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Home My WebLink AboutOrdinance NS-2871ROH — 10/21/14 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 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. 3. 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. 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 Ordinance No. NS -2871 Page 1 of 4 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 #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). 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. I. 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, Ordinance No. NS -2871 Page 2 of 4 t =,: 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 -069, Resolution No. 2014 -070, and Ordinance NS. 2014 -2872 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 18th day of November 001A APPROV AS TO FORM: Sonia rvalf o, City Attorney By:_ Ryan mayor Ordinanc No. NS -2871rPage3of4 AYES: Councilmembers: Amezcua Benavides, Martinez Pulido, Reyna Sarmiento (6) NOES: Councilmembers: None (0) ABSTAIN: Councilmembers: None (0) NOT PRESENT: Councilmembers: Tinalero (1) 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 -2871 to be the original ordinance adopted by the City Council of the City of Santa Ana on November 18, 2014 and that said ordinance was published in accordance with the Charter of the City of Santa Ana. Date: l C'1 q 6Vf y Clerk of the Council City of Santa Ana Ordinance No. NS -2871 Page 4 of 4 Exhibit "A" SEE LASERFICHE ORDINANCE NO. NS -2871 FOR EXHIBIT peciTic Tian OCTOBER 2014 w?` City ofSanta Ana EXHIBIT A 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 StaffDavidCavazos, 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 Group18401 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. 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 StaffDavid 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 Group18401Van 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. Harbor Mixed Use Transit Corridor Plan CONTENTS TABLES Page Section Page TableTide L Vision & Summary 1 -2 1 -1. Summaryof 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. Summaryof Potential by Land Use District 1 -3 Guiding Principles 3 -3 3 -2. Permitted Uses 3A 3 -3. Building Typeand Form 2 Context 3 -6 3 -4. Minimum floor Height 2 -1 Regional and Local Context 3 -10 3 -5. BuildingPlacement 2 -1 Current and Past Planning Efforts 3 -10 3 -6. Encroachments 2 -4 Existing and Surrounding Land Uses 3 -11 3- 7.ON- Street 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 forPeople FIGURES 3 -1 Guiding Principles Page Figure Title 3 -1 Land Use Plan 2 -2 2 -1. Regional Contextand Schaal 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. Existingland 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 StreetNetwork 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 Pedestnan 4 -3 4 -4. Existing and Proposed BHTand 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 Streetwalls 7 -1 7 -1. Permitting Process 64 Open Space 7 -7 7 -2. Parcels Suitable tar Residermal -Only Projects 6 -5 Circulation and Parking 6-6 Landscaping 6 -6 Signage 6 -7 Public Art 6 -8 Utility, Trash, and Recycling Areas 6-8 Resource Conservation 6 -9 Transit Sieben Areas 6 -9 Healthy Design 7 Administration and Implementation s-,., 7 -1 General Administration` v 7 -2 Definitions 7-6 Related Plans and Programs 7 -7 Implementation and Financing d x n 5 fl { f' 1 1 VISION & SUMMARY Vision: A Place for People aarW1 Mixed Use 72n, t Combo, Pia, 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 cenidor. Many City's image as a center for arts and culture. Together, new designs, spaces, residents and visitors stop along Harbor Boulevard to shopfor 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 newcultural more livable place. spaces, worship in religious buildings, and relax and exercise in crew 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 totransit 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 newopportunities 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 T t=. A Q ns 3t, o, 2 K JIL Harbor Boulevp ' October 2014 1 -1 Ha -boi Mixed Use T2 r: t 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. TheCity 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, usinga multimodal approach to circulation, and creating a strongerIdentify 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 ExistingConditions (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. 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 City of Santa Ana l Milk1 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 City of Santa Ana The Harbor CorridorPlan expandsand broadens the range of permitted uses to allowfor new employmentand other revenue- generafing uses to developalong 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 unitscreate an environmentwhere mixed -use developmentcan besuccessful. 4. A sense ofplace In the 1950s, Santa Ana annexed hundreds of acres of land - -including the Specific Plan area west ofthe 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 foritsdiverseoptions forliving, 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 forfamilies 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 opportunifiesfor mi xed- useand transitorier ted development candecrease 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 spacesuitable for individualsand families livingalong andaround the comdor. CHAPTER 1: Vision & Summary October 2014 1 -3 Hadwi M,x Use flansO Cn¢itloi f1lan This page intentionally left blank. 14 City of Santa Ana lira 2 CONTEXT Regional and Local Context TheCity of Santa Ana is in the heart of Orange County. Harbor Boulevard-one 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 citiesin 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 carsand tucksevery 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, 1st 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 arich mosaic ofneighborhoods, eachdistinguished 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 fcel safe, where friendshipsand 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 to 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 ro 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 retainand upgrade the area's commercial character whileimproving 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 opportunityto capitalize on its proximity to Disneyland and other major commercial recreation and tourist attractions. As the NHSP was being prepared in the early 1990s, TheWalt Disney Company announced plans to develop a new theme park named WesICOT 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 developmentproject in the United States. Unfortunately, financial constraints led The Walt Disney Company to cancel the development of Wl 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 incenfivize development. Very few uses along the corridor are currently tied into the region's major commercial recreation and tourist activities. The NHSP also recognized the existing Vietnamesecommunity 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 NHSPsupported the development ofa newethniccommercial 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, theCityof 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 HarborCorridor 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 WestminsterAvenue to Kent Avenue; and along 5th 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 frontingon 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 slate's 400 plus redevelopment agencies (RDAs). After a period of litigation, RDAs were officially dissolved as of February 1, 2012. October 2014 2 -1 Harbor Vned Joe Tan&t CariL^IV Plan Figure 2 -1. Regional Context and School District Boundaries WbrWkYe LLtlioklle concede Inlw&bd i.l ES ES The BIOiY r mePa. sl wOi °°^ T.la take. Pram Euclid " os" 1e" Ree ask ORANGE Park CommunityCenterPark Vmde er,A QNuGROE 5161Gnu5 rarta LO[me GARDEN GROVE BLVD Lease pGARDEN PellaE6 or ppl GROVE m ESe°^°'"r 6, ES Me9ax I 5 raises L_J w w (! s xmexew tlz ounce, rolslrl jEsvalid' 1 marsomau saeeol I xlaermewummn<aaemr p Es 3...I I Pare wuotlnurr fP sr Ed. I nlndmWParkWstlwy - xebe or I nosy a , WESTMINS ER AVE z ty ,. W linked 1'U Yal* msand, s a.,. it J Evuev 4111, I9 - mvleirr n nSIoeunM soL$ sas. a xanm ITrveIToParkES41onmx P P lCamrierlSwe WladrZa Sanfa 1Ptla zAna River BOLSq AVE I W IET Si ee me ar ann PaM L" Park na.m. tar" erlled E$ analreE$ N Pink Er. mpu SANTA Park s, acaussu A N A s, Her, sr°°1 Sex xwzandi e, ome Park lmae markEs iHrear sed". ES pl EDING ER:AVE_ 1 w,.e.arParkDamsEmooro. eak.."amoHal Park0MlleSquareReglanalx11 e W EDINGER AVE 6nParkIl kneann -- CnnN—T Hrsaarne Heglunil ist Players Park ~ e,.e c°emeaeo Larmkor nmmmemm 3 or"x saa 0 SNmIslanaarass I.trals,L1EA IParkYme Des Le hlle9quare FOUNTAIN e° I o Ce.re. E: VALLEY -: WARN Rq Harbor corridor Purchre fnamliee F * W WARNER AVE Plan Boundary am am unless J* City of Santa AnaameELh3LBoundary umrc'm.em Oman pJci j Garden Grove m sae s, m Unified School3: m N District o oks.,t A, I a`I ; P a 1.1 do x', Santa Ana Unified run.. A. inksel.m School District 2 -2 City ofSanta Ana IYYYY p 1_}s6r. f . A a Figure 2 -2. Local Context CHAPTER 2: Context WESTMINSTER AVE W 17IH ST i City of Santa Ana Boundary i d m HAZARD AVE o Roslta HazenRpsto ' ES park ElementarySchool ST I WAIST ST` I I An. vmL F > , 6 w to w rc Heritagelementantary c School 3 Q. SantaAnaRiverNl. _ iaasouElementary MCFADDEN AVE Stephen Fitz ` Intermediate SCH -- 9 0 v New Hope I m Elementary °c School City of Santa Ana Boundary 0 Harbor Corridor 1 • i El Plan Boundary o aoo Ij 1 City of Santa Ana EDINGER AVE ° L„ iFountlary October 2014 2 -3 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 usesoccur both atmidblock 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. TheSpecific Plan areacontains739 residential unitsthatoccupyapproximately 16% of the Specific Plan area. Roughly two -thirds of the unitsare 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 ofSanta 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 centeror 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 mileof Harbor Boulevard. However, thetype ofretail businesses is just as (if not more) important than the amount of retail buildings space. Residentsmay All find that theycannot satisfytheir regularshopping 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 independentbusinesses that are mostlikely toservethe needs of neighborhood residents. These conditions include: Small lots with little depth Older buildings that do not suit modern retail businesses Poor visibilityInconvenient or inefficient entry and exit points Fractured land usepatterns, 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 supporta 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. 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 City of Santa Ana ETieG t It A A Q CHAPTER 2. Can[ext Figure 2 -4. Existing Land Uses (2012) I GARDEN GROVE WESTMINSTER AVE W 17TH ST riiWO! J l._.I A 1 HAZARD AVE 0 Willowwk Golf Course z 5TH ST SANTA ANA W 1ST ST m a! o0 ro. m - mzcoIrrQ s c Residential Auto Sales orService AVE Commercial .. Industrial Golf Course Open Space Public Vacant Q Project Area City Boundary O 9W FOUNTAIN VALLEY EDINGER - - -- October 2014 2-5 Harbor Maad Use Transit Corritlm Plan Figure 2 -5. Retail Market Trade Areas Y + Ir I i4lioCn cHOVE m 2 -6 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 groupof 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, participants suggested increasinglighting, improvingcrosswalks 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 orhotel 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 aestheticsof the street, enhanced landscapingand new building facades were suggested as ways to make the corridor more pedestrian friendly and to increasecommunity 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 roadwayconnector 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 everyday. Development Intensity In general, outreach participants indicated that they envision Harbor Boulevard as a transt -oriented candor with an urban style of development. While some preferred that the height of buildings remain limited to two stories, many residentsand participants agreed on the need forand desirabilityof 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 ExistingCMdluorls Analysis Sank Pnllz N®@it,xi Meeting October 2014 2 - l Harbor Mixed Use Transit Corridor flan Figure 2 -6. Outreach Photos and Materials Community Open House IOecember 2010) Sinleac Maine, Worlahop(Oexmber 2011) n Harder Corridor Plan and Circulation Element Mosehop (OCb[er 2012) M.nGOr Louinw Itloa Eaia ea d Bus lour [Septemtzr 2011) Focus Group of Noparty and Business Owners (January 2013) 2 -8 City of Santa Ana IOIN US IN CREATINGnuuawvtIfAMUNITYTOGETHERFOR Harbor Boulevard 1;.»hryn- h71yAll loam -Ipm. err., O r I VacGw6r H B' DoiLoHarbor Funding Information rre.uru ar.rv Harder Corridor Plan and Circulation Element Mosehop (OCb[er 2012) M.nGOr Louinw Itloa Eaia ea d Bus lour [Septemtzr 2011) Focus Group of Noparty and Business Owners (January 2013) 2 -8 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 stopalong Harbor Boulevard to shopfor 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 itsafe 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 safeand efficient travel choices 3. Economic vitality and newopportunities 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 useplan, 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 unitsand nonresidential building square footage. The maximum capacity reflects one possible scenario if the project builds out to itfull 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 Cityevalualed the maximum buildoutcapacity. Table 3 -1. Summary of Potential by Land Use Districts 125 507 -2,029 1,836,000 108 1,130 -2,416 132,000 Neighbohcod 15 89 -178 - 4 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 focuson 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 stationsand proximity to one or more future fixed guideway amons. TheTransit Nodedistricts arefurther 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 combinecommercial onthe ground floor with residentialaboveor in freestanding single -usebuildings 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 spacewill be required as new development occurs and will be located within or close to the Specific Plan area. October 2014 3 -1 Harbor Mixeb Use Transit Corridor Plan Figure 3.1: Land Use Plan p n I H dl ntLI L i 1ST STREET MCFADDEN AVENUE - -' 1 L p w -- H o- Newhope Elementary i-T l ir' F 1 I _ ' I Wllowich Goff Course Campesino Park Qgro/ I I Xs,nerr LEGEND Harbor Mixed Use Transit Russell Corridor Plan Boundary Elementary Bravo! Bus Rapid Transit Stop Potential Fixed Guideway Stop T Land Use District y] f- 7 Transit Node y_ I Corridor r-'y' Neighborhootl Transitional Coen Space I N North Transit Stop S South TransitStop An 3 -2 City of Santa Ana 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 two 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 Use samurai onlyon seroM or uplseffie, or fishing retail orseMCeground fear use P Use is permifteg subject to compliance wdi all applicable provisions of the Santa 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 orLive-Ngrk) RECREATION EDUCATION, AND ASSENmU( P(1) P(1) P P N Community assembly or religiousfacility 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 recreatioNheaftfytitness( 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 o41.199.] of the SAMC CUP (1) CUP(1) CUP(1) N N Child day care- more than S 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 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 Mandate, sales or consumption CUP CUP CUP CUP N Adultbusiness N N N N N Ught or heavy industrial N N N N N. 1) Use samurai onlyon seroM or uplseffie, or fishing retail orseMCeground fear use P Use is permifteg subject to compliance wdi all applicable provisions of the Santa Me Municipal Cade 2) Pe mitred useas Part of a withal mixed useprogram, withupper hear residential WC Use is number subject to Me approval of a lend Use Crulseare 3) PermitleC only as marlof a mixed use project with a commercial or aitlential statement CUP Use is permiW subject to Me approval of Grass anal Use Permit 4) Parkingfacilities mustcomplywiM buildingfrontagestandards SPR Use is permitttl subject M the sponsor ofa Site Plan PeNew N Use notPermitted in district October 2014 3 -3 Harbor Mixetl use Transt Cofnidor, 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 create diverse and pedestrian - oriented development. Building Typeand Farm 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 inthe Neighborhood Transitional district. In theConidor and Transit Node districts, futuredevelopment isrequired to be at least two stories tall W 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 ofvarious building types can be found below. i w t . 11 1 a -t_ k x MI Malmo" Bungalowcourt. Maxstores:3 NT bn -work. Max SNrkto 3 ®NT Table 3 -3. RorvFOUZe. Max Smries:3 .21I TuckUnder. Man Smries:3 and Form House 5 12 JO' mm 10-15 100'nim 10-15 130 mil 12 -15 100 -200 J -16 100' -2C0 12 -I8 75' mm 2050 "I 130' -250' t 25 -100' 50 -125' 100 -180' J5' -125' J5' -150' 95 -250' 125 -200' 243- /4 -plex Bungalow C.mt LwI,Wark Rmvhause Tuck -Under Courtyard Housing Flex Black 2 3040 40-50 130 min 130' min 75'-200' 125 -200' Stacked! Dwellings Lined Block 4550 170' min "125' -130' No-t¢- TheOpen 9pme Oistridisexempt hornbuil0ing type Feyuirelnenn. Build', mn1ii—xvmayvary nnm Ineu ranee[. NT TuckUnder. Ma„5[ories:3 NT rrxra :rrra,rm,.r rmm.rra.+.mis+ MIN i .. ,. MAx 2 3 2 V 41 k f 4 vxf 2 3 2 N I v,i 2 3 3 N I ll n 3 3 2 3 2 3 3 1 3 2 3 2 3 4 5 .. 2 4 2 3 4 10 4 10 2 4 a 4 10 4 10 2 4 4 10 4 i IO 2 4 b Calia indicatt, bat a Wiling or frontage lyce is cemirletl inalasd - Inr iexampeabufang «fronfagetype'somycermiveain NeTLT, usedistrict In Nisexample abulOng losssponslRtl in all tlNutria. NT Neighborhood Transitional District 3 -4 City ofSanta Ana The images below and on the preceding page showexamples ofbuilding 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 projectsto employ more contemporary and modern styles. CHAPTER 3: Land Use Plan and Development Standards Courtyard Housing. Max Stories: 3-5 h Coumam HUU5in9. Ma„mne:: 3 -5U "M r Flex 9lork. Max;tonee: y -sa Staakednwellinge. MaxStones: yao Stc[ked oxidangS. Maxswisi -ae it Lind Blod[.MexStoney -ao W'.. LinedBlockMi c Kim kor 14% 0 October 2014 3 -5 Harbor Maori Use Transit Cairo., Plan Building Frontage Types and Floor Heights The frontage types and floor height work in combination 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, shorthorn, 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 fame s•a. frontage Arcade (A) moor nefgnt 15 feet minimums and 9 feet ufstr cts TN, C Gallery (B) Shop Front (C) 15 feet 15 feet 9 feat TN, C 9 feet TN, C Forecoun (D) Sloop (E) 15 feet 10 feet 9 feet TN, C 9 feet TN-S, C, NT Froutyard/Porch (F) 10 feet 9 feet TN -S, C, NT Note: nearheight refershe liable spare andesclubes spacenerved formechanical vauipment and otherstmctural nernivereent, . RIM, W%-, Standards for All Frontage Types 1. Aphysicaltransition shall be provided between the glazing ofthe storefront andthe adjacentsidewalk unless the glazing itselfterminates 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 notsubstithte for a bulkhead). 2. All storefronts shall provide clear viewsof merchandise displays within the shop space and/or maintained and lighted merchandisedisplays) 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 feat 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 fixtures. 6. Encroachment in the public right -of -way requirethe approval ofthe Public Works Agency. 7. Parking garages are required to employ a frontage type thatis the same or complementary to the attached or adjacent buildings. Atltlltional photographs, diagrams, and standards for building frontages are provided in the following pages. V L 0 0 0 0 © 0 r'eO MY /rOXH SiOpP reareF. Slpi. ,iorr aacr, ifi .tiaol- .1ftl:L AO -+ qOW qOW q.OWJ R9W Row fflillillillil t 4r 1' 3 -6 City of Santa Ana CHAPTER 3: Land Use Plan and Development Standards Arcade FrontageType 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 ofthe arcade shall correspond to the facade consistent with the architectural style ofthe 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 feat ii. Storefront openings shall beat least 10 feet all and not haveopaque 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 storefrom or spandrel panel shall not substitute for a bulkhead). e. A minimum of 8 feet from the curb and face ofarcade. However, the Public Works Agency may approve an extension up to 2 feet of minimum clearance from curb and face ofarcade (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. Axmmmelnn ail Arcade Plan Diagram: Arade Galleries are colonnades that are attached to storefronts projecting over the sidewalkhwalkway. Section uagram: aade 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, columnslarches 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 of8 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 atcurb extensions for intersections). 2. Elements f. Awnings and signs shall be located at least 8 feet above the adjacent sidewalk and may projectfor the width ofMe sidewalk at a rate of6 inches per each foot above 8feet to a maximum encroachment of 3 feet. Amnaoeeic Diagram: Gallery Vii. ___ } -S.::f __ U U b Plan Diagram: Gallery aecfion Diagram: Gallery October 2014 3 -7 Harter 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. E Signal shall not project within 8 feet of the adjacent curbface(s). 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 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. E Signal shall not project within 8 feet of the adjacent curbface(s). 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 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 isan 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 forground -firm, residential uses with short setbacks. This type may be interspersed with the shopfrontfrontage 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. Aminimum 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 buildingentry(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 - familyhouses, butcan be used withother buildingtypes 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 frontyard 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 feetclear for asymmetrical entry. c. A minimum of 10 feet tall clear. d. Porches shall be atgrade 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. AxommeUk, Diz ®am: F.xwkV brch Pei Dia ®am: FrQue " j 1 1. fi tit n ' d s !Jrn Dia,eam. Frontyawftm October 2014 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 below). 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 me 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 aWye must W at backs brimoung of 30 feet War 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 IVab,sce findings, types Adjacent to pudic sheer right -of -way a 8 itorpubliceasemem arcade frontage lees Atljacern to alley or internal Drive aisle 6 it3i c flAdlamnttop3rking Clear zone (see below) a d 25 it to saver 5' l0 ¢aver 3' Adamaeta is and 2nd floor a 15 It reditlemial 3rd floorand above 4 f 20/30 it Adjacent to all All floors 8 SRotheruses a Up to3mflaor 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 below). 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 me 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 War 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 IVab,sce findings, types k min. 12min. 12' clear l max 24• Except awnings, and gallery and arcade frontage lees IAwnings, and gallery and anchm min. 10'clazr wn 8'ofnonagetypescurb Side yard we Rear yard Alleyyad -- to saver 5' l0 ¢aver 3' NoaL Eavx ceroe ed tothree feelolproperly line. Building to Street Right -of -Way rFUNic eawnanabng Hakes BalcvaN Arley /IXiue lisle LLLLLUiLLLJ Bull j...zeRtl 25 Rovar Zone Sweet ROW SetbackZone Building to Property Lines GL PL Min, 20/30 n AnyuSe _ Single Family ex¢p SGg Q residential Min. ftn. 5 h Min. 1511 Building to Building Min. 15 it I H lot Encroachments Akivable a„xaaorment per Table 3 6 01 U O MinR 6 . 6 R 3 -10 City of Santa Ana n Parking Standards The HarborCorridor Plan envisions a mixed -useand transit- supporgve corridor that de-emphasizes the role private automobiles and parking play in ourdaily 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 tothe 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 ofgross door area of nonresidential space or 50 residential units Up to 5 spaces for projects with more than 20,000 square feetof 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 /untoccupant_ Live- WOr'NShopkeeper 0,50 Min 0.50/ nit 0.25 /unitguest Nonresidential 1 / 400 W if a a Setback Min. 5 ft landscaped setback from public street Int_of -way ar Lublic easement Vehicular accessto Alley or side street access onlyparking Parking location s Aboveor below, ground Yes Yesparkingstructure No Alley 1.died garage No yes Yes Screened surface lots No Y. Yes On street No No Yes Notes: L pensionepecial need housing. including senior housing, will to ptrke0 at l space per unit minimum. 2. Vehicular access b the offstreetpalling may be taken from primary street only when an alley m side street is net present. 3. No more Nan heIfof the St. lamm a mayW 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-streetparking may betaken from primary streetonly when an alley or side street is not present. Requiringaccess 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 DevelopmentStandards Ili ova e Above, general and meRrcul parkir,gularsan of ecNa parkingaclulion collapse lesionmaturing, 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 orwmppedW buildings. towerintensityateched residential can beeeecia ly and anchor, ssryH by alleyload garages (c) -awd, when pan of a hived -we mmgn. MimWSe and pormadmatial Wsirwses are encouraged b qaw parking behind buildings in signal interior m6 up October 2014 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 thediscretion of the Exewtive 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 strategieson 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. Bicycleparking 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 thestreet frontage. 1 space per 5 unit, but Enclosed within a unit'sResitlemialorlivework' na less than 4 spaces usage or Mckade bike f secure holder Pudic. lackeys 8.0spacesperioration Notes: 1, onlysppliato restoration live- work protect wasisfingoffiwor more unit. z. The are locker may be attached Is a unit or in a gaup of fore lockers 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 corridor 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 lntensificahon 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 x,, t. r. 11 t ,1_'a. RIYWI Below. Ur ffinmtmeN sorpmnglndudesbcked sediment, which usesmechanical lift W porkmulfipemminanespace; sp daiWn brmofac Mandswoms(b); and random Making red, where two or more weld. park in a single elongated spare. Spares droo,med for elxmc vehicles (it) are also accounted, I _ - I 1 1: a 6 Bicycle parking can take many forms. A simple bike rack no Pro placed near Me entrance of a forefront (a), Bike nor,, fediifies can ce more dynamic and enhanre the brand or denfiry of an m, shown in (b) as con of a small palling lot As new dewl, ment occurs, tlwe may be sufficient demand m set aside an onsoeef reddngspaw erdm'iwly for bbecwle ad. iroarlaM bike racks are a functional way of mtrodnrire m blic art into Me sfrwtaW (it). 3 -12 City of Santa Ana I space foreach 7, 500 - Retail SEof Wildingarea, but nor less than 4 s{Nces Neat main entrance Non - retail trommerdal I space foreach 5,000 l with good visibility, and office SE abondingarea, but ' nuttoobstmdautoor nth less Man 4 spaces ! pedestrian movement Pudic. lackeys 8.0spacesperioration Notes: 1, onlysppliato restoration live- work protect wasisfingoffiwor more unit. z. The are locker may be attached Is a unit or in a gaup of fore lockers 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 corridor 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 lntensificahon 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 x,, t. r. 11 t ,1_'a. RIYWI Below. Ur ffinmtmeN sorpmnglndudesbcked sediment, which usesmechanical lift W porkmulfipemminanespace; sp daiWn brmofac Mandswoms(b); and random Making red, where two or more weld. park in a single elongated spare. Spares droo,med for elxmc vehicles (it) are also accounted, I _ - I 1 1: a 6 Bicycle parking can take many forms. A simple bike rack no Pro placed near Me entrance of a forefront (a), Bike nor,, fediifies can ce more dynamic and enhanre the brand or denfiry of an m, shown in (b) as con of a small palling lot As new dewl, ment occurs, tlwe may be sufficient demand m set aside an onsoeef reddngspaw erdm'iwly for bbecwle ad. iroarlaM bike racks are a functional way of mtrodnrire m blic art into Me sfrwtaW (it). 3 -12 City of Santa Ana 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 alsoencouraged to connect all three types of open space visually and physically to maximize the beauty and utility of open space along the fAnldN. 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 use. For example, a live -work project with residential and nonresidential uses must only set aside 15% of the lotfor common open space, not 30% of the lot. 2. At least two - Thirds of thecommon open space area shallbeopen m the sky and placed atthe rear or side yard designed as a courtyard, or in the front as a forecourt. Courtyards may be located on the ground oron 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 to the sky), or as internal recreabors/gathering space (e.g., Times, 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, parkingcourts, lobbies and other such spacesshall not be included in the required open space calculations. House — S 1,2009 10' 24344 -plex 15% oflotme 20' 15' 909 9' 15' Bungalow CmmI 15% oflotma 30' 20' 909 9' 15' Live -Work 15% of lotsize 20' 20' 509 6' 15' Rowhouee 15% ofPotsure 15' 15' 909 6' 15' Tuck -Urxkr 15 %of et9ze 20' 15' 909 6' 15' Courtyard Hdauft 15 %oflotsize 20' 15' 909 6' IT Has Bloc* 15% oflotme 30 stacked Dwelling, 15% oflot site ' 30' Lined Block 15% oflot size 20' 20' S09 6' 15' 20' 50 sf 6' 15' l5' 509 6' 15' F7. New developmentshall modish mein open spam as a key part of earn molacr. Common open space should be centrally Iarzleal and canner m add immune wilm me wok dsd-nf -way whenever padsmle. Rivet, upon spreshard to doonecktl meach redmenAal unit and maximize exon mad m meoutside. October 2014 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 forall 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 incomelevels. The Residential Development Fees collected from new development would serve as matching funds to compete for state and federal grants. All 11. v t all Wuic prk stwu is a cri &al darr'nent twNe cdrivantl imp. —ill, ofthcarnal Smaller, centrallyloand gagsare hahlyencauraea anti mould canned mthe sheell visually and physiaty Park speRS povide visual relief hair the urban environment and sem Indihduals, coupe, and families. uhhtn apicadt re and community ppkens should W inaor led roan individual paojE and Wblic spacosabng Harbor Boulevard, 314 City of Santa Ana CHAPTER 3: Land Use Plan and DevelopmentStandards New development is encouraged to provide creative solutions foronsite 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 readilyaccessible to residentsand 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 asidefor 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. PorerdPondlip Imageaaay4r +rx Iznalne InBuena h.k a )o.unlewgxl m Mnanee orknaanemugnh 2a. aO0 slavpm+wre. Image. rewWUCNnifn wn^laalw, rmmNeiman 4am :m f ronnm, ®zali October 2014 3 -15 Halbol Mixad Use Ransl Con!tlor Plan Public Right -of -Way The Harbor Corridor's nghls -of -way (ROWS) are one of its mostvisiblefeatures. 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 conceptsand 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 parkspace. w t . If 1 a t_ X. ,IYWi1 3 -I6 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 treesshould 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 spacesshall consist oflandscaping 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 October 2014 3 -17 Harbor M -xe Use Transd Corridor Plan This page intentionally left blank. 3 -18 City of Santa Ana Y b = dal 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 movementofcars 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 HarborCorridor Plan establishes the framework for improved transportation based on three primary objectives. I. Integrate with Local and Regional TransRImprovements 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. Acentral 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 Pedestriansand Bicyclists Improved pedestrian and bicycle facilities and linkages are a cornerstone of a robust transportation network. The Harbor Corridor Plan encourages a variety ofbuildingdesignsto create a comfortable environmentfor 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 circulatingvehicular 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 thatis safe, efficient, and attractive for all users. The Harbor Corridor Plan implement the Circulation Element's goals and polities along Harbor Boulevard. The element's eight circulation goals adopted as of August 2014) are listed below. Circulation Element Goals Goal L Provideand maintain a comprehensivecirculation system thatfacilitates the efficient movement ofpeople 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 toenhance 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 Corridor Plan Complete Streets Act The CompleteStreet Actwas passed in 2007 to ensurethat 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 thisact is to makeroads 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 4 -1 Hamm, Mixed Use Transit Con,ri Plan Streets and Parking StreetNetwork Figures 4 -1 and 4 -2 illustrate the existingstreet 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 meaningitwould not connect with Harbor Boulevard orWestminster Avenue) This intension and configuration will divert some vehicular traffic away from Harbor Boulevard, enabling the corridor to accommodate future growth in the local areaand through the Harbor Corridor Planwithoutdeteriorating vehicular capacity. The current speed limit along HarborBoulevard is 45 miles per hour —a speed that is best suited for a roadway designed primarily for vehicular traffic and low levels ofpedestrian, 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 ofpedestrian, bicycle, and transit activity. Accordingly, the Cityproposes street designs and a goal to reduce the speed limit along Harbor Boulevard within thisSpecific Plan. Alower speed limit enables the roadway toefficiently move vehicles through the corridor while improving safety forpedestrians 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 parkingto Harbor Boulevard Tocreole 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 ofthousands 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 Metrolinkor 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 BRTservice on HarborBoulevardoperates north and south alonga 22 -mile route, linking Santa Ana toFullerton, 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 FullertonTransportation 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 69POEN CF'lVE r L . 3 1 j S 0 Figure 4 -2. Santa Ana Master Plan of Streets and Highways 4-2 City of Santa Ana aACeN enovE 5T. 11 snNrn nr. E anCD t rouerare vauEV i 4-2 City of Santa Ana S a ' 3 CHAPTER 4: Mobility Figure 4-3. Local Bus Service and Ridership (2011) Figure 4.4. Existing and Proposed BRT and Fixed Guideway W a., XriMYlYNfulb.lw snxca a J Y bmrF ird J1 ruu 04 oar Lvtrn4m E—` OmQ wau Cmu Yeu a..w g\ 4 -3 snxu i Figure 4 -5. Proposed OCTA BRT Routes uvgN WW o Westminster -17- Street Corridor Harbor Boulevard Corridor Bristol - State College Boulevard Corridor October 2014 a., ROEN GNOVE. J Y bmrF ird J1 auorio. 04 oar Lvtrn4m a.4o•'4s OmQ Cmu Yeu a..w g\ 4 -3 snxu oI,,r. t111 a., J Y bmrF ird J1 auorio. 04 oar Lvtrn4m a.4o•'4s ti Lnb4,. CmuYeu a..w August28. 2008 4 -3 1 7 Halts, Mixed Use Transit Corridor plan 14 4=1* u x 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. 4-4 City of Santa Ana MetrolinW It'll TramR Amtrak to tn Los Angeles R Srmtr A, sou hia.n Tn ___ k L tlnEpMai _ a:.egns. s. OCHSA x ocnIwatwkxwa COw o t y StRTC a (IM Gas... adn is tionaiDeala' a Y G MetrolinWAmtrakto San Diego tiEt tto Fie Guideway/ thre rRou@ Opton 1(UndeiConsi moon) Bravo! HaW BM Bus Rand Transit Rom, FixM GUitleway)BUeeMar ROUk Option 2lUMerConsideradon) Bravo! Hadw BIM Bis Raptl Manor Slop O Fixed GuidewayRrraskar Ropmef Stop (Urtei Ca¢aderaeon) Brew! vRtrinawAW17M at Bus Rapt Transit Trans iROpmm) w w w Feed Guldeway50eelwr masiole Future ExRnsion Fixed Guide rsgrwrwr story Area 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. 4-4 City of Santa Ana seALL S t - 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, improvingbicycle 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 efficientbike travel within the corridor. Figure4 -7 illustrates existing bicycle facilities and those proposed in the City's Bicycle Master Plan and Circulation Element. The City Engineer and Executive Director ofthe 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 everyday 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 ofthis 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 rrtr Ai rr i i i I i tty i Iurrr t t j Figure 4-8. Intersection and Roadway Safety Changes SPEEDLIMIT 45 Current SPEEDLIMIT 35 Actual Traffic Speed The anentaped limit along Harbor t oufeaN is 45 mile-. Goal IRrhour, apLCd Nat he emission! for a asevasy deigned IProvinry rw adiruler ftmfic and low reams of Pidelmian. Iicyae, am transitacfiWty Harbor Boulevard isdenfifiel in Me Cox Ciamalion and RemarkElementsas transitmnitlurandinNisspecificPanasamullimadalminderwilddammedwnerRand WWre Waste of pedestrian, btr.Me. and to met acB ®ry The City Poprcxs madwaydetails mail a gcal M mduw Me speed limit along Hanoi Boulevard wiMin Na SpecificPlan. Abm Ws limitenades Nemadway Wefficiendy moan abides Mlough Mae nommor Mile impmxngsahry lar pNerthems and ggstiale Ho dwer, Me pmlispeed limit mustmmpy vanMe Califomia Marine Cade. Additional street help element are recommended W improve safety at intersections, such as nmysk.deal traffic silmals alongside Me initia al round red. yellow and green slamis, Bicycle,00rm c signor helpalertmrs and dcydist when itis safe and appeopdak M drydes W order and Brea Me inlean on. Older steel de, V element include trimmed or trained aosswalle, for Terminate and bleydids. October 2014 4 -5 Hadfor 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. outdoordining, 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 thatcould be considered as partof 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, pudicart, 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 bikefacilities could provide a safer option for bicyclist totravel 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 limitline m thatthe 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 orturning lanesas dictated by their route. Thedesign 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 WestminsterAvenue 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 improvements would provide greater multimbdal connectivity through the Specific Plan area, to other areas ofSanta Ana, and neighboring jurisdictions. Fifth Street Improvements Filth Street could receiveseveral 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 tothe 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 RiverTrail. 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 toa 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 frontof the limit line c. Limit line rat 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 City ofSanta Ana Figure 410. Conceptual Renderings; Harbor Boulevard Looking North 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 October 2014 4 -7 HarWr Mixed Use Transt Corridor Pan Figure 410. Conceptual Renderings; Harbor Boulevard Looking North AP 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) 4-8 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 mainsin thearea range from 4 inchesto 12 inches in diameter. There is a 12 -inch main that extends the length of Harbor Boulevard in the Specific Plan area. The City ofSanta 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 watersystem. Sewer Plan Currently, the Specific Plan area is served by a network of sewer lines ranging from 8 -inch to 15 -inch diameter pipe. FirstStreetand partsof 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 effluentto two treatment plants owned by theOrange 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 continueto be until flood control elements are implemented. All buildings must beconstructed three feet above the location of recorded 100 -year flood plains inany Zone A (100 year floodzone) 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 deficientandunable toconveycurrent 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 theend 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 needto be implemented toconvey existing runoffand improvements required toaccommodate increases generated by the Harbor Corridor Plan. Harbor Mixed Use Transit Corridor Pan October 2014 5 -1 Figure 5 -1. Water System 5 -2 City of Santa Ana 12" GARDEN GROVE 12" WESTMINSTER AVE W 17TH ST J L 12" 1 RD J HAZARD AVE wdlowlck Golf Course i z 1 ' 8„ 12" 5TH ST 1 " SANTA ANA 24" 16.. W 1sT sT m` ct y 3 12" w o x3z a x e m c 12" 12" y MCFADDEN AVE 12" Existing Water Lines r City Boundary Q Project Area o aoo FOUNTAIN VALLEY DINGER AVE. —..— i 5 -2 City of Santa Ana Q a _fi a t h, 1 e Figure 5 -2. Sewer System WESTMINSTER AVE CHAPTER 5. Infrastructure 15" 12'CARDEN GROVE I I. W 17TH ST 10 15" 81, 0J FHAZARDAV@m Willovnok m Goli Course x 15 10" 1 12" 5TH ST I 10" 12 SAl— 'ANA' l0 12" 2121f " 1ST ST 10„ v r" r 15" y MCFADDEN AVE Major 12" Interceptor Line S Sewer Line City Boundary QProject Area $" o eoa ! ! i FOUNTAIN VALLEY I EDINGER AVE October 2014 5 -3 Figure 5.3. Storm Drainage System IMINSTER AVE a x z 5TH ST a+ L fl i Mrt_'L iW1Y1 GARDEN GROVE 36" \ 80" WASHINGTON AVE 3 unuuuu a x 54" MCFADDEN AVE 1„ 42" 48" Recommended Improvement based on Harbor Corridor Plan Recommended Improvement basedon 1993 Boyle Engineering Report Existing Storm Drain Open Drainage Canal City Boundary 5 " QProject Area o eao FOUNTAJ& I EY EDINGER AVE 5 -4 Irr z 54" H YZVQ W 17TH ST ce O W Willowick Golf Course z O Z m e Q m C y City of Santa Ana SANTA .ANA 772.E18 "— OO 8w tsT sr- 36 ". 224" 33 „ C662 pa a e " pi e 0 unnnrm.. . 0 mm u m MIL0 5 -4 Irr z 54" H YZVQ W 17TH ST ce O W Willowick Golf Course z O Z m e Q m C y City of Santa Ana 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 flexibilityto 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. Thesedesign guidelines are established to create a distinct character for Harbor Boulevard and loensure that new development is designed with a pedestrian emphasisthatwill cultivatea 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, aconstruction 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 thedesign 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 Massingand 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 0 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. CornerTreatment 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, Bermethe scahe. M.11 themeof a Widens. mdiviaual buldine, along thextrxtwall should W dermal by providingGXerenas in mzerials, wrote, and emheuishmenls. special afteribi should he pa.d ro comer WWres of aullding at rvucrih,ne,s Wr, October 2014 6 -1 Harbor Mixed Use Transit Corridor Plan TM1e roof5hpuldenhancethestyle orneWlldingantlbein ham,onywinitRWiklingsaahikcWR. Stine. ®anite, petasr mncrom and anent hit qualitymaterials are amended, The Maine and myna orwindows m an important ar¢Oi@¢aral element Mat should Oeused b enharceMe WarningsvisualaryraRnce and should provide pNesman in ermt. RootTreatment 1. Thestyleofthe roofshouldbe in accordance with the building'sarchitectural 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 ofenclosed 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 ofbeing 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 roofaccess ladders are not appropriate. BuildingColors 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 itshould 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. Greateranentlon m detail and quality should be used at thelower levels of a building to contribute to an enhanced streetsrape. 3. Encourage buildings toexpress a variety ofarchitectural 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 portionsof 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 usedto 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 useof concrete is allowed as long as it is partof 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 onlybe used if they are fundamental to the building design and havea suitable appearance at the ground floor. Windows, Boors, Balconies, and Walls 1. The rhythm of windowsand 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) Windowsand glass curtain wall systems should be transparent. Highly reflective or very dark glass is notallowed. 6 -2 City ofSanta 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 viewfencing where appropriate. Murals, trellises, orvines 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 architectureand 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 asdistinctive 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 lightsare notencouraged unless they contribute to the themingof commercial areasor 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 slightdifferences in materials, coloration, and embellishment while keeping consistent floor heights, structural bay patterns, and upper -story window placements. 3. Thehighest level ofdetaiIshould 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. Buildingfacadesshould bearticulated with a buildingbase, body, and roof orparapetedge. Thiscreates a shared point of reference that allowsdifferent buildingsto 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 atdifferentlevels. 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 least6 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 ofsmaller -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 IIlureInagan should augment theamhitsWmofMe buildrig and am roMe pedestrianexperience. Ughong shout he ai he highlight mormcWral leaNres 0a withi Wellsmaybe made morevisuallyinterest, byinwggratlngart workor othersurome arrvemoo Walls may that remain offam or ourams aMertising. October 2014 6 -3 Harbor M1xed Use Transit Corridor Plan awning pmnale visual interva W vie µYMran and aNOmoene Are also p,mmmg shads W thehonpge antlsitlewalk. 0u91per dining areas areeneulagd along Welland pfrow ns and wwhin pans. Own same with µwarawn amem4es such as sca4ng, shade, anduaoing, and waur smarms are Wholly bed at in@rse radns. open apex area slould bechanty connecletl b vie puUir dghtapwaythrew,ps HanpeNwaysaccentedbydignct Iandseping.lightso andpaving 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 orrecessed forms, architectural details, color, and/or awnings. These entries should have directat -gradeaccess from the sidewalk. 3. Individual storefronts should be clearly defined by architectural elements such as piers or changes in plane and/or materials. 4. Livenwork or shopkeeper units should be designed to appear like a commercial storefront, gallery, or urban light industrial, compatible to the area it is mostaffiliated 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 bedesigned toensurethesecurity, ofresidentsthrough secured entrances and exits that are separate from the nonresidential uses and are directly accessible to resident parking areas. Awnings, Canapies, and Marquees 1. Awnings, canopies, and marquees enhance the pedestrian environment by providing visual interestand 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. Acontinuous series of awnings, canopies, or othercoverings is encouraged along all retail street fronages. Awnings and canopies should be designed tocorrespond to individual storefront structural bays and shouldconvey 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 fabricsshould notbe used. Awnings should not conceal important architectual details. Open Space Public Space 1. Public open spaces, won as plazas, arcades, and pasties, should be incorporated into the public right -of -way. 2. Public open spaces should be surrounded by attractivelydesigned buildings and landscape elements, as well as uses that promote pedestrian activity. 3. Outdoordining areas areencouraged 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 rightof-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 visuallyemphasized through landscaping, lighting, and/orpaving materials. 2. Public peaces shouldbemadeavailable whereblocks are greater than 400 feet in length or where a destination, vies, 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 pasecs should be lit to ensuresafe nighttime conditions. 6. Lightng 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 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 lightingarefactorsto consider in final site designs. Entrance and eat points should be well marked with streetscape and landscape features. 2. The number ofsim access pointsshould be minimized. Curbcuisshouldbe locatedon minorsecondary 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, Wocred, 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 screenedwith vegetation. 5. The location ofthe service and loading areasshould consider noise impacts to adjacent properties, which may necessitate enclosing the service or loading area. 6. Service and loadingareas should be designed so servicevehicles haveclear 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. Parkinglots 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 incorporatedon 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 thesame in materials, color, and detail tothe 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; Serve, areas should to lora" Invalid Me building away aan WblkMay. L JJJ JJ7 L f Par, b6and structures %ould be saemedand derlgnel orMatMeyentrance Mepdkstrian environment camar oymings sMVldadhere b Me owalI avati of hebuildings archikcwa. October 2014 6 -5 Hart, MuM Use Transit Crnndol Plan Trans and HndyzPng shWM be uses] W enhance We pert W, ervmnment antl huger the saltul Foetal planingd¢igsant wabr Mansesaaenmuaged inmudYaras, Mans, andens aaas. Raideneal si,55hould he mm14bie with Ne buildingsamiladNre. 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.Lighfing fixtures should be a continuation of the theme of surrounding architecturalstyles and in keeping withthe qualityof surrounding buildings. Landscaping 1. Trees should be used to create an intimate scale, enclose spares, andframe 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 plantsshould be used toprovide facade texture and color, as well as to accentuate entries, plazas, and pase is. 4. Accent planting should be usedaround 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. Landscapinglocateddirectlybelow theeavesor ata rain gutteroutletshould 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 rootspaces. Signage Overall 1. Signsshould becompatible orcomplementary with the building's character, including the architecture and landscape. Signs should enhance the overall theme of the siteand building. 2. Ifmultiplesigns are located on asurge facade, the signsshould be arranged in a hierarchical order and should be situated toward varying viewpoints. 3. Ashared 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. Ajoint sign program should be designed for multi - buildingsitesor 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 floorstorefront and just below the second floor windows. or belowthe 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 storefrontwindows should be kept to a minimum. 6 -6 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 ofinformation. 2. Asign'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 signageat 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 ortoo farapart 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 orsimilar 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- intensityequipment. 2. Additional illumination should be used when streetlights ordisplay window lights do not provide adequate illumination. 3. Channel letters thatare individually illuminated aredesirable, 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 fora 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 toother visual elements and cud (signage and other elements that may impede or heighten its enjoyment). 2. New installation proposals shall provide a contextual understanding ofand 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 andaesthetic 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 Symbols may bemad! intend orwardsand are often moreeee nve. smogsshould he ofa pelmaenltype, manydesiVem. welI onsimcled, and pmceay weam - gm(ed, and should inwrpoakMiami de igm. Channel lamm whim areindividuallyillummand aremmuraged. Smog¢ tat a internally illuminated is easy m read at night and Weinstein to idorm, or to intlrAcual srore and mean a. Eahmal light, end. spoon be ReAnaa and taw amem, Additional mamMa ekmen6 wo headded tatsere, duringto day and night Prdk arl, surmise, and ligh4ng an won, toter tocamean atacnve and inteasgngsidewalk enmtonmmt October 2014 6 -7 Harbor Mixed use Transit Corridor Plan Thand, ret cli enCb mshmidUS lowmemaM is a Nerirmu Wileingand smart heima empbyi,g ltmmzrsMas salty mamnrywalls, harms, and LudvaPng. solar orientation or the bidding mwahan, and move, tlevka Pmaced ongw,xktion or buildings reduce direct snfight into inumimm, lowering heat gain and the amount of energy noel for wolfing Nahr and drought moronIaodcwPagahrmld beused inMuaw'ays and affords s Utility, Trash, and Recycling Areas 1. All utilities, such as backfiow prevention devices, 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 Imps, exhaust chutes, air conditioning) should be thought of in advance, during the initial building design, to avoid problems when retrofitting buildings after construction. 3. A combination of elements 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 pavementshould be diverted around the trash and recycling area 7. Services, including all utility access, above ground equipment, and trash enclosures must be scomened. Where alleys do not exist, services including utility access, above- groundequipment, and trash enclosuresshall be located 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 streets, or in traffic or pedestrian aisles. Services and their appurtenances shall be scattered from and shall not be located in required setback or landscaped areas. x Each developmentshall provide atrash area. All trashenclosures must be roofed. Multiple family, commercial, and Mehemet 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, tostore and place outfor 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 onsite 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 possibleand appropriate. 3. EPA "Energy Star" labeled windows with low -e coatings are encouraged. 4. Energy -effic ant and natural 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, deciduoustrees, or awnings to reduce summer exposure. 7. Parking structures should integrate sustainable design features such as photovoltaic panels (especially on on parking deck), renewable materials with proven longevity, and smnnwater treatmentwherever possible. S. Non - toxic, recycled - content materials should be used whenever possible. Landscaping and Drainage 1. Projects are highly encouraged M use native and low water use plants consistent with the landscaping palettes recommended by the Public WorksAgency. 2. Irrigation systems should incorporate water conserving methods and water efficient technologies such as drip emitters, evapotranspiration controllers, and moisture sensors. Explore opportunities to reusemin waterand/orgray water for irrigation. 3. Landscaping areas should use minimal water resources and impermeable surfaces. Lawfytud shall be limitedto areas thatserve a functional purpose. 4. Drainage should be directed to permeable areas to minimize discharge to the storm drain system. Use pervious oropen grid paving for parking areas whenever possible to reduce the negative effects ofstormwater runoff and to facilitate groundwater recharge. 6.8 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 ofbuildings adjacentto transitstation areasis 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 transitstation area is strongly encouraged. Healthy Design Open Spaceand 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 forphysical activity into the evening. BuildingDesign 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 leastsix 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 othersidewalk Infrastructure. 7. Support physical activity, among people with disabilities by making streets and paths universally accessible. 8. Provide signage atbuildings, 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 Areas around transit stallions shouts be nine swcos and offer amenitw m pedestrians and dcyeim Hoaimy time, should bo reinrmwd in the d Io or boiling and open spew, open spare and nonaton reas should army drale areas and acWta for allsus. r" Crossing area and patl,wan OWd ass dlstnd pavan, and mate,ials ro highlight pedestrian . handirappel, and dtyile use. October 2014 6 -9 Harbor Mixed Use Transit Corridor Plan This page intentionally left blank . r yjS{ x 4 6 -10 City of Sane Ana f R ityt -.. Harbor Mixed Use Transit Corridor Plan 7 ADMINISTRATION AND IMPLEMENTATION General Administration Authority The Harbor Mixed Use TransitCorridor Plan (Harbor Corridor Plan) isa 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 thezoning for the site. All future development plans, tentative parcel and/or trod maps, or other similar entitlements shall be consistent with regulationsin 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 NINGGETEAMIRMOPMAMU REWEWPRGGESS MME-muffe Rmw HousingThreshold 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 housingoptions 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 fora balanceof 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. DENEIePYfR1PUIIRMM RICH......... ....................... ( fpAGGETAGYXUATING ............................... APPIIVPIMCAeUSMAMWPOSWeN MIURtn Y1P5X2 CUP MODIFICATIONS GroRAXGFS ReOR GBMLPUNAMENDMENTS VPRDNALAVNORIV VPMUAInNORm APPWWRAUT M PUNNIIGGDMMISSYNPUNNINGZORIMGADMINMMSPMMMYISGWR VPFILPo APPELLTO VPRDYALANXOAl1YaArlecmncouxGnGmcouxcnDYMMDI PUMIT PROCESS PEAMnPAGGfGS PFAIm IRDD6G PUYn PRDDESG v Um,s gimiNpl b)nGll LM IandWSPUrcia W PmfOmalUwlPomA Sm SAeTUPPI Haan SAe Pin W" Alypmjedmry Mtudydlaan NmmuhafrvaNeqan ,eveinaMawdpNnd,NrtaPlmrv„gGmm¢ sinRranngdab Spridirnwd Undans and art/sOnWre mwtllle¢slwivin Miphl.aKl>1lnTaleJ ZdN4Spfenn. aMprWmreadaryvle ym,aYZ.e'arA eppoval b/NeFlanning Gmm¢[pn. October 2014 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 notto 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 percentof the floor area as it existed a[ the beginning of the fiveyears, provided that the following conditions are met: 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 ofthis 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 notincreased, 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 ofa building wall which encroaches into a front or side yard setbackand 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 existng two -cargarage with a minimum dimension of eighteen feet by eighteen feet exteriordimension shall be considered cordorning. 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 repairor similar modifications. Interpretation In caseof 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 tothe 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 ofanycourt, such decision shall notaffect 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 ofenvironmental 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 HarborCorridor 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 thatare 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 andmore particularly directed to the use ofsuch 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 useof 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, orsculptures. Bank, financial institution: An establishment for the custody, loan, exchange or issue ofmoney, fortheextensionof credit, and for facilitalingthe transmission 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 co that bicyclists are not 7 -2 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 similarstructures. Building heightshall he measured from or win- operated amusements in any establishment, or a premises wheretheaveragegradeofthe (ranting thoroughfare curb level. 50 percent or more of the floor area is occupiedp 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 Typesplacement. 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 wherearoundacommon, shared courtyard that is wholly open to the street. The metlicel, dental, mental health, surgical, and/or other personal health rareindividualbuildingsarearrangednexttoeachothertoformthebungalowservicesareprovidedonanoupatrentbasis, 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 Typesflats, 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 generallyof a single massing element, designed for occupancy by retail, service, or office uses on the groundfloor, 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 structuresor 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 jointresidential 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. BungalowCourt: See'Building Types' Care homes: Residential facilitiesproviding 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 Medical offices with We or more licensed practitioners or medical specialties out- pafient was facilities Urgent care facilities Counseling services by otherthan medical doctors or psychiatrists are included under "Offices - Prolestional /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. 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 unitwith 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 ofthe 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 beoriented to the frontage rather than to the parking. Facade: Theexterior 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 idealfor retail use, butonly when thesidewalk 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. Forecourt: A semi - public exterior space partially within the shopfront, 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 ogare ublity off- bading. 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 mayaim be appended to the facade. A fence or wall at the property line may be used to define the private space ofthe yard. The front October 2014 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: Acolonnade 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 useon the groundfloor 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 l Add_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 ofrefuse 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 guestrooms. A hotelthatcontains a kitchen as defined by the California Building Cade (CBC) in guest roomsshall 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 manylines 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, includingframing services Bicycles Books, magazines, and newspapers Cameras and photographic supplies Clothing, shoes, and accessories Department stores Drug storesand pharmacies Dry goads Fabrics and sewing supplies Florisls and houseplant stores with indoor sales only Grocery or food market Hobby materials JewelryLuggage and leather goods Music sell musical instruments, parts, and accessories Orthopedic supplies Small wares n Specialty shops Sporting goods and equipment StationeryToysandgames Variety stores General retail does not include the following: Adult businessas defined in Section 41- 1701.6 ofthe SAMC, antique or collectible stores, furniture, furnishings and appliance stores, medical marijuana dispensaries or second hand stores. Sheetmetal shops, body - fenderworks, automobilepaint 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 usecertificate 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 requirementsandas further articulatedby 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: Dwellingswith their primary entrance and habitable space at grade. Healthand fitness:A commercialestablishment 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 andshowers 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: Light industrial: The manufacture m assembly of products from previously heated material where no impact is created to the adjacent uses and no hazardous materialsareused 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 ClothingElectronics 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: Aresidential structure lawfully containing two ormore 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 bicyclefacilities. 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: 7 -4 City of SantaAna 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 standardsestablished 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 ofparking 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 incombination to achieve a balanced and distributed supplyof 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 theupper floor(s) that an beoccupied by thesame shopoperatoror adifferent resident. The residential and commercial components each have separate, dedicated entrances. See also'Live -Work' Shopfmnt: See 'Frontage Types Singlefamilydwelling: A residential building containing oneor 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 oftwo orthree 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 buildingfrom 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 theirwidth, 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 ofthe 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 vehicularway incorporating moving lanesand 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 supportiveto transit; i.e., residential uses that increase ridership and transitefficiency 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 courtsof one to two rooms in depth and one story in height. October 2014 7 -5 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 toaddress regional issues concerningtransportation, the economy, community development, and the environment. SCAG alsocoope2teswi 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). Asindicated by the name, these opportunity areas t aupy roughlytwo 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 sus(ainability. 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 providesa blueprint for improving quality of life forresidents by providing more choices for where they will live, work, and play and how they will move around. High QualityTransit Areas With the adoption of the 2012 RTP/SCS, 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 SGS portion (Chapter 4) of the 2012 RTP/SCS. An HQTA is generally a walkable transit village or corridorthat iswithin 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 ofSanta 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). Circulation Element Policy 1.11: Minimize travel impediments on bicycle and pedestrian paths. Policy 3.1: Support the efforts of regional, state, and federal agencies te enhance local and express bus services. Policy 3.5: Enhance sidewalks and pedestrian systems 0 promote their use as a means of travel. Policy3.6: Maximize Me use of public rights- of-way for pedestrian and bicycle paths. Polity 33: Support system enhancements and bikeway support facilit es that encourage bicycle usage. Policy 3.8: Develop bicycle paths that maximize access to major activity centers, neighbodngjurisdictions, and regional bicycle paths. 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 oftravel. Policy: Encourage higher densities of housing and office (mixed use) development to relate to areas ofhigher transportation access and rapacity. Growth Management Element Policy: All new development shall pay itshare of the street improvementcosts 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 sizesof housing, including single - family homes, apartments, townhomes, mixed/multiuse 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 "liva/work" opportunities within specifically defined areas Policy 1.9: Coordinate streetandparkway designs that are attractive, functional, and compatible with adjacent onsite development. Policy 22Supportcommercial land uses inadequateamountstoaccommodate the City's needs for goods and services. Policy 2.4: Support pedestrian access betweencommercial 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 supporfive ofsurrounding land uses. Policy 5.10: Support a circulation system which is responsive to the needs of pedestrians and vehicular travel. Urban Design Element Policy 1.1: New development and redevelopment projects must have the highest quality design, materials, finishes, and construction. Policy 1.5: Enhanced architectural forms, textures, colors, and materials are expected in the design of all projects. Policy 1.11: Visual and physical links between districts, nodes, significant sits, landmarks, and other points of interest, are to be provided in all public and private projects. Policy 2.6 Projects must acknowledge and Improve upon their surroundings with the use of creative architectural design, streetscape treatments, and landscaping. Policy 2.2: New development must be consistent with the scale, bulk, and pattern of existing development. 7 -6 City of Santa Ana nw r. CHAPTER 7: Administration and Implementation Policy1l: Landscapingwill bepromotedon freewayslopes, roadwaymedians, Implementation and Financingandparkways. 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 typeofimprovement 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, Infrastructurelandmarks, and local activity nodes. Certain infrastructure upgrades will be necessary to accommodate the new Policy 3.10: Safe and pleasant bicycle andpedestrian 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 createa 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 shareof housing growth-referred 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 thatcan 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 thatthere are at least 10.1 was for residential projects ata density of atleast 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 notinclude any specific improvementsfor thewatersystem. 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 ofdeficiency. 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 tonew development, and thussubject todevelopment 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 orother 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 roadwayimprovements, 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 Citywill 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 ofon -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 assessmentdistrict, and/or through future parking meter revenues. October 2014 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 thiscost from new development. Streelscaping The Specific Plan envisions a robust streetscape treatment to improve the public image of Harbor Boulevard and to distinguish itas 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 m 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 adoptionof 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 ImprovementProgam.As properties intheSpttific Planare 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 assessmentdistrict 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 newdevelopment to provide common open space and private open space onsite. In addition, consistent with Chapter 35, Article IV ofthe 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. Them 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 ImprovementImplementation 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 DevelopmentAgreement Policy It is likely that propertyowners 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 usedto 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 ofSpecific 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 estatishingdevelopment 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 roadwaydesign 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 Districtand 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 offees. 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 thespecialfund and adopt the parkingmeter 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 includeStandards andspecificationsfor 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 forwhich 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 assessmentis completely voluntaryon the part of property owners and can he entered into on a paroel-by- parcel basis. If interested, property owners could obtain qualified improvements on oradjacent totheir 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 City of Santa Ana 4 nil 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 partof 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. TheCity 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 payfor 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 primaryreliance 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 takinga more direct role in paying for roadwayand 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 NexusStudies and A" Impact Fee ordinance Task3. 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 Task9. Annual Remay Noe: This fimeeNe presents the currentschedulinggoats for MeGty, but Me tasty andtimelinesamsubiecttochange. 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 forother toolsthat the City may employ at a future data to realize the vision forthe 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 ofwhich 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 upfrontcost, the City may prohibit other development under the Specific Plan until the project applicant has paid the required infrastructure costrepayment 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 AssessmentDistricts 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 behalfof 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 renewableenergy 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 CityCouncil would first adopt a resolution indicating its intention to doso. The resolution ofintention 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 boundariesofthe areawithin 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 assessmentarea and the City October 2014 7 -9 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 ofthe 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 Aplan for raising a capital amount required to pay forwork performed pursuant tovoluntary Contractual assessments. The plan mayinclude 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 otherfinancing relationship. The plan shall include a statement of or method for determining the interest rate and time period duringwhich 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 ofthe voluntary contractual assessment program amongthe Consenting property owners and the City. The authorizing statue provides other requirements as well as the Standards for noticing and conducdng 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 projectsfocus on increasingtransit 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 HighwaysCadeSections 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. Ifadditional improvements are desired after an assessment district is assetsished, 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 ofthe proposed assessment). Lighting and landscapingMaintenance 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 ofland for park, recreational, or open -space purposes Acquisition ofexisting 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 ora part ofthe 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 ofproperty owners and the City mayfind that it would be beneficial to form a parking management district to fund the construction and operation of additional parking facilities. 7 -10 City of Santa Ana 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 HighwaysCode Section 11000 atseq. 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 bands. 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 bycreditcard or cell phone), increased pricingflexibility (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 IFDdiverts newlocal property tax revenues to either pay directly for the construction of infrastructure and public facility improvements, or to issue bonds tofinance those improvements. However, IFDs cannot divert propertytax 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 -thirdsofproperty owners or voters must vote in favor offorming 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 rulesfor their use in the context of the state budget process. CHAPTER 7: Administration and Implementation October 2014 7 -11 aam0z3Xm0cNmtiAnzN1C7OAAOO NSm r A Place for People 0p