San Pablo Ave. Specific Plan Vol. II, Richmond/El Cerrito

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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v o l u m e I I c h a p t e r o n e

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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l a n d u s e , z o n i n g a n d c o m m u n i t y f a c i l i t i e s

S E P T E M B E R 2 0 1 0 | 3

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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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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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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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


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.


Average project densities must be between 40to 70 du/ac.


HEIGHT REQUIREMENTS


Require a minimum height of 45 feet.

Ensure the first floor of commercial structuresare at least 15 feet in interior or ceiling height.



Allow no more than one parking space forevery residential unit.


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


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.


Require the average project densities to be

between 20 and 45 du/ac.



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S E P T E M B E R 2 0 1 0 | 11

HEIGHT REQUIREMENTS


Ensure the first floor of commercial structuresare at least 15 feet in height.



Allow no fewer than one and no more than 1.5parking spaces for every residential unit.


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.


Require the average project densities to bebetween 25 and 45 du/ac.


HEIGHT REQUIREMENTS


Encourage the the first floor of commercialstructures to be approximately 15 feet ininterior or ceiling height.



Allow no more than two parking spaces forevery residential unit.



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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.


Require the average project densities to bebetween 20-45 du/ac.


HEIGHT REQUIREMENTS


Encourage the first floor of commercialstructures to be approximately15 feet inheight.



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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S E P T E M B E R 2 0 1 0 | 15

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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v o l u m e I I c h a p t e r t w o


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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S E P T E M B E R 2 0 1 0 | 69

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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Lighting

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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.

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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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S E P T E M B E R 2 0 1 0 | 73

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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v o l u m e I I c h a p t e r t h r e e

74 | 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 A D M I N D R A F T

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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S E P T E M B E R 2 0 1 0 | 73

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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S E P T E M B E R 2 0 1 0 | 77

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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.

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S E P T E M B E R 2 0 1 0 | 81

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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S E P T E M B E R 2 0 1 0 | 83

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Day and evening

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Day and late evening

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Other operating hours such

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Route Description Routes

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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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S E P T E M B E R 2 0 1 0 | 89

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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t r a n s p o r t a t i o n a n d i n f r a s t r u c t u re

S E P T E M B E R 2 0 1 0 | 93

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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S E P T E M B E R 2 0 1 0 | 99

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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v o l u m e I I c h a p t e r f o u r


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

Documents

San Pablo Ave. Specific Plan Vol. II, Richmond/El Cerrito