SUNRISE STATION
SPECIAL PLANNING AREA
Zoning Code of Sacramento County Title X Chapter XX
County of Sacramento, California Planning and Community Development Department 827 7th Street, Room 230 Sacramento, CA 95814
Updated on March 5, 2009
Table of Contents
1 -- Introduction page 1 TLC and Market Analysis SACOG Blueprint Folsom Boulevard Specific Plan
2 -- SPA Process page 3
3 -- Community and Stakeholder Involvement in the Development of the SPA for the Sunrise Station Planning Area page 5
4 -- Sunrise Station Special Planning Area page 6
XX-1 Definitions page 7
XX-2 The Regulating Plan page 8 XX-2.1 Purpose XX-2.2 Intent
XX-3 Findings page 9
XX-4 Existing Future Conditions page 10 XX-4.1 Existing Land Use XX-4.2 Existing Circulation
XX-5 The Land Use Plan Concept page 12 XX-5.1 Smart Growth XX-5.2 Market for TOD XX-5.3 TOD Zones XX-5.3.1 CORE Zones XX-5.4 Transit Supportive Uses XX-5.5 Infill Opportunities
XX-6 Recommended Land Uses page 14 XX-6.1 CORE. Zone (Zone 1) XX.6.1.1 Core Subzone 1a XX.6.1.1 Core Subzone 1b XX.6.1.1 Core Subzone 1c XX-6.2 Zone 2 (xxx) XX-6.3 Zone 3 (xxx) XX-6.4 Zone 4 (xxx)
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XX-7 Permitted Land Uses page 21
XX-8 Development Framework page 23 XX-8.1 Parking Standards XX-8.2 Circulation Plan XX-8.2.1 Circulation & Connectivity XX-8.3 Standards for Folsom Blvd XX-8.4 Planning for TOD in RT Station Area XX-8.5 Open Space Plan
XX-9 Review Authority page 29
XX-10 Site Planning and Development Standards page 29
XX-11 Development Design Standards page 31 XX-11.1 Minimum Building Height XX-11.2 Setbacks XX-11.3 Arcades XX-11.4 Building Coverage/Floor Area Ratio XX-11.5 Front Yard Setbacks XX-11.6 Rear & Interior Yards XX-11.7 Building Frontages XX-11.8 Building Facades XX-11.9 Doors and Entrances XX-11.10 Transparency XX-11.11 Signs
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FIGURES
Figure 1 Sunrise Station SPA Planning Area page 10 Figure 2 Sunrise Station SPA Development Zones page 13 Figure 3 Proposed Circulation Network page 26 Figure 4 Cross-Section of Folsom Blvd. Looking West page 27 Figure 5 Concept for Reconfigured RT Site page 28 Figure 6 Proposed Cross-Section of Folsom Blvd. Looking West page 32
TABLES
Table 1 Potential for Added Development page 15 Table 2 Permitted Uses page 22 Table 3 Development Standards page 29
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1 -- INTRODUCTION In Sacramento County, the Sacramento Regional Transit light rail system has been constructed in multiple corridors radiating from downtown Sacramento. Along Folsom Boulevard in Sacramento County, Regional Transit’s “Gold Line” light rail line operates within and adjacent to the first operating railroad corridor in the western United States. The Sacramento Valley Railroad began service in 1856 and ran from Front & L Streets in “Old Sacramento” 23 miles east to a terminus in Downtown Folsom. The original intent was to extend the railroad to the east making it the first transcontinental railroad. While this never materialized as the Central Pacific Railroad was extended across the Sierra Nevada Mountains and connected with the Union Pacific Railroad at Promontory Summit, Utah in 1869, the Sacramento Valley Railroad remained an active freight line – even as the “Gold Line” was constructed in 1986. Today, the parallel freight rail line is still operational with once-a- week freight movements. The historic nature and uses of this railroad have affected the adjacent land uses over the past 150 years and up to today.
The “Gold Line” light rail line extends from Downtown Sacramento through unincorporated Sacramento County, to and through Rancho Cordova, again through unincorporated Sacramento County and finally terminates in (now) Historic Downtown Folsom. Much of the existing land use zoning along this rail corridor reflects the historically industrial purpose and nature of the corridor. However, adjacent to the Sunrise Avenue LRT Station, higher-density residential development, as well as proposed mixed-use development is proposed. Opportunities exist and are proposed for this station area to further encourage the development of transit- supportive land uses.
Recognizing that these areas within a half mile of the light rail stations provides a unique opportunity for land use development, the County of Sacramento, launched an effort in 2007 to develop transit oriented development (TOD) guidance for the Special Planning Area (SPA) around the Sunrise light rail station (Sunrise Station).
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This SPA effort is the next step of multiple planning endeavors. This efforts builds upon the previous foundational planning efforts and aims to launch the implementation step of transit oriented development at this location by providing the zoning changes and land use direction that will enable transit oriented development around the stations. Previous planning efforts included:
Regional Transit: Transit for Livable Communities and Market Analysis Reports Completed in 2002, the Transit for Livable Communities (TLC) report was a coordinated effort between Sacramento Regional Transit, Sacramento Area Council of Governments (SACOG), local jurisdictions and several state agencies to recommend land use changes around the light rail stations that would encourage transit ridership and embrace “smart growth” principles of “transit oriented development” (TOD). The TLC Report does not make specific recommendations about the future development of the Sunrise Station because it was not planned for implementation at the time.
The TLC report provided a number of important ideas that are still pertinent to the SPA. The TLC report cites problems and opportunities that are still part of the planning framework for the SPA:
Pedestrian Access-Passengers will cross the freight track to reach the light rail platform. Pedestrian/passenger circulation from nearby developments is (and will be) constrained by the width of streets and the volume of vehicular traffic. RT’s…bus facility on the northeast corner of the parcel occupies a crucial location between the RT parcel and the light rail platform. The bus facility will be a barrier between park and ride passengers and the RT platform. Since the bus loop, as planned is not centered on the rail platform, it could be altered or relocated to improve both access and site configuration for future development. Any …urban design plan should focus upon sites as close as possible to pedestrian flow from the bus and rail access on the east side of the site, but also upon the ‘identity corner’ at Sunrise and Folsom.
Sacramento Area Council of Governments (SACOG) Blueprint The Sacramento Area Council of Governments conducted a multi-year, community based planning effort to determine a preferred land-use scenario for the region and plan for the transportation network that would best serve the community. The Blueprint project used iPLACE3S technology to analyses the demands on the transportation system based on the land use decisions made within the region. From the Blueprint process recommendations were developed to encourage
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transit-oriented development around the light rail stations. The Blueprint methodology for assessing the net impact of changes in land use on transit patronage, vehicle miles traveled and other key metrics has been employed in a limited manner in the SPA planning process. Since the SPA is more focused, and more specific about land use and density choices, the comparisons are inexact. The measurements in the Blueprint study show a favorable outcome for Mixed Use development and relatively dense residential development within one- quarter to one-half mile of transit stations to gain patronage and reduce the growth in vehicles traveling to and from the station area.
Extrapolating from the metrics of the Blueprint study, and using iPLACE3S metrics, it is clear that the resulting land uses proposed in this SPA will add transit patronage and will help reduce the growth in vehicle miles traveled as development occurs around the station.
Folsom Boulevard Specific Plan In November 2006, the City of Rancho Cordova adopted the Folsom Boulevard Specific Plan that contains the planning principles and land-use recommendations for the Folsom Boulevard corridor within the city limits. The goal of the plan is to provide a pedestrian friendly corridor by encouraging facility improvements and encouraging a mix of land uses.
City of Rancho Cordova Rezoning Plan As an element of the annexation effort, the City of Rancho Cordova developed a rezoning plan for the portion of Sacramento County immediately east of Sunrise Blvd and south of US 50. This proposed annexation incorporates the Sunrise Station planning area. The land use overlay for the Sunrise Station area designates the station area as Office Professional Mixed Use (OPMU) with an emphasis that this area will support the proposed convention district on the west side of Sunrise Blvd.
2 -- SPA PROCESS FOR THE SUNRISE STATION SPECIAL PLANNING AREA (SPA) The Special Planning Area (SPA) for the Sunrise Station area recommends changes to the existing zoning code and new design guidelines to enable and encourage transit oriented development (TOD) land uses around this station. “TOD” may be defined as: Compact, mixed use development that blends residential development with employment and shopping opportunities in a pedestrian-friendly and walkable community… The pedestrian-oriented and transit-accessible design is intended and has been demonstrated to encourage residents, workers, and shoppers to walk, bicycle, or take transit and drive less – when compared to what typically occurs in a more traditional suburban type of community design.
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The transit station parking area occupies the southeast corner of Folsom Boulevard and Sunrise Boulevard. The SPA focuses on the properties within a ¼ mile of the transit station, including the land between Sunrise Boulevard on the west, Highway 50 north, and Citrus Road east (north of Folsom Boulevard). South of Folsom Boulevard the SPA is west of Sunoco Drive, and north of Sunrise Gold Circle Drive and Trade Center Drive. The irregular shape is bound by access streets into the light industrial areas on the south side of Folsom.
The “process” of developing the SPA for the Sunrise Station area involved five interconnected steps as described below and on the following page. (a) An assessment of the existing conditions including, but not limited to, physical features, institutional documents, projects within the SPA area that were in some state of project development and discussions with Sacramento County Planning, the city of Rancho Cordova staff, Sacramento Regional Transit staff and elected officials. (b) Development of concepts and vetting these concepts at a Stakeholders’ Workshop held on August 20, 2007, and at a Community Meeting held on September 24 with the general public. (See next section for specifics on these meetings.) (c) Meetings with the development team for the Point East Towers project which is north of the RT Station. These projects seek to incorporate the station into a future mixed-use higher density development. (d) Synthesis of issues, input & feedback, and technical planning activities to develop a draft, and then final SPA for the Sunrise Station area. (e) Documentation of the process and results as contained herein. Following the “acceptance” of this report by the Sacramento County Board of Supervisors, the Sacramento County Department of Environmental Review and Assessment (DERA) will prepare an environmental document for the SPA, based on the material contained herein (as amended by the Board if this were to occur) under the California Environmental Quality Act (CEQA). Following the environmental clearance of the site, the County Planning and Community Development Department will prepare a formal Ordinance for Board of Supervisor’s adoption of the Special Planning Area designation for the Sunrise Station area. Thus, setting the stage for changing land uses in this area to become more compatible with, and supporting of, Regional Transit’s light rail system. The quality-of-life benefits of this are significant for Sacramento County, as well as the region overall.
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3 -- COMMUNITY AND STAKEHOLDER INVOLVEMENT IN THE DEVELOPMENT OF THE SPA FOR THE SUNRISE STATION AREA This SPA is the product of extensive evaluation of existing conditions, and references prior studies as noted in the text. The plan was developed at a Stakeholders’ Workshop held on August 20, 2007, and the preferred plan and some refinements were derived at a Community Meeting held on September 24, 2007.
The purpose of the Sunrise Station SPA is to provide changes to the County of Sacramento Zoning Code to create an implementation tool to carry out the vision, goals, and policies embodied in the TLC, Blueprint, and General Plan for the creation of transit oriented development at the Sunrise Light Rail Station. In order to assist in accomplishing this goal, the Team met with the community to obtain their input and ideas. For this effort, three separate, but integrated meetings occurred in the development of the SPA. Each of these is briefly described below. Community Meeting – For the Sunrise Station area SPA, a community meeting was held on September 24, 2007 to discuss the SPA process and concepts for both the Sunrise Station, as well as the Hazel Station. This meeting was “noticed” by sending flyers to over 2ooo households within an approximate 1.25-mile radius of the Sunrise Station, as well through notices published in the neighborhood newspaper. Approximately 20 individuals attended this meeting and workshop. The event consisted of a presentation of the issues and opportunities and potential concepts along with Q&A. Sets of “station development scenarios” were also developed whereby individuals were able to discuss the concepts one-on-one with staff and consultants. The input received was documented.
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Stakeholder Meeting – A “stakeholder” meeting was held on August 20, 2007. Twenty-two (22) individuals attended the stakeholder meeting from property and business owners to community representatives and developers. The event consisted of a presentation of the issues and opportunities and potential concepts along with Q&A. A design activity was held at this event whereby the various stakeholders broke into groups and as a group developed concepts of their vision for the future development of the Sunrise Station area. The input received was documented and utilized to help develop a future land use vision for the station area. One-on-One Meetings – During the course of this effort in the summer and fall of 2007, a series of one-on-one meetings were occurring and were attended by the Team for the purposes of explaining the project and receiving input from various interested parties including County and City staff, developers and interested land owners, as well as elected officials. Members of the team attended multiple meetings either as a participant or presenter regarding the SPA, or as an observer. The input received from the various meetings was used as one aspect of the input in the development of the SPA for the Sunrise Station area.
4 -- SUNRISE STATION SPECIAL PLANNING AREA The purpose of the Sunrise Station Special Planning Area (SPA) is to identify, document and (ultimately) codify changes to the County of Sacramento Zoning Code to create an implementation tool to carry out the vision, goals, and policies embodied in the TLC, Blueprint, and the Sacramento County General Plan Update for the creation of transit oriented development around the Sunrise Station. A Development Code has been prepared to provide a “form-based” direction in achieving the vision as noted above. The Development Code is divided into the following sections and described on the following page: XX-1, Definitions; XX-2, The Regulating Plan; XX-3, Findings;
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XX-4, Existing Conditions; XX-5, Land Use Plan Concept; XX-6, Recommended Land Uses; XX-7, Permitted Uses; XX-8, Development Framework; XX-9, Review Authority; XX-10, Site Planning and Development Standards; XX-11, Development Design Standards.
XX-1 Definitions briefly describes several key elements contained within this SPA. The XX-2 Regulating Plan discusses the overall purpose and intent of the development regulations in the Sunrise Station Special Planning Area and recommends land use and circulation concepts for six development ‘zones’ which are described on the following pages. XX-3 Findings discusses the existing conditions. The XX-4 section presents the existing conditions at the Sunrise Station. XX-5 and XX-6 present the proposed land use concept and recommended land uses for the SPA. And XX-7 identifies the permitted land uses.
The XX-8 Development Framework section discusses the Parking, Circulation and Open Space elements of the SPA. The XX-9 Review Authority section identifies the steps required for project reviews. The XX-10 Site Planning and Development Standards section discusses land use and circulation standards for each type of use. And XX-11 Development Design Standards includes guidelines for density, building design, site design, streetscape and lighting, open space, and signage.
Presented in the following sections are the various elements of the Development Code for the Sunrise Station SPA.
XX-1 DEFINITIONS CORE: The area immediately surrounding the Sunrise Station area designated with mixed use zoning that includes commercial, office, residential and entertainment (CORE) land uses. Floor Area Ration (FAR): The gross floor area permitted on a project site divided by the total gross area of the site. FAR is a way to define allowable residential and commercial density/intensity of use in that the FAR is the same if 100% of the site is covered by a single story, 50% of the site is covered by a 2- story building, 25% of the site is covered by a 4-story building, etc. Transit Oriented Development (TOD): TOD is higher intensity, mixed-use development concentrated in an area within a short walk (one quarter of a mile equals about 5 minutes) from a transit stop on the transit line. Typically, the “area of influence” of a TOD can stretch to as far as ½-mile radius (10-minute walk) with appropriate connectivity strategies. In the case of the Sunrise Station area, approximately 90% of the SPA is within ¼-mile. The area extends from the corner of
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Folsom & Sunrise Boulevard on the west, US Highway 50 on the north, to the east and the south. The circulation system of a TOD area features multiple modes/routes of travel, especially for bicycles and pedestrians, between the CORE Area and the surrounding Secondary Area. A TOD area incorporates a pleasant walking environment created through good land use design, short distances, parks, plazas and carefully designed streetscape features with the aim to create a safe and comfortable pedestrian environment and thus encourage walking. TOD encourages a mix of neighborhood commercial services, as well as civic uses, at the street level that can serve the residents of the CORE and surrounding zones. Employment centers, such as a future Easton Place, could also include commercial activity and accessible services in the TOD area. Sunrise Station Special Planning Area Development Standards: The standards for the development of land uses within the SPA and are described in Section XX-10. Sunrise Station Special Planning Area Design Guidelines: The guidelines for the design of uses with the SPA are in Section XX-11.
XX-2 THE REGULATING PLAN The Regulating Plan describes the main features of the Special Planning Area Development Code. The Regulating Plan defines the overall purpose and intent of the development regulations in the Sunrise Station SPA, recommends land use and circulation concepts for each zone within the SPA, defines broad categories of land uses permitted in the SPA, and contains general land use and circulation standards. The Plan divides the Station area into zones, each with distinct purposes and functions, as described in Sections XX-5, The Land Use Plan Concept, and XX- 6, Recommended Land Uses.
XX-2.1 Purpose It is the goal of the Sacramento County Board of Supervisors to encourage and guide future development in the SPA area around the Sunrise light rail station to be consistent with a transit oriented development type of development that mixes residential, commercial and other appropriate land uses at higher intensities for the purposes of providing alternative housing options for County residents while encouraging the use of transit and walking/bicycle modes. The purpose of this document is to provide general and specific guidance towards the achievement of this goal.
XX-2.2 Intent It is the intent of the Board of Supervisors in adopting this Special Planning Area Ordinance to permit development in a manner that allows mixed land use development including: residential, commercial, industrial/office, and public/quasi-public uses. Proposals to develop projects within the Sunrise Station SPA area shall meet the Development Standards in this SPA Ordinance as well as
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the Design Guidelines attached to the Ordinance. The Guidelines and Standards seek to permit common forms of residential, commercial and office development so that that the objectives of the SPA concept are met. The Guidelines and Standards are intended to ensure that the intensity, configuration and design of land uses are supportive of high-quality transit service and increased pedestrian activity. The character of land uses and their relationship to transit are intended to promote walking and biking, thus reducing reliance on the automobile and helping to meet state and federal air quality, as well as affordable housing goals.
The objectives promoted by this Ordinance include: (a) Provide residential opportunities within the community that can be served by public transit; (b) Provide retail-commercial uses that are accessible via transit or from nearby development; (c) Establish a pattern of mixed land uses that support biking, walking and transit use; (d) Integrate the project site with the surrounding development and transportation system by creating pedestrian connections between the exterior streets, the interior drive aisles, and the retail buildings; (e) Provide pedestrian circulation systems throughout the site and to the parcel reserved for light rail transit access; (f) Reserve in the site plan a minimum 5-acre parcel for light rail transit access that allows for appropriate circulation and parking; (g) Improve service for transit patrons on property owned by Regional Transit including parking, bus intermodal services, bicycle storage, and kiss-ride access; (h) Improve the quality of the pedestrian environment for safe and frequent access to destinations on both sides of Folsom Boulevard; and (i) Support the continuing and profitable existence of land uses that presently occupy the SPA area. (j) Provide neighborhood-serving parks and recreation amenities within the area, including park sites, civic spaces, town squares, plazas, playgrounds and general open space. Adequate facilities will be provided with the intent to meet or exceed park district standards.
XX-3 FINDINGS The Sacramento County Planning Commission and County Board of Supervisors make the following findings in adopting this Ordinance: (a) Commercial and residential uses are not at this time located adjacent to the light rail transit station;
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(b) The application of the existing land use zoning cannot adequately enable the development and performance standards deemed appropriate for the site; (c) Adoption of an SPA for Sunrise Station will encourage usage of the light rail system, as well as non-vehicular mobility through the mixture of uses within a reasonable walking distance of the light rail station; (d) This Special Planning Area is of sufficient size that the adoption of the regulations contained therein will neither constitute the granting of a special privilege, nor the deprivation of property rights; and (e) The Special Planning Area will provide for a reasonable use of the land and not cause undue hardship on the property owners.
XX-4 EXISTING & “KNOWN” FUTURE CONDITIONS The Sunrise Station SPA planning area is located in Sacramento County east of Sunrise Boulevard and along the north and south sides of Folsom Boulevard. The planning area is within the City of Rancho Cordova sphere of influence. The SPA, as indicated by the red boundary shown on Figure 1 below, includes properties that are either the subject of current, pending and/or recently approved development, or in many cases are subject to reuse because increasing land values provides an incentive to renew or redevelop beyond current intensities and with more economically productive land uses. The total SPA area is approximately 83 acres of land – most of which is within a modest walking distance (1/4-mile) of the Sunrise Station. The SPA area consists of 34 subdivided parcels, one of which is the 5.6 acre RT parking lot and bus interface site.
Figure 1: Sunrise Station SPA Area
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Sunrise Station
Marriott Hotel Point East Drive Property
North of Folsom Boulevard, existing land-uses are predominantly hotel and motel related while land uses south of Folsom Boulevard are light industrial and warehousing. Home-improvement businesses are along Trade Center Drive and adjacent to the RT parking lot. North of the Sunrise Station is a vacant 2.2 acre parcel on Point East Drive that presents an opportunity site for TOD. Residential land uses are conspicuously absent within the SPA.
Folsom Boulevard operates presently with an average daily trip (ADT) level of 20,000. At the intersection with Sunrise Boulevard, both through and turning movements heavily impact both roadways. The traffic flow is strongly directional with predominant southbound movements in the AM peak and predominant northbound movements in the PM peak. The “Gold Line” LRT overpasses the south leg of the intersection, and hence reduces the visibility of land uses beyond.
Point East Drive and Citrus Road are the two major access streets to development north of Folsom Boulevard. There is a signalized pedestrian-actuated crossing from the west side of the Sunrise Station across Folsom Boulevard to a point just east of Point East Drive. The major access to development south of Folsom Boulevard is via Sunrise Boulevard to Trade Center Drive which runs east to Citrus Road. Citrus Road is the access to the RT intermodal facility just south of Folsom Boulevard; however there is no direct intersection at Citrus Drive and Folsom Boulevard on the south side of Folsom Boulevard.
The Sunrise Station site is about 500 feet east of the intersection of Sunrise Boulevard and Folsom Boulevard. It serves over 2,000 passengers per day. The bus intermodal facility is located between the Sunrise/RT Station and the RT parking lot; patrons must walk around it to access the rail line.
The overall pattern of development on both sides of Folsom Boulevard follows a traditional circulation pattern for predominantly light industrial, major commercial and hotel/motel land uses. There are large parking areas accessible from perimeter streets. There is little or no pedestrian circulation between large single use facilities. Large parcels are not presently subdivided by local streets.
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XX-5 THE LAND USE PLAN CONCEPT
XX-5.1 Smart Growth The current pattern of development around the RT station is exclusively commercial in the form of either hotel, retail or commercial services. However, there is an evident opportunity to diversify land uses to meet an underserved medium to high density residential market in the Sunrise Station Area. As an example, the City of Rancho Cordova Pre-Zone plan for the area (November 6, 2006) contains recommendations for a ‘Convention Area’ on both sides of the Sunrise intersection. Rancho Cordova’s proposed convention area is largely focused on the west side and the north side of Folsom Boulevard east of the intersection. Moreover, on the north side of Folsom Boulevard, the Point East Towers development has been proposed as a major multi-story residential tower. In this SPA, the development of a mixed use, balanced land use concept is envisioned.
XX-5.2 The Market for TOD in the Sunrise SPA In preparation for this Plan, the market analysis compiled in the TLC report was updated to reflect 2007 market conditions. The revised document concluded that the area within one-half mile of the Sunrise light rail station is a logical focus of the development that can be expected in the Sunrise area. However, the analysis also concluded that the area, which is currently dedicated to major auto-oriented retail, hotels and light industrial uses, is likely to continue to attract similar uses, because of the high volume of traffic that is present. The market analysis indicated that a major residential development on the northeast corner of Point East Drive and Folsom Boulevard could spark the return of convenience and community serving retail to the station area.
The market study concluded that over the long term that reuse of obsolescent retail centers and industrial space could provide an opportunity to incorporate residential and/or office uses into the area.
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XX-5.3 Transit Oriented Development Zones All of the plan zones identified in Figure 2 for the SPA at the Sunrise Station are partly or completely within one-quarter mile of the RT station are therefore eligible for inclusion in a regional Transit-Oriented Development (TOD) zone. The regional concept encourages vertical and horizontal integration of king lot from residential, office, retail, and ner public/quasi-public uses within the zone. This is partly a response to the presence of the RT station itself, which sets the stage for some high intensity residential development within walking distance, and partly a recognition of recent development proposals that signify a market for higher density residential and mixed use. Walkable, mixed use development at an appropriate density will both add to ridership on the light rail system, and will, to some extent mitigate the trip generation and traffic congestion that is probable Figure 2: Sunrise Station SPA Development with all commercial Z development.
XX-5.3.1 CORE Zone The focal point of the Sunrise Station SPA is the “CORE Zone” to be comprised of Commercial, Office, Residential, and Entertainment (CORE) land uses as the collection of allowable uses within this area immediately surrounding the Sunrise Station. The goal of the CORE Zone is to permit a mix of uses that encourages transit usage while providing destinations. The CORE Zone is a place to live, work, shop, and recreate.
The CORE Zone includes 5.6 acres of RT station parking lot, 2.2 acres of vacant land directly across Folsom Boulevard north of the station and the 9.2-acre site east of the RT property in a currently industrial development context. AS envisioned, the CORE Zone represents the best opportunity to develop a concentration of mixed-use development that will increase transit patronage, reduce overall vehicle miles traveled and provide a new, pedestrian center at the Sunrise Station.
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XX-5.4 Transit Supportive Uses--Overlay Zones Depicted as Zones 2, 3, and 4 on Figure 2, these areas surrounding the CORE Zone are designated overlay zones that permit and support existing land uses, while enabling future land use developments that are supportive of transit oriented development. In these zones, when future applications are made for improvements, applicants will be required by the County to improve accessibility, open space, and orientation of newly added areas to better conform to the overall Transit Oriented Development strategy that is proposed in the SPA.
XX-5.5 Infill Opportunities Infill opportunities within one-quarter mile of the Sunrise Station require that the regulatory framework be in place that permits mixed-use development, including relatively high-density residential projects. As shown in the Preferred Plan Diagram, all of the zones with the exception of the CORE Zone at the Sunrise Station assume that the present use(s) will remain, and that the indicated future zoning will allow for development plans to be reviewed at the staff level if consistent with this plan.
XX-6 RECOMMEDED LAND USES Existing uses presently permitted within the SPA plan area shall continue to be permitted and shall be exempt from any requirements set forth in this Plan. The expansion or modification of an existing building, use or site improvement may be permitted, subject to plan review and approval of the Design Review Administrator to ensure that the modification is consistent with the Goals and Standards established in the SPA.
The purpose of the following chart is to illustrate potential transit-oriented development in each of the sub-zones. The specific descriptions of each zone provide a maximum intensity of each zone expressed in density and Floor Area ratios. While individual projects can achieve the allowed intensity, the overall
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intensity (cap)cannot be exceeded. The goal is to monitor development so that the cap is not exceeded. The purpose of the cap is to provide parameters for future intensification for use in the environmental review and technical studies.
Recommended Land Uses for Sunrise Station
Future development within the SPA area should reflect the following Goals and objectives that were generated from the stakeholders and members of the community around the station. The Goals are generic, and apply to the entire SPA, except where noted: Promote high intensity, mixed use development within walking distance-- ¼ to ½ mile--of the Sunrise Station.
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Folsom Boulevard should remain a four-lane community arterial street. It should become transformed into a ‘Great Street’ that unifies the land uses on both sides of it. Development should occur within a framework that provides multiple linkages for pedestrians, bicycles and automobiles and serves the marketability of the new development in the SPA area. The mix of land used should include a combination of low, medium and high density residential units, very carefully integrated with commercial and civic uses that serve both the resident community and existing neighborhoods around the station. The CORE Zone is an ideal location for offices and civic uses, following the land use recommendations in the City of Rancho Cordova’s Convention Center Overlay Zone for the Sunrise station area. Land use patterns and circulation improvements should support pedestrian activity and transit ridership. Open space should incorporated as parks, plazas, and play areas. New development should reflect the context of existing land uses and surrounding neighborhoods. Existing land uses are maintained in the SPA and can be upgraded or modified to complement the overall direction set by the SPA.
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Table 1: Potential for Added Development
SUNRISE SPA -- POTENTIAL FOR ADDED DEVELOPMENT
Permitted Development Maximum Development Intensity Cap2
Allowable Allowable Zone Size EIR Comp Non- Net Acres3 Residential FAR EIR Comp 1 (# Gross Residential Zone @ 80% Density Range (Permitted Residential DU Acres) GSF (DU/Net Acre) Range)
C.O.R.E. Zone : 4 Zone 1a RT Property 6 5 24-54/acre 0.75-1.0 200 19,000 Zone 1b Point East Project 4 3 54-220/acre 1.8-5.0 411 22,000 Zone 1c 11 9 24-54/acre 0.5-1.0 351 72,000
Zone 2 4 19 15 24-54/acre 0.5-1.0 200 122,500
Zone 3 4 19 15 24-54/acre 1.8-4.0 200 767,699
Zone 4 5 7 6 24-54/acre 1.8-4.0 234 404,000
TOTALS 66 53 1,596 1,407,199
NOTES 1. Refer to Figure 4 for Zone location 2. Maximum Development Cap equal average permitted residential density and one-half the average non-residential allowable density with adjustments as needed based on geographic factors 3. The 'Net Acres' assumes a reduction of 15% of the site area for streets & internal pedestrian systems and 5% for open space. 4. Recently proposed developments in Zones 1a and 1b, are included in the "Maximum Development Cap" computation. 5. Existing development in zones 2, 3. and 4 are included in "Maximum Development Cap" computation. 6. For office/retail mixed use projects, without residential units, an equivalent intensity would be targeted
XX-6.1 CORE Zone: Office Professional Mixed Use Goals specific to the CORE Zone in the SPA: Reorganize the RT station area to optimize pedestrian circulation between the station, the RT parking lot, and the TOD development area on both sides of Folsom Blvd. Provide pedestrian links between the station and new residential, commercial and civic uses on both sides of Folsom Boulevard. The links should be lined with retail and restaurants within the CORE Zone. Carefully evaluate and accommodate proposals for high density residential within the CORE Zone. Mitigate potential traffic impacts through shared parking, decoupled parking, enhanced pedestrian and bicycle facilities and reduced parking requirements for new development.
Recommended Land Uses The following land uses are recommended for the CORE Zone with more-detailed sub-area recommendations following this section. C: Commercial - Commercial uses should support the new residential and office community: Dry cleaners, salons, cafes, books. Since this zone is within the limits of the city of Rancho Cordova’s proposed Convention Center overlay
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zone, the commercial component of the development mix may include some civic offices or even some adjunct public assembly uses, which will benefit from direct access to transit. O: Office - Live-work lofts, office buildings. The CORE Zone offers the opportunity to incorporate office uses around the transit hub. R: Residential - Medium to High Density residential is encouraged throughout the CORE area. E: Entertainment – The area around the station offers an opportunity for multiple destinations. Beyond a place to live, work, and shop, the CORE area is also a potential location for events, theater, productions and other activities that would keep the area vibrant throughout the day and throughout the week.
Within the CORE area are three subzones, each with a proposed mix of uses. However, the permitted uses noted on Table 1 are allowed throughout the CORE Zone area as a key element to the TOD development around the Sunrise Station.
XX-6.1.1 CORE Subzone 1a: Mixed Used Residential/Medium Density The hub of the Transit Oriented Development surrounding the Sunrise Light Rail Station, this district is the property of the Sacramento County Regional Transit District (RT). It will continue to be the location of transit supportive operations, including park and ride, park, drop-off locations, and intermodal bus operations along Citrus Road. This site is presently zoned RD-40 and would permit up to 200 units. Looking ahead, there is the potential to create a multi-use mixed use development that activates the Citrus Road frontage with new retail development, includes medium density residential, and eliminates some of the conflicting circulation of buses and automobiles and pedestrians at the Citrus Road/Folsom intersection. (see Figure 2)
Residential – Medium Density RD 24-54 DU/acre Up to a maximum of 200 multi-family dwelling uses permitted Commercial –Neighborhood commercial to support new residential and existing office community. Typically dry cleaners, cafes, bookstores. Business, Professional Offices – Live work lofts, professional offices. Public, Quasi Public Uses Entertainment - Theater, special events, farmers markets, public spaces
Minimum FAR = 0.75 Maximum FAR = 1.0
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Up to a maximum of 19,000 GSF of commercial development would be permitted
XX-6.1.2 CORE Subzone 1b: Mixed Use Residential High Density This prime site permits high density residential to allow for a critical mass of transit supportive residential across Folsom Boulevard, on a site that is presently vacant. The use of the site may include a substantial amount of major retail development that must occupy the Folsom Boulevard and Point East Drive frontage. There may be some commercial offices or hotel space included in future development, assuming that they may complement the proposed convention center overlay proposed in the Rancho Cordova Specific Plan for Folsom Boulevard. Residential – Medium to High Density RD 54-220 DU/acre Up to a maximum of 411 multi-family dwelling uses permitted Commercial –Neighborhood commercial to support new residential and existing office community. Typically dry cleaners, cafes, and/or bookstores. Up to a maximum of 22,000 GSF of commercial development would be permitted Business, Professional Offices – Live work lofts, professional offices included within the residential mix. Hotel and motel-- uses permitted conditionally Minimum FAR = 1.8 Maximum FAR = 5 .0
XX-6.1.3 CORE Subzone 1c: Mixed Use Office, Civic Uses, Entertainment An expansion of higher intensity commercial uses, this zone designation allows present home repair business to remain and expand. As the value of land in the vicinity of the transit station and other new developments around the Folsom/Sunrise intersection occur, the present land uses that occupy simple one story structures, may be relocated to make way for more intensive development. That is most likely to happen as the major development occurs and the reconfiguration and vitalization of the Folsom/Citrus Road intersection is accomplished. As the area
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becomes more pedestrian oriented, the value and intensity of use of this zone will increase commensurately.
A summary of potential uses within this zone include:
Limited Commercial—Includes residential repairs sales, general merchandise sales, and variety sales. Business Professional Offices – Professional offices Business Services—Stationary, printing and computer sales Medium Density Residential—24- 54 DU/acre (permitted over non- residential street level uses) Up to a maximum of 351 multi- family dwelling uses permitted Public and Quasi Public – In support of and related to, the Rancho Cordova Convention Center Plan Entertainment - Theater, special events, farmers markets, public spaces Minimum FAR = 0.5 Maximum FAR = 1.0
Up to a maximum of 72,000 GSF of commercial development would be permitted. For office mixed use projects, dwelling unit and commercial targets can be substituted.
XX-6.2 CORE Subzone Zone 2: Mixed Use Commercial This is the zone that is most removed from the potential impact of the revitalization of the frontages along Folsom Boulevard that are likely to foster growth of higher intensity residential development and more retail activity. The zoning would allow present uses to remain and expand while encouraging mixed use developments as appropriate. The potential in Zone 2 is for an intensification of service commercial and the addition of employment generating office space, perhaps complementary to the Convention Center overlay in the Rancho Cordova Specific Plan. This mixed use development would permit some residential land uses as well, which is appropriate because of its proximity to the transit station. Regional (Limited) Commercial – Specialty retail, business/professional offices, live-work lofts, office buildings Hotels, traveler housing Public, quasi-public (primarily public offices and recreation)
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Business Services—Stationary, printing and computer sales Medium Density Residential—24-54 DU/acre (permitted over residential and non-residential street level uses). Up to a maximum of 200 multi-family dwelling uses permitted
Minimum FAR = 0.5 Maximum FAR = 1.0 Up to a maximum of 122,500 GSF of commercial development would be permitted
XX-6.3 Zone 3: Hotel and Office This zone, which is predominantly occupied by hotels and motels at present, represents a highly visible and very accessible location for future expansion of hospitality related land uses.
The optimum future development of the area will include development of pedestrian oriented uses, such as restaurants and retail along the Point East frontage, particularly as it approaches the Folsom Boulevard intersection. Future developments will also benefit from carefully planned landscape and acoustical buffers along Highway 50.
Regional (Limited) Commercial – Specialty retail, business/professional offices, live-work lofts, smaller office buildings Hotels, transient housing Public, quasi-public (primarily public offices and recreation) Business Services—Stationary, printing and computer sales Medium Density Residential—24- 54 DU/acre (permitted over non- residential street level uses. Up to a maximum of 200 multi- family dwelling uses permitted
Minimum FAR = 1.8 Maximum FAR = 4.0 Up to a maximum of 767,699 GSF of commercial and employment development would be permitted
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XX-6.4 Zone 4: Office with Transit Supportive Retail/Commercial This zone is close to the east end of the transit station, and, over time, will become increasingly accessible as pedestrian frontages along Folsom Boulevard are improved and a potential crossing of Folsom is introduced at the intersection with Citrus Road. The zone could pose an opportunity site for an intense employment center with office space and community supportive retail. These uses could take advantage of the Folsom Boulevard frontage, and include some commercial outlets and restaurants such as those that are already on site. Regional (Limited) Commercial – Specialty retail, business/professional offices, live- work lofts, office buildings Hotels, traveler housing Public, quasi-public (primarily public offices and recreation) Business Services—Stationary, printing and computer sales Medium Density Residential— 24-54 DU/acre (permitted over residential and non-residential street level uses. Up to a maximum of 234 multi- family dwelling uses permitted Minimum FAR = 1.8 Maximum FAR = 4.1 Up to a maximum of 404,000 GSF of commercial and employment development would be permitted
XX-7 PERMITTED USES The Permitted Uses in each zone are summarized in Table 1 on the following page. Permitted Uses are as identified in the Mixed-Use Urban TOD classification in Table III-5 of the County of Sacramento General Plan. Some uses permitted in the General Plan for Urban TOD have been eliminated in this SPA to support the intended urban character of the Sunrise Station SPA area. The following are permitted uses within this SPA. This chart is intended to be compatible with the permitted uses in the City of Rancho Cordova pre-zoning plan.
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Table 2: Permitted Land Uses- Sunrise SPA
Land Use – Use Classification SPA Residential Use Listings Dwellings, Multi-family P Recreation, Education, and Public Assembly Use Listings Clubs, Lodges, Private Meeting Halls P Indoor Amusement/Entertainment P Indoor Fitness and Sports Facilities CUP Libraries and Museums P Parks and Public Plazas P Public Safety Facility P Religious Institutions CUP Schools – Public P Schools – Private, Special Studio P Theatres and Auditoriums P Retail, Service, and Office Listings Banks and Financial Services P Bars and Nightclubs P Bed and Breakfast CUP Hotels/Motel P Office – Business and Professional P Office – Accessory P Offices – Temporary P Personal Services P Personal Services, Restricted N Restaurants P Retail – Accessory P Retail – General P Automotive and Vehicle Use Listings Auto Parts Sales N Auto/Vehicle Retail Rental Only CUP Service Stations CUP Industrial, Manufacturing, and Processing Use Listings Manufacturing – Small Scale CUP P = Land Use Permitted by Right CUP= Land Use Permitted with Approval of Conditional Use Permit N = Land Use Not Permitted
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XX-8.0 DEVELOPMENT FRAMEWORK
XX-8.1 Parking Standards Commercial, office and residential uses within proximity of a light rail station require less off-street parking than the standards delineated in the Sacramento County Zoning Code. For this reason, lesser standards are applied for the property described in Section XX-5 and XX-6. Off-street parking shall be provided, using the following standards.
(a) For commercial and office uses, parking shall not exceed two (2.5) parking spaces for every one thousand (1,000) square feet of gross floor area. The Project Planning Commission may grant an exception to exceed this parking standard. (b) On street parking adjacent to the commercial development site may be used to satisfy parking requirements. (c) Introduce and encourage shared parking plans for transit riders and contiguous commercial employees and residents in order to further reduce the on site parking requirement. The success of shared parking depends upon the specific uses that are developed on the site. It works best when adjacent land uses have different peak activity periods. The usual example is residential parking and cinema parking. (d) Visitor parking is not mandatory for projects that include commercial or office land uses. (e) Proximity (to be defined for specific locations) of transit stops/stations allow one of the following reductions: • 10% for bus-stops • 20% for light rail station • 10% if within one-quarter mile of light rail station (f) Recommend that new development de-couple parking provided for residential and office space. De-coupling means that parking spaces are financed and built separately from the residential project. Tenants and owners may purchase a parking space, or rent one, but it is not included in the rent or cost of space or dwelling units. De-coupled parking is a very cost effective strategy that eliminates the need to build more spaces than are needed in a TOD area and encourages car- sharing, transit use, and shared parking. Even if the two land uses are residential and office uses, there is typically a group of residents who do not own cars, and do not purchase a space. They may use transit, walk to local services or participate in car-sharing programs. The result is that extra spaces can be acquired or rented by nearby tenants or even utilized by the transit agency.
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(g) For residential uses, parking shall be a minimum of one (1) parking space and a maximum of one and a half (1.5) parking spaces for each dwelling unit. The Project Planning Commission may grant an exception to exceed the maximum parking standard. (h) Off-street parking spaces shall be located to the rear of buildings or otherwise screened by landscaped berms or shrubbery to form a partial visual screen of at least three (3) feet in height so as to not be visible from the public street. Off-street parking spaces shall not occupy more than twenty-five (25) percent of the public street frontage. (i) On-street parking shall not be allowed on any 4-lane or 6-lane roadways, unless otherwise permitted by the County Improvement Standards.
Provide a parking lane on existing and new streets where feasible to provide immediate access for short term use and to add a systemic acoustic and visual ‘buffer’ for pedestrians on the adjacent sidewalk.
XX-8.2 Circulation Plan The SPA recommends that Folsom Boulevard remain a four lane street, and to provide convenient, safe crossings of the Boulevard in the vicinity of the transit stations. Enhanced pedestrian facilities will increase transit patronage and will encourage good Transit Oriented Development on both sides of Folsom Blvd. Other multi-modal circulation improvements will be necessary to enhance connectivity as the SPA evolves. It should be noted that the existing General Plan and the 2007 Draft General Plan designates this portion of Folsom Boulevard as a 6-lane thoroughfare. Given existing right-of-way constraints, it is unlikely that this segment will be rebuilt as a six-lane roadway.
Existing railroad tracks and light rail station located south of Folsom Boulevard may pose as significant barriers for creating this “Great Street” concept; however, this walkability street concept can be accommodate north of Folsom Boulevard and in other strategic locations within the SPA.
8.2.1 Circulation and Connectivity It is the intent of the SPA to encourage better pedestrian, bicycle, transit and vehicular connectivity throughout the area. When new development is planned for the four zones of the Sunrise SPA, it should be divided into regular blocks with a network of local streets, including sidewalks and bicycle lanes.
Development plans must be in substantial compliance with the intent of this SPA and shall show how minor streets and pedestrian linkages within each parcel will be added to improve overall connectivity with the transit station and with other land uses in the area. Plans shall indicate how they relate to the adjacent
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roadways, the SPA Design Guidelines, and the SPA Circulation Plan. The Design Review Administrator (as referenced in XX- 9) will determine any issues regarding substantial compliance of development plans. Appeals of the Director's action may be made to the Board of Supervisors. The Guidelines recommended reduced roadway widths in the spirit of Ordinance No. SCC- 0797 adopted by the Board on May 10, 1990.
The intent of the pedestrian connection between Folsom Blvd and the light rail station is to provide safe and attractive bicycle and pedestrian access to the station and project area. Visibility of the rail station and commercial areas should be considered in plans for development, particularly those that have Folsom Boulevard frontage.
The SPA recommends improvements to other existing streets, including but not limited to Citrus Road (north and south of Folsom Boulevard, Trade Center Drive, and Point East Drive. These streets should be developed to support mixed use development along them with some or all of the following features.
The proposed circulation network for the Sunrise SPA is on the following page.
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Figure 3: Proposed Circulation Network for Sunrise SPA
Primary Pedestrian/Bicycle Network
Development Street Grid
Pedestrian Zones
Folsom Blvd Remains 4 Lanes
Sunrise Blvd Widened
X.X-8.3 Standards for Folsom Boulevard, Existing Collector Streets, and Proposed Internal Street Network
Cross Section of Folsom Boulevard Looking West: RT Site Redevelopment, RT Station, Pedestrian Crossing at the Folsom Boulevard, and Development along Point East Drive
RT RT Pedestrian
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Figure 4: Cross-Section of Folsom Boulevard Looking West
Targets for Folsom Boulevard, Existing Collector Streets, and Proposed Internal Street Network to Enhance Circulation
To enhance pedestrian and bicycle connectivity across Folsom Blvd: • Combined pedestrian-bicycle crossing • Pedestrian refuge islands midway across Folsom Blvd • Improved street lighting along pedestrian corridor • Sidewalks should be wide and unobstructed, preferably a minimum of 10 feet along Folsom Blvd and a minimum of six feet along Point East Road, Citrus Blvd, and Trade Center Drive • Plant continuous or intermittent street trees or shrubs between the sidewalk and the curb to provide shade and visual relief • Add bicycle lanes of arterial and local streets, including an extension of lanes of Citrus Road to provide a link between Folsom Blvd and properties north of US 50 • Bicycle racks and/or lockers at or near entrances to new buildings • Limit new local streets to two lanes for automobiles, with at least five foot lanes for bicycles and eight foot parking lanes
XX-8.4 Planning for TOD in the RT Station Area The current configuration of the RT property, its parking, and the location of the intermodal facility, should be reviewed as the development options evolve. The intermodal facility at Sunrise currently blocks pedestrian movement from the transit station, and is located on Sunrise Parking and Bus the property with the highest potential for Transfer Facility mixed use development and pedestrian oriented retail at street level.
As shown in the plan diagram below, a modified configuration would add clarity and safety for the pedestrian crossing of Folsom Boulevard between Point East and the terminus of Citrus Road at the west end of the transit station, and before the transit tracks start to rise to cross Sunrise Boulevard. The bus intermodal could be shifted south to remove it as a barrier to TOD near the transit stop, and improve access from the station to the transit parking. This shift will make it possible to develop a highly desirable mixed-use development at the Citrus/Folsom intersection, and potentially allow for the development of ground floor retail and restaurants on a plaza at that important location.
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CONCEPT FOR RECONFIGURED RT SITE
Figure 5: Concept for Reconfigured RT Site
XX-8.5 Open Space New residential development in the Sunrise Station SPA area will generate the need for recreational open space. New residential development will be required to either dedicate land and/or pay an in lieu fee as specified in Chapter 22.40 of the Sacramento County Code. The land use plan show conceptual locations of such park and recreational sites It is anticipated that adequate facilities will be provided to meet adopted standards of the park district. The amount and type of open space, or fees in lieu of dedicated open space will be determined at the time that a development plan is presented and in coordination with the Cordova Parks and Recreation District. The focus should be on smaller pocket parks and plazas to support transit oriented development.
The following section describes alternative forms of public space that will be considered for the area:
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Square: A civic space that will be available for unstructured and multiple public uses. This space is defined by building frontages and generally uses building and landscaping to create a formal and established public space.
Plaza: A plaza is a public space that will be made available for civic uses and commercial activities. Such areas will be paved or well landscaped and are spatially defined by building frontages and hardscape.
Parks and Playgrounds: Such spaces can be made available to primarily meet the recreational needs of children. Playgrounds may include age appropriate equipment including tot lots, ball courts and etc.
XX-9 REVIEW AUTHORITY Project reviews will occur at the staff level by the Design Review Administrator. If a proposed project meets the criteria set forth in this SPA and thus conforms to the guidelines set forth by the community, the Design Review Administrator has the authority to approve the project, pursuant to County Design Review procedures. Projects not approved at the staff level would be forwarded to the Planning Commission to determine the consistency of development proposals with the provisions of the Sunrise Station SPA Ordinance.
XX-10 SITE PLANNING AND DEVELOPMENT STANDARDS This section establishes guidelines for building placement, setbacks, building frontage, and permitted height and bulk of structures for all zones in the Sunrise SPA area except as noted. These standards, along with other development standards such as landscaping, signage, and parking listed in other sections of this document, are intended to assist property owners and project designers in understanding the minimum and maximum requirements and expectations for high quality development. Proposed development applications review is based on these standards to determine compliance with applicable zoning regulations.
Table 3: Development Standards
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Development Standard for Sunrise Station SPA Density1 Minimum 24.0 du/acre Maximum 220.0 du/acre Lot Area and Dimensions No Minimum2 Floor Area Ratio3 Minimum 1.8 Maximum 5.0 Setbacks Front and Street Side 0 ft Rear 10 ft Between Structures 10 ft4 Interior 0 ft Residential, stand alone structure 3 ft Height Limit Primary Structures No maximum5 Notes: 1. The minimum and maximum density standards are only applicable to mixed used and integrated developments that include residential uses. Residential projects shall include a minimum of four units. 2. The appropriate lot sizes for single-family and two-family dwelling units developed as part of an integrated development within the Sunrise SPA will be reviewed and determined in conjunction with any request for parcel map or merger and/or Design Review to ensure that said lot will accommodate planned or potential development, given development criteria and access requirements. 3. Includes residential uses and square footage. Floor Area Ratio s the gross floor area permitted on a site, divided by the total gross area of the site. 4. The distance between structures may be modified as part of Design Review; however any modifications but be consistent with the Uniform Building Code. 5. While there is no height maximum, the regulations of the Federal Aviation Administration (FAA) limit the height of structures to between 150 and 350 feet based on location. FAA approval is required for all structures over 150 feet in height.
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XX-11 DEVELOPMENT AND DESIGN STANDARDS This section outlines design elements that contribute to a transit-oriented development and should be incorporated to some extent in developments with the SPA:
Features of the development should incorporate elements to enhance safety and crime prevention. Elements could include building orientation, window size and placement, landscaping, lighting, etc. Major projects should be divided into blocks to enable connectivity throughout the project. Pedestrian facilities should be enhanced along and across Folsom Blvd to encourage pedestrian trips. Enhancements could include wider and continuous sidewalks, a pedestrian refuge island along the center line of Folsom Blvd, crossing signals, etc. Open space should be incorporated into projects in the form of plazas, parks, and walkways. Bicycle parking should be incorporated into projects. Access to Parking and Service Areas: Where possible, access should be from alleys or side streets to avoid curb cuts on major streets. Additional curb cuts on Folsom Boulevard shall be avoided.
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Figure 6: Proposed Cross Section of Folsom Boulevard Looking West
Landscape Design Recommendations and Standards:
Paseos and Plazas: The SPA recommends that new development incorporate these two elements as frequently as warranted to support and enhance the pedestrian environment. As noted in the concept plan for the RT property (above) these features can increase the viability of retail, and restaurant land uses, as well as providing a natural interface between residential and commercial uses. Signature Landscape Elements: Parks, recreation areas, building entries, sidewalks and streets should be considered as parts of an overall and significant environment that lends a particular quality and character to the SPA. Street Trees: Street trees may be columnar and taller than trees in pedestrian areas, to reduce maintenance and to emphasize linear perspective, and where appropriate to divide opposing lanes of traffic. Planting in Pedestrian Areas: Trees in pedestrian areas, along sidewalks, in parking lots, and within parks, plazas and Paseos, should be selected for their ability to provide shade and shelter in inclement weather. The canopy should be low and wide, and flowering trees should be used sparingly in feature areas. Spacing: Trees along sidewalks should be spaced no more than 30 feet apart. Parking Lot Perimeter: Parking lots with frontage on major streets shall have a five foot (5’) landscape buffer or a three foot (3’) high screen
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wall. In either case, the buffer or the wall must also include pedestrian scale lighting to foster visual connectivity between the sidewalk and the lot.
The following Development and Design Standards are adopted as an element of the Sunrise Station Special Planning Area. All Building Design Standards are subject to variances granted by Sacramento County.
11.1 Minimum Building Height New buildings with frontage along Folsom Boulevard and Sunrise Boulevard will have a minimum height of forty five (45) feet or three stories.
11.2 Setbacks The facades of new structures along the major streets named may have 0 feet setbacks and setbacks will not exceed 10 feet on Folsom Boulevard.
11.3 Arcades Where feasible, buildings along Folsom Boulevard shall have arcades, awnings or canopies to shield pedestrians from sun and rain and to provide extra protection from the visual and acoustical impacts of automobile, transit and rail traffic.
Example: View West of Transit Station on Potential Development on RT Site.
Development is at the property line. There is no setback. The street level is occupied by retail and restaurants. Development at street level is arcaded to provide shelter for pedestrians Parking lane is on the right of way.
The buildings on the north side of Folsom Boulevard are at the property line. They meet the height limitations at the property line. The tall structures behind them are set back to preserve a uniform street façade.
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11.4 Building Coverage/Floor Area Ratio (FAR) The floor area ratio shall be a minimum of 1.8 and may not exceed 5.0 unless approved by Sacramento County.
11.5 Front Yards As indicated above, enhanced pedestrian spaces and amenities consisting of features such as plazas, courtyards, outdoor cafes, street furniture, public art or kiosks are encouraged. Such setbacks will be limited to 25% of building frontage.
11.6 Rear and Interior Yards Not required.
11.7 Building Frontage The building frontage shall be a minimum of seventy-five (75) percent of the public street frontage of the parcel.
11.8 Building Façade A minimum of twenty (20) percent of the total building façade shall be composed of recessed windows, balconies, offset planes, or other architectural or decorative features.
11.9 Doors and Entrances Commercial buildings shall have a primary entrance door facing a transit platform, station, street or major pedestrian access way. Building entrances may include doors to individual shops or businesses, lobby entrances, entrances to pedestrian orientated plazas, or courtyard entrances to a cluster of shops or businesses.
11.10 Transparency Commercial building facades must have a minimum of fifty (50) percent of the street facing building façade between two (2) feet and eight (8) feet in height must be comprised of clear windows that allow views of indoor space or product display areas. The bottom of any window or product display window used to satisfy the transparency standard may not be more
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than three (3) to four and one-half (4.5) feet above the adjacent sidewalk. Product display windows used to satisfy these requirements must have a minimum height of four (4) feet and be illuminated from the interior of the shop or restaurant. Residential building components, such as entryways or the lower residential floor that are at street level may be designed with doors and windows above the adjacent sidewalk. Such entry ways and floors shall be limited to points of access and egress to residential units above street level.
11.11 Signs Attached and projecting signs are allowed where they are used to name on on-site business or use. On-site freestanding signs are not permitted on Folsom Boulevard in the CORE Zone. They may be included in the Alternative Use Zones with the following limitations. The maximum area of the sign shall be twenty-four (24) square feet. The maximum height shall be five (5) feet. The base of the sign shall be set back an appropriate distance from the edge of the sidewalk and the base of the sign landscaped or paved in an appropriate manner.
Signs attached to buildings are permitted as regulated by Title II, Chapter 35, Article 2.1 “Signs – Commercial and Industrial Zone”, Section 335-20(a) of the Sacramento County Zoning Code. Off-site signs are specifically prohibited, except directory signs.
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