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7/31/2019 San Pablo Ave. Specific Plan Vol. II, Richmond/El Cerrito
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specific plan
September 201
City of El Cerrito and City of Richmond
san pablo avenueVOLUME
i. land use, zoning and community facilitieii. design guideline
iii. transportation and infrastructur
iv. implementatio
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san pablo avenuespecific plan
Prepared by
In Association with
Bay Area EconomicsFehr & Peers
Nolte EngineeringWagstaff and Associates
September 2010
VOLUME II
i. land use, zoning and community facilitiesii. design guidelines
iii. transportation and infrastructureiv. implementation
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table of contentsI LAND USE, ZONING AND COMMUNITY FACILITIES 1
Land Use and Zoning 2
Building Prototypes 13
Community Facilities 23
I I DESIGN GUIDELINES 31 Site Design and Planning of the Private Realm 32
Site Design and Planning of the Public Realm 50
I I I TRANSPORTATION AND INFRASTRUCTURE 71Transportation 72
Infrastructure 83
IV IMPLEMENTATION 93General Plan Consistency 94
Plan Administration 95
Phasing Strategy 95
Financing Strategy 100
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IT IS WONDERFULLY ENCOURAGING THAT
PLACES PEOPLE LIKE BEST OF ALL, FIND
LEAST CROWDED, AND MOST RESTFUL
ARE SMALL SPACES MARKED BY A HIGH
DENSITY OF PEOPLE AND A VERY
EFFICIENT USE OF SPACE.
-William H. Whyte
The Social Life of Small Urban Spaces
(The Conservation Foundation, 1979), 101
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2 | S A N P A B L O A V E N U E S P E C I F I C P L A N D R A F T
LAND USE AND ZONINGGOALS AND POLICIES
LU-1 Maximize the proximity to the two BART
stations and other transit options along the
length of the Avenue to increase ridership and
contribute to reductions in greenhouse gas
emissions by creating high-intensity, mixed-
use communities around the stations and by
sensitively integrating the area with the sur-
rounding neighborhoods.
LAND USE AND ZONING
The goals set forth in this chapter are the overall
and ultimate purposes and aims towards which
the cities of El Cerrito and Richmond will direct
their efforts through the Specific Plan. The policies
support each of the goals with specific statements
of principle and guiding actions that the cities will
follow in order to meet its goals.
The land use goals and zoning regulations and
policies along the Avenue are designed to
establish a consistent approach by the cities of
El Cerrito and Richmond for new investment.
By simplifying and streamlining the land use
designations within the plan area, the cities can
pursue projects and improvements that are based
on a single set of standards and guidelines, thus
creating a more cohesive Avenue.
LU-1.1 Create vibrant, mixed-use, transit-
oriented development districts adjacent to
the two BART stations.
LU-1.2 Foster an engaging street
environment with activated ground floor
uses and eyes on the street through the
use of upper floor residential uses.
LU-1.3 Provide additional housing
opportunities, including multi-family and
affordable housing, within walking distance
of the BART stations.
LU-1.4 Incentivize the provision of elderly
and disabled housing by amending the El
Cerrito Incentive Program to allow average
project densities up to 85 du/ac, or up to
100 du/ac, if services are provided. Include
provisions in the Richmond Zoning Code
as it is updated for similar average project
densities for elderly and disabled persons
housing, if services are provided.
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LU-2 Respect the scale and character of existing
residential neighborhoods and enhance their
connections to each other and the transit hubs.
LU-3 Create and maintain a vibrant, functional
and economically-viable corridor that provides
City and neighborhood-supporting uses.
LU-4 Establish a consistent approach to land
use along the entire Avenue, while encour-
aging variety in the scale and design of new
development.
LU-2.1 Provide services and amenities
that meet the needs of transit riders, local
residents, employees, students and visitors.
LU-2.2 Provide land uses that accommodate
both City-wide and locally-oriented retailopportunities for different consumers to
patronize within the plan area.
LU-2.3 Create an integrated network of open
spaces and pathways that connect different
neighborhoods and character areas to each
other and to transit facilities.
LU-3.1 Activate significant intersections
along San Pablo Avenue with ground floor
retail uses that animate key pedestrian
corridors.
LU-3.2 Prioritize new mixed-use and
commercial uses to be located at the four
character areas and new residential between
the character areas.
LU-3.3 Allow local-serving uses such as
gas stations and auto repair shops in areas
between the character areas to provide
valuable services to the surrounding
communities.
LU-4.1 Maintain unified standards for
development within the two jurisdictions on
either side of San Pablo Avenue.
LU-4.2 Provide flexibility in allowable landdevelopment types to maintain market
viability depending on market conditions.
LU-4.3 Allow for a broad mix of uses that
can support a healthy environment.
LU-4.4 Streamline the number of existing
land use and zoning designations that are
applied in the plan area.
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4 | S A N P A B L O A V E N U E S P E C I F I C P L A N D R A F T
Land Use DesignationsTo accomplish the land use goals and policies,
the Specific Plan is consistent with the existing
land use designations under the 1998 El Cerrito
General Plan and with the preferred land use
alternative designations identified for the ongoing
Richmond General Plan Update. The five existing
land use designations from the El Cerrito General
Plan include: mixed-use commercial, low density
residential, high density residential, institutional
and utilities, and parks and open space. The
five land use designations proposed under the
preferred land use alternative for the Richmond
General Plan include: medium-intensity mixed-
use (gateway and/or community node), medium-
intensity mixed-use commercial emphasis,
medium density residential, regional commercial
mixed-use, and parks and recreation (see Figure1.1).
The majority of the parcels on the El Cerrito
side of the plan area are designated in the
General Plan as mixed-use commercial, which
provides the maximum amount of flexibility
for new improvements and investment. Other
designations, such as low and medium density
residential, are also identified on parcels as they
transition from San Pablo Avenue into adjacent
neighborhoods. Institutional and utilities are
designated on government properties, such as
El Cerrito City Hall, in the Mid-town/Civic Center
character area. Within Richmond, the majority
of the parcels along the west side of the Avenue
are designated medium-intensity mixed-use
commercial emphasis to support mixed-use
development and an activated street environment.
The parcels at the Macdonald Gateway are
designated medium-intensity mixed-use (gateway
and/or community node) to support the areas
unique role for the City of Richmond. A small
number of parcels are designated for other uses
to be compatible with surrounding development,
including medium-density residential and regional
commercial mixed-use along Central Avenue. Also
included are a few parcels designated under the
parks and recreation land use designation.
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6 | S A N P A B L O A V E N U E S P E C I F I C P L A N D R A F T
El Cerrito General Plan Land Use DesignationsMIXED-USE COMMERCIAL
This designation is intended for all types of
commercial uses, most types of residential
uses, and/or a combination of the two. The
designation is intended to encourage ground
floor, pedestrian-friendly uses with upper floor
residential and commercial uses, as well as
single-use residential, including rowhouses and
condominiums.
LOW DENSITY RESIDENTIAL
The low density residential land use designation
is intended to promote and protect single family
neighborhoods.
HIGH DENSITY RESIDENTIAL
The high density residential land use designation
is intended to provide opportunities for multiple-
family residential development in a high quality
environment.
INSTITUTIONAL AND UTILITIES
The institutional and utilities designation
is intended for public and privately owned
lands, such as private electrical, gas, water and
telecommunications utilities, schools, and City,
County, State and Federal facilities.
PARKS AND OPEN SPACE
The parks and open space designation is
intended for open space areas and activities that
include trails, environmentally sensitive lands and
habitats, creeks and creek restoration, City parks
and recreation facilities.
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8 | S A N P A B L O A V E N U E S P E C I F I C P L A N D R A F T
Zoning OverlaysThe following Specific Plan zoning overlays are
intended to promote coordinated and cohesive
site planning and design that maximizes transit-
supportive development, enhances the residential
population along the corridor, and encourages
pedestrian, bicycle and transit use rather than
exclusive automobile access to employment,
services, and residences (see Figure 1.2).
This section presents standards to guide the
development of the private realm in the plan area
by zoning code. The allowable FAR refers to new
commercial buildings and the maximum density
identified refers to new residential development.
For mixed-use development, a project may
calculate maximum allowable FAR and density
for new commercial and residential development
based on the gross acreage of the site.
Each description of the Specific Plan Zoning
overlay includes:
Uses;
Development Intensity Range Requirements;
Height Requirements; and
Parking Requirements.
For additional standards and guidelines relating
to design and development of the private realm,
refer to Volume II, Chapter 2 Design Guidelines.
Specific uses and additional development
requirements allowed within each overlay will
be identified in each citys zoning code list of
permitted uses.
SPA-1 Overlay
The SPA-1 overlay allows for moderate intensityresidential and mixed-use development atgateways to the cities of Richmond and El Cerrito.
USES
This designation allows mixed-use, commercial
and residential uses. Allowable uses include multi-
family apartments, condominiums, townhomes,rowhouses, courtyard homes and cluster housing.
Commercial uses should be prioritized on parcels
at intersections. Prohibited uses include industrial
uses, used automobile/vehicle sales and auto
repair services, and storage and warehouses.
DEVELOPMENT INTENSITY RANGE
Require the average of project densities to bebetween 30 and 50 du/ac.
Establish maximum average project FAR at2.0. For projects with FAR greater than 2.0,additional environmental analysis may berequired.
HEIGHT REQUIREMENTS
Allow heights up to 55 feet.
Ensure the first floor of commercial structuresare at least 15 feet in interior or ceiling height.
PARKING REQUIREMENTS
Allow no more than one parking space forevery 500 square feet of commercial space.
Allow no fewer than one and no more than 1.5parking spaces for every residential unit.
Parking requirements for affordable and seniorunits are identified in each Citys Zoning Code.
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SPA-2 OverlayThe SPA-2 overlay supports increased intensityof development around the Del Norte and ElCerrito BART stations. It encourages a mix ofmoderate to high density residential and mixed-use development within a to a -mile radius ofthe BART stations.
USES
This designation allows mixed-use, commercial
and residential uses, including multi-family
apartments and condominiums. Commercial usesshould be prioritized on parcels at intersections
but are allowed throughout the area. Pedestrian-
oriented retail should be emphasized directly
adjacent to the BART station. Flex spaces
should be encouraged for ground floors of mixed-
use buildings to allow office or retail depending
on market demand. Prohibited uses include
industrial uses, used automobile/vehicle sales and
services, and storage and warehouses.
DEVELOPMENT INTENSITY RANGE
Average project densities must be between 40to 70 du/ac.
Establish maximum average project FAR at2.0. For projects with FAR greater than 2.0,additional environmental analysis may berequired.
HEIGHT REQUIREMENTS
Allow heights up to 65 feet.
Require a minimum height of 45 feet.
Ensure the first floor of commercial structuresare at least 15 feet in interior or ceiling height.
PARKING REQUIREMENTS
Allow no more than one parking space forevery 500 square feet of commercial space.
Allow no more than one parking space forevery residential unit.
Parking requirements for affordable and seniorunits are identified in each Citys Zoning Code.
SPA-3 OverlayThe SPA-3 overlay allows for moderate intensity
residential and mixed-use development toenhance the residential community around theCivic Center and integrate with existing adjacentresidential neighborhoods.
USES
This designation allows mixed-use, commercial
and residential uses. Allowable uses include
townhomes, rowhouses, multi-family apartments
and condominiums. Retail and commercial uses
should be prioritized along San Pablo Avenue andat the corners of significant intersections. Flex
spaces should be encouraged for ground floors of
mixed-use buildings to allow office or retail uses
depending on market demand. Prohibited uses
include industrial uses, used automobile/vehicle
sales and services, and storage and warehouses.
DEVELOPMENT INTENSITY RANGE
Require the average project densities to be
between 20 and 45 du/ac.
Establish maximum average project FAR at2.0. For projects with FAR greater than 2.0,additional environmental analysis may berequired.
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HEIGHT REQUIREMENTS
Allow heights up to 45 feet.
Ensure the first floor of commercial structuresare at least 15 feet in height.
PARKING REQUIREMENTS
Allow no more than one parking space forevery 500 square feet of commercial space.
Allow no fewer than one and no more than 1.5parking spaces for every residential unit.
Parking requirements for affordable and seniorunits are identified in each Citys Zoning Code.
SPA-4 OverlayThe SPA-4 overlay allows for moderate intensitycommercial and mixed-use development atsignificant intersections along the corridor, andrequires retail uses at the ground floor.
USES
This designation allows mixed-use and
commercial uses. Commercial uses are requiredalong San Pablo Avenue and at corners of
significant intersections. Commercial uses can
include retail sales, personal services, eating
and drinking establishments, business and
professional offices, and medical and dental
offices. Flex spaces should be encouraged
for ground floors of mixed-use buildings to
allow office or retail uses depending on market
demand. Residential uses are allowed on upper
floors or as parcels transition off of the Avenue.
Prohibited uses include industrial uses, storage
and warehouses, and used automobile/vehicle
sales and services.
DEVELOPMENT INTENSITY RANGE
Require the average project densities to bebetween 25 and 45 du/ac.
Establish maximum average project FAR at2.0. For projects with FAR greater than 2.0,additional environmental analysis may berequired.
HEIGHT REQUIREMENTS
Allow heights up to 35 feet.
Encourage the the first floor of commercialstructures to be approximately 15 feet ininterior or ceiling height.
PARKING REQUIREMENTS
Allow no more than one parking space forevery 300 square feet of commercial space.
Allow no more than two parking spaces forevery residential unit.
Parking requirements for affordable and seniorunits are identified in each Citys Zoning Code.
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SPA-5 OverlayThe SPA-5 overlay allows for moderate intensityresidential, commercial, mixed-use and auto-oriented uses that support the higher intensitycharacter areas and surrounding neighborhoods.
USES
This designation allows mixed-use, commercial,
residential and auto-oriented uses. Flex spaces
should be encouraged for ground floors of
mixed-use buildings to allow office or retail uses
depending on market demand. Prohibited uses
include industrial uses.
DEVELOPMENT INTENSITY RANGE
Require the average project densities to bebetween 20-45 du/ac.
Establish maximum average project FAR at2.0. For projects with FAR greater than 2.0,additional environmental analysis may berequired.
HEIGHT REQUIREMENTS
Allow heights up to 35 feet.
Encourage the first floor of commercialstructures to be approximately15 feet inheight.
PARKING REQUIREMENTS
Allow no more than one parking space forevery 500 square feet of commercial space.
Allow no fewer than one and no more than 1.5
parking spaces for every residential unit. Parking requirements for affordable and senior
units are identified in each Citys Zoning Code.
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BUILDING PROTOTYPES
The following building prototypes represent
some, but not all, examples of potential
development types that are compatible with
the land use and zoning designations for the
Avenue. The building prototypes represent a
combination of market-friendly, transit-oriented
and flexible development types. The market-
friendly prototypes have been determined tobe feasible developments from an economic
perspective (Additional information on the market
feasibility analysis that was conducted for the
Specific Plan can be found in Volume III Technical
Appendices). The building prototypes also include
building types that capitalize on the proximity to
the multi-modal BART stations, and that allow for
a variety of uses depending on market demand.
Each prototype design guideline addresses
orientation and layout, massing and setbacks,
building articulation, parking and ecological
considerations. The various building prototypes
may be included throughout the plan area
provided they adhere to the densities, intensities,
and heights as specified by the zoning overlays.
The following building prototypes are included:
Rowhouses and Townhomes; Live-Work Units;
Mixed-Use Buildings; and
Commercial Buildings.
Potential development prototypes include mixed-use with retailand oce space.
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Orientation and Layout
Ensure ADA accessible units, with rampedentries and/or elevator options.
Ensure at least 10 percent have universal ac-cess.
Maximize the number of units and buildingentries fronting the street to provide maximumeyes on the street.
Configure residential developments so that
the majority of units minimize exposure to thesouth-west and west sun while still allowingplenty of light and ventilation from at least twosides in each unit.
Configure rowhouses and townhomes to faceSan Pablo Avenue, the Ohlone Greenway, orpedestrian pathways and courtyards that openonto San Pablo Avenue.
Prohibit curbouts and vehicular access torowhouses and townhomes off of San PabloAvenue.
When oriented around courtyards, provide
multiple entrances and windows to the com-mon courtyard from all residential courtyardbuildings and San Pablo Avenue.
In an open courtyard arrangement, encouragecourtyard to open up to the south to maximizesun exposure.
Rowhouses and Townhomes
Varying facades and roof lines creates and articulated street edge.
Rowhouse and townhome prototype
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Orient rowhouses and townhomes along promenades, greenwaysand pedestrian pathways to enhance the pedestrian realm.
Massing and Setbacks
Allow two to three-story buildings.
Ensure 15 to 25 feet deep front setbacks foreach unit to allow for open spaces for garden-ing, barbecuing, etc.
Encourage variation in front setback depth toenrich the pedestrian experience.
Design front setbacks to allow maximum op-portunities for interaction between residents
and neighbors with strategies such as lowfences.
Encourage the planting of trees within frontsetbacks, three to five feet from the edge ofadjoining parcel lines, to provide shade andprivacy to pedestrians and residents.
Step back upper floors of townhomes and row-houses to create opportunities for balconies.
Building Articulation
Articulate the front facades with a rhythm ofwindows and other elements, including porch-es, stoops and balconies.
Create variations in building elements, includ-ing roof silhouettes, proportion of fenestration,and colors in adjoining residential units.
Allow porches and balconies within the frontsetbacks.
Allow upper story balconies to protrude four tosix feet from the building edge.
Articulate property edges with fences andlandscaping. Ensure fences and shrubs are nomore than three feet high.
Parking
Encourage tuck-under parking garage or car-port within each unit accessed from rear alleys.
Allow for tandem garage spaces within units.
Ecological Considerations
Encourage the use of solar panels to providealternative methods of energy generation.
Encourage the use of disconnected drainspouts to maximize natural drainage and mini-mize runoff to the stormwater system.
Encourage coordination with adjacent devel-opments to receive community group dis-counts on solar panels or green roofs.
Encourage roof top gardens.
Rowhouses and Townhomes (cont.)
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Live-Work Units
Orientation and Layout
Ensure ADA accessible units, with rampedentries and/or elevator options.
Maximize the number of units and buildingentries fronting the street to provide maximumeyes on the street.
Configure residential developments so thatthe majority of units minimize exposure to thesouth-west and west sun while still allowingplenty of light and ventilation from at least two
sides in each unit. Orient live-work units to face San Pablo
Avenue, the Ohlone Greenway, or pedestrianpathways and courtyards that open onto SanPablo Avenue.
Discourage vehicular access to live-work unitsfrom San Pablo Avenue.
Massing and Setbacks
Provide a 15 feet minimum floor-to-floor heightfor ground floor live-work units.
Allow two-to three-story buildings. Allow five to 10-foot deep front setbacks to
provide interaction between the public andprivate realms.
Allow the setbacks to accommodate archi-tectural elements, including colonnades andawnings.
Encourage street facing facades to have mini-mal stepbacks in upper floors.
Live-work prototype.
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2B2-4 Install mid-block crosswalks along blocks
that are longer than 500 feet long. Utilize design
strategies such as bulbouts, signage, and special
crosswalk paving to highlight mid-block crossings.
2B2-5 Install transit station signage to identify
the station as a key landmark visible from a
distance, for drivers, bicyclists, and pedestrians.
Install bold and clear signage as wayfinding
tools for transit riders, drivers, bicyclists, and
pedestrians.
2B2-6 Provide pedestrian-scaled lighting
throughout the station area to enhance safety.
Utilize lighting as an opportunity to be public art
and design.
2B2-7 Create a plaza space at the transit center.
Encourage temporary programming such as
farmers markets, outdoor performances, kiosks,
and fairs and festivals at the plaza to further
activate the station area.
2B2-7 2B2-7
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2B2-8 Install public amenities such as
landscaping, benches and tables, large seating
areas, and shading and rain shelter devices at the
transit plaza. Explore opportunities for childrens
play areas and interactive public art pieces in
waiting areas.
2B2-9 Encourage the planting of trees at the
transit plaza to provide shade and soften the
architecture of the BART Station.
2B2-10 Encourage the use of pervious paving
materials in the transit plaza area, as well as
landscaped plantings to reduce stormwater runoff.
2B2-11 Utilize high solar reflectance and high
albedo heat absorbance paving materials in the
transit plaza to reduce the heat island effect.
2B2-12 Explore the use of faade treatments on
the BART station structure, including solar panels,
murals, kinetic art and vegetated walls.
2B2-13 Explore activating the underside of the
BART station structure with ceiling treatments,
canopies, light-colored paint, lighting, murals and
public art pieces to create a more pleasant transit
experience.
2B2-9, 2B2-11 2B2-12
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2B3 Mid-town/Civic Center Character Area
Centrally located along San Pablo Avenue, the
Mid-town/Civic Center character area is home
to many of El Cerritos public facilities and
local-serving shops. Design guidelines focus
on creating a civic and residential-oriented
neighborhood with wide sidewalks, leafy trees,
and green infrastructure.
2B3-1 Consistent with the Streetscape
Improvement enhancements, continue to provide
distinctive streetscape elements that lend identity
to the area, provide privacy and shade for
pedestrians, and create an attractive public realm.
2B3-2 Where possible, provide a double rows
of street trees to provide privacy and encourage
ground floor residential uses.
2B3-3 When designing streetscape landscaping,
encourage the use of the same or similar plant
species as the new Civic Center to create a
cohesive landscape throughout the character
area.
2B3-4 Utilize street lampposts to hold banners
announcing the character area and special events
in the city.
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2B4 Plaza Character Area
Located at the southern end of the corridor, the
Plaza serves as a gateway to El Cerrito, houses
a BART station, and features the El Cerrito
Plaza Shopping Center. Design guidelines focus
on reinforcing the areas downtown character,
increasing opportunities for public open space,
and creating a pedestrian-friendly ground floor
retail environment.
2B4-1 Continue implementation of the San Pablo
Avenue Streetscape Improvement Project.
2B4-2 Provide narrower travel lanes and wider
parking lanes to encourage reduced auto-traffic
speeds and emphasize the downtown character of
San Pablo Avenue in this area.
2B4-3 Create bulbouts and sidewalk areas as
small-gathering spaces, with amenities such as
outdoor dining, landscaping, seating, and public
art.
2B4-4 Install signage at intersections to create
safer crossings for pedestrians and bicyclists.
2B4-5 Install banners on lamp posts announcing
the character area and special events in the city.
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2C Open Spaces
2C1 Pocket Parks
2C1-1 Explore creating connections between the
Avenue and the Ohlone Greenway that can be
expanded into pocket parks.
2C1-2 Ensure that pocket parks are no less than
35 feet wide to provide adequate space for users.
2C1-3 Include a variety of programs and facilities
to serve a wide range of users, including play
equipment areas, gathering space, multi-use play
areas, and community gardens.
2C1-4 Ensure the provision of a five-foot wide
minimum pathway for ADA access.
2C1-5 Provide adequate lighting and signage
within pocket parks.
2C1-6 Ensure that park entrances are highly
visible to enhance safety and wayfinding.
Maximize vistas into the park and encourage
eyes on the park. Avoid locating tall foliage,
walls, or large signage towards the entrance of the
park, which may act as visual barriers.
2C1-7 Encourage the design and use of natural
drainage bioswales in pocket parks to filter surface
water run-off.
2C1-8 Encourage the use of pervious paving
surfaces to increase natural stormwater run-off
drainage.
2C1-9 Encourage adjacent uses to front directly
onto pocket parks.
2C1-10 Ensure front yard fences within private
lots are no higher than four feet to provide a clear
connection between residents and park users.
2C1-11 Incorporate an iconic feature that
distinctly identifies each pocket park/plaza.
Residential Residential
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2C1-1
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Transit plaza at the Del Norte BART station.
2C2 Plazas
2C2-1 Improve the existing plazas at the Del
Norte BART Station and El Cerrito Plaza BART
Station.
2C2-2 Encourage the use of water permeable
paving surfaces to increase natural stormwater
run-off drainage.
2C2-3 Use high-reflectance and high heat
emissive paving materials to reduce the heat-
island effect.
2C2-4 Provide signage to direct users through
plazas.
2C2-5 Use special paving patterns and treatment
at transit plazas and promenades to increase
visibility and identity.
2C2-6 Ensure a safe pedestrian and bicycle route
through the plazas to the transit stop. Include
curb-cuts when necessary for ADA and bicycle
access through plazas.
2C2-7 Provide plentiful landscaping and street
trees in plazas to create a pleasant environment
with shading options.
2C2-8 Provide amenities in plazas for social
gathering, including seating, tables, public
art, play areas, shade structures, awnings and
canopies.
2C2-9 Allow outdoor seating from retail uses on
the transit plaza to activate the space.
Seating
Mural
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UniqueFacadeTreatment
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Bollards
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2C3-2, 2C3-3
2C3 Greenways and Pedestrian Connections
2C3-1 Implement improvements consistent with
the Ohlone Greenway Master Plan.
2C3-2 Create connections to the Ohlone
Greenway from San Pablo Avenue, new
developments neighborhoods, transit stations,
and open spaces.
2C3-3 Install signage and streetscape elements
along San Pablo Avenue that announce
connections to the Ohlone Greenway
2C3-4 Install signage and traffic calming devices
at greenway intersection crossings.
2C3-5 Plan for pedestrian and bicycle paths
through new development.
2C3-6 Design residential uses to front onto
pedestrian pathways to provide eyes-on-the-
street.
2C3-7 Line pedestrian pathways and greenways
with ample lighting, landscaping, and street trees.
Encourage the installation of public art pieces and
amenities such as seating, trash cans, and exercise
structures.
+
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CHAPTER THREE
transportationand infrastructure
The existing transportation system in the plan area serves local multi-
modal access and circulation, while also accommodating regional
through-traffic. To continue to play this role while supporting the Specific
Plans objectives, this chapter evaluates the existing network and
recommends improvements for modes of travel including automobile,
bus, BART, pedestrian, bicycle, and parking. Building on the vision,
the transportation planning for San Pablo Avenue greatly emphasizes
walking, bicycling and transit to reduce automobile dependency, promote
sustainable practices, and alter the areas car-dominated character
The chapter also provides an overview of the public utilities and
infrastructure systems that the plan area is anticipated to require to
smoothly and efficiently integrate new development with the services
already provided by the cities of El Cerrito and Richmond. The chapter
also highlights techniques to reduce the demand put on existing utility
systems, thereby promoting environmental and economic sustainability.
For a more detailed analysis of the issues identified in this chapter,
please refer to Volume III Technical Appendices.
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TRANSPORTATION
The transportation and circulation system for San
Pablo Avenue is designed to improve the existing
roadway system and provide additional access to
serve the residential, commercial and public uses
within the plan area. This integrated network will
facilitate transit, pedestrian and bicycle modes as
well as private vehicle travel.
Current signal timing, phasing and coordination
data was obtained from Kimley Horn and
Associates, the City of Richmond, and CalTrans.
The data was used in conjunction with field
observations and traffic counts to help determine
intersection levels of service and recommended
improvements.
The following goals set forth the overall aims
towards which the cities of El Cerrito andRichmond will direct their efforts through the
Specific Plan. The policies support each of the
goals with specific statements of principle that the
cities will follow in order to meet the goals.
T-1.1 Encourage transit use, walking,
bicycling and other non-motorized personal
modes of transportation by providing clearly
defined and safe routes for transit users,
pedestrians and cyclists.
T-1.2 Discourage local automobile traffic
from performing short trips; instead
promote transit use, walking and bicycling
as a means for residents and employees to
move between destinations located within
the plan area.
T-1.3 Install additional crosswalks at key
intersections to minimize San Pablo Avenue
as a barrier.
T-1.4 Provide and enhance pedestrian and
bicycle-only routes that allow alternative
means of access to key destinations and
penetrate long blocks.
T-1.5 Install dedicated mid-block mews
and greenway connections through long
blocks to improve pedestrian and bicycle
connectivity between San Pablo Avenue,
the Ohlone Greenway, and Bay Trail.
TRANSPORTATIONGOALS AND POLICIES
T-1 Make the plan area a walkable and
bikeable corridor at the seam of the El Cerrito
and Richmond communities.
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T-1.6 Design the public realm and rights-of-
way for universal design and Americans with
Disabilities Act (ADA) compliance to meet or
exceed guidelines set by the Division of the
State Architect.
T-1.7 Include universally accessible design
improvements, such as appropriately placed
curb cuts, audible pedestrian-crossing signals,
minimum pathway grades, generous walkway
width and areas for rest.
T-1.8 Encourage the use of traffic-calming
techniques, such as street narrowing, bulb
outs, roundabouts, traffic diverters and other
strategies on streets in the neighborhoods
just off of the Avenue.
TRANSPORTATIONGOALS AND POLICIES (CONT.)
T-2.1 Identify opportunities for parking
pricing strategies and minimizing the
number of parking spaces provided while
ensuring parking needs are met.
T-2.2 Explore the creation of public parking
structures in strategic locations that may
be shared by transit riders, residents and
businesses.
T-2.3 Explore improvements to seating and
weather protection at transit stops along
San Pablo Avenue.
T-2 Improve ridership of transit options along
the corridor, including BART, the Rapid Bus,
and regional and local buses.
T-3.1 Provide safe and efficient automobile
circulation.
T-3.2 Reconfigure bus routes through the
Del Norte BART Station area to streamline
bus operations and reduce the impact of
bus traffic in the area.
T-3 Strengthen multi-modal connections in
and around the plan area.
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Roadway SystemThe roadway system for the plan area is
composed of San Pablo Avenue and the
intersections with east-west streets along its
length. There are 13 signalized intersections along
San Pablo Avenue from Macdonald Avenue to El
Cerrito Plaza with considerable variation in the
distances between adjacent signals (see Figure
3.1).
The highest trip-generating land uses along the
Avenue are the two El Cerrito BART stations,
El Cerrito Del Norte and El Cerrito Plaza.
Key intersections in the plan area include the
two signalized intersections near the Del Norte
BART station, at the intersection of Cutting
Boulevard, and Hill Street/Eastshore Boulevard,
and the intersection at Central Avenue near both
the El Cerrito Plaza BART station and shopping
area. A notable condition in the plan area is
the westbound leg of the Cutting Boulevard
intersection, which is one way heading west and
serves outbound traffic from the BART station.
In addition, the Hill Street/Eastshore Boulevard
intersection includes a driveway to Orchard
Supply Hardware (Peerless Avenue), making it
effectively a five-legged intersection.
e Hill Street/Eastshore Boulevard intersection near the Del Norte BART station eectively acts as a ve-legged intersection, making ita challenge for pedestrians to cross.
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Projected DemandProject trip generation refers to the process for
estimating the amount of vehicular traffic a project
would add to the surrounding roadway system.
Under 2030 traffic conditions, 5,259 net added
trips daily are expected along San Pablo Avenue
(see Table 3.1 and Figure 3.2). This estimate
also includes the amount of background traffic
(vehicles traveling through the corridor without
either starting or ending their trips within the
corridor itself) expected to be added to the
corridor by the year 2030, in addition to the
traffic generated by the development within the
San Pablo Avenue corridor. Background traffic
is anticipated to increase along most of San
Pablo Avenue by approximately 325 and 215
total vehicles during the AM and PM peak hours,
respectively.
The Specific Plan would result in 600 additional
AM Peak Hour trips and 657 additional PM Peak
Hour trips. For projects that contain a mixture of
uses, such as retail and residential, and access to
high quality transit service (BART and AC Transit),
a reduction in vehicle trips due to internalization*
and the utilization of alternate modes of
transportation, i.e. walking, biking, and transit, has
been factored in.
This traffic analysis and projected demand is
supplemented by the technical appendix, which
contains a more detailed description of the trip
generation and internalization process, including
the calculation worksheets, and intersection LOS
calculation worksheets.
Table 3.1 Net Added Daily Trips
Character Area DailyAM Peak Hour PM Peak Hour
Inbound Outbound Inbound Outbound
Macdonald Gateway Area 1400 29 68 68 52
Del Norte BART Station Area 2923 167 261 296 218
Civic Center / Mid-Town Area 386 0 37 38 8
Plaza Area 550 6 68 60 16
Total Trips 5259 202 434 462 294
Source: Transportation Analysis of the Draft San Pablo Avenue Specic Plan Memorandum, Fehr & Peers (May 2009)
* Internal trips are defined as those which begin and end
within the project site and do not add any new vehicle trips
to the external roadway network.
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Recommended ImprovementsThe following are recommendations that will
support the transportation system within the plan
area under proposed development conditions
(see Figure 3.3). Recommended improvements
are focused around the Del Norte BART Station
area due to the significant potential for new
development around the BART station and
the existing heavily-congested and irregularly
configured intersections at Cutting Boulevard
and Hill Street/Eastshore Boulevard. These
improvements will serve to ease congestion,
streamline vehicular, bus and pedestrian
circulation, and reduce negative impacts to the
pedestrian and bicycle environment.
The conversion of Cutting Boulevard to two-way circulation between San Pablo Avenue andKearny Street. The westbound approach to the
Cutting/San Pablo intersections would containone left-turn lane, two through lanes and oneright-turn lane. The new eastbound directionon this approach would contain one lane.
An additional eastbound approach lane atthe Cutting Boulevard/San Pablo Avenueintersection to provide a left-turn lane, athrough lane, and two right-turn lanes. Thiswould allow buses and cars to proceedeastbound on Cutting Boulevard to the BARTstation and neighborhoods to the east, and
require minor widening of the block of CuttingBoulevard between San Pablo Avenue and theI-80 ramps.
The addition of a left-turn lane on thesouthbound San Pablo Avenue approachat Cutting Boulevard, to serve the neweastbound direction of travel on Cutting eastof San Pablo.
The addition of a third through-lane along SanPablo Avenue in the northbound direction,by restriping the existing pavement space,between Blake Street and about 150 feetnorth of Knott Avenue. At the intersectionswith Eastshore Boulevard/Hill Street, CuttingBoulevard and Knott Avenue, this involvesconverting the right-turn only lanes intothrough-right lanes, and the removal of fourto six on-street parking spaces north of KnottAvenue.
The addition of a third westbound lane at Hill
Street approaching San Pablo Avenue, creatinga left-turn lane, a through lane and a right-turnlane for vehicles.
The addition of crosswalks at the southerncrossing of the San Pablo Avenue/CuttingBoulevard intersection and the northerncrossing of the San Pablo Avenue/Hill Street/Eastshore Boulevard intersection.
The creation of an overlap for the westboundright-turn vehicles from Hill Street to alsobe allowed to proceed freely while the
southbound left-turn vehicles from San PabloAvenue are moving. In addition to improvingoperations at the intersection, this helpscirculation in the BART station area driveways.
The addition of all-red time after thenorthbound lagging left-turn phase at SanPablo Avenue/Cutting Boulevard. Currently,the lack of all-red time after this phasecauses delays for eastbound left-tun vehiclesat Cutting Boulevard, as they wait for thenorthbound left-turn vehicles to clear the
intersection.Signal timings and intersection offsets wereoptimized based on the geometry changes.
All future improvements should discourage
road widenings and explore all other
alternatives first.
1
2
3
5
6
7
4
8
9
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Transit SystemTransit service is very robust in the plan area,
including both bus and BART. Bus providers
include AC Transit, Golden Gate Transit, WestCAT,
Napa County Transit and Vallejo Transit. Some of
the AC Transit routes span the entire length of
San Pablo Avenue in the plan area and serve both
BART stations. The other routes serve only the Del
Norte BART station to and from points north and
west.
The two BART stations in the corridor, Del
Norte and El Cerrito Plaza, are both on BARTs
Richmond-Fremont and Richmond-Daly City Lines.
Weekday boardings in April of 2005 averaged
6,900 at Del Norte Station 3,900 at El Cerrito Plaza
Station. Weekday alightings averaged 7,600 at Del
Norte Station and 3,800 at El Cerrito Plaza Station.
These stations thus exhibit highly directional
boardings and alightings at different times of the
day, with the majority of boardings occurring in
the AM hours, and the majority of alightings in the
PM hours.
Bus routing at the Del Norte BART Station
area currently involves the use of both Cutting
Boulevard and Hill Street (see Figure 3.4).
However, due to the one-way configuration of
Cutting Boulevard between San Pablo Avenue
and the BART tracks, southbound buses are
forced to turn left off of San Pablo Avenue to
access the station at Hill Street. This heavily-used
left turn, combined with the buses entering at
the same intersection from the south, results in
congestion and long delays for buses and all
vehicles traveling along San Pablo Avenue in the
peak commute hours.
e Del Norte BART Station averages a signicant number ofdaily boardings and alightings.
WestCAT is one of the many transit providers that serve theplan area.
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LA
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Route
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Commute-hours service
(no midday or night service)L
Daytime 72R, 76
Day and evening
(last weekday bus after 8 p.m.) LA, 7, 71
Day and late evening
(last weekday bus after 10 p.m.)72, 72M
Other operating hours such
as special late-night,weekend or midday only
376
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AC Transit Bus Routes
Route Description Routes
Rapid Bus 72R72R
Route Variations
Napa County
VINE Commuter Express Route 29
N
Figure 3.5: Existing Bus Route
Circulation at Del Norte BART
Station
N. T. S.
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Recommended ImprovementsTransit improvements fall into three basic
categories: the potential re-routing of certain
routes through the Del Norte BART Station
Area; improved transit access through new
development design; and the provision of
improved bus shelters.
Re-routing of southbound bus routes throughthe Del Norte station The Specific Plan
proposes the conversion of the one-way(westbound) section of Cutting Boulevardjust east of San Pablo Avenue to two-waycirculation (see Figure 3.6). This would allowbuses entering the station from the northto enter at Cutting Boulevard, rather thantraveling further south to Hill Street andmaking the left turn onto Hill Street. Thisheavily used left turn, combined with all ofthe buses entering from the south, results incongestion and long delays along San PabloAvenue in the peak commute hours. The
proposed change is projected to preserveadequate traffic operations in the peakcommute hours, even with the traffic growthprojected in the plan area.
Improved transit access through newdevelopment design New developmentprojects should provide improved transitshelter if and where needed, and ADA-compliant access to those shelters. Largerdevelopment proposals may provide theopportunity to consolidate or better-locatetransit stops, and/or provide for betterpedestrian connections to stops on theother side of San Pablo Avenue. Additionalenhancements, such as signage or wayfindingmaterials indicating the shortest path to theOhlone Greenway for bicycle commuters,should be considered. Promote bundling the
cost of discounted transit passes into HOAdues.
Improved bus shelters along the San PabloAvenue corridor The City may choose toinvest in targeted bus stop improvementsprior to development of adjacent properties,if the need is determined to warrant thisinvestment. Through the San Pablo AvenueStreetscape Improvement Project, the City willbe undertaking improvements to Rapid Bus
stops. Improvements to the Del Norte BARTtransit center should also be undertaken inconcert with new development on the BARTparking lot.
Study the potential for a local-serving shuttle The City may consider investigating thepotential for a developer funded shuttle thatwould connect current and future residentsbetween BART stations, regional hillside openspace and the San Francisco Bay Trail
Enhanced bus stops with shelters and waynding signage wouldenhance the transit experience.
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Pedestrian and Bicycle SystemThe pedestrian system is composed of sidewalks
and crosswalks, the condition and presence
of which impact the quality of the pedestrian
environment. Typical sidewalks along the project
corridor are in fair to poor condition. There
are occasional stretches of sidewalk in better
condition, usually concurrent with specific
properties, indicating that they may have been
improved as part of other property improvements.
Some sidewalks are extremely wide with ample
room for pedestrian and outdoor dining while
others are narrow and contain many obstacles
such as trees, street signs, or bus stop benches
that could impede wheelchair accessibility.
Some of the narrowest portions of sidewalk are
alongside the Del Norte BART Station, where the
width is less than five feet, and overgrown shrubsmake it feel even narrower. Existing conditions
and planned improvements are outlined in the El
Cerrito Bicycle and Pedestrian Master Plan.
Additional pedestrian barriers exist in the
busiest intersections on the corridor due to lack
of crosswalk completeness. The absence of
crosswalks on the southern leg of the Cutting
Boulevard intersection, the northern leg of the
Hill Street/Eastshore Boulevard intersection, the
southern leg of the Manila Avenue intersection,
and the northern leg of the Central Avenue
intersection make it necessary for pedestrians
to make up to three separate crossings (or four,
in the case of the Hill Street intersection), just to
cross to the other side of San Pablo Avenue.
There are no bike lanes on San Pablo Avenue,
and the sidewalks are not easy to ride on. The
designated bike facility for the corridor is the
Ohlone Greenway, running parallel to San Pablo
Avenue one block to the east, underneath the
BART tracks. The Ohlone Greenway runs further
south through Albany and into Berkeley, providing
access to numerous bicycle routes, and is planned
to continue northwest into Richmond and
connect to the Richmond Greenway. However,
it is not easy to access El Cerrito by bicycle from
Richmond to the west; Potrero Avenue is the only
east/west arterial with a bike lane that connects
to the Ohlone Greenway in El Cerrito, and the
barriers of Interstates 80 and 580 limit both bike
and pedestrian accessibility from parts of the
Richmond Annex neighborhood to the west.
In addition, due to irregular and often long block
lengths, connections from San Pablo Avenue to
the Ohlone Greenway and the San Francisco Bay
Trail are often difficult for bicyclists to make. A lack
of clear signage and wayfinding can also result
in a lack of awareness on the part of bicyclists,which could impede its use as a safer and viable
alternative to bicycling along the Avenue.
Furthermore, better connections to the San
Francisco Bay Trail are needed
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Recommended ImprovementsThe Specific Plan envisions better pedestrian
and bicycle mobility and connectivity, achieved
through the following techniques:
Preservation of wide sidewalks along theAvenue, and widening where needed aspart of adjacent property developmentContinuous sidewalks of 15 to 20 feet are thegoal. When combined with generous setbacks,landscaping within the sidewalk realm wherefeasible, pedestrian-scale lighting, and streetfurniture, the pedestrian environment will bemore welcoming and will encourage walkingalong San Pablo Avenue for a variety of trippurposes (shopping, getting to BART, mid-daylunches for employees, etc.)
Enhancement of crossing treatmentsat existing intersections Add missingcrosswalks at intersections of San PabloAvenue/Hill Street/Eastshore Boulevard andSan Pablo Avenue/Cutting Boulevard; considerraised crosswalks, colored pavement and/or
distinctive striping at all signalized intersectioncrosswalks; corner bulb-outs to shortencrossing distances; provision of pedestriancountdown signals where not alreadyprovided; and ensure adequate sight distanceis provided at intersection corners, whenreviewing new development proposals.
Provision of new crossing opportunities alonglong blocks As development projects occur,consider providing new roadway connectionsto San Pablo Avenue to break up the long
blocks that act as a barrier to pedestrianswanting to cross. If signalized, these newintersections would provide a protectedpedestrian crossing, but potentially slowtraffic; if unsignalized, crosswalks may still beprovided with enhancements to make them
more visible to drivers, but may be unsafe forpedestrians.
Provision of enhanced pedestrian and bicycleconnections between San Pablo Avenue andthe Ohlone Greenway On existing streetsand within new development projects, wherefeasible, provide better connections betweenthese two key corridors. This can be achievedthrough wayfinding signs along San PabloAvenue at key connecting cross-streets,
wider sidewalks and provision of Class II (bikelanes) or Class III (signed bike route) bike andpedestrian routes on those cross streets, andthrough high visibility connections within newdevelopment projects.
Implementation of the Ohlone GreenwayMaster Plan The recently completedOhlone Master Plan describes a series ofrecommended improvements to the OhloneGreenway to support additional pedestrianand bicycle use of the shared-use pathway.These improvements include widening thepedestrian and bicycle pathways, and theaddition of new landscaping and safetyfeatures, such as lights and cameras.
e Ohlone Greenway Master Plan provides recommendations forimprovements to the Greenway.
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Parking
While walking, bicycling and transit are a major
emphasis of the Specific Plan and vision, parking
will continue to play an important role in the
plan area. In concert with new development,
Transportation Demand Management (TDM)
programs and policies regarding parking should
be explored by both cities. The potential
exists to create parking districts with shared
parking by multiple businesses and properties
in consolidated parking structures as significant
commercial development occurs in nodes along
the Avenue, such as at the Del Norte BART and El
Cerrito Plaza BART stations.
It is also recommended that El Cerrito work with
BART to explore the option of sharing parking
structures and facilities to consolidate parking
transit riders and new development. The City
Charging stations and parking for alternative-energy vehiclesshould be encouraged in new developments.
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should also work with BART to encourage thepricing of BART parking to reflect the actual
market value of parking spaces as a strategy to
boost transit ridership and reduce automobile
dependency. It has been shown that shifting
from free to cost parking (prices that reflect the
full cost of providing parking facilities) typically
reduces automobile commuting, particularly
if implemented with improved transportation
choices and other complementary TDM
strategies. Prices should be well publicized
and predicable, payment systems should be
convenient. Prices for the most convenient
parking spaces should be higher and should have
smaller time increments than for less convenient
parking spaces, and rates should be higher during
peak periods and lower during off-peak periods.
TDM programs and parking management
strategies may include:
Unbundling parking spaces from residentialunits, reducing the cost of units and creatingflexibility for unit owners.
Setting parking maximums to ensure thatdevelopers do not over provide parking intransit-rich areas.
Reducing commercial parking requirementsif parking spaces are provided in lots that are
shared with other buildings, especially if thebuilding uses have different peak-demand timeperiods.
Providing parking for alternative-energyvehicles and charging stations for electric-powered vehicles.
1. Shoop, Donald. (2005). High Cost of Free Parking. Chicago,Planners Press.
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Providing parking for car-share vehicles andworking with car share programs to establishhubs within each Character Area. Promoteprovision of free car share membership for newhousing and offices.
Making parking reasonably available byexploring a pricing policy to attain a targetoccupancy rate of 85 percent.1
Exploring market based parking pricingstrategies and parking benefit districts. Benefitdistricts are set up to fund improvements that
encourage walking while supporting driverconvenience of finding parking without circlingfor spaces.
Protect existing neighborhoods from spilloverparking by evaluating the rules and restrictionsof residential parking permit programs, asneeded.
I-1.1 Upgrade the existing water system
to meet existing El Cerrito and Richmond
standards and provide adequate fire
protection.
I-1.2 Upgrade the existing sewer system
according to the El Cerrito and Richmonds
Capital Improvement Program.
I-1.3 Ensure that all new and redevelopment
projects underground utility lines on and
adjacent to the project site.
INFRASTRUCTUREGOALS AND POLICIES
I-1 Ensure efficient, effective and equitable
provision of high quality utilities and
infrastructure throughout the plan area.
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I-2.1 Require public and private projects
to conserve water resources and reduce
discharge into the sewer system.
I-2.2 Encourage the incorporation of water
conservation measures in new projectsincluding but not limited to low flow
showers and toilets, low flow and gray water
irrigation systems, and the use of drought
tolerant landscaping.
I-2.3 Minimize sewer loads by reducing
discharge into the sewer system and
encourage water conservation within
existing development.
I-2.4 Encourage developers to utilize low-impact development (LID). LID addresses
storm water treatment through small, cost-
effective landscape features located at the
site level. These landscape features, known
as Integrated Management Practices (IMPs),
are the building blocks of LID. IMPs include
planter strips, rooftop gardens, planter
boxes, and pervious concrete pavers.
I-2.5 Encourage developments on adjacent
and/or contiguous lots within the plan
area to jointly meet C3 requirements
through shared swales and other integrated
management practices.
I-2.6 Require public projects to explore
integrated storm water management
systems to reduce discharge into the storm
drain system.
I-2.7 Require private projects to contain
storm water on-site to reduce discharge into
the storm drain system.
I-2.8 Encourage storm water management
practices that emphasize conservation and
sustainability and add to the educational
and aesthetic value of the area.
I-2.9 Require all new commercial and
residential development to provide
trash enclosures that can accommodate
receptacles for garbage, recycling and
green and food waste collection.
I-2 Encourage new development to
incorporate sustainable building principles.
INFRASTRUCTUREGOALS AND POLICIES (CONT.)
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WaterWater service to the San Pablo Avenue plan area
is supplied by the East Bay Municipal District
(EBMUD). The Pardee Reservoir (supplied by the
Mokelumne River Basin system) is the main source
of water for EBMUD.
Based upon utility block maps obtained from
EBMUD, the general pipe size within San Pablo
Avenue (from north to south) ranges from 12-inch
on the left side of the street (from Macdonald
Avenue to Potrero Avenue) to 8-inch on the
east side of the street (from Potrero Avenue to
Fairmount Avenue). Similarly, on the west side
of the street, pipe sizes range between 4-inch
and 6-inch (from Macdonald Avenue to Cutting
Boulevard) to 8-inch (from Cutting Boulevard to
Fairmount Avenue).
The San Pablo Avenue corridor is served by two
separate pressure zones: 1) GIA (elevation 355)
at the north from Nevin Avenue to Ohio Street,
and 2) G0A (elevation 202) from Ohio Street in
the north to the boundary of the City of Albany.
Current work planned for San Pablo Avenue,
based on the EBMUD FY08 Pipeline Master
Plan, identifies 655 ft of 8-inch water pipeline for
replacement between Rose Street and Wall Street.
Table 3.2 Additional Water Demands and Associated Distribution System Improvements*
Total WaterDemand,Max Day
(gpm)
Fire (gpm)
Total WaterDemand,
Max Day +Fire (gpm)
Pipe Size (in) Length (ft)
Macdonald Gateway Area 51 3,625 3,676 10 2,000
Del Norte BART Station Area 162 3,625 3,787 12 4,000
Civic Center / Mid-Town Area 95 3,625 3,720 10 4,000
Plaza Area 165 3,625 3,790 12 2,500
Source: Infrastructure Analysis of the Draft San Pablo Avenue Specic Plan Memorandum, Nolte Engineering (May 2009)
* All pipes are new and will be connected to the high pressure zone.
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Recommended ImprovementsDemand and recommended improvements to the
water system were developed based upon the
proposed development program through 2030.
The projected water demand associated with the
development program is primarily associated with
population growth.
Several individual water pipe lines will need to
be upgraded or installed to provide hook-ups
to new residential and mixed-use development
areas. Additionally, buildings two stories or taller
may warrant a water pressure boosting system to
compensate for low water pressure levels in the
plan area. It is anticipated that upgrades to pipes
will be necessary within the Macdonald Gateway,
Del Norte BART Station Area, Civic Center/Mid-
town Area and Plaza Area, though further analysis
will be required on a project-by-project basis to
assess the full extent of necessary improvements.
Though not mandated, new projects will be
encouraged to include water conservation
measures such as:
Installation of water conservation devices suchas low flow showerheads, faucets, and toilets;
Installation of low flow irrigation systemsin public rights-of-way, public parks, and
recreation areas; and Use of drought tolerant plant palettes in all
new streetscape areas.
Sanitary Sewer
The sanitary sewer system within in the San Pablo
Avenue corridor is managed by the Stege Sanitary
District (SSD). SSD operates and maintains 150
miles of sanitary sewer in a total area of 5.3 square
miles. SSD also operates two pumping stations.
Wastewater collected in the SSD system flows to
the Special District #1 Interceptor Sewer. Sewage
is then conveyed to the EBMUD Wastewater
Treatment Facility in Oakland.
Based upon utility block maps obtained from SSD,
pipelines are located on the left and right side
of San Pablo Avenue. From north to south, the
general pipeline sizes are:
East side of San Pablo:
8-inch pipeline from Ohio Street to Knott
Avenue, 8-inch pipeline from Hill to Schmidt
10-inch pipeline from Schmidt to WaldoAvenue
12-inch pipeline from Waldo Avenue toFairmount Avenue.
West hand side of San Pablo Avenue
6-inch pipeline from Ohio to Knott Avenue
10-inch pipeline from Hill to Potrero Avenue
8-inch pipeline from Potrero Avenue toBayview Avenue
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From Bayview Avenue to Fairmount Avenue, thesize of the line is not given but is shown to be
associated with the Richmond line.
At the following locations, larger diameter sewer
lines cross San Pablo. These lines could potentially
be main service lines, and care must be taken to
note their location.
Knott Avenue: 18-inch, 15-inch, and 10-inchpipelines.
Cutting Boulevard: 1-inch pipeline.
Potrero Avenue: 18-inch pipeline.
Waldo Avenue through Huntington Avenue:12-inch pipeline to 18-inch pipeline at centerline of San Pablo.
Columbia Avenue to Eureka Avenue: 24-inchpipeline.
Central Avenue: 36-inch pipeline.
Recommended Improvements
The projected wastewater demand associated
with the development program is tied to new
residential and commercial development. Master
Plan-level modeling of the existing system will
be required as new development is proposed to
assist in determining the effects of new projects
on the existing sewer system as well as required
improvements. Collection system improvements
will parrallel the existing network with connections
to off-site trunk sewers at Knott Avenue, Cutting
Boulevard, Potrero Avenue, Columbia Avenue,
and Central Avenue.
Table 3-2 presents the additional sewer flows that
will be generated by the additional commercial
and residential areas. The pipes shown in the
table are sized to serve only the additional area.
Table 3.3 Projected Additional Sanitary Sewer Flows and Collection System Improvements*
Total SewerDemand (gpm)
Total SewerDemand perSystem (gpm)
Pipe size (in) Length (ft)
Macdonald Gateway Area 49 49 8 2,500
Del Norte BART Station Area 250 250 8 2,200
Civic Center / Mid-Town Area 46 46 8 2,000
Plaza Area 80 126 8 2,500
Source: Infrastructure Analysis of the Draft San Pablo Avenue Specic Plan Memorandum, Nolte Engineering (May 2009)
* Based on the proposed additional development areas (2030) as an addition to the existing sanitary sewer system.
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Storm Water
Maintaining and improving storm water quality
is essential to protect public health, wildlife,
and watersheds, and to ensure opportunities for
public recreation and economic development
in El Cerrito and Richmond. Water pollution can
be dramatically curbed through storm water
management and appropriately designed
development.
New drainage infrastructure will be required
in certain portions of the plan area to avoid
concentrating runoff or increasing runoff volumes
and to properly convey the runoff to existing
drainage facilities. All development projects
throughout El Cerrito and Richmond are subject
to Provision C3 of the Citys joint National
Pollutant Discharge Elimination System (NPDES)
municipal permit.
The storm drainage system within San Pablo
Avenue is owned and maintained by the City of
Richmond and the City of El Cerrito. Because
the roadway is a state route, the California
Department of Transportation (CalTrans) may be
involved in operation and maintenance of the
roadway drainage system. The pipelines that
collect runoff from this area discharge to Baxter
Creek and Cerrito Creek.
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The general drainage direction of the watershedis from northeast to southwest. Drainage on
San Pablo Avenue is collected in gutters along
the face of existing concrete curbs. The gutters
convey runoff flow to inlets along the edges of
the roadway. The inlets discharge to underground
pipes which then flow to Baxter Creek and Cerrito
Creek, within the project limits.
Recommended ImprovementsThe proposed improvements cited relate to
the right-of-way limits of San Pablo Avenue.
The parcels to be developed into mixed-use,
office, residential, and commercial sites must
accommodate their own storm drainage, and
storm water quality improvements for each parcel.
Permanent post-construction Best Management
Practices (BMPs) are required when more than
10,000 square feet of impervious surface is created
or replaced. Permanent treatment BMPs include:
Biofiltration swales.
Detention basins.
Bioretention areas.
Flow-through planter boxes
BMPs must be incorporated to accommodate
the runoff from impervious surfaces in
compliance with the NPDES Permit. This need
can be achieved through the use of low impact
development (LID) features as well as various
BMPs. LID features can reduce the impervious
surfaces. These features include pervious
pavements, landscape features, and greenroofs. Parking stalls and plaza areas along San
Pablo Avenue may be able to utilize pervious
asphalt, pervious concrete, or permeable pavers.
Landscaped open space will contribute to
reductions in impervious surfaces.
Given the existing level of urbanization and
the proposed plans for the areas adjacent to
San Pablo Avenue, BMPs should fit the project
character and account for potential constraints.
Bioretention planter areas or tree wells may be
used to treat roadway runoff. Flow-through planter
boxes may be used to treat roof runoff. During
design, the Stormwater C3 Guidebook should
be referenced for acceptable BMPs, design
considerations, design criteria, and operation and
maintenance information.
Based upon the El Cerrito General Plan, there are
no known areas of flooding or of system failure
within the study limits. Therefore, improvements
to collect and convey the 10-year event do not
appear to be required within the City of El Cerrito.
Furthermore, no flooding or drainage issues were
reported from the city of Richmond in this area.
To comply with generally accepted standards as
well as City standards, the project may require
additional inlets and connecting pipelines at traffic
calming bulb-outs and upstream of mid-block
crosswalks. Because of the highly-developed
nature of the project and the requirement for
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compliance with hydromodification managementwithin the County, it is assumed that there
will be no need for trunk pipe size increases.
Modifications to curbs, gutters, medians,
and crossing locations may necessitate the
replacement of existing storm drain inlets and
connecting pipelines. These modifications may
also require the addition of manholes at junction
points to facilitate maintenance.
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COLLECTIVELY, A CITYS ABUNDANT
SMALL SPACES HAVE A MAJOR IMPACT
ON THE QUALITY OF LIFE. IF THOSE
SPACES ARE UNATTRACTIVE, PEOPLE WILL
LIKELY RETREAT FROM THE CITY STREET,
PERHAPS FROM THE CITY ITSELF - TO THE
SUBURBS AND COUNTRY IF THEY CAN
MANAGE IT, TO FORTIFIED SHELTERS IN
CITIES IF THEY CANNOT. BUT IF WE LEARN
TO ADVANTAGE OF OUR SMALL URBAN
SPACES, IF WE DESIGN NEW ONES WELL,
AND FIX UP THE OLD ONES, WE WILL
KEEP THE STREETS ALIVE. WE MAY EVEN
ENCOURAGE PEOPLE TO USE THEM, AND
TO SMILE ABOUT IT.
- William H. Whyte
The Social Life of Small Urban Spaces (The
Conservation Foundation, 1979), 7
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CHAPTER FOUR
implementation
For the vision, goals and policies described in the body of the San Pablo
Avenue Specific Plan to succeed, public and private partners from both
El Cerrito and Richmond must work together towards implementation.
This chapter outlines strategies and requirements that comprise how
to steps for directing future investment along San Pablo Avenue. The
governance mechanisms, phasing strategy, and funding tools described
in this Implementation chapter present a thorough approach for creating
a vital mixed-use corridor long the Avenue. Specifically, the chapter
includes the following sections to direct plan implementation: General
Plan consistency, Plan administration, phasing strategy and financing
strategy.
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GENERAL PLAN CONSISTENCY
Per California State Law, specific plans must be
internally consistent with jurisdictions general
plans. The San Pablo Avenue Specific Plan
spans two jurisdictions the City of El Cerrito
and the City of Richmond and supports both
cities general plans in a way that provides
additional guidance for development along San
Pablo Avenue. New development projects mustfollow the policies, designations, standards and
guidelines set forth in this Specific Plan, which
take precedence over the more general policies
and standards applied to other areas of both
cities. These requirements will also apply to
existing developments in instances where owners
or occupants intend to alter an existing structure
or change an existing use.
As described throughout the body of the San
Pablo Avenue Specific Plan, this document is
consistent with all elements of both cities general
plans and specifically fulfills the jurisdictions
unique and common goals. The City of El Cerritos
1998 General Plan identifies San Pablo Avenue
as the citys largest commercial and mixed-use
corridor that features intensified nodes of activity
around transit hubs and supporting uses between
the nodes. The 2009 Richmond General Plan calls
for San Pablo Avenue to become an attractive
gateway to the city from the south, with iconic
buildings, streetscape and entry features. Both
plans identify the need to elevate the look of the
Avenue with enhancements to the pedestrian
environments, open space network, and transit
systems that serve the area.
El Cerrito will need to amend its General Plan
to accommodate the inte
Recommended