of minimum clearance
from curb and face of arcade (except at curb extensions for intersecdore).
2. Elements
f. Awnings and signs shall be located at least 8 feet above the adjacent sidewalk and may project for the width of Me sidewalk at a rate of 6 inches per each
foot above 8 feet to a maximum encroachment of 3 feet.
n
Mor ee.nic prettier: Gallery
October 2014
P:ar Dagam. Gallo;
11 A -30
sector Die m: Gallery
3 -7
H,Txr, Mixed Use Transit Corridor Plan
Shopfront Frontage Type ,j®
Shopfronts are facades placed at or close to the right -of -way line, with the entrance at sidewalk grade. This type is conventional for retail frontage and is commonly
equipped with cantilevered shed roofs) or awning(s). Recessed storefronts are also acceptable. The absence of a raised ground floor precludes residential use on
the ground floor facing the street, although such use is appropriate above.
1. Configuration. A great variety of Shopfront designs are possible, but the following apply:
a. A minimum of 12 feel clear to a maximum of 18 feet tall, as measured from the adjacent sidewalk.
b. The corresponding storeffonl(s) openings) along the primary frontage shall not have opaque or reflective glazing.
c. Storefronts may be recessed from the frontage line by up to 10 feet.
d. A bulkhead shall transition between the opening(s) and the adjacent grade. The bulkhead shall be between 18 inches and 36 inches WII (aluminum
storefront or spandrel panel may not substitute for a bulkhead)
2. Elements
e. Awnings and signs shall be located at least 8 feet above the adjacent sidewalk and may project for the width of the sidewalk at a rate of 6 inches per each
foot above 8 feet to a maximum encroachment of 3 feet.
f. Signal shall not project within 8 feet of the adjacent curbface(e). However, the Public Works Agency may approve an extension up to 2 feet of minimum
clearance from curb face(s).
luonwneNC Diagram: smpbont
Plan diagram: Shopl ont
secaon Dialyam: shophon[
Forecoult Frontage Type':.,..®
Forecourt is a semi - public exterior space in the shopfront, gallery or arcatle frontage that is partially surrounded by a building and also opens to a thoroughfare,
forming a court. The court is suitable for gardens, outdoor dining, vehicular drop-off, and utility off- loading.
1. Configuration. A great variety of forecourt designs are possible, but the following shall apply:
a. A minimum of 10 feet deep clear, maximum of 40 feet deep clear.
It. A minimum of 20 feet wide and a maximum of 50% lot frontage.
c. The forecourt may also be raised from the sidewalk, creating a small retaining wall at the property line with entry steps to the forecourt, but shall not
exceed 3 feet from the adjacent sidewalk grade.
d. Storefronts shall be between 10 feet and 16 feet tall, as measured from the adjacent walkway.
e. The corresponding storefront opening(s) along the primary frontage shall not have opaque or reflective glazing.
f. A bulkhead shall be required. The bulkhead shall be 24 inches minimum, 36 inches maximum (aluminum storefront or spandrel panel shall not be
substituted far a bulkhead).
2. Elements
g. Minimum clearances for signs and awnings shall be 8 feet from sidewalk for vertical clearances and the width of the sidewalk for horizontal clearances.
M
Y^
Aarwmeirlc Diaul F..n
3 -8
Plan Di Faaaar
11 A -31
l n t„
q+
4 —
r I `
sa,bon Diagram : Fareppmt
City of Santa Ana
549
Shopfront Frontage Type ,j®
Shopfronts are facades placed at or close to the right -of -way line, with the entrance at sidewalk grade. This type is conventional for retail frontage and is commonly
equipped with cantilevered shed roofs) or awning(s). Recessed storefronts are also acceptable. The absence of a raised ground floor precludes residential use on
the ground floor facing the street, although such use is appropriate above.
1. Configuration. A great variety of Shopfront designs are possible, but the following apply:
a. A minimum of 12 feel clear to a maximum of 18 feet tall, as measured from the adjacent sidewalk.
b. The corresponding storeffonl(s) openings) along the primary frontage shall not have opaque or reflective glazing.
c. Storefronts may be recessed from the frontage line by up to 10 feet.
d. A bulkhead shall transition between the opening(s) and the adjacent grade. The bulkhead shall be between 18 inches and 36 inches WII (aluminum
storefront or spandrel panel may not substitute for a bulkhead)
2. Elements
e. Awnings and signs shall be located at least 8 feet above the adjacent sidewalk and may project for the width of the sidewalk at a rate of 6 inches per each
foot above 8 feet to a maximum encroachment of 3 feet.
f. Signal shall not project within 8 feet of the adjacent curbface(e). However, the Public Works Agency may approve an extension up to 2 feet of minimum
clearance from curb face(s).
luonwneNC Diagram: smpbont
Plan diagram: Shopl ont
secaon Dialyam: shophon[
Forecoult Frontage Type':.,..®
Forecourt is a semi - public exterior space in the shopfront, gallery or arcatle frontage that is partially surrounded by a building and also opens to a thoroughfare,
forming a court. The court is suitable for gardens, outdoor dining, vehicular drop-off, and utility off- loading.
1. Configuration. A great variety of forecourt designs are possible, but the following shall apply:
a. A minimum of 10 feet deep clear, maximum of 40 feet deep clear.
It. A minimum of 20 feet wide and a maximum of 50% lot frontage.
c. The forecourt may also be raised from the sidewalk, creating a small retaining wall at the property line with entry steps to the forecourt, but shall not
exceed 3 feet from the adjacent sidewalk grade.
d. Storefronts shall be between 10 feet and 16 feet tall, as measured from the adjacent walkway.
e. The corresponding storefront opening(s) along the primary frontage shall not have opaque or reflective glazing.
f. A bulkhead shall be required. The bulkhead shall be 24 inches minimum, 36 inches maximum (aluminum storefront or spandrel panel shall not be
substituted far a bulkhead).
2. Elements
g. Minimum clearances for signs and awnings shall be 8 feet from sidewalk for vertical clearances and the width of the sidewalk for horizontal clearances.
M
Y^
Aarwmeirlc Diaul F..n
3 -8
Plan Di Faaaar
11 A -31
l n t„
q+
4 —
r I `
sa,bon Diagram : Fareppmt
City of Santa Ana
yZ, k _fro 1 11 1 ta. CHAPTER 3: Land Use Plan and Development Standards
Stoop frontage Type ®nT
A stoop is an elevated entry pad that corresponds directly to the building entry. The stop has stairs placed dose to the frontage line on a Wilding, and the ground
story is elevated from the sidewalk, securing privacy for the windows and front rooms. This type is suitable for ground -firm, residential uses with short setbacks.
This type may be interspersed with the shopfront frontage type. A porch or shed roof may also over the stoop.
1. Configuration. A great variety of stoop designs are possible, but the following shall apply:
a. A minimum of 4 feet deep clear (all Stoops without porches or rots may encroach up to 50% of required building setback depth unless specified
otherwise in the development standards.
b. A minimum 4 feet wide.
c. Stops shall be raised to transition into the building. Buildings along Harbor Boulevard may have a stop frontage. The design of such stoops is subject
to review and approval by the Executive Director of the Planning and Building Agency.
d. Stoops shall ormspond directly to the building entry(s).
2. Elements
e. Fences o walls defining the stop or front setback shall not exceed 36 inches from the highest adjacent finished grade.
Amnometrr, Diawam: 5tomp
Frontyard/Porch Frontage Type ,;. ®,+T
Plan W iirr: Stapp
Sedkn Dia®am: sPoOp
Fronryards are a common frontage primarily associated with single - family houses, but can be used with other building types in cases where the facade is set back
from the right -af -way, provided the context is appropriate. An encroaching porch may also be appended to the facade. A fence or wall at the property line may be
used to define the private space of the yard. The front yard may also be raised from the sidewalk, creating a small retaining wall at the property line with entry
steps to the yard. The building facade that uses a frontyard or porch can be setback a maximum of 15 feet from the R.O.W.
1. Configuration. A great variety of frontyard and porch designs are possible, but the following shall apply:
a. A minimum of 6 feet deep clear between the face of the landing and building facade (a1). Porches may encroach up to 24 inches of required building
setback depth unless specified otherwise in the development standards, provided the remaining setback area shall not be less than 5 feet.
b. A minimum of 12 feet wide clear for centered entry; or a minimum of 10 feet clear for asymmetrical entry.
c. A minimum of 10 feet tall clear.
d. Porches shall be at grade or raised to transition into the building. In no case shall porches be raised more than 3 feet from the adjacent grade.
2. Elements
e. Fences or walls shall not exceed 3 feet in height when defining the front yard or (when fronting a public street) the side yard. Retaining walls within the
front yard setback cannot exceed 18 inches in height.
ananewic Diz ®am: F.xwkV brch
Pei Dia ®am: FrQue "
j
1
1. f
i
AMM
! f
n '
~ d
ssnon Dia,eam. Frontyawftm
October 2014 11 A -32 3 -9
Harbor Mixed Use Transit Corridor Plan
Building Placement
The placement of buildings plays an important part in creating character and
a sense of place within the Harbor Corridor. The standards reflect an urban,
walkable atmosphere where dense commercial, residential, and mixetl -use
buildings are placed close together and create a consistent slo etwall Mat
shapes the experience of pedestrians, bicyclists, and passing motorists. The
setback standards also emphasize minimum setbacks to provide attractive
landscaping and a buffer for pedestrians from street activity. Minimum and
maximum standards are identiged in Table 3 -5 and associated fames.
Table 3 -5. Building Placement
al, Serbacla are measured from be closest paint of a building W be property line or public
ment, except tar clear mores fees belnw). If a hunyard/pu'ch homage is used. be
building facade may be setbacks maximum of 15 fret.
2. andimwl sebacke for entry gazes or courtyards, or to meet aaelaosseucwreq may
W permitted subject b additmal der, review. Forage types may to used he eaasy
seWack repuiremen6.
3. Building planes above the 30 floor shall have. at minimum. a 50% wrialion in setback
wibin be specified sandards in Tads, 35.
4. For buildingswib Seven or more sbries, be mud floor and a Wye must W at backs
brimoung of 30 feet min Single family reeldentral uses. _
Gear Zones
1. Clear zones are required at driveway, street, or alley intersections to
provide adequate line of sight for drivers, bicyclists, and pedestrians as
they approach intersections. The clear zone shall consist of an isosceles
right triangle with 25 -foot sides along the property line.
2. The clear zone shall not be occupied by a ground floor building facade. Site
and building features that are tal ler than 30 inches feet in height, including
utilities, mechanical equipment, fences, and landscaping, are prohibited
in the clear zone.
3. Upper foods may extend over the clear zone. Awnings must maintain a
vertical clearance of at least 15 feet within a clear zone.
4. The clear zone requirement shall also apply to property corners that front
Harbor Boulevard and abut the property line of a mobile home park.
Encroachments
1. Outdoor dining. Such encroachments per approval of the Santa Ana
Planning & Building Agency (PBA) and Public Works Agency (PWA)
Directors, separate permit, and agreement per SAMC.
2. Encroachments. Awnings, Signage, Balconies, Bay windows and Frontage
Types may encroach into the required setback subject to the standards
identified in Table 3 -6 and the associated figure.
3. No encroachments are permitted within 10 feet of a bus stop, Intersection,
or driveway.
Table 3.6. Encroachments
Except awnings, and gallery and
i
min. 8'dear max IV
ab,sce findings, types
Adjacent to pudic sheer right -of -way
a
-
8 it
or public easemem
arcade frontage lees
Atljacern to alley or internal Drive aisle
- - --
6
— it
3 i
-
c
_
]fl
_Adlamnttop3rking
Clear zone (see below)
a
d
25 it
to saver 5'
l0 ¢aver 3'
Adamaeta is and 2nd floor
a
15 It
-
reditlemial 3rd floor and above 4
f
20/30 it
-
Adjacent to all All floors
8
SR
-
other uses
a
Up to 3mflaor
h
bit
-
atfloor andabove
1
15 it
-
al, Serbacla are measured from be closest paint of a building W be property line or public
ment, except tar clear mores fees belnw). If a hunyard/pu'ch homage is used. be
building facade may be setbacks maximum of 15 fret.
2. andimwl sebacke for entry gazes or courtyards, or to meet aaelaosseucwreq may
W permitted subject b additmal der, review. Forage types may to used he eaasy
seWack repuiremen6.
3. Building planes above the 30 floor shall have. at minimum. a 50% wrialion in setback
wibin be specified sandards in Tads, 35.
4. For buildingswib Seven or more sbries, be mud floor and a Wye must W at backs
brimoung of 30 feet min Single family reeldentral uses. _
Gear Zones
1. Clear zones are required at driveway, street, or alley intersections to
provide adequate line of sight for drivers, bicyclists, and pedestrians as
they approach intersections. The clear zone shall consist of an isosceles
right triangle with 25 -foot sides along the property line.
2. The clear zone shall not be occupied by a ground floor building facade. Site
and building features that are tal ler than 30 inches feet in height, including
utilities, mechanical equipment, fences, and landscaping, are prohibited
in the clear zone.
3. Upper foods may extend over the clear zone. Awnings must maintain a
vertical clearance of at least 15 feet within a clear zone.
4. The clear zone requirement shall also apply to property corners that front
Harbor Boulevard and abut the property line of a mobile home park.
Encroachments
1. Outdoor dining. Such encroachments per approval of the Santa Ana
Planning & Building Agency (PBA) and Public Works Agency (PWA)
Directors, separate permit, and agreement per SAMC.
2. Encroachments. Awnings, Signage, Balconies, Bay windows and Frontage
Types may encroach into the required setback subject to the standards
identified in Table 3 -6 and the associated figure.
3. No encroachments are permitted within 10 feet of a bus stop, Intersection,
or driveway.
Table 3.6. Encroachments
Except awnings, and gallery and
i
min. 8'dear max IV
ab,sce findings, types
—!—�
k
min. 12 min. 12' clear l max 24•
Except awnings, and gallery and
arcade frontage lees
I
Awnings, and gallery and anchm
min. 10'clazr wn 8'of
nonage types
curb
Side yard
we
Rear yard
Alleyyad --
_...
to saver 5'
l0 ¢aver 3'
Noa
L Eavx ceroe ed tothree feelolproperly line.
Building to Street Right -of -Way
r FUNic eawnanabng Hakes BalcvaN Arley /IXiue lisle
LLLLLUiLLLJ
Bull
j...ze Rtl
25 Rovar Zone Sweet ROW Setback Zone
Building to Property Lines
GL PL
Min, 20/30 n
AnyuSe _ Single Family
ex¢p SGg Q residential
Min. ft n. 5 h Min. 1511
Building to Building
Min. 15 it
l�H
lot
Encroachments
Akivable
allxaaorment
per Table 3 6
o- U 0
MinR 6 . 6 R
3 -10 11 A -33 City of Santa Ana
n
Parking Standards
The Harbor Corridor Plan envisions a mixed -use and transit- supporgve corridor
that de-emphasizes the role private automobiles and parking play in our daily
lives. The mix of land uses, proximity to multiple transit options, and more
walkable and bicycle - friendly street designs should provide options for those
who are not able or do not choose to use a car as their primary means of
transportation.
However, this Specific Plan does not ignore the need to provide an adequate
number of parking spaces throughout the comdoc Sufficient parking is
necessary to attract and serve new residents, businesses, employees, and
customers. The comfort of existing residents is just as important, and parking
standards must not be set so low as to cause overflow parking problems in
adjacent neighborhoods.
Off - Street Parking
Table 3 -7 provides the off -street residential and nonresidential parking
requirements. If different land uses are part of the same project (e.g., mixed
use development combining retail and residential), the parking requirements
for each separate land use are applicable and shall be added together to
determine the total parking requirements for the project.
In the calculation of parking requirements, fractional numbers of parking
spaces shall be rounded up to the nearest half or whole number depending on
the requirements.
Additionally, the City of Santa Ana wants to encourage the most efficient use
of parking space and respond to all uses. Off-street parking spaces can be
satisfied through the provision of smaller spaces designed specifically for
motorcycles or motorized exporters.
- Up to 2 spaces for projects with up to 20,000 square feet of gross door area
of nonresidential space or 50 residential units
- Up to 5 spaces for projects with more than 20,000 square feet of gross fioor
area of nonresidential space or 50 residential units
Table 3 -7. Off- Street Parking Standards
®
' No
M
Residential - occupant
I'd unit
1.5 /unit 2,0 unit
Residential -guest
050 /unit
0.25 /unit 0.25 /unit
Lme WorasShopkeeper-
1.0 unit
10/ unit 20 /unt
occupant_
Live- WOr'NShopkeeper
0,50 Min
0.50/ nit 0.25 /unit
guest
Nonresidential
1 / 400 W if
a a
Setback
Min. 5 ft landscaped setback from public street
_ _ _ Int_of -way ar Lublic easement
Vehicular access to
Alley or side street access only
parking
Parking location s
Above or below, ground Yes Yes
parking structure
' No
Alley 1.died garage No yes
Yes
Screened surface lots No Y.
Yes
On street No No
Yes
Notes:
L pension epecial need housing. including senior housing, will to ptrke0 at l space per
unit minimum.
2. Vehicular access b the off street palling may be taken from primary street only when an
alley m side street is net present.
3. No more Nan he If of the St. lamm a may W oxupietl by {arking.
Reflective of the desired intensity for the Transit Node District, parking may be
accommodated only behind buildings In above- or below- ground structures.
Parking within the Corridor District can be accommodated in structures or
in screened surface lots between buildings or away from streets, with no
more than half the site frontage occupied by parking. In the Neighborhood
Transitional District, parking can be accommodated on- street, in alley - loaded
garages, or in screened surface lots between buildings or away from streets,
with no more than half the site frontage occupied by parking.
In the Transit Node and Corridor Districts, vehicular access to the off-street
parking is permitted only from an alley or side street when present. Vehicular
access to the off-street parking may be taken from primary street only when an
alley or side street is not present. Requiring access to alleys or side streets will
not only improve the appearance of the streetscape along Harbor Boulevard,
it will also improve its efficiency and enhance safety for vehicles, pedestrians,
and bicyclists by minimizing the number of driveways.
CHAPTER 3: Land Use Plan and Development Standards
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{grad, in seiaoam neig,EOrlwads. wren supporhdl by a mrcmldsom of almose land up ,
Structural parking (N can be an efficient means of providing parking. Panda, SWct res should
amray,Wadvaened orwmpped W buildings. tower intensityateched residential can beeeecia ly
and anchor, ssry H by alleyload� garages (c) -awd, when pan of a hived -we mmgn.
Mmd-use and pormadmatial Wsirwses are encouraged b qaw parking behind buildings in
central interior m6 up
October 2014 11 A -34 3 -11
Harbor Mlion Use Tmosit Corridor Plan
Parking Reduction Strategies
Strategies to decrease parking demand and share parking will help reduce
the reliance on automobiles, reduce associated congestion and emissions,
and provide economic incentives for new residential, office employment
projects.
The Harbor Corridor is served by the local and new BRT bus services.
Additionally, existing and future bicycling opportunities and the mixed -use
character of the corridor will decrease the need for parking spaces over those
required in the past.
New development projects, rebuilds, and remodels are eligible for a parking
reduction by incorporating transportation demand management (TOM)
strategies. TOM strategies applicable to reduce parking requirements, subject
W the discretion of the Executive Director of the Planning and Building Agency
(Executive Director), include:
• CarpooVvanpools
• Garage lifts or hydraulic car parking (surface or structured)
is Joint use (shared parking)
x Tandem parking, not to exceed 30% of the required parking
Reductions from off -street parking requirements of 10% or less can be
approved by the Executive Director. Reductions greater than 10% must be
approved by the Planning Commission. A parking study and the inclusion of
TOM strategies may be required to determine the appropriate level of parking
demand reduction generated by these strategies on a project - specific basis.
Bicycle Parking
Bicycle parking may consist of several types of facilities, hitching posts/staple
racks, "A" frame stand- alone racks, bicycle lockers, etc. Bicycle parking facilities
are encouraged to be used as functional pudic art. Bicycle parking should
be located in convenient, visible, and well -Id areas. Nonresidenfial property
and business owners are also encouraged to consolidate bicycle parking into
clusters within the public right -of -way along the street frontage.
1 space per 5 unit, but Encloses within a unit's
Resitlemial or live work' na less than 4 spaces usage or lockable bike
f storage holder z
Pudic. lackeys I 8.0spacesperkration
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1, onlysppliato restoration live- work project oonsistrooffiwor more unit.
z. The take lacker may be atiachad Is a unit or in a gaup of bike linkers in a centralized
area of me residential pmjecf.
Additionally, the installation of on- street or curb - adjacent bicycle parking may
be considered at key points along the canidor. Approximately 12 bikes can
park in the space normally reserved for a single car. Therefore, by papal
one parking space, corridor businesses could accommodate space far up to
12 customers. On- street parking should be done primarily in parking lots (in
a space adjacent to the sidewalk) or on side streets where traffic is slower and
limited to two lanes, but the spaces should still be highly visible as one travels
along the corridor.
Bike racks are encouraged to go beyond conventional metal tubing. Enhanced
bike racks can be described as metal artwark that shapes metal tubes into
words or objects to provide the bike rack structure. These "of racks enhance
the right -of-way as functional public art. They also present an opportunity to
connect to the adjacent businesses.
Open Space Standards
Open space is a key feature in any urban place residents, workers, and
visitors places to relax, gather, and exercise. Additionally, open space provides
visual relief and a connection to the natural environment. Finally, open space
may be used for community gatherings and festivals. While this area of Santa
Ana enjoys a variety of small and large open space amenities, many existing
residents and workers lack may access to open space lntensificatlon of the
corridor with new homes and businesses will increase the demand for areas
to relax and recreate.
Adding open space to an urbanized area is not easy. Open space standards
often focus on privatized open space and offer in -lieu fees that may get spent
w t. r. 11 t ,1_'a. RIYWI
Below. Ur ffinmtmeN sorpmnglndudeswcked sediment, which,rswmeUanical lift
W porkmulmocaminonespace; sp�daiWn brmofac Mandsmoms(b); and random
Making red, where two or more whides park in a single elengeted spare. Spares designed for
elxmc vehicles (it) are also encouraged.
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Bicycle parking ran take many forms. A simple bike rack ran he placed near Me entrance of a
,forefront (a), Bike smmge fediifies ran ce more dynamic and enhance Me band or Jimmy of
an ce, shown in (b) as part of a small paring lot As new development occurs, Mae may be
sufficient demand m set aside an onsoeet paddngspace erdm'ively for Nestle ad. iroarlred bike
acts are a mnohnnal way of mtrodurine m blic art into Me strwtafs (it).
3 -12 City of Santa Ana
11 A -35
I space for each 7, 500 -
Retail
SE of Wilding area, but
nor less than 4 5{Nces
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I space for each 5,000 l
with good visibility,
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pedestrian movement
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1, onlysppliato restoration live- work project oonsistrooffiwor more unit.
z. The take lacker may be atiachad Is a unit or in a gaup of bike linkers in a centralized
area of me residential pmjecf.
Additionally, the installation of on- street or curb - adjacent bicycle parking may
be considered at key points along the canidor. Approximately 12 bikes can
park in the space normally reserved for a single car. Therefore, by papal
one parking space, corridor businesses could accommodate space far up to
12 customers. On- street parking should be done primarily in parking lots (in
a space adjacent to the sidewalk) or on side streets where traffic is slower and
limited to two lanes, but the spaces should still be highly visible as one travels
along the corridor.
Bike racks are encouraged to go beyond conventional metal tubing. Enhanced
bike racks can be described as metal artwark that shapes metal tubes into
words or objects to provide the bike rack structure. These "of racks enhance
the right -of-way as functional public art. They also present an opportunity to
connect to the adjacent businesses.
Open Space Standards
Open space is a key feature in any urban place residents, workers, and
visitors places to relax, gather, and exercise. Additionally, open space provides
visual relief and a connection to the natural environment. Finally, open space
may be used for community gatherings and festivals. While this area of Santa
Ana enjoys a variety of small and large open space amenities, many existing
residents and workers lack may access to open space lntensificatlon of the
corridor with new homes and businesses will increase the demand for areas
to relax and recreate.
Adding open space to an urbanized area is not easy. Open space standards
often focus on privatized open space and offer in -lieu fees that may get spent
w t. r. 11 t ,1_'a. RIYWI
Below. Ur ffinmtmeN sorpmnglndudeswcked sediment, which,rswmeUanical lift
W porkmulmocaminonespace; sp�daiWn brmofac Mandsmoms(b); and random
Making red, where two or more whides park in a single elengeted spare. Spares designed for
elxmc vehicles (it) are also encouraged.
I _ -
I� 1�1:
a
6
Bicycle parking ran take many forms. A simple bike rack ran he placed near Me entrance of a
,forefront (a), Bike smmge fediifies ran ce more dynamic and enhance Me band or Jimmy of
an ce, shown in (b) as part of a small paring lot As new development occurs, Mae may be
sufficient demand m set aside an onsoeet paddngspace erdm'ively for Nestle ad. iroarlred bike
acts are a mnohnnal way of mtrodurine m blic art into Me strwtafs (it).
3 -12 City of Santa Ana
11 A -35
.f
outside the neighborhood. The City also recognizes that private property owners
and the development community do not have endless funds to satisfy public
park, cnsim common open space, cnsite private open space, and right -of -way
improvement requirements.
Accordingly, the following standards provide for a balance of onsite private
open space, public park space improvement of the public realm. The
development community is therefore free to maximize the development
potential of their private property, and the City and the community benefits
from higher quality public open spaces and an enhanced image for the Harbor
Corridor. Projects are also encouraged to connect all three types of open space
visually and physically to maximize the beauty and utility of open space along
the conldN.
Onsite Open Space
Onsite open space is required for new nonresidential and residential projects
within the Harbor Corridor Plan. Table 3 -9 identifies the amount of common
and private open space required for each project and each unit of residential
development. Additional standards are provided below.
1. The common open space requirement applies m nonresidential, residential,
and mixed -use projects. The common open space requirement is per
Table 3.9. Onsite Open Space Requirements
CHAPTER 3: Land Use Plan and Development Standards
project, not per we. For example, a live -work project with residential and
nonresidential uses must only set aside 15% of the lot for common open
space, not 30% of the lot.
2. At least two - Thirds of the common open space area shall be open m the sky
and placed at the rear or side yard designed as a courtyard, or in the front
as a forecourt. Courtyards may be located on the ground or on a podium.
Side yards may also be formed to provide outdoor patios connected to
ground floor commercial uses W serve as additional open space.
3. The remaining one-third of common open space can be provided as
courtyard or forecourt space (covered or open m the sky), or as internal
recreabors/gathering space (e.g., fitrte9s, meeting, or community room).
4. Up to 100% of the private open space requirement may be satisfied by
additional common open space, provided the minimum dimension of this
space shall be 15 feet in each direction.
5. Private patios may be provided at the side and rear yards. Balconies
are permitted in any setback yard as provided in the encroachment
requirements of the applicable zone.
6. Corridors, walkways, passes, driveways, parking courts, lobbies and other
such spaces shall not be included in the required open space calculations.
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New development shall desiar mean aped space as a key part of each Weisel, common open space should Ire centrally loralee and warmer m add ins an vrim me wuk dmt.11 way whenerer
wsmle- laiw W upon spa, shonm he oaonduled m each residential unit and nra.imize e,posere m the ourme.
October 2014 11 A -36 3 -13
Haber Mixetl Use liansil Corridor Flan
Public Park Space
Pudic park space serves the community at large and may consist of a variety
of recreational amenities, including parks, playgrounds, open grass fields,
community gardens, and plazas. This type of open space is available on
publicly accessible land for all residents and visitors. Existing examples include
Santa Anita Park, Campesino Park, and Spurgeon Park (the latter two located
just outside of the Specific Plan area).
All new residentlal development in the planning area is required to pay a
Residential Development Fee to the City to achieve the goal of two acres of
open space per 1,000 residents. This fee is described in Chapter 35, Article
IV of the SAMC. See Chapter 7 of this Specific Plan, Implementation and
Financing.
Initial thoughts about possible locations for creating new park space include
land adjacent to Santa Anita or Campesino Parks or the conversion of land
within the Santa Ana River Channel to passive open space .
Land in the channel is publicly owned, designated for open space, contains
bike facilities, and is directly accessible by foot and bicycle to homes and
businesses along and around Harbor Boulevard. Conversion of he channel
area is consistent with he regional Mountains to the Sea effort and could
position the City for grant funding as an infill, transit - oriented Specific Plan
area with qualifying income levels. The Residential Development Fees collected
from new development would serve as matching funds to compete for state
and federal grants.
All
11.
Puuic park span is a cri &al darr'nent M the cantnued improvement of th carnal Smaller,
centrally taa@1 l.Vaz are hahlyencauraea anal sMuld connect b the studal evisually and
physiaty Park spaRS povge visual mired Fom the urban environment and sem Indihduals,
coupe, and families. urban apiculture and community ppraens should to inwrryraled man
individual prof E and Wblic spacas abng Harbor BouravaN,
3 14 11 A-37 City of Santa Ana
CHAPTER 3: Land Use Plan and Development Standards
New development is encouraged to provide creative solutions for onsite common open space, including green roofs situate on top of buildings or above a parking
area.
An example is the LiveRaof® system used in the New Block° design, which creates usable open space on the rooftop of the surface parking cover, utilizing a
unique, modular, green roof planting system. The meadow -like open space contains a variety of native plants and decorative hardscape for barbecues, picnic
tables, and social gatherings.
The rooftop space is readily accessible to residents and provides an attractive amenity. Additional benefits include the reduction of the heat island effect, filtration
of pollutants and reduced and filtered stormwater runoff, and outdoor active and passive recreational space on the roof over surface parking.
This type of open space and roofing schdon also lowers land acquisition costs, provides a visually interesting roofscape, and creates a more attractive and
appealing transifion between higher and lower density development. Open space provided on the top of a building or above the parking area may be private and
set aside for the exclusive use of the occupants of the building.
Conceptual renderings of the New Black"' product and open space, construction pictures as of August 2013, and a site plan.
Pororrt Pondnp
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October 2014 11 A -38 3 .1
Halbol Mixad Use Ransl Con!tlor Plan
Public Right -of -Way
The Harbor Corridor's nghls -of -way (ROWS) are one of its most visible features.
For many visitors and Santa Ana residents and workers, the ROWS define the
image of the corridor, The Specific Plan establishes substantial improvement
for the ROWS so that they are more attractive, safer, and functional for all to
use and see.
Open space in the public right -ol-way may consist of pedestrian and bicycle
space, outdoor dining, landscaping, benches, and publicart. The concepts and
standards in this plan require high quality design, materials, and landscaping
for the ROW areas. Protect applicants should treat the ROWS as an e#ension
of public park space.
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3 16 11 A -39 City of Santa Ana
MI:°
T
Landscaping Standards
Overall, the landscape palette is urban, with shading and accent street trees
in sidewalk tree wells along Harbor Boulevard and major crossstreets. Taller
ornamental trees should be placed at in esections. For parcels fronting 1st and
5th Streets, housing may also maintain a shallow -depth landscaped frontyard
separating buildings from sidewalks.
Setbacks, yards, and shared common open spaces shall consist of landscaping
(in -ground or above - ground plantings), enhanced hardscape, or outdoor
seating or dining areas.
A landscape buffer of not less than 5 feet shall be provided to separate any
parking lot from an adjacent property, unless the parking lot provides shared
access. Surface parking lots shall be landscaped per the City's Commercial
area landscape standards.
CHAPTER 3: land Use Plan and Development Standards
Ocrober 2014 11 A -40 3 17
Harbor M -xe Use Transd Corridor Plan
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3.18 City of Santa Ana
11 A -41
Y
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4 MOBILITY PLAN
Mobility Plan Objectives
The Harbor Corridor Plan seeks to expand and improve the ways that people
move along and through the corridor. While Harbor Boulevard currently serves
many different types of transportation, the roadway's design and operation
prioritizes the movement of cars and trucks through Santa Ana. This emphasis
is understandable as the corridor carries over 40,000 cars and trucks every
day.
However, people travel through the Harbor Corridor in many other ways. Bus
stops on Harbor Boulevard see thousands of people get on or off a bus along
the corridor. All of these people and more walk along the sidewalks during the
day and night. Finally, hundreds of people ride their hikes on the corridor's
streets and sidewalks. Local residents, workers, and students of all ages asked
for a greater emphasis on transit, pedestrian pathways, and bike facilities
to create safer and more efficient options to travel to and from their homes,
businesses, and schools. The Harbor Corridor Plan establishes the framework
for improved transportation based on three primary objectives.
I. Integrate with Local and Regional TransR Improvements
The mobility plan emphasizes a sustainable approach consistent with the
City's Go Local Transit Vision which aims to link downtown, employment
centers, educational facilities, and expanded housing choices. A central focus
is the new bus rapid transit (BRT) services that augment local bus service
along Harbor Boulevard and Westminster Avenue/17m Street. The mobility
plan also anticipates future transit stops for the fixed guideway system that will
run along the Pacific Electric right -of -way and link to the Santa Ana Regional
Transportation Center (SARTC) in downtown.
2. Safe and Efficient Pathways for Pedestrians and Bicyclists
Improved pedestrian and bicycle facilities and linkages are a cornerstone of a
robust transportation network. The Harbor Corridor Plan encourages a variety
of building designs to create a comfortable environment for walking and biking.
New street layout facilitate safe bicycle and pedestrian travel along Harbor
Boulevard and efficient connections to the regional bicycle network, including
the Santa Ana River Trail.
3. Preserve Capacity for Can and Trucks
The Harbor Corridor Plan continues m recognize the important role Harbor
Boulevard plays in circulating vehicular traffic through the region by maintaining
the six traffic lanes and expanding intersection turning options. The plan also
encourages the consolidation of driveways along the corridor, creating more
efficient traffic flows.
Mobility Context
Circulation Element
The Circulation Element of the Santa Ana General Plan is the City's blueprint
for transportation planning. The purpose of the Element is to plan for a
transportation network that meet the mobility needs of Nose living, working,
and visiting the City. The Cimulabon Element goals reflect the City's vision for
a comprehensive circulation system that is safe, efficient, and attractive for all
users. The Harbor Corridor Plan implement the Circulation Element's goals
and policies along Harbor Boulevard. The element's eight circulation goals
(adopted as of August 2014) are listed below.
Circulation Element Goals
Goal L Provide and maintain a comprehensive circulation system thatfacilitates
the efficient movement of people and goods throughout the City, and enhances
it economic viability.
Goal 2. Provide design and construction that facilitate safe utilization of the
City's transportation systems.
Goal 3. Provide a full spectrum of travel alternatives for the community's
resident, employees, and visitors.
Goal 4. Fully coordinate transportation and land use planning activifin.
Goal 5. Create attractive circulation corridors to enhance the City's image.
Goal 6. Protect local street from through traffic to preserve neighborhood
character.
Goal 7. Utilize alternates parking strategies as a means of managing
transportation demand.
Goal 8. Strengthen the coordination of transportation and land use planning
activities with adjacent jurisdictions and regional agencies.
Hamsi Mixed Usa Transit Comdor Plan
Complete Streets Act
The Complete Street Act was passed in 2007 to ensure that the transportation
plans of California communities meet the need of all users of the roadway,
including pedestrians, bicyclist, users of public transit, morodst, children,
the elderly, and the disabled. The purpose of this act is to make roads safer and
more convenient for pemple who choose to walk, nice a bike, or take transit,
and to aid in reducing traffic congestion, auto - related air pollutant, and the
production of climat -changing greenhouse gases. These goals are consistent
with the vision for the Harbor Boulevard corridor to improve transportation
conditions and facilities for all types of travel.
October 2014 11 A -42 4 -1
Hamm, Mixed Use Transit Con,ri Plan
Streets and Parking
Street Network
Figures 4 -1 and 4 -2 illustrate the existing street network and the City's Master
Plan of Shoals and Highways for the Harbor Corridor Plan area. The majority
of roadways will remain the same with the exception of the extension of Santa
Ana Boulevard as a four -lane (two lanes in each direction) arterial street along
the Pacific Electric right -of -way, from Fairview Street to State Route 22
The extension of Santa Ana Boulevard would pass through the intersection
of Harbor Boulevard and Westminster Avenue as a grade - separated overpass
(meaning it would not connect with Harbor Boulevard or Westminster Avenue)
This intension and configuration will divert some vehicular traffic away from
Harbor Boulevard, enabling the corridor to accommodate future growth in the
local area and through the Harbor Corridor Plan without deteriorating vehicular
capacity.
The current speed limit along Harbor Boulevard is 45 miles per hour —a speed
that is best suited for a roadway designed primarily for vehicular traffic and low
levels of pedestrian, bicycle, and transit activity. Harbor Boulevard is identified
in the City's Circulation and Housing Elements as a transit corridor and in
this Specific Plan as a multimodal corridor with significant current and future
levels of pedestrian, bicycle, and transit activity. Accordingly, the City proposes
street designs and a goal to reduce the speed limit along Harbor Boulevard
within this Specific Plan. A lower speed limit enables the roadway to efficiently
move vehicles through the corridor while improving safety for pedestrians and
bicyclists.
Parking
On -street parking is limited within the Harbor Corridor and is not currently
permitted along Harbor Boulevard. The mobility plan introduces new street
designs that add on -street parallel parking to Harbor Boulevard To creole a safer
environment for pedestrians and bicyclists. Such parking will also augment
parking options for shoppers and other visitors, reducing the overflow parking
experienced by adjacent neighborhoods.
Transit
Local Bus Service
The residents of Santa Ana rely heavily on transit services as a primary mode
of travel to work, school, or other actiNtles. Residents and vistors alike are
increasingly turning ro transit for recreational nips. The Harbor Corridor is
currently served by four Orange County Transportation Authority (OCTA) bus
routes: 43, 60, 64, and 66. Together, than lines serve tens of thousands of
riders every day, including several thousand within the Harbor Corridor. Figure
4 -3 illustrates the current bus routes and ridership levels.
The Westminster Avenue/17N Street, list Street, McFadden Avenue, and
Harbor Boulevard corridors are considered High Frequency Transit Corridors by
OCTA in it Lang Range Transportation Plan. OCTA and other regional transit
agencies will continue to prioritize future transit investments in these corridors.
Bus Rapid Transit
Bus Rapid Transit (BRT) is a high quality bus service that provides more
frequent service than local bus service at stations set along major corridors.
Further, BRT systems generally have a distinct identiy, incorporate traffic
signal synchronization, and sometimes serve new bus shelters with real -time
bus arrival information. BRT is considered a more affordable alternative to
light rail or commuter rail (like Metrolink or Amtrak) and can often attract new
transit riders through improved transit service quality.
The Orange County Transportation Authority (OCTA) is Banning to introduce
three Wes of BRT service over the next decade, all of which will directly
serve Santa Ana. Known as the "Bravo!" service, OCTA introduced the firs[ line
along Harbor Boulevard in June 2013 (see Figure 4 -4). As shown in Figure
4 -5, N.ro future lines will run from Santa Ana to Long Beach (on Westminster
Avenue/17th Street) and from Brea to Irvine.
The BRT service on Harbor Boulevard operates north and south alonga 22 -mile
route, linking Santa Ana to Fullerton, Anaheim, Garden Grove, Fountain Valley,
Costa Mesa, and Newport Beach. The service provides regional connections
to Metrolink and Amtrak rail services, as well as other OCTA bus services at
the Fullerton Transportation Center. Bus stop locations in Santa Ana are at the
intersections of Harbor Boulevard and Westminster Avenue, First Street, and
McFadden Avenue.
The Westminster Avenue/17th Street Bravo! line is proposed to travel along
an easFwest route between Santa Ana and Long Beach, linking the study
area ro Garden Grove, Westminster, Seal Beach, and Long Beach. The BRT
service on Westminsteri Street would provide connections to the Harbor
Boulevard and BristoVState College BRT lines, as well as Metrolink, Amtrak,
and other OCTA bus services via an eastern terminal at SARTC. Proposed bus
stop locations in Santa Ana include the intersection of Harbor Boulevard and
Westminster Avenue.
Figure 4 -1. Existing Street Network
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Figure 4 -2. Santa Ana Master Plan of Streets and Highways
42 11 A -43 City of Santo Ana
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42 11 A -43 City of Santo Ana
-4 - } "' 1 s a V CHAPTER 4: Mobility
Figure 4 -3. Local Bus Service and Ridership (2011) Figure 4 -4. Existing and Proposed BRT and Fixed Guideway
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October 2014
11 A -44
August 28. 2008
4 -3
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Haltoi Mixed Use Transit Corridor plan 14 4=1*
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Figure 46. Fixed Guideway Project Route Options
Fixed Guidexay Project
The cities of Santa Ana and Garden Grove in cooperation with OCTA are
proposing to build a fixed guideway /streetcar transportation system between
SARTC and a new transportation center in Garden Grove. The system would
provide transit services for commuters travelling from the train station to
employment and activity centers in the heart of Orange County and for residents
and visitors travelling to destinations throughout the area.
The proposed streetcar would pass directly through the northern end of the
Harbor Corridor Plan along Santa Ana Boulevard and the Padfic Electric right -of-
way (PEROW). Figure 4 -6 depicts the latest route options under consideration.
Either alignment would service Santa Ana's historic downtown, which includes
government offices; federal, state and local courthouses; unique businesses;
an artists' village; several colleges; and a variety of organizations that cater to
the community's needs.
The proximity of the fixed guideway alignment and the Bravo! BRT stations
makes property within the Harbor Corridor Plan conveniently accessible from
the fixed guideway, bus lines, and local freeways. Such varied access bolsters
the identity and value of property, along the corridor. In the future, the transit
options could enable nodes along the corridor to develop as a cultural district,
museum district, or other community gathering space that could serve as a
destination for residents and visitors from around the region.
44 11 A -45 City of Santa Ana
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Fixed Guidexay Project
The cities of Santa Ana and Garden Grove in cooperation with OCTA are
proposing to build a fixed guideway /streetcar transportation system between
SARTC and a new transportation center in Garden Grove. The system would
provide transit services for commuters travelling from the train station to
employment and activity centers in the heart of Orange County and for residents
and visitors travelling to destinations throughout the area.
The proposed streetcar would pass directly through the northern end of the
Harbor Corridor Plan along Santa Ana Boulevard and the Padfic Electric right -of-
way (PEROW). Figure 4 -6 depicts the latest route options under consideration.
Either alignment would service Santa Ana's historic downtown, which includes
government offices; federal, state and local courthouses; unique businesses;
an artists' village; several colleges; and a variety of organizations that cater to
the community's needs.
The proximity of the fixed guideway alignment and the Bravo! BRT stations
makes property within the Harbor Corridor Plan conveniently accessible from
the fixed guideway, bus lines, and local freeways. Such varied access bolsters
the identity and value of property, along the corridor. In the future, the transit
options could enable nodes along the corridor to develop as a cultural district,
museum district, or other community gathering space that could serve as a
destination for residents and visitors from around the region.
44 11 A -45 City of Santa Ana
se
ALL -
i
Bicycle
Even withoutdesignated bicycle facilities within the Harbor Corridor, hundreds
of residents, employees, and students ride their bikes alongside cars in the
roadway or alongside pedestrians on the sidewalk. Based on local feedback,
improving bicycle and pedestrian safety is a key objective of the Specific Plan's
mobility plan.
Accordingly, the mobility plan identifies conceptual roadway designs that
implement the City's planned bikeway system, creates strong connections
to local and regional bikeway networks, and encourages bike facilities that
formalize safe and efficient bike travel within the corridor. Figure 4 -7 illustrates
existing bicycle facilities and those proposed in the City's Bicycle Master Plan
and Circulation Element.
The City Engineer and Executive Director of the Planning and Building Agency
will determine the appropriate timing and phasing of bicycle improvement
within and around the Harbor Corridor Plan.
Pedestrian
Harbor Boulevard is different from typical Corridors throughout California in
that thousands of people already walk along the corridor every day to access
businesses, homes, transit stops, and public institutions. Local input and
observation reveals that the current street design places a low priority on the
safety and attractiveness of the pedestrian environment. The mobility plan
introduces street designs that widen sidewalks, improve landscaping areas,
add buffer zones, and enhance crosswalks.
Making the street more walkable will also change the way the community
interacts with the street. The public realm will transform from a functional
space used purely for transportation to an inviting space that elevates Harbor
Corridor's image and attract people to stroll along the condition Overall,
improvements within the Harbor Corridor will foster community connections
and actively link the homes, businesses, parks, and transit areas.
Street Design
Many of the street within and connecting to the Specific Plan area will
be redesigned to more safely accommodate pedestrians and bicyclist
while Continuing to effectively serve cars and buses. As described in the
Administration and Implementation chapter of this Specific Plan, the City shall
prepare design and specifications for the ultimate roadway improvements,
including parkingand parking meters, sidewalk widening, sidewalk bulbouts,
CHAPTER 4: Mobility
Figure 4 -7. Existing and Proposed Bicycle Network
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October 2014 11A-46 4 -5
Flzr;br Mixed Use Transit Corridor Plan
median improvements, and intersection improvements including both striping the current right-of -way to provide sufficient space for pedestrians, bicyclists,
and special pavement treatments. outdoor dining, and other features.
The following text describes the intent of future street designs for significant
roadways in the Specific Plan area. Illusbabves (Figures 4 -9 and 4 -10) are
also provided to convey conceptual design options that could be considered as
part of the street design process.
Harbor Boulevard
Improvements to Harbor Boulevard should include an expanded pedestrian
area to encouraging walking and neighborhood activity. This area would also
allow for businesses and restaurants along the corridor to offer outdoor dining
and additional pedestrian and bicycle amenities such as bike racks, pudic art,
landscaping, and benches.
New lighting features could be designed not only for the passing vehicular
traffic but also at a pedestrian- scale. This would increase safety and improve
the aesthetic of the public realm. Wide crosswalks could extend through the
intersection designated by textured or patterned pavement.
The new street design may also introduce pull outs for on -street parallel
parking, increasing safety by helping to slow traffic and acting as a buffer for
pedestrians.
New bike facilities could provide a safer option for bicyclist to travel within the
area while also implementing the City's planned bikeway system. As shown
in the conceptual illustratives, opdons for the street design could incorporate
off-street bike paths that create an enlarged sidewalk area suitable for both
bicyclist and pedestrians; or bike lanes that travel in designated lanes along
the curb or adjacent to vehicle travel lanes.
These bike facilities could be carried through an intersection in designated
striped or patterned lanes —either along the roadway or on the multipurpose
sidewalk. The intersections may arm include a designated area in front of the
limit line m that the bicyclist would be more visible to warring vehicles.
Local bus and the BRAVO! bus rapid transit lines will operate along Harbor in
Me appropriate travel or turning lanes as dictated by their route. The design of
the bus stop areas may continue to require buses to pull out of traffic and into
designated areas along the curb, or the new meet design may prefer to omit
pull out areas in favor of inline bus stops.
Harbor Boulevard would maintain its existing median and six traffic lanes but
may ultimately expand intersection turning opdons by adding an additional
turning lane. An additional eight -foot public easement will be required beyond
Westminster Avenue Improvements
Improvements to Westminster Avenue within the Specific Plan could include
an expansion and upgrade of the pedestrian area the addition of more
landscaping, a designated bike lane, and pedestrian- scaled lighting. These
improvement would provide greater multimbdal connectivity through the
Specific Plan area, to other areas of Santa Ana, and neighboring jurisdictions.
Fifth Street Improvements
Filth Street could receive several improvements to expand the pedestrian and
bicyclist experience while maintaining sufficient capacity for vehicular traffic.
West of Harbor. The new street design could upgrade existing sidewalks into
an enhanced pedestrian and landscaping area, complemented by pedestrian -
scaled lighting. Travel lanes could be reduced to accommodate new on -street
parallel parking and provide a buffer to the pedestrian zone.
East of Harbor. The new street design could replace on- street parking and
reduce the whom of travel lanes to make way for bike lanes. With the new
bike lanes, people would Win more direct and safer access to the Santa Ana
River Trail, Harbor Boulevard, and other areas and trails in Santa Ana. The
existing sidewalk may also be upgraded with pedestrian- scaled lighting and
landscaping to improve the walking experience.
First Street Improvements
The new street design for First Street could introduce a bike lane, new
landscaping and pedestrian areas, and pedestrian -scaled lighting to enhance
the pedestrian experience and provide direct and safe bicycle connections to
the nearby Bravo! BRT stop as well as the Santa Ana River Trail. The existing
painted median may aim be upgraded to a raised landscaped median.
McFadden Avenue
Within the Specific Plan boundaries McFadden Avenue could maintain
the majority of its existing street design. Sidewalks may be upgraded and
a landscaping area could be added as a buffer to traffic. This meet would
provide an important connection to a Bravo! BRT stop on Harbor Boulevard.
Figure 4 -9. Conceptual Rendering: Harbor Boulevard at Westminster Avenue Looking South
Conceptual design features;
a. Enhanced and enlarged pedestrian area
L. Bike lane pulled up to the crosswalk in front of the limit line
c. Limit line rot back 10 feet as a buffer from bicycles and pedestrians
d. Textured pedestrian crosswalk
e. Striped or patterned bike lane carried through the intersection
4 -6 11 A-47 City of Santa Ana
Figure 410. Conceptual Renderings; Harbor Boulevard Looking North
October 2014 11 A -48
CHAPTER 4: Mobility
Conceptual design features:
a.
Enlarged sidewalk area with
street trees
b.
Space for outdoor dining
c.
Pull out area for bus stop
d.
Buffered bike lane alongside
vehicle travel lanes
e.
On- street parallel parking with
smart parking meters
f.
Separated bike lane alongside
vehicle travel lanes
g.
Protected bike lane adjacent to
the curb
4 -7
Harbor Mixetl Gse Transit Corridor Plan
Figure 410. Conceptual Renderings; Harbor Boulevard Looking North
All
Conceptual design features:
a.
Class I bike path and sidewalk
area that supports both
pedestrians and bicyclists;
enhanced by street trees
b.
Cycle track
c.
Space for outdoor dining
d.
Pull out area for bus stop
e.
Inline bus stop (no pull out)
' = -8 11 A -49 City of Santa Ana
;Q3 k _tr a f 11 s A W
INFRASTRUCTURE
Water Plan
The City of Santa Ana is the primary provider of water services to the Specific
Plan area. Fxisbngwater mains in the area range from 4 inches to 12 inches in
diameter. There is a 12 -inch main that extends the length of Harbor Boulevard
in the Specific Plan area. The City of Santa Ana obtains 70% of its water from
City-owned wells, and any remaining demand is provided by the Metropolitan
Water District. Wells numbered 20, 21 and 30 provide water for the Specific
Plan area. Based on existing conditions and pipe sizes, water supply and
capacity is adequate to serve the Specific Plan area. Figure 5 -1 illustrates the
water system.
Sewer Plan
Currently, the Specific Plan area is served by a network of sewer lines ranging
from 8 -inch to 15 -inch diameter pipe. First Street and parts of Harbor Boulevard
have a 12 -inch mainline, while most of Harbor Boulevard is serviced by a
10 -inch mainline. McFadden Avenue is served by a 15 -inch mainline, and
the rest of the streets affecting the development are serviced by 8 -inch lines.
Additionally, near the Specific Plan area are two main trunk lines that carry
effluent to two treatment plants owned by the Orange County Sanitation District.
As the Specific Plan progresses towards its maximum buildout, future
calculated flows are expected to exceed current capacities and upgrades will
need to occur throughout the Specific Plan area Figure 5 -2 illustrates the
ultimate sewer system needed to serve existing and proposed development.
Drainage Plan
Runoff in the Specific Plan area is currently managed by a combination of
closed and open drainage channels, including a 90 -inch reinforced concrete
pipe that crosses Harbor Boulevard at Washington Street. A second large
closed drainage system is midway between First and Fifth Streets. All drainage
ultimately discharges into the Orange County Flood Control Channel.
During a 100 -year storm, the entire area is subject to flooding and will
continue to be until flood control elements are implemented. All buildings must
be constructed three feet above the location of recorded 100 -year flood plains
in any Zone A (100 year flood zone) land south of Hazard Avenue. The lowest
flood levels are at the 79' and 84' contour levels for the area north of Hazard
and Westminster Avenues.
A 1993 study (Boyle Engineering Report) indicated that the existing system is
deficient and unable to convey current runoffs. Additionally, the Harbor Corridor
Plan would add impervious area to the corridor — primarily from developing
vacant land —and would increase existing flows by 15 %. An updated drainage
master plan should be completed by the end of 2014.
Figure 5 -3 illustrates the existing and proposed storm drainage system for the
Harbor Corridor Plan area The map distinguishes between recommendations
made in the 1993 study that would need to be implemented to convey existing
runoff and improvements required to accommodate increases generated by the
Harbor Corridor Plan.
Harbor Mixed Use Transit Corridor Pan
October 2014 11 A -50 5 -1
Figure 5 -1. Water System
5 -2 City of Santa Ana
11 A -51
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11 A -51
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CHAPTER 5. Infrastructure
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October 2014 11 A -52 53
Figure 5.3. Storm Drainage System
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54 11 A -53 City of Santa A"
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54 11 A -53 City of Santa A"
;Q76. A_,a I ex A
6 DESIGN GUIDELINES
Administration
Purpose
The design guidelines are intended to promote quality design, consistent with
overall vision, while providing a level of flexibility to encourage creative design.
The guidelines direct the physical design of building sites, architecture, and
landscape elements within the Specific Plan boundary. This comprehensive
approach represents a more understandable and predictable way to shape
the physical future by emphasizing building form and landscape design that
reinforce urban and transit - oriented development patterns.
These design guidelines are established to create a distinct character for Harbor
Boulevard and lo ensure that new development is designed with a pedestrian
emphasis that will cultivate a vital and active sheet life while creating an overall
positive architectural aesthetic.
Applicability
The provisions of this section shall apply to all development within the Specific
Plan boundary. Any addition, remodeling, relocation, a construction requiring
a building permit that is subject to review per Chapter 41 -668, at al of the
SAMC (Development Project Plan Approval) shall adhere to these standards
and guidelines where applicable.
Interpretation
Compliance with a design guideline written as a "shall" or "muse' is required.
Compliance with a design guideline women as "should" requires compliance
unless a legitimate reason or design substitute is deemed acceptable through
the design review process. A design guideline written with an action verb (e.g.,
provide, use, locate, create, establish, employ) is highly recommended.
A design guidelines written as a "may" is permitted, but requires explanation
as to why it is necessary that is deemed acceptable through the design review
process. Finally, a design guidelines written as "prohibited" or 'not allowed"
identifies an action or design that is hot permitted.
Building Design
Massing and Scale
1. Quarter - block, half- block, and full -block development projects should
all adhere to the character and objectives of the guidelines. Large and
scaleless building masses should be avoided.
2. Substantial projects should be designed as a collection of suitably scaled
buildings instead of a singular mass.
3. Buildings greater than three stores should provide variation by using
balconies, fenestration, and sunshades to create an interesting pattern of
projections and recesses, light, and shadow.
4. Building mass should be articulated to reflect a human scale, both
horizontally and vertically. Examples of such building elements include
articulated facades, corner elements, inset windows, highlighted entry
features, and prominent cornices and moflines.
5. Building mass should be placed toward the public realm, forming a
distinctive street wall that outlines and characterizes the corridor.
6. When adjacent lo existing single family homes, buildings over two stores
should be made lass imposing by stepping back on elevations above the
second floor.
Z Courtyards and atriums should be used to bring light and air into interior
spaces, where appropriate.
Corner Treatment
1. Buildings with special architectural elements should be positioned on
corners of significant intersections, entries, or near the center of grouped
buildings. Element: may include:
• Clock towers
• Diagonal walls at the corner
• A substantial art form or fountain
n A faller, prominent rooftop element
n Significant stepbacks on upper floors
2. Renovations to existing comer buildings with blank walls should include
additional articulation and detail, display windows, and extended facade
material, colors, and treatrnents.
3. Vertical focal elements, such as lowers, spires, and comes, become
landmarks and serve as orientation points for the community. Vertical focal
elements are encouraged, especially for buildings adjacent to intersections
and transit nodes.
Harlon, M +xed Use Transit Como., Plan
Neesinghv, Berme the scahe. M.11 theme of a Widens.
mdiviaual bu ldine, along the xtrxt wall should W dermal by providing GXerenas in mzerials,
wrote, and emheuishmenls.
special afteribi should he pa.d ro comer WWres of aullding at rvucrih,ne,s Wr,
October 2014 11 A -54 6 -1
Harbor Mixed Use Transit Corridor Plan
TM1¢fWr511nn1e¢nM1an[eth¢Sty ¢ etme WEnaandbeq llarli,ony WII11 tFM WINInIhaRhipcWR.
Stine. ®anite, petasr mncrem, and anent hit quality materials are amended,
me Maine and myna ofwndow5 m an iapamnt arcnireewral dieter mat should tie used m
enharce Me Warnings visual appawarme and should provide I>edevron in ermt.
Root Treatment
1. The style of the roof should be in accordance with the building's architectural
character to enhance the value of the building design.
2. A variety of roof planes and ridge heights may be used.
3. Rooftop and other building mechanical equipment should be screened
from public view.
z The building mechanical equipment should be housed within the
building of enclosed in a penthouse structure that is incorporated with
the design of the building.
• When mechanical equipment is placed on a rooftop, it should be
located below the highest vertical element of the building wherever
possible to avoid the use of penthouse structures or other special
screening devices.
• When mechanical equipment is added to an existing building, it
should be screened in such a way as m match the architectural style
and materials of the existing building without giving the appearance
of being added on.
• Mechanical equipment should be placed away from adjacent
residential uses to minimize noise impacts.
4. Roof drains should be designed as an integral part of the structure.
5. Roof access should be provided from the interior of the building. Exterior
roof access ladders are not appropriate.
Building Colors and Materials
1. Buildings shall use durable, high quality materials to develop long - lasting
buildings which can be adaptively reused over time.
• Brick, natural stone, precast concrete, and factory - finished metal
panels (heavy gauge only, in corrugated or flat sections) are preferred
• Altematives to stucco are preferred. When sucm is used it should be
applied with a smooth finish. Stu= seams should be used to create
visual interest for the buildings facade and form.
• The finish, texture, and color of materials should be compadble with
the overall architectural theme.
2. Greater anentlon m detail and quality should be used at the lower levels of
a building to contribute to an enhanced streetsrape.
3. Encourage buildings to express a variety of architectural styles, butwith full
awareness of, and respect for, the height, mass, articulation, and materials
of the high quality (desirable) older buildings that surround them.
4. Architectural style and use of quality materials shall be consistent
throughout an entire mixecli project; however, variations in materials
and details may be used to differentiate between the residential and
commercial portions of the project.
5. Construction details should be authentic and applied with consistency.
Faux architecture that mimics a past era is strongly discouraged.
6. Materials and colors should be used to imply form changes, particularly for
entrance lobbies, massing changes, and different uses or tenants.
7. Bright color palettes should be tested onsite to verify appropriateness for
the site and block.
8. Garage openings, entrance canopies, scuppers, downspouts, and metal
railings should follow the aesthetic of the building theme.
9. The use of concrete is allowed as long as it is part of an overall architectural
composition, and it should have a finished architectural expression.
10.Facade elements constructed of foam or foam molding is prohibited on
the ground floor of buildings and should be avoided overall. if used, they
should be well proportioned and constructed to avoid appearing glued to
the building.
11. Concrete masonry units should only be used if they are fundamental to the
building design and have a suitable appearance at the ground floor.
Windows, Boors, Balconies, and Walls
1. The rhythm of windows and entrances should provide interest and engage
pedestrians.
2. Clear One should be used on the ground ficor of facades with marginal
obstruction from window signs, permanent shades, or interior displays.
3. Balconies and bay windows in upper stones are encouraged to enhance
activity and provide "eyes on the street"
4. The design, size, type, and location of windows should enhance interior
daylight and potentially decrease the sizeltype of required heading/cooling
systems.
5. For nonresidential storefronts, curtain wall, metal panel, frameless glass
porch wall systems, and high quality glass storefront wall systems should
be used.
a) Installation using a vertical cavity system and reinforced fiber cement
panels are acceptable.
b) Windows and glass curtain wall systems should be transparent. Highly
reflective or very dark glass is not allowed.
6 -2 11 A -55 City of Santa Ana
For residential buildings, windows should W of high quality and afford a
shadow line and depth. This may be achieved through inset windows with
an integral frame or insetting the window into the exterior wall.
Walls should have breaks, recesses, and offsets, especially at entries
and important intersections. Long walls shall be made more attractive
and visually interesting through the incorporation of surface articulation,
pilasters, and view fencing where appropriate.
Murals, trellises, or vines and espaliers should be placed on large expanses
of walls at the rear or sides of buildings to soften the wall and create
interest.
Architectural Lighting
1. Lighting should enhance the building's architecture and augment the street
and sidewalk experience at night.
2. Direct lamp glare from unshielded floodlights is not permitted.
3. Lighting that aims light directly into the night sky is prohibited.
4. Internal and external storefront lighnng should be designed for ground
floor retail and restaurant spaces to augment the pedestrian space and
encourage window shopping even when stores are closed.
5. Special illumination should be used to highlight main building enhances
and add interest to the building facade. Subtle lighting to accent the
architecture and special architectural elements (such as distinctive building
rooftops) is encouraged.
6. Secondary building entrances and parkingloading/service access points
should have lighting compatible with the projects lighting to maintain a
safe environment around the entire project, especially where Pedestrians
and other building tenants circulate.
7. Warm white light is encouraged. Blinking, flashing, and oscillating lights
are prohibited. Colored lights are not encouraged unless they contribute to
the theming of commercial areas or establishments. Overly (right or glaring
lights should be avoided.
8. Automatic timers should be programmed to maximize personal safety at
night while conserving energy. They should be reset seasonally to match
the flux of dusk/dawn.
9. Exterior lighting should be designed and located to not project off -site or
onto adjacent uses. This is especially critical with neighboring residential
uses.
Facades and Streetwalls
Articulation and Details
1. Streetwalis should be consistent along Harbor Boulevard, with articulation
used primarily for entrances and outdoor dining areas.
2. Individual buildings along the streetwail should be delineated. Provide
slight differences in materials, coloration, and embellishment while keeping
consistent floor heights, structural bay patterns, and upper -story window
placements.
3. The highest level ofdetaiI should occur on the ground floor's frontfacade and
facades visible from public streets. However, similar and complementary
massing, materials, and details should be incorporated into side and rear
facades.
4. Building facades should be articulated with a building base, body, and roof
or parapet edge. This creates a shared point of reference that allows different
buildings to relate to each other, regardless of individual architectural styles
or approaches.
5. Monolithic building wall facades should be broken by horizontal and
vertical articulation, including variation in the wall plane (projecting and
recessing elements), variation in wall height, and roofs containing different
forms and located at different levels.
6. Openings in the streetwall should be restricted to those needed to provide
for pedestrian paseos, public plazas, entry forecourts, and permitted
vehicular access driveways.
7. The maximum width of a blank wall without an architectural feature of at
least 6 inches should be 25 feet.
S. Building facades should include three - dimensional detailing such as
cornices, belt courses, window moldings, bay windows, and reveals to
create shadows and facade relief. Ample, articulated doors and windows
create visual interest and allow one to see inside.
9. Materials, feature, patterns, colors, and details on building facades should
vary to diminish the perceived mass of large buildings and to create the
impression of smaller -scale buildings.
10. Walls are encouraged W incorporate art work and other surface articulation
to add visual interest to the stree6cape. Walls may not contain oftsite or
onsite advertising except as permitted in Section 41 -863 of the SAMC.
CHAPTER 6 Design Guidelines
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October 2014 11 A -56 6 -3
Harbor M1xed Use Transit Corridor Plan
awning waide visual in*. And vie pMesran and - cc—ndc while also prwi6, shad, W
the tonpge and sidewalk.
Outdoor dining areas are enwuiag d along pra6thdn pathways and within pans.
Own spew wiN µmall an a derides such as scaling, shade, andaraping, and waur leaw,es
are idinlly konnad at admonitions open spew area should be directly connecdetl b vie pnUir
nghtapway threw, p�Han pathways accented bydi gnct Iandswping.lightng, and paving
Entrances and Storefronts
1. Active uses along the streetwall should be focused at the sidewalk level,
with the greatest concentration at the intersection of two streets.
2. Entries to stores and ground -floor commercial uses should be visually
distinct from the rest of the store facade, with inventive use of scale,
materials, glazing, projecting or recessed forms, architectural details, color,
and/or awnings. These entries should have direct at -grade access from the
sidewalk.
3. Individual storefronts should be clearly defined by architectural elements
such as piers or changes in plane and/or materials.
4. Live-work or shopkeeper units should be designed to appear like a
commercial storefront, gallery, or urban light industrial, compatble to the
area it is most affiliated with in character.
5. Between 3 and 12 feet above the sidewalk, a minimum of 60% of the
facade should contain windows of Gear or lightly tinted vision glass that
allows views of indoor space. Heavier tinted or mirrored glass should not
be permitted.
6. Incorporate Crime Prevention Through Environmental Design (CPTED)
measures to establish safer environments in all new development.
Physically intimidating security measures such as window grills or spiked
gates should be avoided; securityconcems should be addressed by creating
well -lit, well -used streets and active residential frontages.
7. Residential units must be designed to ensure the security, of residents through
secured entrances and exits that are separate from the nonresidential uses
and are directly accessible to resident parking areas.
Awnings, Canopies, and Marquees
1. Awnings, canopies, and marquees enhance the pedestrian environment by
providing visual interest and a human scale. Their use is encouraged but
care must be taken so they do rut negatively impact the pedestrian zone.
Ground supports for encroachments are prohibited.
2. A continuous series of awnings, canopies, of other coverings is encouraged
along all retail street frontages. Awnings and canopies should be designed
to correspond to individual storefront structural bays and should convey the
outline and proportion of storefront window openings.
3. Awnings should be composed of quality materials such as steel and glass.
High -gloss, vinyl, or plasticized fabrics should not be used. Awnings should
not conceal important architectural details.
Open Space
Public Space
1. Public open spaces, won as plazas, arcades, and parade, should be
incorporated into the public right -of -way.
2. Public open spaces should be surrounded by attractively designed buildings
and landscape elements, as well as uses that promote pedestrian acdvity.
3. Outdoor dining areas are encouraged within plazas to encourage activation
of the pedestrian realm.
4. Buildings, signs, landscaping, and outdoor furniture should work together
to create a pleasant pedestrian environment. Trees that provide shade are
especially important and should be incorporated in public outdoor spaces.
5. Site amenities, such as seating areas, drinking fountains, provisions for
bicyclists, water features, and public art, should be incorporated into the
public right-of-way and should complement its architectural character.
6. A perimeter feature such as a low hedge or seat wall may be included
along the edge of a pare or plaza, but fencing is prohibited unless hours
are restricted.
7. Sling lights (non- blinking) can be used to accent trees or trellises within
public spaces to create a festive atmosphere at night.
Pedestrian Pathways
1. Safe and convenient pedestrian connections should be provided between
buildings, open spaces, and parking areas. The connections should be
visually emphasized through landscaping, lighting, and/or paving materials.
2. Public peaces should be made available where blocks are greater than 400
feet in length or where a destination, view, or pedestrian path warrants a
midblock pedestrian link.
3. The onsite pedestrian circulation system should be directly connected to
off-sire public sidewalks.
4. Pedestrian connectivity, should be preserved and emphasized when
transiboning between neighborhoods and differing land uses.
5. Walkways and paseos should be lit to ensure safe nighttime conditions.
6. Light ng should be scaled for pedestrians and of a style consistent with the
surrounding architectural theme.
7. Where appropriate, pocket lighting may be incorporated into walls, stairs,
or bollards.
6-4 11 A -57 City of Santa Ana
QA' .A _}ra t fi , l w
Circulation and Parking
Access
1. Vehicular access to each site must be designed to minimize conflicts
between pedestrians, autos, and service vehicles. Sight lines, pedestrian
walkways, and lightingarefactors to consider in final site designs. Entrance
and eat points should be well marked with streetscape and landscape
features.
2. The number ofsim access points should be minimized. Curbcuisshouldbe
located on minor secondary streets, which assists in eliminating pedestrian
and vehicular conflicts.
3. Parking lot access points should be located as far as possible from street
intersections to allow adequate stacking room.
4. Dead end drive aisles most be avoided.
5. Colored, W ocred, and/or permeable paving treatments at entry drives are
encouraged.
6. The main vehicular access into a multi- family development should be
through an entry drive rather than a parking drive.
Service and loading Areas
1. Service and loading access points and tloors should be designed as an
integral component of the facade and should use materials fitting with
other materials used throughout the building.
2. Service and loading areas should be carefully designed, located, and
integrated into the site plan so they do not detract from the street scene or
create a nuisance fw adjacent property owners or vehicle traffic.
3. Service and loading areas should be located behind he primary structure
out of pudic view whenever possible. Otherwise, they shall be shielded
with berms, landscaping, attractive walls, or decorative screening.
4. When commercial properties are adjacent to residential properties, loading
and delivery facilities should be located away from the residences or
screened with vegetation.
5. The location of the service and loading areas should consider noise impacts
to adjacent properties, which may necessitate enclosing the service or
loading area.
6. Service and loading areas should be designed so service vehicles have clear
and convenient access and do not block adjacent vehicular or pedestrian
circulation.
Parking
1. The site area adjacent tu the street should not be dominated with parking.
Surface parking lots shall not front Harbor Boulevard. Vehicular parking is
encouraged to be hidden from view.
n Parking should W concentrated in areas behind buildings and away
from the street. Parking can be provided underground, in above-
ground garage, a behind street- facing buildings within interior
parking courts.
• Parking lots should be screened from adjacent sheet views but should
not be hidden from the view of passersby and police. Headlight walls
used to screen parking should provide breaks to allow pedestrian
circulation. The walls should be low enough for safety and security
purposes.
• Parking structures and surface lots should be located or screened to
enhance the pedesdan environment.
2. Large projects should break up parking areas into a series of smaller
connected parking areas to create visual interest.
3. Stand -alone parking structures are not permitted. All above-grountl
structured parking must be fully integrated into the building(s).
4. Where parking structures are provided, shops, offices, or other commercial
spaces should be incorporated on the ground level of the parking structure
along street homages to maintain a pleasant pedestrian experience.
5. Garages should be designed as an integral part of the architecture of the
development. They should be the same in materials, color, and detail to the
principal buildings of the development.
6. The facades of parking structures must be screened on all sides using
architectural solutions and/or landscaping that is integrated and visually
consistent with the existing or proposed sreetscape.
7. Sufficient tree coverage should be provided within surface parking lots to
mitigate the heat island effect and improve views from adjacent streets and
buildings.
8. Landscape elements such as green screens or shrub massings at least
5 feet wide should be provided along parking lots adjacent to a street.
Landscape planters should be provided adjacent ro garage entries along
drive aisles to help when the built environment.
9. Shared access to parking courts with neighboring parcels is highly
encouraged.
CHAPTER 6: Design Guideline;
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October 2014 6 -5
11 A -58
Hart, Mued Use Transit Crnndol Plan
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10.Short-tertn parking should be located on -street when permitted by the
street design.
11.Accessible, secure, and lockable bicycle parking should be provided at
strategic locations throughout the development.
12. Parking area lighting should be designed using many small -scale lights
versus fewer excessively tall lights.
13.Lighting fixtures should be a continuation of the theme of surrounding
architectural styles and in keeping with the quality of surrounding buildings.
Landscaping
1. Trees should be used to create an intimate scale, enclose spares, and frame
views, but placement should respect the long -range views of surrounding
neighbors.
2. Seasonal shading from trees and shrubs on southern and western facades
should be used when developing planting schemes for courtyards and
required setback areas. Deciduous trees provide solar control during
summer and winter while providing fall color, seasonal Flowers, and other
desired effects.
3. Vines and potted plants should be used to provide facade texture and color,
as well as to accentuate entries, plazas, and pase is.
4. Accent planting should be used around entries and key activity hubs.
5. Formal planting designs are encouraged in courtyards, plazas, and tree
wells along the street frontages. Water features should be used with
landscaping and natural materials in courtyards and plazas.
6. Vines, espaliers, and potted plants should be used to provide walls,
columns, texture, and color and to accentuate entryways, plazas, and
paseos.
7. Draught tolerant grasses should be used for lawn areas where possible.
S. Incorporate roof gardens where possible. Soil depths, roof drainage, and
waterproof membranes should be considered during the structural design
of the building. Drip irrigation systems should be used with roof gardens
to conserve water.
9. Irrigation systems should be designed to apply water slowly, allowing
plants to be deep watered and reducing runoff. Low volume irrigation
drip systems should be used in all areas except turf irrigation and small
ornamental planting. Each street tree should be watered by at least two
deep watering bubblers separate from all other irrigation.
10. Landscaping located directly below the eavesor ata rain gutter outletshould
be sturdy and able to tolerate heavy sheet flow and periodic saturation.
11. Landscaping should be used to screen trash enclosures, parking areas,
storage areas, loading areas, and public utilities.
12.The selected plant species and design and placement of landscaping
should provide for natural surveillance of pedestrian areas and should
avoid the creation of hiding places.
13.1rees and shrubs should be located and spaced to allow for mature and
long -term growth of canopies and root spaces.
Signage
Overall
1. Signs should be compatible or complementary with the building's character,
including the architecture and landscape. Signs should enhance the overall
theme of the site and building.
2. If multiple signs are located on a surge facade, the signs should be arranged
in a hierarchical order and should be situated toward varying viewpoints.
3. A shared sign program should be used if multiple tenants are displayed on
a single sign. Names should be of a consistent typeface, size, and color
palette.
4. A joint sign program should be designed for multi - building sites or buildings
that are part of corporate campuses.
5. Mixed -use projects with ground floor commercial should adhere to the
standards for nonresidential signs.
6. Additional provisions not addressed in this Specific Plan shall apply per
Chapter 41, Article XI of the SAMC.
Placement
1. Signs should typically be located above the ground floor storefront and just
below the second floor windows. or below the building cornice of one -story
buildings.
2. Signs should be affixed so that they relate to the building design. Care
should be taken it new bolt holes or brackets are needed that installation
does not damage the building.
3. Signage attached to storefront windows should be kept to a minimum.
66 11 A -59 City of Santa Ana
- l
Design and Content
1. Signs should be cohesive with the building's architecture and landscape
and express a well - defined hierarchy of information.
2. A sign's message should be as brief as possible.
3. Lettering on a sign should be legible and of an appropriate style to be read
by the intended user.
4. Typefaces, characters, and graphics for signage at the street level should be
appropriately scaled for viewing by pedestrians.
5. Letters should be spaced an appropriate distance from one another so as
to be easily readable. Letters spaced too close together or too far apart are
difficult to read.
6. Lettering styles should be limited to three or less on a single sign m
maximize legibility.
7. Symbols and toll may be used in place of words and are often a more
efficient and effective way to display information.
8. A substantial contrast between the letters or symbols and the background
will improve a sign's legibility.
9. A sign should typically include no more than three colors to be easily
legible.
Structure and Materials
1. All raceway should be hidden from view. If this is not possible it should be
finished to match the background wall.
2. Signage should be of a permanent type, stead designed, well constructed,
and properly weather proofed, and should incorporate original designs.
3. Signs should be constructed of durable materials.
a) Metal: formed, etched, cat, and/or engraved and powder coated or
otherwise protected.
a) Wood: carved, sandblasted, or etched and properly seated, primed,
and painted or stained.
a) High density preformed foam or similar materials.
2. Rectangular sign cabinets and plastic are not permitted.
3. Signs composed of individual letters and /or symbols are desirable. Cut -out
or open three-dimensional letters are encouraged.
Illumination
1. Signs should be externally illuminated by ambientlighting, lights attached
to the facade, or exposed neon on the top. External illumination should use
focused, low- intensity equipment.
2. Additional illumination should be used when street lights ordisplay window
lights do not provide adequate illumination.
3. Channel letters that are individually illuminated are desirable, and internally
illuminated plastic cabinets are discouraged.
4. Signs illuminated by downward - directed, wall - mounted lights with fully
shielded lamps are encouraged.
5. Projecting light fixtures used for externally illuminated signs should not
obscure the graphics of the sign.
Temporary Signs
1. A banner sign attached to a building wall should be the only type of
temporary sign allowed.
2. Banners should be understated and observe the design standards of all
permanent signs. Banners should remain only for a time period necessary
for a specified event.
3. Banners should comply with Section 21.44 of the Municipal Code.
Banners should not be displayed in any other fashion. Balloons, flags,
etc., are not permitted.
Public Art
1. Public ad should be developed in the most accessible and visible places
and considered in relation to other visual elements and cud (signage and
other elements that may impede or heighten its enjoyment).
2. New installation proposals shall provide a contextual understanding of and
be clearly related to the overall network of public art in Santa Ana.
3. Artists should create sustainable, maintainable works of art that aspire to
the highest standards of innovation and aesthetic quality.
4. Public art shall be integrated into the project's design at an early stage
of development to ensure cohesiveness of site design, architecture, art,
landscape, and public space.
CHAPTER 6: Design Guidelines
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October 2014 11 A -60 6 -7
Harbor M'Ixed Use bansit Colrido Plan
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Utility, Trash, and Recycling Areas
1. All Whims, such as backfiow prevention dedces, groupings of meters,
etc., should be located outside the public right -of -way within a Wilding
recess, utility room, a landscaped area and be fully screened from view of
the public right -of -way.
2. The utility wants of future commercial occupants (e.g., grease traps,
exhaust chutes, air conditioning) should be thought of in advance, during
the inifial building design, to avoid problems when retrofitting buildings
after construction.
3. A combination of element should be used to screen utility, trash, and
recycling areas, including solid masonry walls, berms, and landscaping.
4. Materials used on trash, recycling, utility, and mailbox enclosures and
screens should be the same as or compatible with the primary building.
Enclosures connected to or separate from buildings should have a solid,
architecturally compatible roof structure.
5. Mailboxes must be onsite and provide adequate parking areas for delivery
trucks.
6. Drainage from adjoining roof and pavement should be diverted around the
trash and recycling area
7. Services, including all utility access, above ground equipment, and trash
enclosures must be sonsomma d.
• Where alleys do not exist, service; including utility access, above-
ground equipment, and trash enclosures shall be locmetl in compliance
With the building location standards for the zone and this division.
• No trash enclosure shall be located in required landscape areas,
within direct view of strel or in traffic or pedestrian aisles.
• Services and their appurtenances shall be screened from and shall
not be located in required setback or landscaped areas.
x Each development shall provide a trash area. All trash enclosures must
be roofed. Multiple family, commercial, and industrial developments
with common parking areas shall provide trash enclosures per Section
41-623 and 16 -1 to 16-19 of the SAMC. Residential development
providing individual trash containers, shall provide an area that
measures a minimum of 3.5' x 7', outside of required setbacks and
yards, to srore and place out for pick up.
Individual trash bins located in a garage shall not encroach into the
required parking area
S. Each residential unit shall have access to onsim laundry facilities.
Resource Conservation
Energy Efficiency
1. Projects and buildings are encouraged to be more energy efficient than
required by local and state codes.
2. Energy efficient building materials should be used whenever possible and
appropriate.
3. EPA "Energy Star" labeled windows with low -e coatings are encouraged.
4. Energy -effic ost and refund) lighting should be used wherever possible.
Maximize daylighting and views through window placement and design.
Passive solar design can be used to reduce heating requirements by 30 to
50 %, thus saving money and energy.
5. Materials should be used that reduce the transfer of heat into and/or out
of the builtling. For example, the use of light - colored roofing materials to
reflect heat and reduce cooling in buildings is encouraged.
6. South- and west -facing windows should be shaded with an overhang,
deciduous trees, or awnings W reduce summer exposure.
7. Parking structures should integrate sustainable design features such as
photovoltaic panels (especially on thp parking deck), renewable materials
with proven longevity, and stonnwater treatment wherever possible.
S. Non - toxic, recycled - content materials should be used whenever possible.
Landscaping and Drainage
1. Projects are highly encouraged to use native and low water use plants
consistent with the landscaping palettes recommended by the Public
Works Agency.
2. Irrigation systems should incorporate water conserving methods and water
efficient technologies such as drip emitters, evapotranspiration controllers,
and moisture sensors. Explore opportunities to reuse rain water and/or gray
water for irrigation.
3. Landscaping areas should use minimal water resources and impermeable
surfaces. Lawfytud shall be limited W areas that serve a functional purpose.
4. Drainage should be directed to permeable areas to minimize discharge to
the storm drain system. Use pervious or open grid paving for parking areas
whenever possible to reduce the negative effects of stormwater runoff and
to facilitate groundwater recharge.
6-8 11 A -61 City of Santa Ana
Transit Station Areas
1. Transit amenities such as bus stops, surfing, bike racks, bike storage,
and showers should be integrated into new projects to promote the use of
atternabve transportation.
2. The ground floor of buildings should be mostly active commercial uses
to enliven the pedestrian environment and provide retail experiences and
services to transit users.
3. Enhanced pedestrian lighting should be incorporated into the design of
new projects to augment the safety of the station areas.
4. The design of plazas, with seating and landscape elements, at the corners
of buildings adjacent to transit station areas is encouraged ro provide public
open space for residents, visitors, and transit users.
5. The provision of publicly accessible restrooms as part of a new project
within a transit station area is strongly encouraged.
Healthy Design
Open Space and Recreation
1. Recreational amenities should provide activity options for various age
groups. Spaces could include areas for physical activity, community
gardens, and community gathering space.
2. Locate physical activity spaces in centrally visible locations to increase
awareness and use by residents.
3. Providing a green roof is an additional option for creating active space
without requiring additional land.
4. Provide lighted sidewalks and active play / recreation areas to extend
opportunities for physical activity into the evening.
Building Design
1. windows and balconies should overlook an active yard to increase
awareness of the building's active features.
2. Provide visibility and access to an outdoor courtyard from the lobby to
increase use.
3. Stairs should be visible and near the building's entrance. Integrating stairs
with the principal areas of travel within the building will increase their
usage.
4. Provide an integrated vertical circulation system that incorporates stair use
for travel between adjacent floors; elevators should primarily be used for
vertical travel of three floors or more.
5. Bicycle storage should be secure and easily accessible.
6. Gazebos and other architectural elements provide a comfortable, shaded
place for play /recreation while creating visual interest.
7. Incorporate natural ventilation into a building.
Pathways
1. To facilitate pedestrian movement, a continuous, unobstructed path of
travel, measuring at least six feet wide and eight feet high measured from
the sidewalk grade, must be maintained in any pathway.
2. Use pedestrian pathways to connect less active outdoor spaces with more
active uses. Patterned pathways can promote movement toward active
features like the stairs and courtyard.
3. Provide marked, measured walking paths as part of a wayfnding system
targeted to pedestrians.
4. Extended pedestrian and bicycle crossing markings help to increase safety
and usage.
5. Pedestrian pathways covered by a trellis or awning provide shade for
pedestrians.
6. Create a buffer separating pedestrians from moving vehicles using street
furniture, trees, and other sidewalk Infrastructure.
7. Support physical activity, among people with disabilities by making streets
and paths universally accessible.
8. Provide signage at buildings, transit stops, and major intersection showing
a map and the distance, time route, and/or calories burned to the nearest
or next transit stop.
CHAPTER 6: Design Guidelines
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October 2014 11 A -62 6 -9
Harbor Mixed Use Transit Corridor Plan
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6 -10 11 A -63 City of Sai Ana
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Harbo, Mixed Use Transit Corridor Plan
7 ADMINISTRATION AND
IMPLEMENTATION
General Administration
Authority
The Harbor Mixed Use Transit Corridor Plan (Harbor Corridor Plan) is a specific
plan adopted by ordinance through the authority grand to the City of Same
Ana by the California Government Code Sections 65450 through 65457 and
as stated in Section 41 -592 of the Santa Ana Municipal Code (SAMC).
As a specific plan adopted by ordinance, its provisions shall be implemented
as the zoning for the site. All future development plans, tentative parcel and/or
trod maps, or other similar entitlements shall be consistent with regulations in
this document and with all applicable City regulations.
In the event of a conflict between the previsions of the Harbor Corridor Plan
and the provisions in the SAMC, the Harbor Corridor Plan shall prevail. If the
Harbor Corridor Plan is silent regarding any development standard or process,
the provisions in the SAMC shall prevail.
Permitting Process
Applications filed under this Specific Plan shall comply with the procedures,
thresholds, and requirements as outlined in Chapter 41 of the SAMC, except
as specified in this Specific Plan. Figure 7 -1 illustrates the general permitting
Process.
Figure 7 -1. Permitting Process
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Housing Threshold
The Harbor Corridor Plan creates a land use and development framework to
support from 1,700 to 4,600 residential units and 2 million square feet of
commercial and employment space. The ultimate vision for the corridor is a
place that contains a wide mixture retail stores, restaurants, office buildings,
hotels, museums, and housing options in a more walkable, safe, and attractive
environment.
The demand for new residential development in Orange County is extremely
high and, if left uncontrolled, could easily consume nearly all of the (and area
within the corridor--eaving little potential for a balance of nonresidential uses.
Accordingly, the Harbor Corridor Plan limits new residential development built
within the Specific Plan boundary after October 2014 to 2,000 units. After
this threshold is met, the City Council must approve an amendment to this
Specific Plan to set a new threshold or to remove this limitation. Otherwise,
no new residential development shall be approved in excess of 2,000 units.
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October 2014 11 A -64 7 -1
Harbor Mixed Use Transt Corridor Plan
Nonconforming Buildings, structures and Uses
A nonconforming building, structure or use shall comply with all of Article VI of
the SAMC, except as modified below:
1. A building or structure that does not conform to the architectural style or
story height requirements at the time of the adoption of this Specific Plan
shall not cause the structure to be non - conforming.
2. Sections 41 -681.1 through 41-681.4 of the SAMC shall not apply to this
Specific Plan.
3. Rehabilitation, enlargement or exterior structural alterations of any
nonconforming structure or structure occupied by a nonconforming use,
except for structures occupied by single family and two-family dwellings,
may be rehabilitated as follows:
a. Rehabilitation limited to structural or non-structural alterations without
any building expansion is permitted if:
i. All signage on the structure and the site on which it is locatetl shall
be brought into conformity with the signage requirements of this
Specific Plan.
it. All outdoor storage shall be screened by a solid screen wall not to
exceed eight feet in height. Outdoor storage shall not exceed the
height of the screen wall.
iii. There shall be no increase in the number of dwelling units unless
the site on which the structure is located complies with the off -
street parking and open space requirements of this Specific Plan.
iv. Architectural massing, features and detailing shall be modified to
bring the structure into closer compliance with the architectural
standards of this Specific Plan, as deemed appropriate by the
Executive Director of the Planning and Building Agency, or their
designee.
b. Rehabilitation may include expansion when the total fiber area of
all expansions occurring in any five -year period does not exceed ten
percent of the floor area as it existed a[ the beginning of the five years,
provided that the following conditions are met:
I . All signage on the structure and the site on which it is located shall
be brought into conformity with the requirements of this Specific
Plan.
ii. There shall be no loading or unloading of vehicles between the
hours of 10 pm and 7 am.
iii. All outdoor storage shall be screened by a solid screen wall not to
exceed eight feel in height. Outdoor storage shall not exceed the
height of the screen wall.
iv. There shall be no enlargement which would intrude into any
required yard.
v. There shall be no enlargement which would result in a new,
nonconformity with the requirements of this Specific Plan.
vi. Off- street parking shall be provided in conformance with the
requirements of this Specific Plan.
vii. Landscaping shall be improved to bring the site on which the
structure is located into closer compliance with the landscaping
requirements of this Specific Plan, as deemed appropriate by
the Executive Director of Planning and Building Agency, or their
designee.
viii.Architectural massing, features and detailing, shall be modified to
bring the structure into closer compliance with the architectural
standards of this Specific Plan, as deemed appropriate by the
Executive Director of Planning and Building Agency, or their
designee.
4. Rehabilitation, enlargement or exterior structural almostions of buildings
occupied by a single family and two- family dwellings is permitted subject
to the following:
a. Structural alterations and additions may be made where the total floor
area of all such expansions occurring in a five -year period does not
exceed forty percent of the floor space of the building as it existed at
the beginning of said tme, provided the number of dwelling units is
not increased, and no new non conformances with the requirements of
this code are created.
b. Structural alterations and additions which exceed forty percent of the
total floor area as it existed at the beginning of a five -year period; or
remodeling which involves the demolition of more than fifty percent of
the building shall be permitted; provided that the following conditions
are met:
I. Off- street parking shall be provided in conformance with the
requirements of this Specific Plan.
ii. No new nonconformities with the requirements of this Specific Plan
are created.
c. Where rehabilitation of a building involves more than fifty percent of a
building wall which encroaches into a front or side yard setback and is
demolished or is structurally altered, the remainder of the building wall
VEI
y at 11 s
shall be demolished. Any subsequent building wall shall conform to all
provisions of this Specific Plan.
J. An exist ng two -car garage with a minimum dimension of eighteen feet
by eighteen feet exterior dimension shall be considered cordortning.
e. Remodel shall mean to reconstruct, or to make over in structure or
style, but shall exclude re -roof, window replacement, exterior finish
replacement and repair or similar modifications.
Interpretation
In case of uncertainty or ambiguity to the meaning or intent of any provision of
this Specific Plan, the Executive Director of the Planning and Building Agency
(Executive Director) or their designee has the authority to interpret the intent
of the provision. The Director may, at their discretion, refer interpretations to
the Planning Commission for consideration and action. Such a referral shall
be accompanied by a written analysis of issues related to the interpretation.
All land uses not listed in Table 3 -2 shall be prohibited, except that the
Executive Director has the authority to interpret, in cases of uncertainty,
the intent of this Specific Plan as to whether an unlisted land use shall be
designated as permitted, not permitted, or requiring a conditional use permit,
land use cergficate, and/or site plan review.
All interpretations made by the Director or Zoning Administrator may be
appealed to the Planning Commission and City Council in accordance with the
appeal procedures in Section 41 -645 of the SAMC.
Severability
If any section, subsection, sentence, clause, or phrase of this Specific Plan, or
future amendments or additions hereto, is for any reason held to be invalid or
unconstitutional by the decision of any court, such decision shall not affect the
validity of the remaining portions of the plan.
Environmental Assessment
An environmemal impact report (EIR) has been prepared as a companion
document to this Specific Plan and will provide California Environmental
Quality Act (CEQA) review for approval of the Harbor Corridor Plan. The EIR
serves primarily as a source of environmental information for the City of Santa
Ana as lead agency for the project. The EIR describes the potential impacts
that could result from the adoption of the Harbor Corridor Plan.
The EIR has been prepared as a program EIR as defined by Section 15168 of
the CEQA Guidelines. As defined by secdon 15161 of the CEQA Guidelines,
subsequent projects that are within the scope of the EIR will not require further
environmental documentation nor focused environmental analysis, unless
determined by the Executive Director of the City of Santa Ana to have the
potential for environmental impacts not addressed in the EIR.
Definitions
The following section defines words and phrases for use and interpretation in
this Specific Plan, unless from the context a different meaning is intended or
unless a different meaning is specifically defined and more particularly directed
to the use of such words or phrases.
The words used in the present tense include the future tense, and words in
the singular number include the plural number. If any of the definitions in this
section conflict with definitions in Chapter 41 of the SAMC, these definitions
shall control for the purposes of this Specific Plan.
Accessory structure: An accessory structure or building is a detached
building or structure, or part of a building or structure, which is incidental or
subordinate to the main building, structure or use on the same lot or parcel
of land, without cooking facilities (e.g., storage shed, garage, gazebo), and is
used exclusively by the occupant of the main building.
Adult business: A business as defined in Section 41- 1701.6 of the SAMC
Alley: An alley is any public or private thoroughfare for the use of pedestrians
or vehicles, not less than ten (10) feet nor more than thirty (30) feet in width,
and is intended for service and only a secondary means of access to abutting
properties.
Arcade: soe'Frontage Types'
Artisan /craft product manufacturing: The manufacturing of products
primarily by hand by persons trained in an artistic skill, including ceramics,
pottery, glass blowing, or sculptures.
Bank, financial institution: An establishment for the custody, loan, exchange
or issue of money, for theextension of credit, and for facilitalingthetransmission
of funds. Excludes check crashers as defined by California Civil Code section
1789.31.
Bike- or bicycle - friendly: The practice of addressing the needs of bicyclists
through urban design and streetscepe principles so that bicyclists are not
7 -2 11 A -65 City of Santa Ana
"Im-
CHAPTER 7: Administration and Implementation
forced to ride unsafoly in the street m on the sidewalk (e.g., clearly Striped or
Commercial recreation facility - Indoor: Establishments providing indoor
protected bike lanes, good signage, bicycle- specific traffic signals, bike racks,
amusement and entertainment services for a tee or admission charge,
and lockable bike storage).
including:
Block: An area of land within a subdivision which area is entirely bounded
s Bowling alleys
by streets, highways or ways, excepts alley and the exterior boundary of the
. Coin- operated amusement arcades
subdivision.
n Electronic game arcades (video games, etc.)
Building height: The vertical extent of a building measured in stories to the
. Pool. billiards
n Skating sports (ice, roller, board)
Save of the highest story, not including a basement or an attic. Height limits
do not apply to masts, belfries, clock towers, steeples, equipment screening,
This use does not include adult businesses. Four or more electronic games
chimney flues, and similar structures. Building height shall he measured from
or win- operated amusements in any establishment, or a premises where
the average grade of the (ranting thoroughfare curb level.
50 percent or more of the floor area is occupied p M amusement devices, are
Building placement: The maximum horizontal envelope available for placing
considered an electronic game arcade as described above; three or fewer
a building on a lot
machines are not considered a land use separate from the primary use of the
site.
Building type: A structure defined by the wr-binamn of configuration and
Courtyard Housing: See'Building Types
placement. The Wilding types used in this Specific Plan are listed below:
Bungalow Court: A configuration of freestanding single units arranged
Doctor, dentist, chiropractor office: A facility other than a hospital where
around a common, shared courtyard that is wholly open to the street. The
metlicel, dental, mental health, surgical, and/or other personal health rare
individual buildings are arranged next to each other to form the bungalow
services are provided on an oupatrent basis, and that accommodates no more
court Wilding type.
than four licensed primary practitioners (for example, chiropractors, medical
tloctom, psychiatrists, etc., other than nursing staf) within an individual office
Courtyard Housing: A building type consisting of residences that can be
suite.
arranged in four possible wnfigumtions: townhouses, townhouses over
Duplex, Triplex and Quadplex: See'Building Types
flats, flats, and flats over flats. The structures are arranged next to each
other , on one or more court that are partly or wholly open to the street.
Dwelling unit types:
Duplex, Triplex, and Quadplex (2- /3- /4- plex): Multiple dwelling forms
that are architecturally presented as large single - family houses in their
typical neighborhood setting.
Flex Block: A building generally of a single massing element, designed for
occupancy by retail, service, or office uses on the ground floor, with upper
fivers aim configured for those uses or for residences.
House: A detached structure occupied by a single household that aim
accommodates, commercial and office uses as allowed.
Lined Block: A Wilding that conceals a public garage or other faceless
building that is designed for occupancy by retail, service, or once uses
on the ground floor, with upper floors aim configured for those uses or for
residences.
Live -Work: An integrated residence and working space, occupied and
utilized by a single household in an arrangement of at least 3 such
structures or 1 multiple structure with a least 3 units arranged side by side
along the primary frontage, that has been designed or structurally modified
to accommodate joint residential occupancy and work activity.
Rowhouse: An individual structure w a parcel with a private rear yard
and individual garage accessed from an alley. Such structure shall be
developed in an arrangement of at least 3 such structures along the
primary frontage. Or, a structure of at least 3 attached townhouse unit
types arranged side by side with a private rear yard and individual garage
accessed from an alley along the primary frontage.
Stacked Dwellings: A Wilding of single -floor or multi -fiver residences of
similar configuration either above or below that are stacked.
Tuck - Under: An individual structure on a parcel with no rear yard, where
its garage is tucked under the rear of the house and accessed from an
alley.
Bungalow Court: See'Building Types'
Care homes: Residential facilities providing nursing and health- related rare as
a primary use with in- patent beds. Examples of these uses include: board and
care homes; convalescent and rest homes; and skilled nursing facilities. Long-
term personal care facilities that emphasize medical treatment are considered
"Extended Care" facilities.
Clinic, urgent care: A facility other than a hospital where medical, mental
health, surgical or other personal health services are provided on an outpatient
basis, including material medical laboratories. Examples of these uses
include:
n Apartment: A multi -unit rental version of a Flat, Loft, or Townhouse
n Condominium: An ownership version of a Flat, Loft or Townhouse
s Flat: A single -story unit, often found in a stacked configuration
» House: a single, detached unit
+ Loft: A double -story height unit with a mezzanine
Townhouse: A two to three -story unit with a common wall
Eating establishment: A commercial establishment whose primary use is
the sale and service of meals onsim to guests and which has suitable kitchen
facilities containing the necessary appliances required for cooking unpackaged
foods, and which complies with all of the requirement of the local department
of health and the California Department of Alcoholic Beverage Control for a
Lone fide public eating place pursuant to the Section 23038 of the California
Business and Professions Code.
Elevation (building): The exterior walls of a Wilding. Alm referred to as
'Facade when the elevation is along a frontage line.
Entrance (main or primary): The principal point of access of pedestrians to
a building. In the support of pedestrian activity, the main or primary enhance
should be oriented to the frontage rather than to the parking.
Facade: The exterior wall of a building that is set along a frontage line. Facades
support the public realm and are Subject to frontage requirement additional to
those required of elevations.
Flex Block: See'Building Types'
Forecourt: Sea Frontage Types'
Frontage Line: Those lot lines that coincide with a public street line. One
shall be designated as the Principal Frontage Line. Facades along Frontage
Lines define the public realm and are therefore more highly regulated than the
elevations that wincide with other lot lines. Frontage lines are subject to the
urban standards, architectural standards, signage standards, and subdivision
standards.
Frontage type: The architectural element of a Wilding between the public
right -of -way and the private property associated with the building. Frontage
Types combined with the public realm create the perceptible stmetcape. The
following frontage types used in this Specific Plan are listed below:
Arcade: A facade with an attached colonnade, that is covered by upper
stories. This frontage type is ideal for retail use, but only when the sidewalk
is fully absorbed within the arcade m that a pedestrian cannot bypass
it. For Building Code considerations, this frontage type cannot cover the
public right -of -way.
n Medical offices with We or more licensed practitioners or medical Forecourt: A semi - public exterior space partially within the shopfront,
specialties out- pafient was facilities
• Urgent care facilities
• Counseling services by other than medical doctors or psychiatrists are
included under "Offices - Professional /Administrative"
Community assembly: Group gatherings conducted indoors such as
synagogues, mosques, temples, churches, community centers, bingo halls,
private clubs, fratemal, philanthropic and charitable organizations and lodges.
gallery or arcade frontage that is partially Surrounded by a building and
also opening to a thoroughfare forming a court. The court is suitable for
gardens, outdoor dining, vehicular drop og are ublity off - wading.
Frontyard / Porch: A common frontage type asmciatdtl with single family
houses, where the facade is set back from the right of way with a front
yard. A porch may aim be appended to the facade. A fence or wall at the
property line may be used to define the private space of the yard. The front
October 2014 11A -66 7 -3
Harter Mixed Use Transit Corridor Plan
yam may also be raised from the sidewalk, creating a small retaining wall
at the property line with entry steps to the yard.
Gallery: A colonnade that is attached to storefronts and protects over the
sidewalk.
Shopfront: A facade paced at at close to the right -of -way line, with the
entrance at sidewalk grade. This frontage type is conventional for retail
frontage and is commonly equipped with cantilevered shed rooms) or
awning(s). Recessed storefronts are also acceptable. The absence of a
raised ground floor precludes residential use on the ground floor facing the
street, although such use is appropriate above.
Stoop: An elevated entry porch that corresponds directly to the building
enl with stairs placed close to the frontage line on a building with the
ground story elevated from the sidewalk, securing privacy for the windows
and front rooms. This type is suitable for ground -floor residential uses with
short setbacks. This type may be interspersed with the shopfront frontage
type. A porch or shed roof may also cover the stoop.
Frontyard /Porch: See'Fromage Types'
Gallery: see'Frontage Types'
r
u
Ad
d_a-
• Automobile impound, salvage, or wracking yards
• Demand, lime, gypsum, or plaster of pads manufacture
n Crematories
•
Food manufacture or processing
n Fertilizer manufacture
• Hazardous wask treatment facilities
s Recycling facilities
Site for the transfer, disposal, or dumping of refuse
Smelling of tin, copper, zinc, or iron ores
Hotel: A facility offering short-term lodging accommodations to the general
public and which may include additional facilities and services, such as
restaurants, meeting rooms, entertainment, personal services and recreational
facilities. Access b the guest rooms shall be through the main lobby of the
building. A hotel shall contain more than five guest rooms. A hotel thatcontains
a kitchen as defined by the California Building Cade (CBC) in guest rooms shall
be deemed to be a long term stay business hotel as defined by the SAMC. A
hotel that meets the criteria of a transient'residenfial hotel as defined by the
SAMC, shall be deemed to be a transienbresidential hotel.
House: See'Building Types'
General retail: Stores and shops selling many lines of merchandise. Examples Joint Irving- working quarters: A building or component of a building in
of these stores and lines of merchandise include: which both residential and commercial uses may occur within the same unit.
• Art galleries, retail
• Art supplies, including framing services
• Bicycles
• Books, magazines, and newspapers
• Cameras and photographic supplies
• Clothing, shoes, and accessories
• Department stores
• Drug stores and pharmacies
• Dry goads
• Fabrics and sewing supplies
• Florisls and houseplant stores with indoor sales only
• Grocery or food market
• Hobby materials
• Jewelry
• Luggage and leather goods
• Music sell musical instruments, parts, and accessories
• Orthopedic supplies
• Small wares
n Specialty shops
• Sporting goods and equipment
Stationery
» Toys and games
• Variety stores
General retail does not include the following:
• Adult business as defined in Section 41- 1701.6 of the SAMC, antique
or collectible stores, furniture, furnishings and appliance stores,
medical marijuana dispensaries or second hand stores.
• Sheet metal shops, body - fender works, automobile pai nt shops, repair
ganged, and any activity which includes the processing, treatment,
manufacturing, assembling or compounding of any product, other
Man that which is dearly and traditionally incidental and essential to
a particular retail activity.
• Any use which is more specifically identified as a penniffed use or as
a use which may be permitted subject to the issuance of a conditional
use permit or land use certificate in one or more use district pursuant
to this Specific Plan.
Ground floor/ footprint: The area resulting from the application of building
placement and open space requirements and as further articulated by particular
building design. In calculating the area only the conditioned floor space shall
be counted for purposes of calculating allowable upper floor area, the area
occupied by zaguans shall be counted as "ground floor/footprint"
Ground floor residential: Dwellings with their primary entrance and habitable
space at grade.
Health and fitness:A commercial establishment providing facilities for aerobic
exerdws, running and jogging, exercise equipment, game courts, swimming
facilities, saunas, showers, and lockers. Health and fitness facilities may also
provide for instrudon programs and classes, such as functional fines, marfial
arts, and yoga; lockers and showers may be provided.
Heavy industrial: The manufacture, extraction, treatment, storage, or
assembly of materials or products that may or may not include the use of
hazardous materials. Examples of heavy industrial include:
74
Light industrial: The manufacture m assembly of products from previously
treated material where no impact is created to the adjacent uses and no
hazardous materials are used in the production of such products. The maximum
number of employees shall be 10. Examples of light industrial include:
• Athletic equipment
• Bakeries
• Camera, photo equipment
• Clothing
• Electronics
n Musical instruments
• Optical goods
• Woodworking
Lined Block: See'Building Types'
Live -Work: See'Building Types'
Lot width: The frontage of a parcel which is used to identify the parcel for
street address purposes.
Mixed -use building: Typically a structure lawfully containing residential and
non - residential uses, although a structure that lawfully contains two types of
non - residential uses can also be considered a mixed -use building.
Multi - family dwelling: A residential structure lawfully containing two or more
dwelling units.
Multimodal corridor: A street and system of pathways that safely
accommodates numerous transportation options for people to access and
travel through the area. This can include the automobile, transit, pedestrian
systems, and bicycle facilities.
Office: These do not include medical offices (see Clinic, Urgent Care," and
"Doctor, dentist, chiropractor, office ").
1. Service. Establishment providing direct services to consumers.
Examples of these uses include employment agencies, insurance agent
offices, real estate offices, travel agencies, utility company offices, elected
official satellite offices, etc. This use does not include "Bank, Financial
Services," which is separately defined.
2. Administrative. Office -type facilities characterized by high employee
densities, and occupied by businesses engaged in information processing,
and other computer - dependent or telecommunications -based activities.
Examples of these uses include:
n Airline, lodging chain, and rental car company reservation centers, not
including retail travel agencies
n Computer software and hardware design and development
n Consumer credit reporting
• Data processing services
n Health management offices where no medical services are provided
Insurance claim processing
n Mail order and electronic commerce transaction processing
• Telecommunications facility design and management
n Telemarketing
3. Professional. Office -type facilities occupied by businesses that provide
professional services, or are engaged in the production of intellectual
property. Examples of these uses incude:
11 A-67 City of Santa Ana
XP' _
fJ -
• Accounting, auditing and bookkeeping services
• Advertising agencies
• Attorneys
• Business associations, chambers of commerce
• Commercial art and design services
• Construction contractors (office facilities only)
• Counseling services
• Court reporting services
• Detective agencies and similar services
• Design services including architecture, engineering, landscape
architecture, urban planning
• Educational, scientific and research organizations
• Financial management and investment counseling
• Literary and talent agencies
• Management and public relations services
• Media postproduction services
• News services
• Photographers and photography studios
• Political campaign headquarters
• Psychologists
a Secretarial, stenographic, word processing, and temporary clerical
employee services
n Security and commodity brokers
s Writers and artists offices
CHAPTER 7: Administration and Implementation
Setback: The area of lot measured from a lot line to a building facade or
elevation that must be maintained clear of permanent structures excepting
galleries, fences, garden walls, arcs les, porches, stoops, balconies, bay
windows, and terraces which are permitted to encroach into the setback
subject to the standards established in Chapter 3 of this Specific Plan.
Shared parking (joint use or park -once policy): An accounting for parking
spaces that are available to more than one function. The requirement is based
on a range of parking demand found in mature, mixed -use centers. The shared
parking ratio varies according to multiple functions in close proximity unlikely
to require the spaces at the same time. This approach to parking uses the
(ollowingtypes of parking in combination to achieve a balanced and distributed
supply of parking: off-street (surface lots and garages), on- street (parallel and
diagonal).
Shopkeeper: A unit that contains space on the ground floor for use and
operation by a retail merchant or tradesman along with residential space on
the upper floor(s) that an be occupied by the same shop operator or a different
resident. The residential and commercial components each have separate,
dedicated entrances. See also'Live -Work'
Shopfmnt: See 'Frontage Types
Single family dwelling: A residential building containing one or more habitable
rooms with only one kitchen, designed for occupancy by one independent
household unit with common access to, and common use of all living, kitchen
and bathroom areas.
Passion a pudic place or path designed for walking; promenade. Stacked Dwellings: Sao 'Building Types'
Pedestrian - friendly: The practice of addressing the needs of people, once
out of their automobiles, through a series of interdependent urban design and
stme xape principles (e.g., wide sidewalks, street trees and shade, on -street
parking, outdoor dining, inviting storefronts, the feeling of being in an 'outdoor
room', short crosswalk distances, Interconnected and short blocks).
Personal services: Establishments providing non - medical services to
individuals as a primary use. Examples of these uses include:
• Barber, nail salons and beauty shops
• Clothing rental
• Dry cleaning pick -up stores with limited equipment
• Home electronics and small appliance repair
• Locksmiths
• Pet Booming with no boarding
• Shoe repair shops
• Tailors
These uses may also include accessory retail sales of products related to the
services provided.
Personal services - restricted: Personal services that may lend to have a
blighting and/or deteriorating effect upon surrounding areas and which may
need to be dispersed 0 minimize their adverse impacts. Examples of these
uses include:
n Laundromats (self- service laundries), which shall comply with the
development and performance standards set forth in Section 41 -199
of the SAMC
n Massage (licensed, therapeutic) as defined on Section 41- 1751.1 of
the SAMC
n Pawnshops
Planter: The layer of the streetscape which accommodates street trees.
Planters may be continuous or individual according to the Thoroughfare and
location within the neighborhood.
Podium: A continuous raised platform supporting a building, or a large block
of two or three stories beneath a multi -layer block of a smaller area.
Porch: see 'Frontage Types'
Religious facility: see'Community Assembly'
Residential development: The addition of new readentlat units or the
conversion of apartments to condominiums.
Residential unit: Any single - family home; any separate occupancy unit in
a two- family or multifamily dwelling building; any live -work unit; and any
other structure designed for human occupancy which contains a kitchen.
However, this excludes any other building or structure designed or intended to
be occupied or used for business or commercial purposes, such as sleeping
rooms in hotels and motels without kitchens or kitchen facilities.
Rowhouse: See'Building Types'
Stoop: See'Frontage Types
Story: A habitable level within a building from finished floor to finished ceiling:
Attics and basements, as defined by the California Building Cade (CBC) are
not considered a story for the purposes of determining building height and are
subject to the applicable requirements of this code and the CDC, except for
when the finished floor level directly above a basement or cellar is more than
six feet above grade, such basement or cellar shall be considered a story.
Streetscape: The urban element that provides the major part of the public
realm as well as paved lanes for vehicles. A streetscape is endowed with two
attributes: capacity and context. Capacity is the number of vehicles that can
move safely through a segment within a given time period. It is physically
manifested by the number of lanes and their width, and by the curb radius.
Studio: A workplace of one or more individuals who are engaged in the
production of art, such as fine and fiber arts, lithography, calligraphy,
photography, music, dance and the performing arts. Galleries, not to exceed
50 percent of the floor area, are permitted as an ancillary use. Any regulated
use, as defined on Section 41 -191 of the SAMC is not allowed. Uses meeting
the definition of artisan/craft product manufacturing shall be deemed an
artisan/craft product manufacturing use.
Tandem parking stall: Two or more parking spaces arranged one behind the
other.
Thoroughfare: A vehicular way incorporating moving lanes and parking lanes
(except alleys/lanes which have no parking lanes) within a right -of -way.
Traffic calming: A set of techniques which serves to reduce the speed of
traffic. Such strategies include lane- narrowing, on- street parking, chicanes,
yield points, sidewalk bulge -outs, speed bumps, surface variations, mid -block
deflections, and visual clues. Traffic calming is a retrofit technique unnecessary
when thoroughfares are correctly designed for the appropriate speed at initial
canstructian.
Transit- oriented development: Compact, higher intensity development that
includes uses supportive to transit; i.e., residential uses that increase ridership
and transit efficiency or commercial uses that serve transit users. Its structure
creates nodes at an efficient spacing for mass transit. These nodes are mixed -
use areas limited in extent by walking distance to the transit stop.
Transition line: A horizontal line, the full width of a facade expressed by a
material change or by a continuous horizontal articulation such as a cornice
or a balcony.
Tuck -Under Housing: See'Building Types'
Zaguan: A covered pedestrian passage between courts of one to two rooms in
depth and one story in height.
October 2014 7 -5
11 A -68
Harbor Mixed Use Transit Corridor Plan
Jtl
Related Plans and Programs Polity 5.2: Enhance street design standards to promote attractive circulation
condition.
Southern California Association of Governments (SCAG)
SCAG is a council of governments, regional planning agency, and a forum for
jurisdictions to address regional issues concerning transportation, the economy,
community development, and the environment. SCAG also coope2teswi ff the
Southern California Air Quality Management District, the California Department
of Transportation, and other agencies in conducting regional planning efforts
and preparing regional planning documents.
Compass Growth Vision and Blueprint Strategy
In 2004, SCAG adopted the Compass Growth Vision (CGV), which was
a response, supported by a regional consensus, to the land use and
transportation challenges facing southern California. SCAG developed the CGV
to maintain the region's prosperity, continue to expand its economy, house
its residents affordably, and protect its environmental setting as a whole. The
CGV is a framework that helps local jurisdictions address growth management
cooperatively and also helps coordinate regional land use and transportation
planning.
In conjunction with the CGV, SCAG also adopted the Compass Blueprint 2%
Strategy, which is the part of the 2004 regional growth forecast policy that
attempts to reduce emissions and increase mobility through strategic land
use changes. The 2% Strategy is a guideline for how and where the CGV for
southern California's future can be implemented toward improving measures
of mobility, livability, prosperity, and sustainability for local neighborhoods
and their residents. Through extensive public participation and land use and
transportation modeling and analysis, the program resulted in a plan that
idenfifies strategic growth opportunity areas (2% Strategy Opportunity Areas).
As indicated by the name, these opportunity areas t aupy roughly two percent
of the land area in the southern California region.
Regional Transportation Plan and Sustainable Communities Strategy
(RTP /SCS)
In the 2012 -2035 RTP/SCS, SCAG emphasizes integrated planning guided by
three principles: mobility, economy, and sustainability. The RTPSCS includes
a strong commitment to reduce emissions from transportation sources to
comply with Senate Bill 375 (2008), improve public health, and meet the
National Ambient Air Quality Standards as set forth by the federal Clean Air
Act. The RTP/SCS provides a blueprint for improving quality of life for residents
by providing more choices for where they will live, work, and play and how
they will move around.
High Quality Transit Areas
With the adoption of the 2012 RTRSCS, the areas previously known as 2%
Strategy Opportunity Areas were updated by SCAG and replaced with what
are now called High Quality Transit Areas (HQTAs), which are a part of, and
integrated into, the SCS portion (Chapter 4) of the 2012 RTP/SCS. An HQTA
is generally a walkable transit village or corridor that is within a half mile of a
well - serviced transit stop or a transit corridor with 15- minute or Ins service
frequency during peak commute hours. The overall land use pattern of the
2012 RTP= focuan jobs and housing in the region's designated HQTA.
The majority of the specific plan area is designated a HQTA.
City of Santa Ana General Plan
The general plan sets forth the goals, policies, and directions the City will
take in managing its future. It is the blueprinHOr development and a guide to
achieving the long -term citywide vision. Specific plans ad as a bridge between
the general plan and individual development proposals. They combine
development standards and guidelines, capital improvement programs, and
financing methods into a single document that is tailored to mint the needs
of a specific area. The Harbor Corridor Plan maintains consistency with and
implements the policies of the Santa Ana General Plan. The following is a
list of relevant General Plan policies (adopted as of August 2014) Mat are
strengthened by the Harbor Corridor Plan (note that some policies include
specific reference numbers while others do not).
Conservation Element
Policy: Support local and regional land use and transportation plans that
increase mass transit usage and reduce vehicle trips.
Energy Element
Policy: Provide energy efficient mods of transportation and fixed facilities to
encourage transit, bicycle and walking as regularly used modes of travel.
Policy: Encourage higher densities of housing and office (mixed use)
development to relate to areas of higher transportation access and rapacity.
Growth Management Element
Policy: All new development shall pay it share of the street improvement costs
associated with that development including regional traffic mitigation.
Housing Element
Policy HE -2.3: Encourage the construction of rental housing for Santa Ana's
residents and workforce, including a commitment to very low, low, and
moderate income residents and moderate income Santa Ana workers.
Policy HE 2,4 Facilitate diverse types, prices, and sizes of housing, including
single - family homes, apartments, townhomes, mixeNmultiuse housing, transit
oriented housing, mulogenerational housing, and live work opportunities.
Policy HE -2.5: Require excellence in architectural design though the use of
materials and colors, building treatments, landscaping, open space, parking,
and environmentally sensitive ( "green') building and design practices.
Policy HE -2.7 Entitlement Process. Provide flexible development review
and enticement processes that facilitate innovative and imaginative housing
solutions, offer a consistent approval process, and allow for appropriate
oversight.
Land Use Element
Polity 1.6: Support "livalwork" opportunities within specifically defined areas
Policy 1.9: Coordinate street and parkway designs that are attractive, functional,
and compatible with adjacent onsite development.
Policy 22 Supportcommercial land uses inadequate amounts to accommodate
the City's needs for goods and services.
Policy 2.4: Support pedestrian access between commercial usnand residential
neighborhoods which are in close proximity.
Policy 2.6: Encourage the creation of new employment opportunities in
developments which are compatible with Surrounding land uses, and provide
a net community benefit.
Policy 2.10: Support new development which is harmonious in scale and
character with existing development in the area.
Policy 3.1: Support development which provides a positive contribution to
neighborhood character and identity.
Policy 4.5: Encourage development of employment centers and mixed use
projects within targeted areas adjacent to major arterial roadways, transit and
freeway corridors.
Policy 5.5: Encourage development which is compatible with, and supportive
of surrounding land uses.
Policy 5.10: Support a circulation system which is responsive to the needs of
pedestrians and vehicular travel.
Urban Design Element
Circulation Element
Policy 1.1: New development and redevelopment projects must have the
Policy .11: Minimize travel impediments on bicycle and
ty ped Yd pedestrian paths.
highest quality design, materials, finishes, and construction.
Policy 3.1: Support the efforts of regional, state, and federal agencies te
Policy 1.5: Enhanced architectural forms, textures, colors, and materials are
enhance local and express bus services
expected in the deign of all projects.
Policy 3.5: Enhance sidewalks and pedestrian systems 0 promote their use
Policy 1.11: Visual and physical links between districts, nodes, significant
as a means of travel,
sits, landmarks, and other points of interest, are to be provided in all public
and private projects.
Policy 3.6: Maximize Me use of public rights- of-way for pedestrian and bicycle
paths.
Policy 2.6 Projects must acknowledge and Improve upon their surroundings
with the use of creative architectural design, streetscape treatments, and
Polity 33: Support system enhancements and bikeway support facilitles that
landscaping.
encourage bicycle usage.
Policy 2.2: New development must be consistent with the scale, bulk, and
Policy 3.8: Develop bicycle paths that maximize access to major activity
pattern of existing development.
centers, neighboring jurisdictions, and regional bicycle paths.
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CHAPTER 7: Administration and Implementation
Policy1l: Landscapingwill bepromotedon freewayslopes, roadwaymedians, Implementation and Financing
and parkways.
Policy 3.2: Street improvements and adjacent development, should be
consistently designed to eliminate a haphazard look and visual clutter along
corridors.
Policy 3.3: Enhanced smetscariw, architectural themes, and landscaping
are to be provided to visually strengthen the path and enhance adjacent
development.
Realizing the vision and implementing the Specific Plan involves changes
in the private realm and the public realm. As new development occurs, the
Specific Plan provides direction and standards for the improvement of the
private realm.
The following describes the implementation and financing options for
improvements to the public realm. The discussion is provided in two ways:
first by type of improvement and then by task. Following that is a more general
Policy 3.4: Stmetscape improvements are to be redesigned to provide a description of the financing mechanisms.
pleasant and safe environment and to improve pedestrian circulation.
Description of Public Aealm Improvemenh
Policy 3.6: Streetscaps design should be used to link major destination points, Infrastructure
landmarks, and local activity nodes.
Certain infrastructure upgrades will be necessary to accommodate the new
Policy 3.10: Safe and pleasant bicycle and pedestrian routes are to be provided development envisioned in the Specific Plan.
and they should link activity nodes and places of interest.
Policy 3.11: Maximize the use of sheet trees and parkway landscaping to
create a pleasant travel experience and positive City image.
Housing Requirements
Chapter 41 -1900, at at of the SAMC (Housing Opportunity Ordinance) shall
apply to the Harbor Corridor Plan.
Additionally, California law requires that cities zone land to encourage and
facilitate their fair share of housing growthreferred Was the regional housing
needs assessment (RHNA). Based on the City's 2014 Housing Element,
10.1 acres of land in the Harbor Corridor Plan must be zoned for residential
development. The zoning must permit residential by right at a minimum
density of 20 units per acre on sites that can accommodate a minimum of 16
total units.
While residential is permitted throughout the entirety of the Harbor Condor
Plan, Figure 7 -2 idenfifes 22 parcels on 24 acres within the Specific Plan
area that are well positioned for residential development. Upon adoption of the
Harbor Corridor Plan, these parcels are mooned to allow residential projects by
right at a minimum density of 20 units per acre. The City must demonstrate
that there are at least 10.1 was for residential projects at a density of at least
20 units per acre during the 2014 -2021 Housing Element planning period.
Figure 7 -2: Parcels Suitable for Residential -Only Projects
Parcels suitable
for residential -only
projects
Water System. As discussed in the infrastructure chapter, the existing
water supply and distribution is sufficient to accommodate the amount of
development accommodated by the Specific Plan. Thus, this implementation
program does not include any specific improvements for the water system. The
City is currently updating its Urban Water Management Plan. As part of this
work, a nexus study may be conducted to establish a development impact fee
for water infrastructure.
Sewer System. As discussed in the infrastructure chapter, the amount of
development accommodated by the specific plan will require an upgrade to
the size of certain sewer mains in the project area. The existing mains are
sufficient to convey the current amount of wastewater flow generated and
passing through the project area, however as more development occurs in the
area some mains will be over capacity.
Developers will need to contribute to the development impact fees for
improvements to the sewer system.
Storm Drainage System. As discussed in the infrastructure chapter, the existing
flood control and drainage system is deficient The amount of development
accommodated by the Specific Plan would increase the level of deficiency.
Subsequent to the adoption of the Specific Plan, the City will need ro conduct
a nexus study to establish development impact fees for upgrades m the good
control and drainage system. This study will determine the proportion of the
improvements applicable to new development, and thus subject to development
impact fees, and the proportion applicable to existing development, and thus
subject to funding through City revenues or through the establishment of an
assessment district or other type of funding and financing district.
Roads
The Specific Plan calls for reducing lane widths along Harbor Boulevard and
several cross streets, restriping the roadway, and installing and improving
medians on cross streets. The additional right-of way no longer used for have]
lanes could be used for bikeways, on -street parking, and widened sidewalks.
In addition, several key intersections along Harbor Boulevard will be improved
with enhanced crosswalks and bulb -outs. With the roadway improvements, the
Specific Plan may have a reduction in average speeds, which could warrant a
reduction in the posted speed limit.
Development impact fees approved as part of the Harbor Corridor Plan will be
used for road restriping, medians, bikeways, parking meters, and intersection
improvements.
Road Restril The City will restripe the travel lanes. Relative to other
improvements, the cost b restripe the lanes will be minimal. The City will pay
for this action using City revenues.
Medians. The City will improve existing medians and install new medians on
cross street.
Bikeways. The City will establish bikeways along Harbor Boulevard and several
cross streets. The final design will be determined during the process of the
Public Realm Improvement implementation Program (specifically Tasks 3 and
4).
On -Street Parking and Parking Meters. The Specific Plan accommodates on-
street parking along Harbor Boulevard and several cross streets, although
parking would be restricted near intersections. Sidewalk bulb -outs will provide
a safe transition between parking and no- parking sections of the roadways.
However, the City may decide to install parking meters and construct some
on- street parking and sidewalk bulb -outs itself to create a unified streetsuape
where new development projects are interspersed with older development
and other situations. If the City pays for the construction of on -street parking,
bulb -outs, and parking meters, the City may recoup those costs from future
development through a development impact fee, from existing development
through a contractual assessment district, and/or through future parking meter
revenues.
October 2014 11 A -70 7 -7
Hardor Mlxed Use Tanw Condor Plan
Intersection Improvements. The Specific Plan calls for improving bike
and pedestrian crossings at intersections along Harbor Boulevard. These
improvements may include special painting or special pavement. The City
may start with special painting and upgrade to special pavement treatments
as resources become available.
Speed Omit Reduction. Subsequent to the reduction in the travel lane widths,
the City will conduct a speed study. It the lane reductions are accompanied
by a reduction in the average travel speed the City may reduce the speed
limit along Harbor Boulevard. The City will pay for the speed study and any
resultant change in speed limits using City revenues. The Specific Plan does
not envision recouping this cost from new development.
Streelscaping
The Specific Plan envisions a robust streetscape treatment to improve the
public image of Harbor Boulevard and to distinguish it as a unique destination
in the regional marketplace. These improvements include widening sidewalks
and installation of street lighting, pedestrian lighting, street furniture, and
landscaping. In addition, the City may create a facade improvement program
for properties that owners do not wish ro redevelop.
Developers will need to contribute development impact fees for sidewalk,
lighting, street furniture, and landscaping improvements. However, credit will
be given if improvements are done as a condition of development.
Subsequent to adoption of the Specific Plan, the City will prepare a s remec are
plan to establish the location and specificefions of such improvements,
including details on dimensions, materials, types, quality, design, and amount.
The City may also make improvements using City revenues.
facade Improvement Progam.As properties in the6pecific Plan are redeveloped
to capitalize on the new opportunities afforded by the Specific Plan, some
properties and buildings that are adequate for their existing use may benefit
from facade improvements and the installation of streetscape improvements.
Subsequent to the adoption of the Specific Plan, the City may consider
establishing a facade improvement program. The City could establish a
contractual assessment district to pay for these improvements. To do this, the
City would establish the program guidelines, which would specify the types
of improvements that could be covered, and then establish a contractual
assessment district. The City could provide initial funding for the facade
improvement program with City revenues or future parking meter revenues.
Interested property owners could than receive a loan from the program for
the improvements and pay the money back over time through the contractual
assessmentdistrict.
Parks
The Specific Plan acknowledges the challenges of providing adequate park
and open space in an urban area. The Specific Plan requires new development
to provide common open space and private open space onsite. In addition,
consistent with Chapter 35, Article IV of the SAMC (Residential Development
Fee), all new residential development shall contribute a fee equivalent to two
some of park and recreation facilities per 1,000 residents.
These fees shall be placed in a special fund to be known as the "Harbor
Corridor Park Acquisition and Development Fund ". The Specific Plan augments
the geographic requirements of the SAMC as follows. Moneys in such fund
shall be expended for the acquisition and construction of park and recreation
facilities within the Specific Plan boundary (preferred) and/or within one -
quarter mile of Specific Plan boundary.
Public Realm Improvement Implementation Program
To implement the public realm improvements, this section provides a program
for discrete implementation tasks. Each implementation task is described
Wow, followed by Table 7 -1 that illustrates, the timetable for implementation.
Task 1. Adopt Interim Development Agreement Policy
It is likely that property owners and developers will propose new developments
after the Specific Plan is adopted, but before other components of the public
realm improvement implementation program are completed. In such cases,
the City should negotiate with thou developers 0 provide the public realm
improvements and/or pay fees commensurate with the expected level of
development impact fees.
In no case shall a development agreement be used to alter or in any way vary
from any of the regulatory standards, design guidelines, or other requirements
of the Specific Plan. The City shall adopt the interim development agreement
policy either in conjunction with the adoption of the Specific Plan or within
approximately one month of its adoption.
Task 2. Prepare Development Impact Fee Nexus Studies and Adopt Impact Fee
Ordinance
To assess the costs of public improvements to new development through
impact fees, the City must conduct a nexus study to determine the proportion
of improvement costs attributable to new development and then adopt an
ordinance establishing the fees. Within one year of Specific Plan adoption, the
City will prepare nexus studies for water and stone dainage improvements.
Based on the outcome of these nexus studies, the City will adopt an ordinance
estatishing development impact fees for the Specific Plan area. The ordinance
shall be submitted for public hearing by the City Council within six months
of the completion of the nexus studies. In preparing the ordinance, the City
will establish when the improvements will be made, how the City will pay
the upfront costs, and how and when the City will be repaid through the
collection of impact fees. The City shall determine whether or not a special
fund is needed for the improvements paid through impact fees.
Task 3. Prepare Ultimate Roadway Design and Specifications
The City shall prepare design and specifications for the ultimate roadway
improvements, including parking and parking meters, sidewalk widening,
sidewalk bulb -outs, median improvements, and intersection improvements
including both striping and special pavement treatments. The design and
specifications shall indicate which improvements are required as a condition
of approval for new development.
The design and specifications shall also indicate which improvements may
be provided through a contracual assessment district and which the City may
construct or install on its own using City revenues. The City should complete
the ultimate roadway design and specifications within one year of adoption of
the Specific Plan, dependent on funding availability.
Task 4. Restdpe Roadways for Initial Lane Configurations
The City shall prepare design and specifications for meriting roads to reduce
lane widths. Opportunities for bicycle facilities and on- street parking will be
considered. The City should complete the restriping within six months of
completing the ultimate roadway design and specifications, dependent on
funding availability.
Task 5. Establish the Parking Meter District and Fund
The City shall establish a parking meter district by ordinance in accordance
with California Vehicle Code Section 22506. The ordinance shall describe the
area included within the zone and rate of fees.
The City shall alto establish a special fund to account for the collection and
expenditure of parking meter fees. In conjunction with the establishment of
this fund the City shall adopt a policy setting forth how the parking meter
fees may be used. The policy shall require repayment to the City of costs for
installing parking meters prior to any other use of parking meter revenue. The
policy shall also restrict the expenditure or use of parking meter revenues to
Improvements and activities in the Specific Plan area The City shall establish
the special fund and adopt the parking meter revenue policy within one year of
the adoption of the Specific Plan.
Task 6. Create a Streeiscape Plan
The City shall prepare a streetscape plan, covering street lighting, pedestrian
lighting, street furniture, and landscaping. The plan shall indicate what
improvements are required as a condition of approval for new development,
which improvements maybe provided through a contractual assessment
district, and which the City may construct or install on its own using City
revenues.
Thestreetscape plan shall aim include Standards and specifications for a facade
improvement program. Unlike the other dromecape improvements, though, the
facade improvement program likely would apply only to existing buildings and
likely would only be implemented through a contractual assessment district.
The City should identify funds for and complete the streetscape plan within
one year of adoption of the Specific Plan, dependent on funding availability.
Task 7. Establish a Contractual Assessment District
The City may establish a contractual assessment district to provide a
mechanism to allow property owners not developing or redeveloping their
property to obtain roadway improvements tree Task 3) and streebcape and
facade improvements (see Task 6). The contactual assessment district would
establish the parameters for which improvements are covered, how and when
the improvements would be made, which properties are eligible, and the
standards for entering into an agreement for contractual assessments.
A contractual assessment is completely voluntary on the part of property owners
and can he entered into on a parcel-by- parcel basis. If interested, property
owners could obtain qualified improvements on or adjacent to their property by
joining the contractual assessment district. The City would construct or install
the specific improvements, and the property owner would repay the City over
time through an annual assessment on the property. The assessment would
run with the land and subsequent property owners would be bound to the
agreement.
In conjunction with establishing the contractual assessment district, the City
will establish a special fund to account for monies the City invests in the
7-8 11 A-71 City of Santa Ana
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district and the eventual repayment to the City. The City can make a one-
time investment in the district to create a revolving loan fund in which funds
are reused as they are repaid. The City may also make investments on
an as- needed and as- available basis and collect repayments each year as
assessments are paid to the district. The special fund used to account for the
contractual assessment district may be a stand -alone fund or may be part of a
single special fund for the Specific Plan, in which case it would include parking
meter fees and park in -lieu fees.
The City may, at any time, choose to construct and install roadway
improvements and streetscam improvements in any part of the Specific Plan
area. Absent contrary provisions in the ordinance establishing the contractual
assessment district or in any agreements, City construction and installation of
improvements would not terminate or invalidate any then existing contractual
assessment agreements.
The City may establish a contractual assessment district within six months of
the completion of Tasks 3 and 6. The City may also include a sunset provision.
Task 8. Speed Study
Once the restriping and final travel lane configurations are in place (see Task
4), the City will conduct a speed study to determine the appropriate travel
speed limit along Harbor Boulevard. The City will pay for the speed Study and
any resultant change in speed limits using City revenues. The speed study will
be completed within one year of restriping the lane confguradons.
The goal is to design Harbor Boulevard within the Specific Plan to satisfy the
California Vehicle Code requirements and justify a lower speed limit due to the
proposed increase in residential development and pedestrian activity.
Task 9. Annual Review
Each year in conjunction with the annual budget process, the Planning and
Building Agency (PBA) will report on the implementation of the Specific Plan.
Among other considerations, the annual review will evaluate the effectiveness
of the public realm improvement program. Specifically, the report will indicate
whether the primary reliance on new development and contractual assessment
districts supplementetl by target City investments is adequately and effectively
achieving the Specific Plan's vision.
If the PBA finds that sufficient progress is not being made, the PBA may
recommend changes to the implementation program. Such changes may
include the City taking a more direct role in paying for roadway and streetscape
improvements and alternative approaches to recouping those costs. Funding
far those improvements could be included in the City's capital improvement
program.
Such changes may also include recommendations to engage property owners
in evaluating the feasibility of assessment districts, landscaping and lighting
maintenance districts, and other applicable funding and financing districts.
Any such changes to the implementation program may be approved by a
simple majority vote of the City Council.
The PBA may recommend and a simple majority vote of the City Council
may approve the termination of the annual review process upon a finding by
the PBA that 60 percent or more of the Harbor Boulevard frontage has been
improved pursuant 0 the ultimate roadway design and specifications and the
streetscape plan.
Table 7.1. Public Realm Improvement Implementation
Timetable
Task 1, Adopt Interim Development Agreement Polity
Task 2. Prepare Development Impact Fee Nexus Studies
and A" Impact Fee ordinance
Task 3. Prepare Ultimate Roatlway Design and
Specifications
Task 4, Remnpe Raadways for Initial Lane Configurations
Task 5. Establish the Parking Meter District and Fund
Task 6. Create a Streetscaps Plan
Task 7. Establish a contractual Assessment District
Task 8. speed study
i
Task 9. Annual Remay
Noe: This fimeeNe presents the current scheduling goats for Me Gty, but Me tasty and
timelines amsubiect to change.
CHAPTER 7: Administration and Implementation
Implementation Tools and Funding Mechanisms
The public realm improvement program described above provides for the use
of a variety of implementation tools and funding and financing mechanisms.
The following describes the general use and statutory requirements for these
tools and mechanisms and for other tools that the City may employ at a future
data to realize the vision for the Harbor Corridor Plan.
Developer- Funded Improvements
In some cases, the development of one or more parcels in the Specific Plan
area may require the construction of offsite infrastructure improvements, the
size of which may be larger than what is needed to serve just the proposed
development. In such rases, if the City does not have the funds available to
pay for the additional infrastructure rapacity, the property owner or developer
may agree, through a development agreement, to pay for the full cost of the
offsite infrastructure improvement and to be repaid as additional development
occurs.
The development agreement would stipulate the terms of such repayment. If
the cost of infrastructure improvements is to be repaid to a property owner,
developer, or other entity, that paid the upfront cost, the City may prohibit other
development under the Specific Plan until the project applicant has paid the
required infrastructure cost repayment fee in accordance with the terms of the
development agreement.
Development Impact Fees
A development impact fee is charged by a city to the applicant in connection
with approval of a development project for the purpose of defraying all or a
portion of the cost of public facilities related to the development project. The
Specific Plan anticipates the use of development impact fees for right -of -way,
sewer, drainage and flood control, and public park improvements.
The use of development impact fees is authorized by the Mitigation Fee Act
(California Government Code, Section 66000, at seq.). The City may not
require a proposed development to pay a development impact fee beyond the
proposed development's proportionate share of the public improvement cost.
Contractual Assessment Districts
In a typical assessment district, a municipality determines the cost of public
improvements and paces a levy on each property in the area unless a majority
of property owners object. In contrast, a contractual assessment district is
completely voluntary.
A municipality establishes a contractual assessment district program, creating
guidelines that identify the types of improvements, costs, and locations. If and
when a property owner wants to participate, the owner can voluntarily enter
into a contractual assessment. Because the program is completely voluntary
and because it applies to only one property at a time, there is no voting,
balloting, or engineer's report, as is required with a convenfional assessment
district. Typically the program authorizes the city manager or some other staff
position to execute the contract on behalf of the city, thus eliminating the need
for a public hearing.
These assessments are authorized by Contractual Assessments (part of the
Improvement Ad of 1911) (Streets and Highways Code Sections 5898.10
et seq.). Although this authority has existed for 100 years, this code section
became better known with the passage of AB 811 (2008, Levine), which
amended the code to allow contractual assessments to pay for energy
efficiency and renewable energy improvements, most commonly for residential
solar energy retrofits. Santa Ana has already use contractual assessment in the
HERO program for energy efficiency improvements.
To establish a contractual assesvnent district, the City Council would first adopt
a resolution indicating its intention to do so. The resolution of intention should:
Include a statement that the City proposes to make voluntary
contractual assessment financing available to property owners
u Identity the kinds of public works that may be financed
> Describe the boundaries of the area within which voluntary contractual
assessment may be entered into
r Briefly describe the proposed arrangements for financing the
program, including a brief description of criteria for determining the
creditworthiness of a property owner
Prior to the public hearing to adopt a resolution, which establishes the
contactual assessment tlistrict, the City would have to prepare a report
containing:
• A map showing the boundaries of the territory within which voluntary
contractual assessments are proposed to be offered
• A draft contract specifying the terms and conditions that would
be agreed to by a property owner within the voluntary contractual
assessment area and the City
October 2014 7 -9
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Harbor Mixed Use Trani Corridor Plan
A statement of City policies concerning voluntary contractual
assessments including:
1) Identification of types of improvements that may be financed
through the use of contractual assessments
2) Identification of a City official authorized M enter into voluntary
contractual assessments on behalf of the City
3) A maximum aggregate dollar amount of voluntary contractual
assessments
4) A method for setting requests from property owners for financing
through voluntary Contractual assessments in priority order in the
event that requests appear likely to exceed the authorization amount
A plan for raising a capital amount required to pay for work performed
pursuant to voluntary Contractual assessments. The plan may include
amounts to be advanced by the public agency through funds available
to it from any source. The plan may include the sale of a bond or
bonds or other financing relationship.
The plan shall include a statement of or method for determining the
interest rate and time period during which contracting property owners
would pay any assessment. The plan shall provide for any reserve
fund or funds. The plan shall provide for the apportionment of all or
any portion of the costs incidental to financing, administration, and
Collection of the voluntary contractual assessment program among the
Consenting property owners and the City.
The authorizing statue provides other requirements as well as the Standards for
noticing and conducd ng a required public hearing.
Grants and Loan Programs
Although the Specific Plan does not explicitly call for using grant and loan
programs to implement the public realm improvements, the City may tap into
various federal, state, local, and private grants to provide additional funding
for public improvements. In particular, the projects focus on increasing transit
ridership, promoting pedestrian -and bike - friendly environments, and relieving
traffic Congestion may help the project qualify for various grants dedicated ta
these goals. The fallowing list provides a few examples of state and federal
programs currently available and relevant to the Harbor Corridor Plan.
State
n Transit - Oriented Development Housing Program
• Housing Related Parks Program
• Infill Infrastructure Grunt Program
• Land and Water Conservation Fund
• Active Transportation Program
• Highway Safety Improvement Program
• Transportation Enhancement Program
• Infrastructure State Revolving Fund Program
• Public Agency Revenue Bond Program
Federal
n Economic Development Initiative Grant
a Community Development Block Grant
n Section 108 Loan Guarantee
Assessment Districts
The Specific Plan anticipates that development impact fees, Contractual
assessments, and City revenues will be sufficient to fund the public realm
improvements. Nevertheless, groups of property owners may desire and the
City may find that assessment districts could help finance the Construction
of public improvements on public property, public rights-ol -way, and public
easements. The public must pay for the portions of the improvements that
provide general benefit to the public at large, but real property that receives
a special benefit may be assessed for the costs, proportional to the level of
benefit received. Three different provisions of state law authorize assessment:
• Improvement Bond Act of 1915 (Streets and Highways Cade Sections
8500 at seq.)
• Improvement Act of 1911 (Streets and Highways Code Sections
5000 et seq.)
• Municipal Improvement Ad of 1913 (Streets and Highways
Code Sections 10000 at seq.), which contains only provisions for
establishing assessment districts
Assessment districts are intended to finance construction of physical
improvements. They cannot pay for operations and maintenance or additional
services. If additional improvements are desired after an assessment district is
assets ished, the entire process is required for those additional improvements.
Assessment districts may be used to finance improvements in one of two
general ways. The assessments may repay the City at an initial developer for
the up front costs of infrastructure. The City may also issue bonds pursuant
to an assessment district and use the proceeds to fund the infrastructure
improvements and use the assessments to repay the bonds.
Generally, assessment districts can be used to finance these improvements:
a Local streets
+ Streetlights
+ Parks
r Water supply and distribution facilities
+ Gas and electric power
» Landscaping
a Sidewalks
+ Sanitary sewers
Flood Control and drainage improvements
+ Parking facilities
The authorizing statutes referenced above set forth procedures for establishing
assessment districts. Under existing State law, however, establishment of an
assessment district cannot occur if a majority, of the affected property owners
object (weighted by the value of the proposed assessment).
Lighting and landscaping Maintenance Districts
The Specific Plan anticipates that development impact fees, Contractual
assessments, and City revenues will be sufficient to fund the public realm
improvements. Nevertheless, groups of property owners and the City may
find that lighting and landscaping maintenance districts (LLMD) coultl be an
effective way to fund the ongoing maintenance (or even the construction) of
public realm improvements. Ll are authorized by the Landscaping and
Lighting Ad of 1972 (Streets and Highways Cade section 22500 at seq.).
An LLMD requires an annual assessment process for any assessments other
than previously approved assessments to pay previously approved and issued
debt The annual assessment process is similar to that used to establish
assessment dishicts.
The improvements and services provided by LLMDs include:
a Landscaping
n Statuary, fountains, and other ornamental structures
• Public lighting, including traffic signals
Appurtenant facilities, including grading, clearing, and removal
of debris; the installation or construction of curbs, gutters, walls,
sidewalks, or paving; or water, irrigation, drainage, or electrical
facilities
Park or recrettonal improvements
x Land preparation
+ Lights, playground equipment, play Courts, and public restrooms
+ The maintenance or servicing or both of any of the foregoing
• Acquisition of land for park, recreational, or open -space purposes
• Acquisition of existing improvements
• Acquisition or Construction of any Community center, municipal
auditorium or hall, or similar public facility for the indoor presentation
of performances, shows, stage productions, fairs, Conventions,
exhibitions, pageants, meetings, parties, or other group events,
activifies, or functions, whether those events, activifies, or functions
are public or private
LLMDs can be expanded over time, following a process similar to that used is
establish the district. The City may condition development activiy, in the plan
area on annexation into a LLMD if one is established for all or a part of the plan
area. An LLMD may also be established to generate revenues from throughout
the plan area to fund the operation and maintenance of public open space in
or around the Specific Plan area.
Panting Districts
The development standards and Concepts in this Specific Plan envision
metered on-street parking and off-street parking (in structures or surface lots).
AtlGfionally, parking reduction strategies such as shared parking are explicitly
encouraged to provide sufficient space for parking while fostering pedestrian,
bicycle and transit friendly design. The design and management of parking is
integral to the long tern success of the Harbor Corridor and its surrounding
neighborhoods. Nevertheless, groups of property owners and the City may find
that it would be beneficial to form a parking management district to fund the
construction and operation of additional parking facilities.
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nn l t-
r-
Jurisdictions may form a parking district and levy assessments per Streets and
Highways Code Section 31500 et seq.. to finance the:
• Acquisition of land
• Construction, operation and maintenance of parking facilities and
garages
n Associated project costs, including professional staff
• Streets and Highways Code Section 11000 at seq. also permit parking
districts to fund pedestrian improvements including:
• Street paving
• Water lines, flood control facilities, sewer, and drainage works
s Street lighting
• Fire protection,
• Statues, fountains, and decorations,
r Landscaping and tree planting
• Child care facilities
• Pudic assembly facilities
• Other improvements associated with pedestrian facilities
Special assessments under the 1911 Act may be levied to replace the use
of fees and charges to repay outstanding bonds. Other revenue sources may
include user fees, parking meter charges, and property taxes.
One w more parking districts could cover part of or the entire Specific Plan
area, as well as adjacent neighborhoods.
Within a parking district, funds collected from parking charges are poured
directly into improvements that make the district more attractive, such as
sidewalks, landscaping, and other amenities or aesthetic improvements. New
parking meter technologies have improved customer convenience (customers
can pay remotely by credit card or cell phone), increased pricing flexibility (rates
on be changed in real -time based on location, time of day, day of week, or
level of occupancy), reduced 5treetscape clutter, and reduced operating costs.
A parking district could be responsible (and contract out) for the following
operations associated with managing parking within the area:
• Enforcement of parking regulations
• Parking permits
• Parking meter operations (including revenue collection)
• Day -to -day management of shared parking
• Researching parking usage and developing parking pricing strategies
a Staffservices
Infrastructure Financing Districts
Recent legislation enabled the formation of Infrastructure financing Districts
0FDs) in former redevelopment projectareas. An IFD diverts new local property
tax revenues to either pay directly for the construction of infrastructure and
public facility improvements, or to issue bonds to finance those improvements.
However, IFDs cannot divert property tax increment revenues from schools and
can only pay for public facilities like roads, sewer, water, libraries, and parks –
not routine operations and maintenance or, except in limited cases, affordable
housing or economic development projects.
However, onerous approval requirements may limit the formation of an IFD:
two -thirds of property owners or voters must vote in favor of forming the district,
and all affected taxing entities (e.g., counties, special districts) must approve
the contribution of their portion of the tax increment to the ED.
Cap- and -Trade Auction Proceeds
California established a cap- and -trade program to limit allowable greenhouse
gas emissions. Be ®nning in late 2012, the state began regular auctions of
greenhouse gas emission allowances.
The revenue produced by these allowance auctions may be available to fund
transportation and sustainability improvements in the Harbor Corridor Plan.
However, the amounts, uses, and means of distributing the revenue are still
evolving and will continue to change as state agencies finalize programs and
rules for their use in the context of the state budget process.
CHAPTER 7: Administration and Implementation
October 2014 11 A -74 7 -11
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RO H —10/21 /14
ORDINANCE NO. NS -XXX
AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF
SANTA ANA ADDING CERTAIN PROPERTIES TO THE
HARBOR MIXED USE TRANSIT CORRIDOR SPECIFIC
PLAN (SP -2) BOUNDARIES; AND, REMOVING CERTAIN
PROPERTIES FROM THE SP -2 ZONING DESIGNATION
AND CHANGING THE ZONING FOR THOSE REMOVED
PROPERTIES (AA NO. 2014 -01)
THE CITY COUNCIL OF THE CITY OF SANTA ANA DOES ORDAIN AS
FOLLOWS:
Section 1. The City Council of the City of Santa Ana does hereby find, determine
and declare as follows:
A. On August 25, 2014, the Planning Commission held a duly noticed public
hearing and voted to recommend that the City Council:
1. Adopt a resolution certifying the Final Environmental Impact Report
No. 2014 -01, to approve the mitigation monitoring program, findings
of fact, and statement of overriding considerations for the Harbor
Mixed Use Transit Corridor Specific Plan.
2. Adopt a resolution approving General Plan Amendment No. 2014-
02.
3. Adopt an ordinance approving Zoning Ordinance Amendment No.
2014 -01.
4. Adopt an ordinance approving Amendment Application No. 2014 -
01.
B. The City Council of the City of Santa Ana held a duly noticed public hearing
on the above said actions for the Harbor Mixed Use Transit Corridor Specific
Plan (SP -2) on September 16, 2014. At that meeting, the City Council
continued the matter to October 7, 2014, so that the plan could be revised to
reflect the City Council's new policy decisions. The October 7, 2014 City
Council meeting was postponed, and all matters were continued to the next
meeting. On October 21, 2014, the City Council resumed the public hearing,
and at that time considered all testimony, written and oral.
C. Amendment Application No. 2014 -01 has been filed with the City of Santa
Ana to remove 120 acres from the SP -2 zoning designation, primarily in and
around the Willowick Golf Course, and change the zoning district for those
properties to Single Family Residential (R1), Two - Family Residential (132), or
Open Space (0). These proposed zone changes are generally in keeping
with the existing land uses and subdivision lot patterns. In addition, a few
properties along Fifth Street currently zoned Community Commercial (C2)
Ordinance No. NS -xxx
Page 1 of 5
11 A -76
are proposed to be added to SP -2 boundaries.
D. Approval of Amendment Application No. 2014 -01 supports the City's efforts
to meet Goal #3 Economic Development, Objective #2 Create new
opportunities for business /job growth and encourage private development
through new General Plan and Zoning Ordinance policies), Goal #5
Community Health, Livability, Engagement and Sustainability, Objective #3
(Facilitate diverse housing opportunities and support efforts to preserve and
improve the livability of Santa Ana neighborhoods) and Objective #4
(Support neighborhood vitality and livability).
E. The City Council also adopts as findings all facts presented in the Request
for Council Action dated September 16, 2014, and the Request for Council
Action dated October 7, 2014, accompanying this matter.
F. For these reasons, and each of them, Amendment Application No. 2014 -01
is hereby found and determined to be consistent with the General Plan of
the City of Santa Ana and otherwise justified by the public necessity,
convenience, and general welfare.
G. At the duly noticed public hearing held on October 21, 2014, the City
Council, by resolution, certified that Final Environmental Impact Report No,
2014 -01, prepared for the proposed Harbor Mixed Use Transit Corridor
Specific Plan (SP -2), was completed in compliance with the California
Environmental Quality Act (CEQA) (Public Resources Code § 21000 et
seq.), was presented to the City Council for review and consideration, and
reflects the City of Santa Ana's independent judgment and analysis; and,
approved the Mitigation Monitoring Program, CEQA Findings of Fact and
Statement of Overriding Considerations. At the October 21, 2014, meeting,
the City Council also adopted a resolution amending the City's general plan
(GPA No. 2014 -02), and adopted an ordinance approving amendments to
various zoning provisions of Santa Ana Municipal Code Chapter 41 (ZOA
No. 2014 -01). This ordinance incorporates by reference, as though fully set
forth herein, the ordinance, resolutions and the Final Environmental Impact
Report, Mitigation Monitoring Program, CEQA Findings of Fact and
Statement of Overriding Considerations, and all of their respective findings
and conclusions in support of this ordinance.
Section 2. Pursuant to the adoption of the Harbor Mixed Use Transit Corridor
Specific Plan, 120 acres from the SP -2 zoning designation, primarily in and around the
Willcwick Golf Course, is hereby reclassified from SP -2 to Single Family Residential (R1),
Two - Family Residential (R2), or Open Space (0). In addition, a few properties along Fifth
Street currently zoned Community Commercial (C2) are hereby reclassified to be added to
the SP -2 boundaries. Amended Sectional District Map numbers 9 -5 -10, 10 -5 -10, and 15-
5 -10 showing the above described changes in use district designation, are hereby
approved and attached hereto as Exhibit "A" and incorporated by this reference as though
fully set forth herein. (AA No. 2014 -01).
Section 3. This Ordinance shall not be effective unless and until Resolution
No. 2014 -xxx, Resolution No. 2014 -xxx, and Ordinance No. 2014 -xxx become effective.
Ordinance No. NS -xxx
Page 2 of 5
11 A -77
If said Resolutions and Ordinance are for any reason held to be invalid or
unconstitutional by the decision of any court of competent jurisdiction, or otherwise do
not go into effect for any reason, this is Ordinance shall be null and void and have no
further force and effect.
Section 4. If any section, subsection, sentence, clause, phrase or portion of this
ordinance is for any reason held to be invalid or unconstitutional by the decision of any
court of competent jurisdiction, such decision shall not affect the validity of the remaining
portions of this ordinance, The City Council of the City of Santa Ana hereby declares that
it would have adopted this ordinance and each section, subsection, sentence, clause,
phrase or portion thereof irrespective of the fact that any one or more sections,
subsections, sentences, clauses, phrases, or portions be declared invalid or
unconstitutional.
ADOPTED this 4 —_ day of 2014
APPROVED AS TO FORM:
Sonia 5,tAryalho, City Attorney
BY•__
Ryan
AYES: Councilmembers
NOES: Councilmembers
ABSTAIN: Councilmembers
NOT PRESENT: Councilmembers
Miguel A. Pulido
Mayor
11 A -78
Ordinance No. NS -xxx
Page 3 of 5
CERTIFICATE OF ATTESTATION AND ORIGINALITY
I, MARIA D. HUIZAR, Clerk of the Council, do hereby attest to and certify that the
attached Ordinance No. NS -XXX to be the original ordinance adopted by the City
Council of the City of Santa Ana on , and that said ordinance was
published in accordance with the Charter of the City of Santa Ana.
Date:
Ordinance No. NS -xxx
Page 4 of 5
Clerk of the Council
City of Santa Ana
11 A -79
Exhibit "A"
Ordinance No. NS -xxx
Page 5 of 5
11 A -80
11 A -81
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