HAZEL 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 March 5, 2009
Table of Contents
1 -- Introduction page 1 TLC and Market Analysis SACOG Blueprint Folsom Boulevard Specific Plan
2 -- SPA Process page 4
3 -- Community and Stakeholder Involvement in the Development of the SPA for the Hazel Station Area page 5
4 -- Hazel Station Special Planning Area page 7
XX-1 Definitions page 8
XX-2 The Regulating Plan page 9 XX-2.1 Purpose XX-2.2 Intent
XX-3 Findings page 10
XX-4 Existing & Future Conditions page 11 XX-4.1 Existing Land Use XX-4.2 “Known” Future Conditions
XX-5 The Land Use Plan Concept page 15 XX-5.1 Smart Growth XX-5.2 Market for TOD XX-5.3 TOD Zones XX-5.3.1 CORE Zone XX-5.4 Transit Supportive Uses XX-5.5 Infill Opportunities
XX-6 Recommended Land Uses page 17 XX-6.1 CORE. Zone (Zone 1) XX-6.2 Zone 2 Overlay Mixed-Use TOD Supportive Commercial XX-6.3 Zone 3 Mixed Use Residential Medium Density XX-6.4 Zone 4 Mixed Use Residential Low-Medium Density
XX-7 Permitted Land Uses page 21
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XX-8 Development Framework page 22 XX-8.1 Parking Standards XX-8.2 Circulation Plan XX-8.2.1 Circulation and Connectivity XX-8.3 Standards for Folsom Boulevard XX-8.4 RT Site Development Concept Plan XX-8.5 Open Space Plan
XX-9 Review Authority page 29
XX-10 Site Planning and Development Standards page 29 XX-10.1 Amenity XX-10.2 Security XX-10.3 Block Size XX-10.4 Continuity XX-10.5 Crossing Folsom XX-10.6 Small Open Spaces XX-10.7 Parking XX-10.8 Bicycle Parking XX-10.9 Access XX-10.10 Pedestrian Safety XX-10.11 Landscape Design XX-10.11.1 Paseos & Plazas XX-10.11.2 Signature Landscape Elements XX-10.11.3 Street Trees XX-10.11.4 Planting in Pedestrian Areas XX-10.11.5 Spacing XX-10.11.6 Parking Lot Perimeter
XX-11 Development Design Standards page 32 XX-11.1 Building Height XX-11.2 Maximum Building Height XX-11.3 Height Exceptions XX-11.4 Height on Local Streets XX-11.5 Setbacks XX-11.6 Arcades XX-11.7 Building Coverage/Floor Area Ration XX-11.8 Front Yards XX-11.9 Rear & Interior Yards XX-11.10 Building Frontages XX-11.11 Building Facades XX-11.12 Doors and Entrances XX-11.13 Transparency XX-11.14 Signs
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FIGURES
Figure 1 Hazel Station SPA Planning Area page 7 Figure 2 Planned Development in Hazel Station Area page 13 Figure 3 Concept Plan for the Easton Place TOD Development page 14 Figure 4 SPA Development Zones page 16 Figure 5 Recommended Circulation Enhancements page 24 Figure 6 Cross Section of Folsom Boulevard Looking West page 25 Figure 7 RT: Phase One Development Concept Plan page 27 Figure 8 RT: Phase Two Development Concept Plan page 28 Figure 9 Cross Section of Folsom Boulevard Looking West page 30 Figure 10 View Looking West from Transit Station page 33
TABLES
Table 1 Potential for Added Development page 18 Table 2 Permitted Land Uses page 22
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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 Hazel Avenue LRT Station, higher-density residential development, as well as proposed mixed- use development is occurring. 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 Hazel light rail station (Hazel Station).
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
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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 Hazel Station because it was not planned for implementation at the time.
The TLC Report cited both challenges and opportunities that are common to all RT station areas on the Folsom Corridor. Two issues that were noted and are addressed in this SPA for the Hazel Station are:
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 [i.e., Folsom Boulevard].
The TLC Plan recommends Residential Mixed Use (MU) development at and beyond the RT Station
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 recommendation were developed to encourage 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
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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. This document contains planning principles and land-use recommendations for the Folsom Boulevard corridor within the city limits of Rancho Cordova. One key goal of the Specific Plan is to provide a pedestrian- friendly corridor by encouraging facility improvements and encouraging a mix of land uses. The Specific Plan is based upon survey and interview data from residents and business owners along the corridor and it provides very detailed guidelines and recommendations for the future development of properties along Folsom Boulevard.
The Specific Plan notes that Folsom Boulevard is the historic route for miners headed to the Gold Rush, and that in the post-World War two years, the developments of Aerojet and Mather Field, as well as the completion of US 50 as a freeway were extremely important to Rancho Cordova. More-recently, rapid development of the city of Rancho Cordova and the addition of the “Gold Line” LRT parallel to Folsom Boulevard and transecting Rancho Cordova to connect with the city of Folsom are perhaps the most significant events in recent years that have affected the form of Rancho Cordova.
Folsom Blvd, Adjacent to the Hazel LRT Station
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2 -- SPA PROCESS FOR THE HAZEL STATION SPECIAL PLANNING AREA (SPA) The Special Planning Area (SPA) for the Hazel 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.
US 50
Folsom Blvd
Hazel Light Rail Station
The “process” of developing the SPA for the Hazel 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.)
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(c) Meetings with the development team for the Easton Place project which encompasses the Hazel LRT Station on the south and seeks 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 Hazel 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 Hazel 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.
3 -- COMMUNITY AND STAKEHOLDER INVOLVEMENT IN THE DEVELOPMENT OF THE SPA FOR THE HAZEL STATION AREA For the SPA to be successful and ultimately implemented, it could not be prepared in a vacuum. Rather, community and stakeholder involvement were (and are) crucial for the success of the SPA. 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 Hazel Station area SPA, a community meeting was held on September 24, 2007 to discuss the SPA process and concepts for both the Hazel Station, as well as the Sunrise Station. This meeting was “noticed” by sending flyers to over 2,000 households within an approximate 1.25-mile radius of the Hazel Station, as well through notices published in the
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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. 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 Hazel 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 Hazel Station area. The SPA, as indicated by the red boundary shown on Figure 1 on the following page, includes properties both north and south of Folsom Boulevard. These properties are either the subject of current, pending and/or recently approved development, or in many cases are subject to redevelopment because increasing land values (will) provide an incentive to renew or redevelop beyond current intensities and with more economically productive land uses. The total SPA area is approximately 38 acres of land, of which approximately 80% is within a modest walking distance (1/4-mile) of the Hazel Station.
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Figure 1: SPA Area and Surrounding Context
4 -- HAZEL STATION SPECIAL PLANNING AREA The purpose of the Hazel 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 Hazel 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; 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.
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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 Hazel 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 Hazel 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 Hazel Station SPA.
XX-1 DEFINITIONS CORE: The area immediately surrounding the Hazel 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. Hazel Station Special Planning Area Development Standards: The standards for the development of land uses within the SPA and are described in Section XX-10. Hazel Station Special Planning Area Design Guidelines: The guidelines for the design of uses with the SPA are in Section XX-11. 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 Hazel Station Area, the bulk of the SPA is within ¼-mile and extends to approximately the corner of Folsom & Hazel Avenue on the west, US Highway 50 on the north, the
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city of Folsom on the east and the Easton Place development project on 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.
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 Hazel 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 Hazel 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 Hazel Station SPA area shall meet the Development Standards in this SPA Ordinance as well as 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
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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 park 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; (b) The application of the existing land use zoning cannot adequately enable the development and performance standards deemed appropriate for the site;
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(c) Adoption of an SPA for Hazel 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 Hazel Station SPA planning is located in Sacramento County east of Hazel Avenue and along Folsom Boulevard up to the city of Folsom limit and west of Aerojet Road (an extension of the US 50 off ramp). The station is currently accessible by car from Aerojet Road via Baltimore Avenue. This section provides a brief overview of the existing conditions, as well as potential developments in various phases of project development. Figure 2 illustrates the existing and “known” future developments in the Hazel Station SPA planning area.
XX-4.1 Existing Conditions Existing land-uses include in the SPA area include retail commercial, several types of housing the RT Park & Ride facility and a large section of undeveloped land.
Nimbus Winery: Hazel Ave/Folsom Blvd
The Nimbus Winery is the iconic feature in the planning area. While the building has been in existence for almost a century and has served multiple uses including an olive oil press and processing facility, storage, mixed use and retail uses presently, it has been substantially altered physically over the years.
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Adjacent to the Nimbus Winery is a mobile home park and additional retail commercial facilities; the mobile home park (in the summer of 2007) was 90% occupied.
The Oak Brook Apartments are located east of the mobile home park and directly across Folsom Boulevard from the Hazel LRT Station platform. The Oak Brook Apartments consist of 364 units and (in the summer of 2007) is 90% occupied. The resident population of the station area is older, lives in smaller households and has a higher per capita income than the rest of the corridor and the County. Oak Brook Apartments Directly south and across Folsom Boulevard is the 7.4-acre RT light rail station and parking area. Access across Folsom Boulevard is via a signalized pedestrian- only crossing.
The 7.4-acre RT parcel consists of an LRT station platform, a 432-space parking lot that is approximately 35% utilized on an average weekday, and a bus intermodal facility that is centered on the property. Ridership on the Sacramento Regional Transit LRT system at the Hazel Station is approximately 1,000 on an average day.
Surrounding the Hazel Station area owned by Sacramento Regional Transit is a set of buildings owned and operated by Aerojet, as well as vacant land. These lands, as well as land on the north-side of Folsom Boulevard are slated for future development and re-development.
The overall transportation pattern on both sides of Folsom Boulevard follows a traditional circulation pattern for suburban development. There are parking areas accessible from Folsom Boulevard to the Winery via Nimbus Road. The apartments and the mobile home park are accessible from Folsom Boulevard via Rocket Circle Drive, but circulation within the development areas are not presently conducive to pedestrian circulation to the transit station. Folsom
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Boulevard experiences an average daily traffic (ADT) near the intersection of Aerojet Road of 13,000 vehicles per day. Pedestrian access across Folsom Boulevard is signal-controlled and pedestrian actuated.
XX-4.2 “Known” Future Conditions As illustrated in the figure below, there are several “known” future conditions in the immediate area of the Hazel Station that should be noted. The Nimbus Winery Project proposes to expand the facility by adding traveler-based services fronting along Folsom Boulevard and potentially condominiums along the east edge of the property. Transportation improvements include a future reconstruction of the Hazel Avenue Interchange, as well as extension of Hazel Avenue south to serve the Easton Place and other developments south of Folsom Boulevard. The extension of Hazel Avenue south would require/assumes a grade separated crossing of Folsom Boulevard and the parallel LRT line.
Figure 2: Planned Development in Hazel Station Area
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By far the most significant future project is the Easton/Glenborough proposed development by GenCorp. This major development extends from Folsom Boulevard on both sides of the RT station to the south and to the east. The proposed Easton Place development plan includes a mixture of higher density residential and office and retail commercial uses in a series of multiple-story mixed-use buildings. The Easton/Glenborough project envisions a mixture of housing types comprising approximately 3,000 single- family homes and 2,000 apartments and condominiums.
The 183-acre TOD component of Easton, called Easton Place will be located near the Hazel Station and is envisioned to include high density residential, office and retail properties. The plan for Easton Place includes a relatively urban pedestrian oriented street network that will provide a substantial incentive for residents and employees to use transit.
Figure 3 illustrates the concept envisioned for this TOD development.
Figure 3: Concept Plan for the Easton Place TOD Development
Proposed Easton Place Plan—View Southwest-Showing Folsom Boulevard and Hazel Station in foreground
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XX-5 THE LAND USE PLAN CONCEPT
XX-5.1 Smart Growth The current pattern of development within a quarter mile of the RT station is residential with the exception of the Nimbus Winery. Judging by the mixed use proposals in the Easton Plan, there is evident opportunity to diversify to add jobs and to create commercial and especially retail support to balance existing and planned residential additions to the station area. In this SPA, the development of a mixed use, balanced land use concept is proposed.
XX-5.2 The Market for TOD in the Hazel SPA In preparation for this SPA, 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 Hazel Station is “…a viable location for higher density housing and should encourage additional projects in the area.”
The potential Easton Place development, as well as the other planned development on the north side of Folsom Boulevard, adds potential value to the market for development on the Hazel Station property. The market study also revealed that there is a substantial lack of food and beverage stores, health and personal care stores, and clothing and related stores in this area. Residents within the Hazel Station “community” must leave the community to obtain these items. Because the station area is presently accessible by transit and by car, development within the SPA can proceed independent of the extension on Hazel Avenue or the Easton development
XX-5.3 Transit Oriented Development Zones The plan zones identified in the Hazel Station SPA are partly or completely within one-quarter mile of the RT station and are therefore eligible for inclusion in a regional Transit-Oriented Development 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 with all commercial development. This plan-wide concept encourages vertical and horizontal integration of residential, office, retail, and public/quasi-public uses within the zone. These zones are illustrated in Figure 4 on the following page and discussed in detail.
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XX-5.3.1 CORE Zone The focal point of the Hazel Station SPA is the CORE zone envisioned to be comprised of Commercial, Office, Residential, and Entertainment (CORE) uses. 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 at the Hazel Station is designated as the RT station parking lot, 7.4 acres of vacant land separated from Folsom Boulevard by the Light Rail tracks, as well as the infrequently-used freight-rail tracks (and the RT station itself). The CORE zone represents the best opportunity to develop mixed use development that will increase transit patronage with the least addition to vehicle miles travelled for every residential unit added. The proposed development in the CORE Zone will also reflect and complement the future development of Easton Place.
Figure 4: Hazel Station SPA Development Zones
XX-5.4 Transit Supportive Uses--Overlay Zones Depicted as Zones 2, 3, and 4 on Figure 4, the presently developed area north of Folsom Boulevard consists of a mobile home park and apartments. The function of the Overlay Zone is to permit and support existing land uses, while enabling future land use developments that are supportive of transit oriented development to occur over the long-term. In these zones, when future applications are made
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for improvements, applicants will be required by the County to improve accessibility, open space, and orientation of newly added areas to comply with the design guidelines in the this SPA and to better conform to the overall Transit Oriented Development strategy in the SPA.
XX-5.5 Infill Opportunities There is presently infill activity planned on the Nimbus property. Since it is already permitted, it is not subject to the new guidelines in the SPA, but future additions and new projects will be. Infill opportunities within one-quarter mile of the Hazel 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 RT station assume that the present use will likely remain and the SPA will provide for future opportunities.
XX-6 RECOMMEDED LAND USES Based on the analysis of the site and the vision for the future articulated herein, a set of recommended land uses, as well as a “maximum potential development”1 for the Hazel Station SPA has been developed. The recommended land uses and the boundaries of the recommended land use zones are depicted in Figure 4 on the previous page. Proposed land uses are also shown on the land use plan, as presented on the next page. These recommended uses reflect the implementation of a vision for transforming the Hazel Station SPA area into a more- vibrant transit oriented development over the long term.
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 Planning Director 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
1 The “maximum potential development” is calculated as the sum of the acreage by the number of dwelling units or the FAR for each area.
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Land Use Plan for Sunrise Station Area
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ratios. While individual projects can achieve the allowed intensity, the overall 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.
Table 1- Potential for Added Development
Permitted Development Intensity Maximum Development Cap2
Allowable Zone Size Net Acres3 @ Residential Density Allowable FAR EIR Comp EIR Comp Non- 1 (# Gross Zone 80% Range (DU/Net (Permitted Range) Residential DU Residential GSF Acres) Acre)
Zone 1 (CORE) 14 11 24-54/acre 0.5-1.5 429 48,000
Zone 2 (Nimbus Winery)4 9 7 12-54/acre 0.5-1.8 226 134,000
Zone 3 6 5 12-54/acre 0.25-1.0 165 13,500
Zone 4 4 23 18 12-54/acre 0.25-1.0 594 121,500
TOTALS 38 30 1,414 317,000
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. 3. The 'Net Acres' assumes a reduction of 15% of the site area for streets & internal pedestrian systems and 5% for open space. 4. Proposed and existing developments in Zones 2, 3, and 4 are included in the "Development Cap" computation.
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XX-6.1 CORE Zone: Residential Mixed Use The hub of the Transit Oriented Development at the Hazel Station area is owned by the Sacramento Regional Transit District (RT). In addition to continuing to be the location of transit supportive operations, including park and ride, kiss-and- ride, and intermodal bus operations, it has the potential to become a multi-use mixed use development that complements the Easton Place development plan and proposed uses.
In the Easton Place plan, the properties ¼ mile immediately surrounding the light rail station are designated as a “Transit District.” As presently envisioned, residential uses would be the predominate land use within this “Transit District,” with approximately 280,000 square feet of office space located south of the light rail station as an employment center with walk access to the Hazel Station. If developed as envisioned, the “Transit District” would include approximately 1,194 attached and detached residential units, of varying unit types, sizes and amenities. The residential housing will range in density from approximately 23 dwelling units per acre (du/ac) to 80 du/acre near the Hazel Avenue and Folsom Boulevard intersection.
Development in the CORE would complement the Easton Place plan with a complimentary street grid on the RT property providing pedestrian corridors from the light rail station that link into the Easton Place residential and employment districts proposed immediately south, east, and west of the Hazel Station. The plan for Easton Place shows medium to high density residential development in those areas; thus, these neighborhoods could support convenience retail, retail services, restaurants and other support services on the RT property.
Recommended Uses and Buildout Potential for Zone 1 Mixed Used Residential - Medium Density RD 24-54 DU/acre Up to a maximum of 429 multi-family dwelling uses permitted
Commercial - Commercial uses should support the new residential and office community: Dry cleaners, salons, cafes, bookstores Business, Professional Offices - Live-work lofts, smaller office buildings Public, Quasi Public Uses Minimum FAR = 0.5 Maximum FAR =1.5 Up to a maximum of 48,000 GSF of commercial development would be permitted
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XX-6.2 Zone 2- Overlay Mixed Use TOD Supportive Commercial As illustrated in Figure 4, Zone 2 is the location of the Nimbus Winery, which will continue its operations while proposing to add retail and potentially residential condominiums. The high visibility location is logical for continued tourist-based activities.
Recommended Uses and Buildout Potential for Zone 2 Residential – Infilling for Medium Density RD 12-54 DU/acre Up to a maximum of 226 multi-family dwelling uses permitted Limited Commercial- Specialty Retail Business/Professional Offices-Live-work lofts, smaller office buildings Hotels Public, Quasi Public Uses
Recommended Density Minimum FAR = 0.5 Maximum FAR = 1.8 Up to a maximum of 134,000 GSF of commercial development would be permitted
XX-6.3 Zone 3: Mixed Use Residential Medium Density This zone is presently a mobile home residential zone, which can continue to operate. As the transit center across the street develops and the first phase of Easton Place is implemented the opportunity to take advantage of increased land use values and possible shortened transit headways may prompt the redevelopment of the property for somewhat higher intensity residential and mixed use.
Recommended Uses and Buildout Potential for Zone 3 Residential – Medium Density RD 24-54 DU/acre Up to a maximum of 165 multi-family dwelling uses permitted Limited Commercial- Commercial uses should support the new residential and office community: Dry cleaners, salons, cafes, books. Hotel Public, Quasi Public Uses
Recommended Density Minimum FAR = 1.0 Maximum FAR = 1.8 Up to a maximum of 13,500 GSF of commercial development would be permitted
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XX-6.4 Zone 4: Mixed Use Residential Low-Medium Density This large zone is largely occupied by the Oak Brook Apartment development. It sets a standard for medium density that may be replicated on the non-residential parcels along both Folsom Boulevard and Highway 50. In the longer term, these parcels could be redeveloped or renewed as office commercial with residential above, or as medium density residential.
Recommended Uses and Buildout Potential for Zone 4 Low Density Residential RD 12-24 DU/acre Medium Density Residential RD 24-54 DU/acre Up to a maximum of 594 multi-family dwelling uses permitted Limited Commercial- Commercial uses should support the new residential and office community: Dry cleaners, salons, cafes, books Business/Professional Offices Hotel/Transient Housing Public, Quasi-Public Uses
Recommended Density Minimum FAR = 0.55 Maximum FAR = 1.0 Up to a maximum of 121,500 GSF of commercial 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. However, some uses permitted in the General Plan for Urban TOD have been eliminated in this SPA to support the intended urban character of the Hazel Station SPA area.
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Table 2 - Permitted Land Uses- Hazel SPA Zone 4: CORE Mixed Zone 3: Mixed Use Use Zone 2: Mixed Use Residential Residential/ Mixed Use Residential /Low- Medium Commercial /Medium Medium Density Density Density Low Density Residential-12-24 PCCC DU/Acre Medium Density Residential- 24- PPPP 54 DU/Acre High Density Residential-54- CPPP 154 DU/Acre General Commercial NP NP NP NP Limited Commercial PPPP PPPP Business Professional Offices Business Services CPCP Shopping Center Retail NP NP NP NP Hotel/Transient Housing- NP P P P (Travel Commercial) Public/Quasi Public Uses PPPP Light Industrial NP NP NP NP Industrial Office Park NP NP NP NP
P = Permitted Use C = Conditional Use NP = Not Permitted
XX-8 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 SectionXX-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
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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. (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) 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. (j) On-street shall not be allowed on any 4-lane or 6-lane roadways, unless alternative improvement standards are approved by the Board of Supervisors.
XX-8.2 Circulation Plan The SPA recommends that Folsom Boulevard remain a four-lane facility to provide convenient, safe crossings of the Boulevard in the vicinity of the transit
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stations. Such improvements will increase transit patronage, and will encourage good Transit Oriented Development (TOD) on both sides of Folsom Boulevard. The SPA recommends other improvements to the circulation system, some of them in the public areas on both sides of Folsom Boulevard; some within the development zones that will require the cooperation of future developers. 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 not 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.
XX-8.2.1 Circulation and Connectivity It is the intent of the SPA to encourage better pedestrian and vehicular connectivity throughout the area. When new development is planned within the four Hazel Station SPA zones, they should be divided into regular blocks with a network of local streets, including sidewalks and bicycles lanes.
Figure 5: Recommended Circulation Enhancements
Development plans should comply with the intent of this SPA and demonstrate 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
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the area. Plans shall indicate how they relate to the adjacent roadways, the SPA Design Guidelines, and the SPA Circulation Plan. 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.
X.X-8.3 Standards for Folsom Boulevard, Existing Collector Streets, and Proposed Internal Street Network
RT Site RT Station Folsom Blvd Oakbrook
Cross-Section of Folsom Boulevard Looking West Showing RT Site Redevelopment, RT Station, and Pedestrian Crossing at the Folsom Boulevard Figure 6: Cross-Section of Folsom Boulevard Looking West
The existing pedestrian crossing of Folsom Boulevard extends north from the center of the transit station to the sidewalk in front of the Oak Brook apartments. The crossing includes signals and a fenced pedestrian refuge island in the median of Folsom. There is a reasonably wide sidewalk along the north side of Folsom much of this Pedestrian Crossing of facility is parallel to the wall of the Folsom Blvd mobile home park.
There is essentially no sidewalk on the south side of Folsom Boulevard on either side of the RT station platform. When the RT site is developed as a TOD, and the frontage sites of the Easton Place development follow, there must be a continuous walk added to the south side. Bicycle lanes should be added on both sides of Folsom Blvd with connections along Hazel Avenue as well as the American River Parkway recreation trails. When Hazel Avenue is extended south of Folsom
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Boulevard, bicycle lanes and pedestrian sidewalks should elements of the project to link to the new neighborhood to the existing neighborhoods to the north. Until there is substantial development of medium to high density residential in the zones north of Folsom Boulevard, there is limited demand for added pedestrian or bicycle crossings.
It is recommended that the existing crossing be ultimately rebuilt to further signify the pedestrian zone, and to calm traffic on Folsom Blvd. All pedestrian crossings should be paved in materials that contrast with street pavements, extending the sidewalk into the parking lanes and bus lanes that will be provided on Folsom Blvd. Pedestrian Refuge: There will be pedestrian refuges similar to the existing refuge, added when new pedestrian/bicycle crossings are added. Traffic Signals and Street Lighting: As illustrated in the section on page 24, traffic signals at the two crossings will be extended over the center of the travel lanes. Standards for street lights will also support pedestrian level lighting for over the sidewalks on both sides of Folsom Boulevard. Sidewalks: Sidewalks along Folsom Boulevard shall be a minimum of ten (10) feet unobstructed width. Sidewalks on Hazel Avenue and Aerojet Road shall follow the same ten (10) foot standard. When other arterials 50 feet or more in width are added to the networks within the development zones, they shall include sidewalks that are a minimum of six (6) feet unobstructed width. Street Landscaping: Continuous and/or intermittent street trees or shrubs shall be planted between the sidewalk and the curb to provide shade and visual relief from building facades and the visual impact of parked vehicles. Trees shall be spaced no more than 30 feet apart. Bicycle Routes: Where considered appropriate by the County, bicycle lanes shall be provided on arterial streets and local streets, and property owners shall provide exterior bicycle storage accommodations at or near the entrances to their buildings. The major bicycle routes along Folsom Boulevard shall be continuous, uninterrupted lanes. The bicycle route along Hazel Avenue shall be improved at the Hazel Avenue interchange when that is rebuilt. Local Streets: Local streets or lanes added as each SPA zone is developed should be designed to carry no more than two lanes of automobile traffic. Local streets should include five foot wide bicycle lanes and eight foot parking lanes on both sides. 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 planned development of the RT property goes forward. The recommended development pattern, illustrated below is designed to facilitate the continuing operation of the park and ride, kiss-and- ride, and intermodal bus operations on the RT site and to ensure that pedestrian access from the planned Easton Place development is accommodated along with
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pedestrian access when higher density residential developments in Zones 3 and 4 is accomplished.
X.X-8.4 RT Site Development Concept Concept Plan for Pedestrian Circulation and TOD Development Sub-Areas in CORE Zone 1—RT Property
Phase One Development: The west side of the RT parcel can be developed independent of the east side. It has the capacity for at least one hundred dwelling units plus about 20,000 square feet of retail that would line both sides the central spine. The retail corridor would then be reconfigured as a pedestrian street or Paseo that would allow residents and transit patrons to pass through and along the retail corridor on the way to the transit station.
RT parking on the west side can be retained. Even with an increase in patronage, there will be sufficient parking for park and ride. The bus intermodal station and the kiss-ride function can remain where they are at present, or be relocated to the south perimeter to increase the pedestrian flow through and to the station area.
Figure 7: RT: Phase One Development Concept Plan Folsom Boulevard Major north-south crossing—new sidewalks and landscape
Paseo and retail mall
Phase One RMU— medium density with both apartments and townhouses
RT surface parking
Phase Two Development: When the market and transit operations have increased, the east side of the site will be developed. The footprint of development is larger, and the height of residential buildings can be greater to increase the yield. Parking for park and ride, residential and retail can be combined in a structure beneath the new residential buildings with access from the south or east perimeter.
The concept presented on the following page, illustrates this development plan. Any development of the CORE zone shall utilize the design standards of Easton Place, in addition to the design standards contained herein.
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Figure 8: RT:Phase Two Development Concept Plan
Folsom Boulevard Major north-south pedestrian crossing
Paseo and retail mall
RMU—medium to high density over parking for all functions
XX-8.5 Open Space
New residential development in the Hazel Station 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 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.
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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 Hazel 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. The following site development standards apply to all zones in the Hazel SPA area except as noted.
XX-10.1 Amenity All of the planning standards cited in this chapter are meant to encourage land use decisions that enhance the SPA area for transit riders, visitors, residents and employees.
XX-10.2 Security All of the planning standards cited below shall be considered in the context of Crime Prevention through Environmental Design (CPTED). Site development, building orientation, window size and placement, landscape massing and other features of all new developments shall be reviewed to determine that they permit casual and constant views of activity in the vicinity of new buildings, landscaped parks, plazas and paseos, and along streets and pedestrian sidewalks.
XX-10.3 Block Size When major projects are added to any of the four zones in the SPA, the land area shall be subdivided into blocks. Typically, such blocks will not exceed 1,200 feet in circumference unless variances are granted by Sacramento County.
XX-10.4 Continuity Continuous sidewalks meeting the minimum clear widths prescribed shall be provided along all building frontages. Minimum clear width of 10 ft unobstructed sidewalks shall be provided along Folsom Blvd.
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XX-10.5 Crossing Folsom
Figure 9: Cross Section of Folsom Boulevard Looking West
There shall be an enhanced pedestrian crossing on Folsom Blvd. As shown in the section below, there shall be a Pedestrian/bicycle crossing signal and overhead traffic signals. The crossing shall include a pedestrian refuge island at the mid point.
XX-10.6 Small Open Spaces Plazas, benches and walkways shall be included within the block plan to foster pedestrian circulation. The land use plan shows 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 following section describes alternative forms of public space that will be considered for the area:
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.
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XX-10.7 Parking Parking lots are not permitted along Folsom Boulevard, nor shall they be interrupt routes to the transit station.
XX-10.8 Bicycle Parking Bicycle parking shall be provided as part of every new development.
XX-10.9 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.
XX-10.10 Pedestrian Safety Open spaces, sidewalks, and streets will be visible from the interior of ground level uses.
XX-10.11 Landscape Design Recommendations and Standards 10.11.1 Paseos and Plazas The SPA recommends that new development incorporate these two elements as frequently as warranted to support and enhance the pedestrian environment. These features can increase the viability of retail, and restaurant land uses, as well as providing a natural interface between residential and commercial uses. 10.11.2 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. 10.11.3 Street Trees
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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. 10.11.4 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. 10.11.5 Spacing Trees along sidewalks should be spaced no more than 30 feet apart. 10.11.6 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 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.
XX-11 DEVELOPMENT AND DESIGN STANDARDS The following Development and Design Standards are adopted as an element of the Hazel Station Special Planning Area. The design standards of Easton Place shall also be used in the review of projects, especially in Zone 1.
XX-11.1 Minimum Building Height New buildings with frontage along Folsom Boulevard, Hazel Avenue, and Aerojet Road will have a minimum height of forty five (45) feet or three stories.
XX-11.2 Maximum Building Height New buildings with frontage along those named streets may not exceed sixty five (65) feet or five stories without approval from the County.
XX-11.3 Height Exceptions Major residential or commercial buildings that are set back 20 feet or more from the building line on the named major streets may exceed the height limits recommended in (11.1) and (11.2) at the discretion of the Planning Commission.
XX-11.4 Height on Local Streets New buildings with frontages along local or neighborhood streets shall not exceed forty five (45) feet or three stories without approval from the Planning Commission.
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XX-11.5 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.
XX-11.6 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.
Figure 10: View Looking West from the Transit Station Showing Development on RT Site.
Development on RT Site Station Entrance At Grade Arcade with Residential Pedestrian Crossing at UP
(a) Development is at the property line. There is no setback. (b) The street level is occupied by retail and restaurants. (c) Development at street level is arcaded to provide shelter for pedestrians (d) There is a parking lane on the right of way.
View Looking West: Where High Density Structures are Permitted 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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XX-11.7 Building Coverage/Floor Area Ratio (FAR) The floor area ratio shall be a minimum of 1.5 and may not exceed 2.5 unless approved by Sacramento County Planning Commission.
XX-11.8 Front Yards As noted previously, enhanced pedestrian spaces and amenities consisting of features such as plazas, courtyards, outdoor cafes, street furniture, public art or kiosks are encouraged.
XX-11.9 Rear and Interior Yards Not required.
XX-11.10 Building Frontage The building frontage shall be a minimum of seventy-five (75) percent of the public street frontage of the parcel.
XX-11.11 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.
XX-11.12 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.
XX-11.13 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 of paragraph (1) above may not be more 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
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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.
XX-11.14 Signs Attached and projecting signs are allowed where they are used to 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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