HomeMy WebLinkAboutItem 1 ARCH-0084-2019 (950 Aero)ARCHITECTURAL REVIEW COMMISSION REPORT
1.0 PROJECT DESCRIPTION AND SETTING
The conceptual project consists of the phased development of a 100‐room hotel and a 118‐room hotel,
approximately 63,000 and 66,000 square feet each with surface parking. Proposed hotel amenities would
include outdoor patio and dining areas, meeting space, fitness room, breakfast area, and a hotel guest bar.
The larger hotel includes an outdoor pool. Each hotel would be 45 feet in height, with architectural features
extending to 52 feet in height.
General Location: The two‐parcel, five‐acre
project site is located on the northern side of Aero
Drive, on the west side of Broad Street.
Present Use: Vacant
Zoning: BP‐SP (Business Park, Airport Area Specific
Plan)
General Plan: Business Park
Surrounding Uses:
East: Broad Street, commercial uses (C‐S)
West: San Luis Obispo Regional Airport (PF‐SP)
North: The Rock (SLO Brew), offices (BP‐SP)
South: San Luis Obispo Regional Airport (Public
Facility, County of San Luis Obispo)
2.0 PROPOSED DESIGN
Architecture: Each hotel would be three stories with flat roofs, presenting a contemporary
style with industrial elements.
Design details: A porte cochere is proposed at each hotel’s main entrance, outdoor use
areas would be surrounded by low walls and low planters, and landscaping is proposed along
the perimeter of the site and within the surface parking lot surrounding the hotels. Proposed
signage would require an exception to allow placement above 25 feet.
Materials: smooth finish stucco, horizontal corrugated metal siding, vertical standing seam
metal siding, aluminum windows, corten steel panels, metal trellis, and metal awnings.
Colors: Primary and accent colors include shades of white, grey, bronze, and blue
FROM: Shawna Scott, Senior Planner
PROJECT ADDRESS: 950 Aero FILE NUMBER: ARCH‐0084‐2019
APPLICANT: Sanjay Gampule REPRESENTATIVE: Pamela Jardini
____________________________________________________________________________________________________
For more information contact: Shawna Scott at 781‐7176 or sscott@slocity.org
Meeting Date: March 18, 2019
Item Number: 1
BP-SP
PF-SP
BP-SP
CS
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3.0 FOCUS OF REVIEW: The purpose of conceptual review by the ARC is to offer preliminary
feedback before the applicant invests in a complete architectural review package for
final design review. The ARC’s role is to review the project in terms of its general
consistency with the Community Design Guidelines, General Plan, Airport Area Specific
Plan, and applicable City standards.
Figure 1. Rendering of conceptual plan as seen from Aero Drive
4.0 COMMUNITY DESIGN GUIDELINES AND AIRPORTA AREA SPECIFIC PLAN
Staff has used the Community Design Guidelines (CDG) and Airport Area Specific Plan (AASP) to review the
conceptual project and create a set of discussion items for the ARC. The following highlights key elements of
the proposed project that the ARC should discuss and respond to with direction to staff and the applicant.
Community Design Guidelines: For the purposes of this discussion, applicable Commercial Project Design
standards are identified below. The CDG encourages a variety in design styles, while prioritizing compatibility
with the existing built environment, including preservation of its scale and ambiance, and avoidance of
“canned” or “trademark” designs. The CDG states that building entries should be obvious elements of the
structure, and architectural features integrated with the overall building design should be used to call
attention to the entry’s importance.
Airport Area Specific Plan: The AASP contains a set of community design guidelines similar to the citywide
Community Design Guidelines; however, they are crafted specifically for the airport area. The ARC should take
note that the AASP policies are designed to orient buildings close to the street, maintaining pedestrian appeal
and quality “street level” architecture. The table below identifies AASP goals, standards, and guidelines for
ARC consideration and discussion.
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Standards and Guidelines Staff Notes and Discussion Items
Standard 5.1.1: Building orientation The conceptual plan shows two buildings, both parallel to Broad
Street.
Standard 5.1.3: Pedestrian access Access is shown from Aero Drive, with additional pedestrian access
directly off Broad Street, leading into an articulated entrance. The
applicant will need to demonstrate how vehicular access would be
created and maintained across the adjacent parcel, including
improvements for pedestrian access.
Standard 5.1.4: Entry features “Hotel 2” proposes a porte cochere facing Aero Drive; “Hotel 1”
locates the porte cochere internal to the site.
Standard 5.4.1: Parking lot location The project shows parking in between “Hotel 1” and the street.
The ARC should discuss and provide feedback on the overall site
design and placement of parking.
Goal 5.9: Architectural character
Guideline A: Building forms
Guideline D: Building harmony
The ARC should discuss and provide feedback on the architectural
character of the two hotels, including building form and harmony.
Goal 5.10: Building massing, visual
interest, human scale, and function.
Standard 5.10.2: Facades facing public
streets
The conceptual design shows the use of horizontal and vertical
offsets, and the use of material and color changes to provide
visual interest. The ARC should comment on the use of materials
and the theme of the building in relation to the location and the
intended use.
Guideline 5.11 C: Rooflines and roof
forms
The conceptual plan shows the use of flat roofs, flat awnings, and
flat porte cochere canopies. The ARC should discuss if this is
appropriate for this location or if some variation should be
shown.
Goal 5.12: Architectural detailing,
human scale, visual interest and
distinctiveness, and design quality.
The conceptual plans show the use of consistent detailing on all
four sides of each hotel, which provide variation on each building
face, and some distinction between the two buildings. The ARC
should review and provide comments on the proposed colors and
materials, and placement on the building façade, as shown in the
conceptual elevations.
Goal 5.14: Materials and colors,
harmonious but varied
Goal 5.16: Landscaping The ARC should review the conceptual landscape plan and
comment on location and type of landscape features along the
perimeter of the site, within the parking areas, and incorporated
into the building elements (patios and planters).
5.0 PRELIMINARY PROJECT STATISTICS*
Site Details Allowed/Required Proposed
Environmental Status As this review is conceptual and no final action is
required, environmental review will be conducted
during entitlement review.
Setbacks – Parking lot along street 10 feet 10 feet
Setbacks – Parking lot between parcels 5 feet 5 feet
Setbacks – Buildings along streets 16 feet 50 feet
Setbacks – Buildings between parcels 0 feet 50 feet
Maximum Height of Structures 45 / 52 (features) 45 / 52 (features)
Max Building Coverage (footprint) 80% 69%
*Note: total parking requirements will be determined based on the types of use areas proposed in the
entitlement request (i.e., hotel rooms, meeting space, restaurant/bar space) Packet Page 6
6.0 ACTION ALTERNATIVES
6.1 Find the project consistent with applicable guidelines and standards as proposed or
with recommended conditions.
6.2 Continue review of the project with direction to the applicant and staff.
6.3 Recommend the Director/PC/Council deny the project, citing reasons for
recommendation.
7.0 ATTACHMENTS
7.1 Conceptual Project Plans
7.2 Airport Area Specific Plan excerpts
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GOALS, GUIDELINES AND STANDARDS
The guidelines and standards that follow are more specific
interpretations of how the community design principles discussed
above can be applied to site planning, architecture, landscape
design and roadway design.
The format followed in this chapter uses goals, guidelines and
standards to provide a variety of design direction. Goals are
statements of a desired end state, and are intended to provide a
general overall direction to landowners, developers, and City staff
and decision-makers. Guidelines refer to methods or approaches
that may be used to achieve a stated goal. Typically, guidelines
are still general, and often qualitative, in nature. They are open to
interpretation depending upon specific conditions, and are
intended to leave significant discretion as to how they are
satisfied. Guidelines should be followed unless it is demonstrated
that an alternative design better implements the goals, policies,
and other guidelines of this plan. Standards, on the other hand,
define actions or requirements that must be fulfilled by new
development.
SITE PLANNING AND ORGANIZATION
Building Orientation and Setbacks
Relationship to the Street. Frequently, industrial and business
park development abandons the public street solely to vehicular
traffic by orienting buildings internally toward their parking lots,
rather than toward the public domain represented by the street.
This typically results in an anonymous, unanimated public corridor
that is unattractive to pedestrians and bicyclists. New
development in the Airport Area will be encouraged to consciously
consider how its design can positively influence the aesthetic
character of the streetscape and enhance its suitability for
pedestrian use. Requiring buildings to directly address the street
is one means of adding character and focus to the public domain.
Buildings should address the street directly and maintain consistent
street setbacks.
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Buildings on corner lots need to present an attractive façade to both
streets.
Goal 5.1: A continuous, well-defined streetscape edge
that unifies and enhances the character of the
development areas and that supports
pedestrian activity through its site planning and
design.
Guidelines
A. Buildings are encouraged to front directly on the
landscaped setback adjacent to the street right-of-way,
rather than locating parking between the street and
building.
B. Parking should be located behind or along the sides of
buildings.
C. The main entrance to any building with frontage on the
primary street serving the project should be oriented
toward the primary street.
D. Building setbacks on adjacent parcels should be varied to
provide visual interest, but not so much that the variation
destroys the continuity of the streetscape frontage. The
variation between setbacks along a streetscape frontage
should not be more than 5 meters (16 feet).
Standards
5.1.1 Principal buildings shall be oriented parallel to the street.
5.1.2 No more than one double-loaded parking bay will be
allowed between the street and the front of the building.
5.1.3 Direct pedestrian access shall be provided from the street
serving the project to the main entrance.
5.1.4 Buildings shall have architecturally articulated entry
features facing the street.
Relationship to Open Space. The Airport Area is blessed with a
dramatic natural setting that includes substantial open space
resources at the heart of the development area. While the primary
orientation of new development should be toward the streets that
serve it, new development also needs to consider building
orientation that takes advantage of the open space amenity.
Airport Area development should be conceived as being built
within a continuous and fully integrated open space framework
that consists of a range of natural and man-made open space
resources. These resources range from the creek corridors and
natural resource areas that extend through the center of the area,
to the public streetscapes that front all development, to the open
space amenities provided within individual developments. In order
to realize the potential of this framework, it is essential that new
development include physical and visual connections between
development areas and open space areas.
Buildings arranged to preserve views.
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Mountain view corridors through development areas to open space
areas.
Provide pedestrian and bicycle access to open space trail system.
Goal 5.2: New development fully integrated with a
comprehensive open space framework.
Guidelines
A. On sites with multiple buildings, building heights and
separation between structures should be coordinated to
allow views to surrounding open space and landforms.
B. Development adjacent to public open space and trails
should allow for public access to the open space from
developments that do not share adjacency or direct access
to the open space system.
C. The siting of buildings, service facilities, circulation,
parking, and other elements of new development should
take into consideration established development patterns
adjacent to the site. Potentially incompatible uses or
design elements (e.g., loading areas, refuse collection
areas, and high traffic access drives) shall be sited away
from sensitive existing use areas on adjacent sites, such
as entrances, plazas, lunch areas and other gathering
places.
Standards
A.1.1 On properties adjacent to public open space and trails,
convenient pedestrian and bicycle connections shall be
provided for employees between the buildings and the
open space system.
Pedestrian Activity Areas
A primary goal of the Specific Plan is to ensure that future
development contributes to the creation of a high quality work
environment. One method of achieving this goal will be to provide
a safe and attractive pedestrian environment. Frequently,
industrial and business park development does not pay enough
attention to the needs of its users when they are not in their cars.
It is important that the needs of pedestrians, whether employees,
customers or visitors, be sensitively planned for within individual
sites. This includes providing convenient and attractive pedestrian
access from public streets, trails, and parking areas. It also
includes providing comfortable and attractive plazas, courtyards,
and outdoor gathering areas where people can relax individually,
gather as groups, or have lunch away from the work place. While
the character of such areas and the quality of their improvements
will vary depending on the nature of the land use (e.g.,
warehousing versus office uses), all new development should
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accommodate outdoor leisure activities for those that work at
these facilities.
Goal 5.3: Attractive and comfortable outdoor pedestrian
use areas near or adjacent to buildings.
Guidelines
A. The provision of open space amenities such as plazas and
seating areas accessible to employees, clients and visitors
is encouraged at building entries and adjacent to buildings.
B. Attractive paving, plantings, and site furniture should be
provided at entries and outdoor use areas.
C. Outdoor use areas should be located away from, or at
least screened or buffered from, parking lots, driveways,
and industrial activity areas that are incompatible with or
unappealing to pedestrian use. Where development sites
are adjacent to open space areas, employee lunch areas
should be located to take advantage of views out to open
space.
D. Outdoor employee use areas should be sited and
designed to ensure comfortable climatic conditions for their
users, including shelter from wind and appropriate
seasonal balance of solar access and shade.
Parking
The parking needed to serve industrial and business park
development can occupy a substantial portion of the developed
area. The design objectives are both functional and aesthetic: to
ensure safe pedestrian movement between the parking and
buildings and to minimize the visual impact associated with large
areas of parking.
Outdoor use areas contribute to the quality of the work environment.
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In addition to parking within each development site, on-street
parking is proposed along all local streets. On-street parking can
provide a number of benefits, including: a reduction in traffic
speeds on local streets; an increase in pedestrian activity at the
front of buildings; and a reduction in parking needed on site.
Goal 5.4: Safe and efficient vehicular parking areas that
are designed to be in scale with and visually
subordinate to the development and landscape
setting.
Guidelines
A. On-street parking is encouraged along all streets providing
direct access to a development site.
B. The number of parking area entrances and exits should be
minimized to reduce vehicular conflicts at intersections.
Parking lots with more than 100 spaces should have more
than one street access.
C. Where possible, parking lots on adjacent parcels should
have vehicular and pedestrian connections between lots of
adjacent developments in order to facilitate circulation.
D. Parking areas should be divided into multiple small lots,
rather than one large lot, through the siting of internal
circulation corridors, landscaped medians, and buildings.
E. The use of pervious surfaces that reduce heat buildup and
stormwater runoff are encouraged for parking areas,
particularly in overflow parking areas and those adjacent to
open space (see drainage guidelines at the end of this
chapter).
F. Use low (approximately one meter in height) hedges, shrub
masses or walls between parking areas and street
frontages, and other parking areas, to screen parking lots
from views, as well as to give a defined and attractive edge
to the development site.
Parking and service areas should be located to side and rear of
buildings.
Landscaping should be used to enhance the comfort and aesthetic
character of paving areas.
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G. For each parking lot, a single tree species should be used
for all end-of-aisle planting islands, and that species, or
one additional species, should be used for planter areas
between stalls.
H. The use of native plant materials that reference the natural
landscape or ornamental versions of orchard-type tree
species that reference the area’s agricultural heritage are
encouraged. Orchard-style planting of parking areas can
be achieved with an equally-spaced planting of trees at a
ratio of 1 tree for every four spaces for Business Park
development, 1 tree for every six spaces for Services and
Manufacturing development.
Standards
5.4.1. Parking lots shall be located at the rear or side of buildings,
rather than between the front facade of the building and
the street. Side parking shall not exceed 40% of the
frontage of the lot on the primary street.
5.4.2 Where parking layout exceeds two rows in depth (i.e., one
double-loaded parking bay), parking lot aisles shall be
oriented perpendicular to the building(s) (i.e., aligned in
direction of pedestrian movement) to increase pedestrian
safety.
5.4.3 A pedestrian path or sidewalk located within the landscape
median between parking bays is required in cases where
there are more than three bays of parking or the
configuration of the bays makes it difficult for pedestrians
to access the buildings, to the discretion of the Community
Development Director.
5.4.4 Parking lots shall be planted with shade trees in a pattern
and number that can be reasonably expected to shade at
least 50% of the lot surface within ten (10) years of
planting, and provide a nearly continuous canopy at
maturity.
5.4.5 A 10% reduction in the required number of parking spaces
may be granted by the Director for development within
one-quarter mile of a regularly scheduled transit stop.
5.4.6 A 5% reduction in the required number of parking spaces
may be granted by the Director for development that
provides showers and changing rooms, in addition to the
secure, sheltered bicycle parking facilities already required
by City code.
5.4.7 A 5% reduction in the required number of parking spaces
may be granted by the Director for development of parking
areas that increase storm water infiltration (see Drainage
guidelines in section 5.2.4).
A fully-integrated system of on- and off-street bicycle facilities shall be
developed.
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New development should encourage safe and convenient pedestrian circulation.
Outdoor Use Areas
Given the nature of proposed business park, service and
manufacturing uses in the planning area, outdoor use areas,
whether for storage, assembly, etc., need to be accommodated.
Table 5.2
San Luis Obispo Airport Area Specific Plan
DESIGN STANDARDS – WALKWAYS AND AMENITIES
Design Standard
Land Use Designation
Business
Park
Service
Commercial Manufacturing
Outdoor amenities for workers,
such as areas for play and
eating, are available.
Encouraged
Encouraged
Encouraged
Where sidewalks along streets
provide indirect routes. Other
walkways will link building
entries, parking lots, bus stops,
and employee convenience
facilities by direct routes.
Required
Encouraged
Encouraged
Pedestrian paths separate from
roadways extend through the
site, particular where routes
parallel to creeks are available.
Required Encouraged
Encouraged
Driveways, parking, and outdoor
employee amenities are share
among neighboring sites,
especially for parcels that are
close to the minimum size.
Encouraged
Encouraged
Encouraged
Goal 5.5: Outdoor storage and work areas that are
aesthetically and functionally compatible with
adjoining uses.
Guideline
A. Site development plans must clearly show all areas
intended for outdoor manufacturing or storage.
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Standard
A.5.1 Outdoor manufacturing or storage shall not occupy any
required parking space, driveway, creek or creek setback
area.
The standards in Table 5.3 shall apply to outdoor use areas.
Screening
Goal 5.6: All loading, service, storage areas, trash and
recycling collection areas, and all utilities are
properly screened from view of streets, primary
entry drives, buildings, and recreation and open
space areas.
Guidelines
A. All screening enclosures should be designed as an integral
part of the building, and should be constructed of durable
materials with finishes and colors that are compatible with
the project’s overall architectural character. Enclosure
walls should have foundation planting or be planted with
vines to soften their appearance.
B. Transformers and other utility equipment that must be
above ground should be screened with planting, berms, or
with an enclosure. Exterior mounted utility equipment
should be painted to blend with its surroundings.
C. Where feasible, trash and recycling enclosure areas
should be located for convenient deposit and collection of
refuse. These should be screened from view of adjacent
properties and streets.
D. Transformers, refuse stations, irrigation back-flow
prevention devices and controllers, and other utilities
should be located outside the street frontage setback and
screened with landscaping or architectural treatments.
Table 5.3
San Luis Obispo Airport Area Specific Plan
OUTDOOR USE AREAS
Outdoor Storage Or
Manufacturing
Land Use Category
Business
Park
Service
Commercial Manufacturing
Maximum Area
Cannot
exceed
actual
building
coverage on
site
50% of site
area No limit
Location
Behind
buildings &
outside
setbacks
Behind
buildings &
outside
setbacks
Outside
setbacks
Paving
Required as
for parking
lots
Required as
for parking
lots
Dust-free, all-
weather
surface
acceptable
Screening Not visible
from off site
Not visible
from streets
or residential
sites
Not visible
from streets or
residential
sites
Restroom(s) and indoor office
and worker eating area
Required
Required
Required,
except upon
written
approval by
Director for
storage with no
public visitation
and no on-site
workers
Standards
5.6.1 Loading docks and refuse collection areas are not
permitted in the area between the building and the street.
5.6.2 Each commercial or industrial loading or outdoor recycling
or waste collection area shall be located on the side of a
building opposite from parcel lines or street frontages of
any land designated for residential use.
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Architectural landscape elements should be used to screen loading
docks and service areas.
5.6.3 Storage, service, trash and recycling collection areas shall
be located either within an enclosure or behind a visual
barrier.
5.6.4 Loading dock areas shall be set back, recessed, and
screened from view by walls, berms, or plantings.
5.6.5 Exterior on-site utilities (including drainage systems,
sewers, gas lines, water lines, electrical, telephone, and
communications wires and equipment) shall be installed
underground except, where required to be above ground
by government agencies.
5.6.6 Rooftop mechanical equipment shall be screened by parts
of the roof, or architecturally compatible screening
features, so the equipment is not visible from the ground
outside the site or open space areas to the public. On sites
designated Business Park, such screening shall make
rooftop equipment not visible from a viewpoint outside the
site and at the same height as the equipment.
PRESERVATION OF VIEWS AND SCENIC RESOURCES
Views From the Road
The General Plan says that scenic views from major roads should
be preserved, not blocked by development along the roads or
degraded by development at the attractive features. In particular,
new buildings must not “wall off” the views of San Luis Obispo’s
hills and mountains. Such view blockage is to be considered a
significant environmental impact.
Several developments in and near the Airport Area have blocked
views of the Santa Lucia range and foothills, and other hills
around the area. To protect the area’s unique sense of place, it is
important that this pattern not be repeated by future development.
To protect views, the location and volume of buildings and street
trees (at maturity) shall comply with the performance standards in
Table 5.4 except where the Architectural Review Commission
finds that doing so would prevent reasonable development of a
site. Factors that could make the preferred level of view protection
infeasible include the development site being higher than the
roadway or having a small width or depth compared with nearby
sites. Figure 5.3 illustrates conceptually how development can
protect views and visual resources.
Goal 5.7: Unobstructed public views of key scenic
features from major planning area roadways
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Guideline
A. Views from roads to creeks, wetlands, and other
designated open spaces should be maintained at creek
crossings, and where open space areas adjoin
roadways with no intervening private development
sites.
Views from Development Sites
Views out from individual development sites to the surrounding
open space and the area’s scenic features can be a valuable
amenity that contributes to the quality of the work environment.
Guideline
A. To the degree feasible, new development should be
sited to take advantage of available views by
incorporating views of distant scenic resources, as well
as on-site or adjacent creeks, wetlands, and other
open space features as amenities for workers and
visitors.
Gateways
“Gateways” are locations along a travel route that mark or suggest
a sense of passage from one domain to another. They may mark
the passage from rural countryside into the city, or the reverse,
from the city to the countryside. Gateways can also mark the
transition from one land use to another, such as from retail to
business park. Or, they can identify the entry into a specific
development. Gateways are important because they contribute to
the visitor’s sense of place by creating clear first impressions.
Special gateway design treatments can enhance these first
impressions and make the traveler more aware of the uniqueness
and quality of the setting.
Figure 5-4 identifies key planning area gateways. The two
primary gateways are located at the respective intersection of
Broad Street with Buckley Road and at South Higuera at the
southern City limits. These gateways have greater significance
because they mark not only the transition in and out of the Airport
Area, but also are the gateways between the City of San Luis
Obispo and the rural, Edna Valley wine region. The other
gateways, while important, are more locally oriented, serving
primarily as transition points to and from the Airport Area.
Goal 5.8: Attractive gateways that provide a positive
announcement of entry into the City and the
Airport Area.
Guidelines
A. Gateways shall have the highest priority for:
o enhancement of public facilities such as street
and sidewalk pavement condition, signs, and
lighting;
o putting existing overhead utilities underground;
o enforcement of property condition standards.
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Table 5.4
San Luis Obispo Airport Area Specific Plan
ROADWAY VIEW PROTECTION
Road Segment Scenic Resource Level of Protection
South Higuera Street
(Buckely Rd. to Suburban
Rd.)
Santa Lucia mountains and
foothills to east
These features are too distinct for views to be feasibly maintained while allowing
reasonable foreground development.
South Street Hills to northeast Views of these features will be preserved mainly looking in the direction of the road
rather than perpendicular to it.
Irish Hills to west Land seen in this view is outside the Airport Area, but is subject to the same General
Plan policies on view protection.
Broad Street
(North of Buckley Road) Irish Hills to west These features are too distinct for views to be feasibly maintained while allowing
reasonable foreground development.
San Lucia foothills and mountain
to east
Land seen in this view is outside the Airport Area, but is subject to the same General
Plan policies on view protection.
Buckley Road Davenport Hill to south Land seen in this view is outside the Airport Area, but is subject to the same General
Plan policies on view protection.
Irish Hills to west; Santa Lucia
range & foothills to east
Views of these features will be preserved mainly looking in the direction of the road
rather than perpendicular to it.
Tank Farm Road Davenport Hills to south; South
Street Hills to north
Building volume and mature street trees allow view of at least 60% of the scenic
resources visible before development, as seen from 1.5 meters (5 feet) above opposite
side of roadway, looking perpendicular to road. (see following illustration.)
Santa Lucia foothills and
mountains to east
Views of these features will be preserved mainly looking in the direction of the road
rather than perpendicular to it.
Prado Road
Davenport Hills to south
Building volume and mature street trees allow view of at least 60% of the scenic
resources visible before development, as seen from 1.5 meters (5 feet) above opposite
side of roadway, looking perpendicular to road. (see following illustration.)
South Street Hills to north Land seen in this view is outside the Airport Area, but is subject to the same General
Plan policies on view protection.
Islay Hill, Santa Lucia range &
foothills
Views of these features will be preserved mainly looking in the direction of the road
rather than perpendicular to it.
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Table 5.4 (con’d)
San Luis Obispo Airport Area Specific Plan
ROADWAY VIEW PROTECTION
Road Segment Scenic Resource Level of Protection
Santa Fe Road
(Buckley Road to Prado
Road)
South Street Hills to north;
Davenport Hills to south
View of these features will be preserved mainly looking in the direction of the road rather
than perpendicular to it.
Santa Lucia range & foothills,
Islay Hill to east
Building volume and mature street trees allow view of at least 60% of the scenic
resources visible before development, as seen from 1.5 meters (5 feet) above opposite
side of roadway, looking perpendicular to road. (see following illustration.)
Irish Hills to west
Building volume and mature street trees allow view of at least 60% of the scenic
resources visible before development, as seen from 1.5 meters (5 feet) above opposite
side of roadway, looking perpendicular to road. (see following illustration.)
New Unocal Collector
(Tank Farm Road to Prado
Road)
Cerro San Luis, South Street
Hills to north; Davenport Hills to
south
View of these features will be preserved mainly looking in the direction of the road rather
than perpendicular to it.
Irish Hills to west
Building volume and mature street trees allow view of at least 60% of the scenic
resources visible before development, as seen from 1.5 meters (5 feet) above opposite
side of roadway, looking perpendicular to road. (see following illustration.)
Islay Hill, Santa Lucia range &
foothills
Building volume and mature street trees allow view of at least 60% of the scenic
resources visible before development, as seen from 1.5 meters (5 feet) above opposite
side of roadway, looking perpendicular to road. (see following illustration.)
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Figure 5.3 View Protection
Existing Condition
This is a view of a potential development site. The sides of the image
are meant to be the side property lines. (The photograph was taken
looking east from Santa Fe Road in the vicinity of Acacia Creek, and
has been digitally modified. This is an illustration only and is not
meant to represent a particular development site.). The mountains
and foothills are the scenic resource, for which views are to be
protected. The trees and buildings are existing middle-ground objects
that limit views of the scenic resource.
Development Scenario “A”
This is an example of how new development could be designed to
allow at least one-half of the scenic resource to remain visible. The
dashed white line encloses the part of the mountains (i.e., the scenic
resource) that was visible before development. In this case, building
volume is concentrated on one side of the site, dividing the view of the
mountains in half vertically. Street trees have been omitted for clarity.
If allowed by driveway location, tall trees would logically be clustered
on the left side of the site.
Development Scenario “B”
This is another example of how new development could be designed
to allow at least one-half of the scenic resource to remain visible. The
dashed white line encloses the part of the mountains that was visible
before development. In this case, building volume is distributed across
the site, dividing the view of the mountains in half horizontally. Street
trees have been omitted for clarity. Trees that would achieve a
modest mature height would be a logical choice.
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B. The Broad Street/Buckley Road gateway currently lacks
features or elements that give it much structure. A special
gateway design should be developed for this gateway. The
following factors need to be considered in the gateway
design:
o The gateway treatment needs to provide definition to
this entryway without obscuring views of the South
Street Hills as one enters town from the south.
o Given the open, rural/natural character of the
landscape in this area, the gateway treatment should
consist of primarily plant materials, rather than
structures.
o Thematically, the gateway treatment should reference
the wine country influences of the Edna Valley.
o Any gateway treatment needs to be compatible with
Airport Land Use Plan restrictions, such as height limits
on vertical elements.
o The gateway treatment should emphasize the north-
south movement of traffic along Broad Street, and
place less emphasis on east-west movement along
Buckley Road.
C. The South Higuera Street gateway has the benefit of the
historic octagonal barn as a landmark marking this entrance to
the City. A special gateway design should be developed for
this gateway. The following factors need to be considered in
the gateway design:
o Thematically, the gateway treatment should incorporate and
be responsive to the historic octagonal barn as a distinctive
entry monument (i.e. it’s design does not have to be the
same as the Broad Street gateway).
o The location of the gateway treatment should be
coordinated with any future Buckley Road intersection with
South Higuera Street.
o The gateway treatment should emphasize the north-south
movement of traffic along South Higuera Street, and place
less emphasis on east-west movement along Buckley Road.
D. The gateways at either end of Tank Farm Road mark the entry
to and transition through the Airport Area. As such, the
treatments at either end should be coordinated to enhance the
sense of the Airport Area as a distinct district that extends from
Broad Street to South Higuera. The following factors need to
be considered in the design of the Tank Farm Road gateways:
o Given the residential and retail development at either end of
the corridor, emphasis should be placed on creating safe
and attractive pedestrian and bicycle crossings at the Tank
Farm Road intersections with Broad and South Higuera
Streets.
o Rather than conceiving of the gateways as a single point at
either end of the corridor, the treatments at either end of
Tank Farm Road should be conceived as an entry sequence
that extends into the planning area to the first major cross
street (i.e., Santa Fe Road on the east and the new Unocal
collector on the west).
o In order to visually unify these two diverse segments of the
corridor, a strong, formal planting of large-scale street trees
should be planted along both sides of the roadway.
Ultimately the even spacing of the trees and their mature
canopies should provide a sense of enclosure that provides
a dramatic contrast to the open character of the central
portion of Tank Farm Road between Santa Fe and the
Unocal Collector.
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Figure 5.4 Gateways and Distant Scenic Resources
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Architecture should be varied and avoid stock solutions.
Forms and materials that reference the area’s agricultural tradition are
encouraged.
ARCHITECTURE
Architectural Character
The Airport Area is designated to be primarily a “work”
environment (as opposed to a retail or residential environment).
Given the business, service, and manufacturing uses proposed for
the area, “function” will typically be the primary generator of built
form for future development, but this does not suggest that the
aesthetic character is any less important. In fact, the principal
architectural concern will be to raise the overall development
standard within the planning area to be more consistent with that
of the City as a whole.
As discussed in the section on Design Principles, no particular
architectural style or character is proposed for the area. However,
there is a strong interest in maintaining a connection to the area’s
rural agricultural heritage creating a cohesive design framework,
and in avoiding standard industrial tract development. While the
area’s agricultural tradition may inspire the use of forms and
details reminiscent of rural development, the intent is not to create
a historically themed development area. In fact, the desire is to
avoid a single architectural style or character, and to encourage
variety in design.
Goal 5.9: Buildings whose architectural character will
contribute to the establishment of the Airport
Area as an attractive, high quality business
center.
Guidelines
A. Building forms should generally be simple and expressive
of their function and their construction technology.
B. Architectural character should strive to be responsive to
the specific Airport Area and San Luis Obispo context,
including factors such as history and climate.
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C. Incorporation of principles of sustainable building design is
strongly encouraged. Such principles include energy
efficiency in the construction and operation of the facility
and use of recycled materials and renewable resources.
D. Building design should be varied and distinctive, while
being in harmony with its context. Repetitive and/or stock
design solutions should be avoided.
Scale and Massing
Goal 5.10: Building massing that adds visual interest,
maintains human scale, and expresses building
function.
Guidelines
A. Bold offsets and articulations of the wall plane should be
used to: reduce the apparent overall building mass; create
a play of shadow; provide visual interest; and maintain a
sense of scale.
B. Facades that face public streets shall be articulated to give
human scale, reduce the apparent mass of large buildings,
to add visual interest and avoid the uniform, impersonal
appearance typical of many large industrial and office type
buildings.
C. Massing may vary from building to building but must
reinforce the concept of a harmonious and unified cluster
of buildings.
D. Building forms and placement should be used to create
pedestrian areas that are protected from the wind, but
have appropriate sun exposure.
Standards
5.10.1 Building facades visible from streets shall vary in modules
of 20 meters (66 feet) or less. On any building facade,
continuous wall planes longer than 30 meters (100 feet)
should be avoided. Where interior functions require longer
continuous spaces, exterior walls should have architectural
features such as columns or pilasters at least every 20
meters. Such architectural features shall have a depth of
at least 3 percent of the length of the facade, and shall
extend at least 20 percent of the length of the facade.
5.10.2 Facades that face public streets shall use elements such
as arcades, awnings, entry features, windows, or other
such animating features along at least 60 percent of their
horizontal length.
Building Heights
Goal 5.11: An overall development profile that contributes
to the unity and harmony of the planning area
when viewed as a whole, but also has enough
variety to contribute visual interest and avoid
monotony.
Guidelines
A. Building height profile should be designed to create a
harmonious relationship with adjacent buildings both within
the site and on adjacent sites.
B. Building heights should be varied both within and between
sites to provide visual interest and to mitigate the scale of
the buildings. Lower building heights should be used near
entrances, plazas and other gathering places to maintain
human scale.
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Architectural elements such as monitor roofs and awnings reflect the
area’s rural agricultural heritage.
C. Rooflines should be varied to add character and interest to
buildings. Roof forms that reference rural, agricultural
building prototypes are preferred over flat roofs.
D. Rooftop equipment shall be consolidated as much as
possible and screened from public views, including open
space areas open to the public. Enclosures for rooftop
equipment shall be integrated into the overall design of the
structure.
Standard
A.11.1 Table 4.9 shows building height standards for the planning
area. See the Zoning Regulations for allowed height in the
R-2 zone.
Architectural Façade and Treatment
Goal 5.12: Architectural detailing that gives buildings
human scale, visual interest and distinctiveness
through the use of high quality finishes and
materials that are harmoniously combined to
unify individual buildings and to ensure a
consistent level of design quality.
Guidelines
A. Arcades and/or recessed exterior balconies should be
used to articulate building form, provide a sense of scale,
and create a play of light and shadow.
B. Wall and window surface planes should be articulated with
reveals, trim, recesses, projections, or other details to
provide visual interest and a sense of scale.
C. Rooftop equipment should be shielded to provide pleasant
roof views from adjacent taller buildings or other elevated
viewpoints such as open space areas and trails.
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Variety in building form, height, massing, and façade treatment will add
interest to new development.
D. Building entries should be clearly defined and highly
visible. This can be accomplished through use of a special
architectural feature such as a portico, overhang,
decorative cornice, canopy or arcade, and accentuated
with a change in materials and color, and accent plantings.
E. Emphasize main building entries with entry courtyards or
other features so as to be easily recognizable from
approaching automobiles and to provide “ceremonial” entry
for pedestrians.
F. Exterior gutters, scuppers, leaders, leader heads and other
exterior rainwater drainage devices are allowed only if they
are visually integrated into the building design as a
decorative enhancement.
Materials and Colors
Goal 5.14: A unified identity through use of a harmonious,
but varied, palette of materials and colors that
is coordinated with landscape elements and
signage.
Guidelines
Exterior Materials
A. Within a given architectural design, the exterior
appearance of a building should receive a consistent
treatment of material and colors on all sides, although the
proportion of materials may vary.
B. In general, materials should be used honestly, reflecting
their natural character, and artificial versions of natural
materials such as wood, rock, and masonry should be
avoided.
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C. Reflective or shiny exterior finishes such as glazed roofing
tiles, enameled metals, reflective glass, and glossy vinyl
coatings are discouraged. When used, glass panels or
windows that cover a large portion of the building facade
should be clear or moderately reflective. Highly reflective
mirror glass is discouraged.
Color
D. In general, colors should be restrained. Colors that are
compatible and complementary with the range of natural
tones found in the surrounding landscape are preferable
for exterior walls. Trim and accent colors may be brighter,
but should still be somewhat muted.
Vary wall and window surface planes to add interest and scale.
Architectural feature should be used to accentuate building entries.
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Forms and massing can be simple yet still expressive of the building’s function.
Roof forms should be varied to add interest and character to the area.
The selection of building materials can contribute to the distinctiveness of new
structures.
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LANDSCAPE
Planting Concept
The landscape concept calls for the development of a consistent
landscape character that is derived from the San Luis Obispo
landscape. By using the natural and agricultural landscapes as
paradigms for introduced landscape patterns and materials, new
development will enhance both the physical and symbolic links to
the land and its history.
The Plan emphasizes the use of native and naturalized plant
species over the use of exotics, both to integrate the planning
area with its surroundings, and to increase the sustainability of the
introduced landscape. The use of plant species and planting
patterns that reference the area’s agricultural heritage will keep
the area symbolically grounded in this tradition, as well as
maintain an aesthetic connection with ongoing agricultural
operations to the south and east.
The agricultural landscape includes a number of distinct form and
pattern elements that provide structure and reveal the order
imposed by ranchers and farmers on the land. While the Plan is
not suggesting the introduction of literal orchards and vineyards
into the developed landscape, the introduction of agricultural
landscape forms and patterns can be effectively used to structure
the introduced landscape and make reference to the area’s
agricultural heritage. The basic patterns include:
The ‘windrow’ or ‘hedgerow’: Trees were traditionally
planted in tight rows to act as windbreaks. These features
can create dramatic vertical elements in the landscape,
good visual buffers and screens, and directional elements.
The ‘orchard’: Typically fruit-bearing trees planted in a
uniform grid (four-pointed) or quincunx (five-pointed)
pattern. The uniform orchard pattern can be used
effectively to shade and screen an area such as a parking
lot or a plaza area.
The ‘grove’ or ‘farm compound’: Typically, the compound
of farm buildings, including the farm house, barns, water
tower, and out buildings, were informally planted with a
mixture of broad canopy shade trees, tall vertical accent
trees such as palm trees and Italian cypress, and a variety
of specimen plants and exotic ornamentals. This
predominantly ornamental planting pattern will be most
appropriate in the immediate vicinity of the buildings, and
its function is both to unify and add visual interest.
The ‘allée’: Traditionally a single or double row of trees
bordering both sides of a road, driveway or pedestrian
walk. This pattern used both tall columnar trees such as
Lombardy poplars and Italian cypress, and broad canopy
type trees to shade the corridor. The allée is excellent for
giving scale to streets, creating a dramatic sense of entry,
and temporizing the climate. This pattern is envisioned for
use along public roadways and entry drives.
The ‘meadow’ or ‘pasture’: Traditionally associated with
grazing of horses and cattle. This pattern consists of low-
growing open grasslands. Its main function in the
developed landscape is to provide a sense of openness
within the built environment. Typically it could include a
lawn area, or ornamental grasses or a field of wildflowers.
Goal 5.15: An attractive and sustainable landscape pattern
that unifies and enhances the quality of the
proposed development, while being compatible
with the rural agricultural landscape that
bounds the area to the south and east.
Guidelines
A. Street trees in the Airport Area should be planted to
enhance the area’s image, and create a strong sense of
identity and unity regardless of the variety in land uses and
architectural styles.
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B. Landscaping along streets and trails should employ a
relatively simple palette of plants and other materials that
is repeated throughout the area to create a sense of
continuity and visual coherence.
C. Focal areas, such as the Airport Area gateways, key
intersections and project entries should be highlighted
through the introduction of specimen trees, intensified
planting schemes, special paving and other landscape
enhancements.
D. Native and naturalized plant species (plants that can easily
survive local climatic and soil conditions) are favored over
exotic species that require more water, higher
maintenance, and are less compatible with the natural
landscape.
E. The use of native trees and those associated with the
agricultural landscape are encouraged throughout the
area. For example, Oak trees are a recognized resource
in the area. The use of oak species, including Quercus
agrifolia (coast live oak) and Quercus lobata (valley oak),
in focal areas and landmark locations is encouraged.
California sycamore is another appropriate species,
particularly in areas adjacent to riparian corridors and
wetland areas.
F. The character of planted areas near riparian corridors
should respect and respond to the natural landscape
character of these areas. A gradual transition should be
created between zones of purely native vegetation and
predominantly ornamental planting areas.
G. The use of specimen trees and ornamental species is
appropriate to highlight the importance of building entries
and distinguish them from the rest of the site landscape.
Buildings
Goal 5.16: Landscaping that integrates buildings with the
larger landscape, and creates a more attractive
and comfortable environment.
Guidelines
A. While the City is interested in having attractive landscaping
used throughout the area, development in areas with high
public visibility or that are developed for public use, should
place additional emphasis on providing high quality
landscaping.
B. Where visible to the public, foundation planting and
landscaping of the ground plane should be used to
integrate the building with the site.
Windrow Single Species Mixed Species
Farm Compound
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Orchard
Pasture
C. The use of lawn as a ground cover is generally
discouraged because it requires disproportionately high
amounts of water, energy and chemicals to maintain. Turf
should generally be used in pedestrian activity areas
where its ability to accommodate foot traffic is a benefit.
When used, turf varieties that have low water
requirements, such as improved fescues and Bermuda
hybrids, should be favored.
D. Trees and taller plant species should be used to mitigate
the scale of buildings and to screen unsightly and/or less
interesting building features.
E. Trees and shrubbery should be used to enhance
microclimate conditions and water conservation by
reducing ambient temperatures, shading outdoor gathering
areas and hot south- and west-facing windows, and
providing windbreaks.
F. The use of ornamental species and specimen plants is
most appropriate near buildings, particularly those areas
most visible to the public such as entries, plazas,
pathways, and outside windows.
Public Art
Just as quality architecture and landscape design can contribute
to the creation of a distinctive design character for the Airport
Area, public art is another mechanism for creating a unique sense
of place. As in the rest of the community, the City wishes to
enhance the cultural and aesthetic environment of the Airport Area
by encouraging the incorporation of public art into both public and
private development projects.
Goal 5.17: Public art that enriches the aesthetic and
cultural environment.
Guidelines
A. Business Park developments are encouraged to provide
public art on-site.
Standard
Goal 5.17.1: Development in the Airport Area is subject to
the requirements of the City’s Public Art
ordinance.
Grid Quincunx
Lawn
Meadow
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A formal allée of trees can enhance the sense of entry.
Landscaping should be used to identify and enhance building entries.
Combination of orchard-style planting with informal landscape planting in
Orchard-style tree planting of parking lot.
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Signs
The focus of district, parcel and tenant identification signs should
be the communication of basic information regarding the names
and locations of streets, developments and tenants. Throughout
San Luis Obispo, the City’s intent is that signs identify and locate,
rather than advertise and sell. This is particularly appropriate in
the Airport Area given its emphasis on uses other than retail. As
with other elements in the Plan, the design of signs should
emphasize simplicity and functionality. Entry signs to individual or
multi-parcel developments should reflect the high quality of the
development, but avoid the creation of grandiose monuments.
Goal 5.18: A consistent, high quality system of signs that
allows for creativity in design and commercial
identification, while avoiding extremes of size,
number, color, height, and shape.
Guidelines
A. Signs should be visually integrated with the contours,
forms, colors and detailing of the landscape design. Low-
profile monument signs are generally preferred.
B. The colors and materials of signs should reflect the visual
attributes of the buildings to which they refer. Harsh or
garish colors for background or lettering are discouraged.
C. The total square-footage of on-site signage is governed by
the City’s Sign Regulations.
Table 5.5
San Luis Obispo Airport Area Specific Plan
DESIGN STANDARDS – LANDSCAPED SPACE
Design Standard
Land Use Category
Business
Park
Service
Commercial Manufacturing
Landscaped space extends
continuously between streets,
buildings, and parking areas.
Required Encouraged Encouraged
Continuous areas of open
ground have their long
dimensions oriented parallel to
the airport’s main runway.
Encouraged Encouraged Encouraged
Plant species are continuous
from site to site. Encouraged Encouraged Encouraged
Parcels are not bounded by
walls or fences (exceptions:
retaining walls needed for
proper drainage and not
exceeding one meter tall, and
screening for parking and
loading).
Required Encouraged Encouraged
Fences “fade out” when seen
against landscaping or objects
(use materials such as vinyl-
coated chain-link).
Required Encouraged Encouraged
Barbed-wire and razor-wire are
not used, except by
administrative use permit
approval, with a finding of no
practical alternative for security.
Applies Applies Applies
Outdoor areas that must be
enclosed for security will be
adjacent to a building, and the
method of enclosure is:
extending one or more walls of
the adjacent buildings; walls
employing only materials an
details used in the building
exterior.
Required Encouraged Encouraged
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Standards
Goal 5.18.1: Building identity signs shall be limited to major site
entries from public roadways. Corporate and
business identity signs can be placed on the
buildings themselves, as long as they are located
near the building entrance and are for identification
within the site (i.e., not from public roadways).
Goal 5.18.2: Signs on poles or other raised structures are not
allowed in the planning area.
Goal 5.18.3: All signs shall be located on private property.
Goal 5.18.4: Entry signs shall be externally illuminated. The light
source shall be fully shielded from view from
roadways and pedestrian walkways. Lighting levels
shall be as low as possible while providing
adequate illumination for signs to be seen by
motorists.
Lighting
As noted in the Design Principles at the beginning of this element,
the planning area is a transitional zone between urban and rural
uses. The overall lighting concept is to maintain generally low
lighting levels that will not impact adjacent rural or open space
areas. It is envisioned that levels of illumination will be
somewhere between those typically provided within the City and
those in the rural unincorporated area.
Goal 5.19: A low level of ambient lighting that protects the
rural ambience, while being consistent with
public safety needs.
Low profile, monument-type signs preferred.
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Guidelines
A. When illuminated, pedestrian pathways and plazas within
development parcels should use light standards that limit
the splay of light. Fixtures mounted no higher than 42
inches above the ground are preferred, but light standards
up to 12 feet tall are acceptable.
B. On-site lighting to complement and enhance architecture,
building identity and site design should be restrained in its
application. Fixtures should be concealed to avoid glare
and light intrusion into adjacent properties and streets.
C. Service area lighting should be contained within the
service area boundaries and enclosure walls. Light “spill
over” outside service areas should be minimized.
Standards
5.19.1 Provide minimum levels of lighting consistent with
public safety standards along public roadways.
5.19.2 At a minimum, streetlights shall be required at
intersections, marked pedestrian crossings, and
directional/warning signs. Where used, street
lighting shall emphasize the creation of “pools” of
light around areas of concern, rather than providing
a constant, even lighting across the entire area.
5.19.3 Luminaire height shall not exceed 30 feet on
arterials and major collectors such as Broad Street,
Prado Road, and Tank Farm Road.
5.19.4 To maintain a pedestrian scale and reduce ambient
light levels, streetlights shall not exceed 20 feet on
all other streets.
5.19.5 Provide adequate illumination for safe use of
parking lots after dark.
5.19.6 Color-balanced lights that do not cast a tinted light
are preferred.
5.19.7 Light fixtures shall be cut-off type fixtures that focus
light down toward the ground and shield the light
source from surrounding areas not intended to be
illuminated.
5.19.8 Luminaire height should be uniform over the
parking lot and not exceed 20 feet.
5.19.9 Parking area lighting should be designed to
minimize shadow/light interference by siting light
standards between trees and below mature canopy
tree height.
Drainage
Poor drainage has been a constraint on the development of low-
lying portions of the planning area. While storm drainage
improvements necessary to reduce flooding potentials to
acceptable levels will be implemented as part of the Plan,
additional efforts to mitigate the changes in stormwater runoff
resulting from new development will still be beneficial. Due to the
resulting increase in impervious surfaces such as roofs,
driveways, and parking lots, new development typically increases
the volume and rate of runoff and the amount of urban pollutants
collected in the runoff, and reduces the groundwater recharge.
Both of these result in increased costs and reduced environmental
quality.
The use of open drainage systems that collect, detain, and direct
drainage flows in surface facilities such as grassed or vegetated
swales, detention facilities and other Best Management Practices
(BMP’s) can do much to reduce the rate and volume of runoff,
increase groundwater recharge, and remove pollutants from urban
runoff. From an aesthetic standpoint, the use of vegetated swales
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to carry runoff is also consistent with the concept of encouraging a
rural/agricultural character to the planning area.
Goal 5.20: Drainage systems that employ Best
Management Practices, consistent with City-
wide drainage standards, and are designed to
be an integral part of the natural landscape.
Guidelines
A. Use of surface stormwater collection systems, including
swales, detention ponds, and energy dissipaters, is
encouraged to slow stormwater runoff and improve
stormwater quality. Features such as sediment basins,
filter strips, and infiltration beds can be included to further
enhance the removal of pollutants from runoff.
B. Where soils and water tables permit, developers are
encouraged to use techniques for increasing stormwater
infiltration. Such techniques could include: infiltration
basins, infiltration trenches, swales with check dams,
and/or permeable pavements.
C. Use of permeable pavements, such as porous asphalt,
porous concrete, and open-celled pavers, is encouraged
for pedestrian walkways, courtyards, parking areas and
low-volume roads.
D. Use of parking lot planter strips as “bioswales” or infiltration
beds that capture runoff from the parking area in the
planter areas is preferable to raised planter areas that
drain off onto the paved areas. The City can give up to a
5% reduction in required parking in exchange for effective
use of surface stormwater collection techniques that
increase infiltration.
E. Catchment and diversion of stormwater runoff from
rooftops into surface collection/detention/infiltration
facilities is encouraged.
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